EP2093123B1 - Support device for vertical support of a coupling bar and usage of the support device in a railway vehicle - Google Patents

Description

The present invention relates to a supporting device for supporting a vertically over a bearing block on a car body of a vehicle pivotally hinged coupling rod of a central buffer coupling, wherein the supporting device has a contact with the coupling rod contactable support and a support connected to the support, soft on the Car body base is fastened. The invention further relates to the use of a supporting device in a track-guided vehicle, in particular rail vehicle.

A support device of the aforementioned type is already known in principle from the prior art, in particular from rail vehicle technology. The support device is used for vertical support of a hinged to a car body frame in the vertical direction coupling rod.

In Fig. 7 is a partially sectioned side view Schematically a per se known center buffer coupling of the AAR standard F (AAR = Association of American Railroads) shown. In the Fig. 7 shown central buffer coupling 56 is particularly suitable for connecting car bodies of a track-guided vehicle, in particular rail vehicle, and for this purpose has a coupling rod 50, at the coupling plane side end of a coupling head 54 is mounted. In the Fig. 7 shown Mittelpuff coupler 56 has in detail as a coupling head 54 a classified according to the AAR standard F coupling head.

Like it Fig. 7 can be removed, the coupling rod 50 is pivotally connected via a bearing block 51 to the car body base 55 of the not explicitly shown car body in the vertical direction V and in the horizontal direction. In this way, the coupling rod 50 can follow horizontal pivoting movements of the coupling head 54 and vertical deflections, for example, to compensate for height differences between two coupling heads to be coupled. The articulation of the coupling rod 50 via an elastomeric bearing formed in the bearing block 51, in which elastomer spring elements 52 are provided, which serve to dampen the transmitted during normal driving by the coupling rod 50 train and impact forces. Usually, the elastomeric bearing formed in the bearing block 51 is adapted to allow the operationally required Ausschwenkwinkel the coupling rod 50 in the vertical direction V of about ± 6 ° and in the horizontal direction of about ± 15 °.

The bearing block 51 is connected via a pivot 53 with a housing of the car body frame 55. The housing of the body frame 55 also encloses a large part of the bearing block side portion of the coupling rod 50.

A support device 101 is provided in order to enable a suitable vertical support of the coupling rod 50, which is pivotably articulated, inter alia, in the vertical direction. Such support in the vertical direction is particularly necessary to allow proper coupling of two central buffer couplings. For this, care must be taken that the coupling rod 50 is always present in the horizontal center longitudinal plane during the coupling process.

At the in Fig. 7 schematically illustrated central buffer coupling 56, the supporting device 101 comprises a support 102 formed as a support 102, which is in contact with the coupling rod 50. Furthermore, the support device 101 known per se has a holder 103. The supporting device 101 is a resiliently formed support, in which the supporting punch 102 is connected to the holder 103 via a spring element 104 and presses against the coupling rod 50 with a certain prestress due to the spring element 104. The bias voltage with which the support punch 102 presses against the coupling rod 50 is adjustable by a suitable choice of the spring constant of the spring element 104 and should be selected such that in a resting state of the central buffer coupling 56, ie no dynamic forces in the vertical direction V are transmitted via the coupling rod 50, the coupling rod 50 is present in the horizontal center position.

The support 103 of the support device 101, which on the one hand serves to hold the spring element 104 and the Abstützstempels 102, and on the other hand can be achieved on the other hand that the Abstützstempel 102 presses with a certain bias against the coupling rod 50 to be supported, is rigidly via an attachment 105 with the car body base 55 and connected to the housing of the car body frame 55.

From rail vehicle technology, it is generally known to arrange in the or on the undercarriage of rail vehicles Energievetzehreinrichtungen. As a rule, a reversible trained energy dissipation device is used as the primary stage, which is integrated, for example in the form of a spring element in the coupling shaft, and which occur in the driving, shunting and coupling operation. Shock forces should dampen. Also it is possible - as in Fig. 7 shown - in the bearing block of the linkage, via which the coupling rod is attached to the undercarriage of the car body to provide a suitable pull / push device, for example in the form of elastomeric spring elements. These provided in the articulation Elastomerfederelemente dampen tensile and compressive forces to a defined size and direct beyond going beyond unattenuated forces on the bearing block in the vehicle undercarriage.

With such a primary energy dissipation device, for example in the form of a reversibly formed Energieverzehreinrithtung, although those tensile and shock forces that occur during normal driving between the car bodies of a multi-unit vehicle, at least partially damped or absorbed; on the other hand, when the operating load of the primary energy dissipation device is exceeded, for example when the vehicle strikes an obstacle, the damping capacity that can be provided by the primary stage is generally no longer sufficient to effectively prevent excessive impact energy from being transmitted to the vehicle undercarriage. In such a case, the undercarriage is subjected to extreme loads, so that the car body runs the risk of being damaged or derailed. The operating load of the primary energy dissipation device, as well as the damping capacity which can be provided with the primary stage, generally also corresponds to the operating load of the coupling itself.

An approach by which an unattenuated initiation of impact forces in the vehicle undercarriage can be prevented when the operating load of the primary energy dissipation device is exceeded, provides, in addition to the primary stage, for example in the form of elastomeric spring elements in the linkage of the coupling rod, another (secondary) energy dissipation device, for example, in the form of two side buffers on the outer edge of the end face of the respective car body to provide. From rail vehicle technology, it is also known, in addition to or instead of side buffers as a secondary energy dissipation device to provide at least one deformation tube which is connected downstream of the primary energy dissipation device and usually responds only after exceeding the operating load of the primary energy dissipation device or the clutch.

Regardless of its implementation, the secondary energy dissipation device serves to absorb or attenuate the impact energy resulting from excessive camber impacts. It is also fundamentally possible, after exhausting the primary energy dissipation device via a predetermined breaking point in the coupling linkage, to redirect the residual energy to the carriage box-side energy absorption elements, for example friction elements.

The additionally provided secondary energy dissipation device, which is also referred to as "overload protection", thus serves as an additional shock protection for the protection of the vehicle undercarriage against damage in strong collision surges. As already mentioned, such a secondary energy dissipation device can be realized for example in the form of side buffers on the outer edge of the end face of the car body. In order for the secondary energy dissipation device, for example, in a crash, ie after exceeding the operating load of the central buffer coupling or provided in the central buffer coupling primary energy dissipation device, defined, and reduce or dampen excessive impact energy after a predetermined event sequence, it is necessary that this Clutch is taken from the transmitted power flow. This is usually done in such a way that the coupling rod, together with the attached at the coupling plane end of the coupling rod coupling head and provided on the carriage body end of the coupling rod articulation of the coupling plane pushed towards the vehicle body to the rear and thus taken from the transferred between two adjacent car bodies power flow ,

For example, it is conceivable that after exhaustion of the energy consumption which can be provided by the primary energy dissipation device when a critical impact force is exceeded, the articulation of the coupling rod or the bearing block shears at predetermined breaking points and larger parts of the coupling are prevented by a cross member provided in the front side of the vehicle body Subframe of the car body to be pushed.

By contrast, in the case of a central buffer coupling, which - as in Fig. 7 shown - for vertical support of the coupling rod has a fixed to the car body underframe supporting device, the necessary in a crash longitudinal displacement of the coupling rod in the direction of the car body is limited by the attached to the car body underframe outrigger. Particularly in the case of clutches which have a relatively large displacement stroke in the event of a crash, the support device fixedly connected to the carriage body frame prevents the coupling rod and the coupling head attached to the coupling plane end of the coupling rod from being taken in a defined manner from the force flow transmitted between two adjacent body shells, so that a defined response of a possibly provided secondary energy dissipation device is not possible and energy consumption in the possibly provided secondary energy dissipation device can not take place after a predetermined event sequence.

Based on this problem, the present invention seeks to provide an apparatus for vertically supporting a hinged to a car body underframe in the vertical direction coupling rod of a central buffer coupling, in which in a crash, the displacement of the coupling towards the car body is not hindered by the support device.

The object underlying the invention is achieved with a supporting device which has a support which can be brought into contact with the coupling rod of a central buffer coupling and a support which is connected to the support and fastened to the car body underframe. In this case, the invention provides that the holder comprises a connecting element via which the support is connected to the holder. The connecting element defines an axis of rotation about which a rotation of the support can take place relative to the connecting element. Furthermore, in the supporting device according to the invention, at least one shearing element is provided, which connects the connecting element with the support, and which is designed to shear off when exceeding a predetermined or definable amount of a transmitted from the support via the at least one shearing element on the connecting element torque to allow rotation of the support relative to the connecting element.

The achievable with the inventive solution advantages are obvious. By providing a connecting element which defines an axis of rotation about which a rotation of the support can take place relative to the connecting element, it is possible, if necessary and in particular in a crash or after exceeding the operating load of the clutch, the support via the axis of rotation defined by the connecting element turn away in a position in which the support with respect to the movement of the central buffer coupling in the direction of the car body no longer has a disturbing influence. In detail, according to the invention at least one shearing element is provided, which connects the connecting element with the support and is designed to shear when exceeding a predetermined or definable amount of a transmitted from the support via the at least one shear element torque on the connecting element and so the rotation of the support order to allow the rotational axis defined with the connecting element relative to the connecting element.

The term "shearing element" as used herein means any component which serves as a force transmitting member for transmitting forces or torques between the support and the holder up to a maximum acting shear stress, and at or after exceeding the maximum shear stress shears off and thus on the one hand loses its power transmission function and on the other hand its function for mutual connection of the connecting element with the support. In this case, it is preferred if the shear strength of the at least one shearing element is determined beforehand such that the shearing off of the shearing element occurs only when a predetermined critical torque is transmitted from the support via the at least one shearing element to the connecting element. A critical torque occurs, for example, when in a crash, the attached at the coupling plane side end of the coupling rod coupling head abuts the longitudinal displacement of the central buffer coupling in the direction of the car body against the support of the support device.

As already mentioned, due to the design, at least one shearing element is mainly transferred moments and almost no vertical forces. This is for connecting the connecting element to the support, the at least one shearing element is preferably installed in the supporting device such that it lies on a line which extends radially from the axis of rotation defined by the connecting element. With this measure can be effectively ruled out that the at least one shearing element fails in a vertical overuse of the support device, which occurs, for example, when the coupling rod falls on the support of the support device or otherwise an increased vertical force is introduced into the support of the support device.

Because a rotation of the support relative to the connecting element is permitted when the at least one shearing element responds, the supporting device can be pivoted away from the coupling rod so that there are no interfering components in the longitudinal direction of the coupling in the direction of the body. The pivoted away from the displacement path of the coupling support device still remains firmly connected to the support of the supporting device with the car body frame, so that the track bed is kept free and no components of the support fall off.

Since, according to the solution according to the invention, the at least one shearing element has no holding function, it is possible that the critical shearing force at which the shearing element shears off and allows the support to move away from the displacement path of the coupling can be made relatively small. Accordingly, even a small and in particular precisely predictable critical shearing force, in which a rotation of the support takes place relative to the connecting element, can be set.

In the supporting device according to the invention, a torque is used to exert shear forces on the at least one shearing element. This represents an easy-to-implement, yet effective way to realize a controlled and defined shearing of the at least one shearing element in case of overload. By a suitable choice of the material 'and the dimensioning of the at least one shearing element, such a controlled shearing is possible in particular even at low response forces or torques. This is particularly necessary for support devices that serve for vertical support of the coupling rod of an AAR coupling, as in such AAR couplings the closure of the coupling head is provided at the rear end of the coupling head. In Fig. 7 the closure of the AAR coupling head is designated by the reference numeral "57".

If in such a clutch, in which therefore the Kupplungsvuschluss is provided at the rear end of the coupling head, a pivoting away of the support device only at relatively high response forces possible, there is a risk that in a longitudinal displacement of the coupling towards the car body of the coupling closure by the abutment against the Support device is unlocked, as a result, it can lead to an unintentional separation of the coupled coupling heads of two adjacent car bodies.

Preferably, the at least one shearing element is embodied such that, in the case of a transmission of forces, and in particular with a transmission of dynamic forces between the support and the holder, essentially only shearing forces are transmitted via the at least one shearing element. It is conceivable in a preferred realization of the solution according to the invention that at least one shearing element form an exchangeable shearing pin or shear pin in order to make it operational again by simply exchanging the shearing element or shearing elements, for example, in the event of a crash from the displacement path of the coupling ,

In a preferred embodiment of the supporting device according to the invention it is provided that this is used for the resilient support of a coupling rod. For this purpose, it is conceivable that the support has a support rod which can be brought into contact with the coupling rod and a support body connected to the support temple, wherein the support body is connected to the connecting element in such a way that after the shearing off of the at least one shearing element the support body reacts with the support temple which can rotate with the connecting element defined axis of rotation. In this case, the support body and the Abstützstempel should be movable relative to each other. Preferably, for example, the support body has at least one sleeve-shaped element, in which an elastic element, in particular in spring element is provided, via which the Abstützstempel is connected to the support body.

As a further development of the last-mentioned resilient support, it is conceivable to provide a detent with which the supporting punch and the supporting body can be fixed relative to each other.

Alternatively or additionally, it is also conceivable that the spring characteristic and in particular the spring hardness of the at least one elastic element is adjustable even after its installation in the support device.

With regard to the mounting of the supporting device, it is preferred if the holder has at least one bearing which can be fastened to the Wagenkastehuntergestell, on which the connecting element is fixed. This bearing can for example be designed as a fesdager, via which the connecting element is fixed in all three translational degrees of freedom. Advantageously, the holder comprises a total of two bearings which serve for fastening the connecting element, wherein a bearing is designed as a fixed bearing, via which the connecting element is fixed in all three translational degrees of freedom, and wherein the other bearing is designed as a floating bearing, via soft, the connecting element is fixed in two translational degrees of freedom so as to allow a relative movement between the bearing designed as a floating bearing and the connecting element in the longitudinal direction of the connecting element. By using a fixed bearing on the one hand and a movable bearing on the other hand as a support before a connection that allows retrofitting of supporting devices of existing vehicles, since in a flexible manner, the holder can be attached to the body frame suitable.

The connecting element is designed, for example, as an elongated bolt, wherein the axis of rotation is defined along the longitudinal direction of the bolt, around which the rotation of the support relative to the connecting element takes place after shearing off the at least one shearing element. In particular, it is conceivable to form the connecting element as a rotationally symmetrical bolt, whose axis of symmetry defines the axis of rotation about which the rotation of the support takes place relative to the connecting element after shearing off the at least one shearing element. This rotationally symmetrical bolt should preferably be held on the one hand and with the help of the movable bearing on the other hand with the help of the already mentioned fixed bearing.

The following is with reference to the FIGS. 1 to 6 the attached drawings a preferred realization of the supporting device according to the invention described by way of example.

Fig. 1:

eine bevorzugte Realisierung der erfindungsgemäßen Abstützvorrichtung in einer schematischen Ansicht auf die in Richtung Wagenkasten zeigende Sei- te der Abstützvorrichtung;

Fig. 2:

die Abstützvorrichtung gemäß der bevorzugten Realisierung in einer drei- dimensionalen perspektivischen Darstellung mit Blick auf die in Kupp- lungsebene zeigende Seite der Abstützvorrichtung;

Fig. 3:

die Abstützvorrichtung gemäß der bevorzugten Realisierung in einer sche- matischen Seitenansicht;

Fig. 4:

die Abstützvorrichtung gemäß der bevorzugten Realisierung im eingebauten und betriebsfähigen Zustand;

Fig. 5:

die Abstützvorrichtung gemäß der bevorzugten Realisierung in einer sche- matischen Seitenansicht nach dem Abscheren des wenigstens einen Ab- scherelements und nach dem Verschwenken der Abstützung um die mit dem Verbindungselement definierte Drehachse;

Fig. 6:

die Abstützvorrichtung gemäß der bevorzugten Realisierung im eingebauten Zustand nach dem ansprechen des wenigstens einen Abschetelemerits und nach dem verschwenken der Abstützung um die mit dem Verbindungsele- ment gebildete Drehachse; und

Fig. 7:

eine schematische Seitenschnittansicht einer AAR-Mittelpufferkupplung vom Standart F mit einer herkömmlichen Abstützvorrichtung.

In the accompanying drawings show:

Fig. 1:

a preferred realization of the supporting device according to the invention in a schematic view of the pointing in the direction of the car body side of the supporting device;

Fig. 2:

the support device according to the preferred realization in a three-dimensional perspective view with a view of the clutching plane in the side of the support device;

3:

the support device according to the preferred realization in a schematic side view;

4:

the support device according to the preferred realization in the installed and operable state;

Fig. 5:

the supporting device according to the preferred realization in a schematic side view after the shearing off of the at least one shearing element and after the pivoting of the support about the axis of rotation defined by the connecting element;

Fig. 6:

the support device according to the preferred realization in the installed state after the response of the at least one Abschetelemerits and after pivoting of the support about the element formed with the Drehelement rotation axis; and

Fig. 7:

a schematic side sectional view of an AAR center buffer coupling of standard F with a conventional support device.

In Fig. 1 is a schematic representation of a preferred embodiment of the support device 1 according to the invention in a view of the mounted in the installed state in the direction of the car body side of the support device 1 is shown. The representation according to Fig. 2 shows the preferred realization of the supporting device 1 according to the invention in a perspective view, namely on the side of the supporting device 1, which shows in the installed state of the supporting device 1 in the direction of the coupling plane. Fig. 3 shows a schematic representation of a view of the preferred realization of the supporting device 1 on one side of this. The support device according to the preferred implementation in the installed and operative state is in Fig. 4 shown.

The illustrated support device 1 has a support 2 and a support 2 connected to the holder 3, which - as in Fig. 4 shown - can be attached to a car body chassis 55 of a vehicle, in particular a rail vehicle. The holder 3 has a connecting element 5 designed as a rotationally symmetrical pin in the illustrated embodiment of the supporting device 1. The support 2 is connected via the formed as a rotationally symmetrical bolt connecting element 5 with the bracket 3.

In detail, and how it in particular the in Fig. 2 can be seen, the holder 3 a total of two bearings 11, 12, which is shown in the illustration Fig. 4 can be fixed to the carbody base 55 of the vehicle not explicitly shown in the drawings by means of screws 14. At the two bearings 11, 12, the connecting element 5 is fixed.

In the illustrated preferred embodiment of the support device 1 according to the invention, the in Fig. 2 provided on the right side of the connecting element 5 bearing 11 as a fixed bearing, via which the connecting element 5 is fixed in all three translational degrees of freedom.

The connection element 5 used in or illustrated embodiment of the support device 1 is - as already mentioned - designed as an elongated and rotationally symmetrical bolt, one end of the connecting element 5 on the fixed bearing 11 and the other end of the connecting element 5 at a second, in Fig. 2 is fixed to the left side of the connecting element 5 arranged bearing 12. This in Fig. 2 arranged on the left side further bearing 12 is preferably designed as a movable bearing, via which the connecting element 5 is fixed only in two translational degrees of freedom, so that a movement in the direction of the axis of symmetry of the connecting element 5 is given.

To realize the designed as a floating bearing 12, an opening 15 in a flange 13 is provided in the supporting device 1 shown in the drawings, through which the connecting element 5 in the direction of the axis of symmetry L of the connecting element 5 can run. The formed in the flange 13 opening 15 is in particular with reference to the illustration of Fig. 1 to recognize.

The support 2, in the illustrated embodiment of the support device 1 according to the invention on a Abstützstempel 7 and a support body 8, wherein the Abstützstempel 7 is at least partially received in sleeve-shaped elements 9 of the support body 8. Furthermore, elastic elements 4 are provided in the form of spring elements, which are also accommodated in the sleeve-shaped elements 9 of the support body 8 and space the support ram 7 in a resilient manner from the support body 8.

The resilient action of the elastic spring elements 4 accommodated in the sleeve-shaped elements 9 of the supporting body 8 can be switched off or switched on as required by a lock 10, for example in the form of a latchable locking bolt. For this purpose, appropriate screws can be provided, with which the lock 10 can be activated.

Of course, it is also conceivable, differently, to realize the lock 10 for fixing the Abstützstempel 7 and the support body 8 relative to each other. It is also conceivable that the spring characteristic or damping characteristic of the elastic spring element 4 can be adjusted if necessary even after installation of the elastic spring element 4 in the support device 1.

The support 2 consists essentially of the Abstützstempel 7 and the support body 8, wherein the support body 8 has the aforementioned sleeve-shaped elements 9 for receiving the elastic spring elements 4 on the one hand and for partially receiving the Abstützstempels 7 on the other. It is provided in the preferred realization of the supporting device 1 according to the invention that the trained as an elongated, rotationally symmetrical bolt connecting element 5 passes through the support body 8 of the support 2 and is performed accordingly in the support body 8. The supporting body 8 and the connecting element 5 are connected to one another in such a way that the supporting body 8 together with the supporting punch 7 can perform a rotation relative to the connecting element 5 about an axis of rotation R. The axis of rotation R is via the connecting element 5, and in particular in the illustrated preferred realization of the supporting device 1 according to the invention over the axis of symmetry L defined as a rotationally symmetrical bolt connecting element 5 defines.

As it is in particular the in Fig. 1 and Fig. 2 shown representations, the preferred realization of the supporting device according to the invention 1 shearing elements 6, which serve to non-positively connect the support 2 and in particular the support body 8 of the support 2 with the connecting element 5.

In the illustrated embodiment of the support device 1 according to the invention, the shearing elements 6 are preferably designed as replaceable shear pins or shear pins which connect the support 2 and in particular the support body 8 of the support 2 with the guided through the support body 8 connecting element 5 and the connecting element 5 thus fix the support 2.

The support 2 and the supporting body 8 with the supporting punch 7 are rotatably mounted around the pivot axis R defined by the connecting element 5 in the supporting device 1 according to the invention, act in a transmission of forces, and in particular in a transmission of dynamic forces between the Support 2 and the holder 3 on the shear elements 6 essentially only shear forces, which are caused due to torques.

In particular, the shearing elements 6 are designed to shear off a torque transmitted from the support 2 via the shearing elements 6 to the connecting element 5 when a predefined or definable amount is exceeded, whereby rotation of the support 2 or the supporting body 8 together with the supporting temple 7 is relatively is allowed to the connecting element 5 about the axis of rotation R defined with the axis of symmetry L of the connecting element 5.

In Fig. 5 , the preferred realization of the supporting device 1 is shown in a state after the shear elements 6 have responded and a rotation of the support 2 relative to the connecting element 5 has taken place. The representation according to Fig. 6 shows in a perspective partially sectioned view of the preferred embodiment of the support device 1 after the shear elements 6 are sheared off and the support 2 has been rotated away from the Längsvetschiebungsweg the central buffer coupling 56.

Based on the illustrations according to Fig. 5 and Fig. 6 It is apparent that after shearing off the shearing elements 6, the support 2 of the supporting device 1 relative to the connecting element 5 of the holder 3 is pivotable about the rotational axis R defined by the connecting element 5.

Accordingly, the supporting device 1 according to the invention is particularly suitable for vertical support of a central buffer coupling 56 and a coupling rod 50 belonging to the central buffer coupling 56, if the central buffer coupling 56, for example, has to be taken out of the coupling plane in case of a crash, to energy consumption of a secondary energy dissipation device (not in the drawings explicitly shown).

As already related to Fig. 7 described, such a secondary energy dissipation device may be formed, for example in the form of side buffers.

A comparison of the representations according to Fig. 4 and according to Fig. 6 shows that the support device 1 according to the invention in normal driving (see. Fig. 4 ) serves to elastically support the coupling rod 50 of the central buffer coupling 56 in the vertical direction. In this normal driving operation, the tensile / compressive forces transmitted by the coupling rod 50 are at least partially absorbed and dampened, for example, by the elastomer bearing received by the bearing block 51, and in particular by elastomer spring elements 52. On the other hand, after exceeding the operating load of the central buffer coupling 56, ie after exhausting the maximum possible energy dissipation or the maximum possible impact energy damping by the Elastomerfederlemente 52 contained in the elastomeric bearing, the central buffer coupling 56 should be taken from the transmitted between two adjacent car body power flow to a response of secondary To enable energy dissipation devices (for example in the form of side buffers). The central buffer coupling 56 is usually taken out of the power flow transmitted between two adjacent car bodies by longitudinal displacement of the central buffer coupling 56 in the direction of the car body after exceeding the operating load of the central buffer coupling 56.

In the event of a crash, ie when the central buffer coupling 56 is displaced in the direction of the car body so as to be able to be taken from the power flow transmitted between two adjacent car bodies, it comes into contact with its movement Direction of the car body of the coupling head 54 of the central buffer coupling 56 inevitably against the support device 1 and in particular against the support 2 of the support device 1 at. In the solution according to the invention it is provided that in this case the shear elements 6, which connect the support 2 of the support device 1 with the connecting element 5 of the support 3 of the support device 1, shear, so as to allow the support 2 from the displacement of the Central buffer coupling 56 and, from the displacement path of the coupling head 54 of the central buffer coupling 56 can be paid.

Accordingly, the present invention provides an easy to implement yet effective solution with which in a crash, the support device 1 can be taken from the displacement path of the central buffer coupling 56 without affecting the effectiveness of the vertical support of the coupling rod 50 of the central buffer coupling in normal driving.

Likewise, the supporting device 1 according to the invention is particularly suitable for retrofitting existing central buffer couplings, since the supporting device 1 is connected via the holder 3, and in detail via the bearings 11, 12 of the holder 3 to the car body underframe 55 of the track-guided vehicle, and in particular of the rail vehicle , As already mentioned, it is preferred if at least one bearing designed as a floating bearing is provided, so that in this way with the supporting device 1 differently shaped car bodies can be retrofitted without major structural changes to be made to the support device 1 or the car body frame.

The invention is not limited to the embodiment of the preferred embodiment of the supporting device shown by way of example in the drawings. Rather, the invention will be apparent from an overall view of the claims and the description of the exemplary embodiment.

LIST OF REFERENCE NUMBERS

1

Support device

2

support

3

bracket

4

elastic element

5

connecting element

6

shearing

7

support plunger

8th

support body

9

sleeve-shaped element

10

lock

11

Bearing / bearing

12

Bearing / floating bearing

13

Flange / flange plate

14

screw

15

opening

50

coupling rod

51

bearing block

52

Elastomerfedetelement

53

pivot

54

coupling head

55

Car body underframe

56

Central buffer coupling

57

shutter

101

Support device (prior art)

102

Support (prior art)

103

Bracket (prior art)

104

Spring (prior art)

105

Mounting flange (state of the art)

V

vertical direction

R

axis of rotation

L

Longitudinal direction / symmetry axis of the connecting element

Claims (16)

1. A supporting device (1) to vertically support a coupling rod (50) of a central buffer coupling (56) pivotably articulated in the vertical direction (V) to a car body underframe (55) by a bearing block (51), wherein the supporting device (1) comprises a support (2) capable of being brought into contact with the coupling rod (50) and a mount (3) connected to the support (2) and fixable to the car body underframe (55) of the vehicle, wherein the mount (3) comprises a connecting element (5) by means of which the support (2) is connected to the mount (3), wherein the connecting element (5) defines a rotational axis (R) about which the support (2) can rotate relative the connecting element (5),
   characterized in that
   at least one shearing element (6) is provided which connects the connecting element (5) to the support (2) and which is designed to shear off upon the exceeding of a predefined or predefinable amount of torque being transmitted from the support (2) to the connecting element (5) via said at least one shearing element (6) so as to allow a rotation of the support (2) relative the connecting element (5).
2. The supporting device according to claim 1, wherein
   the at least one shearing element (6) connects the support (2) to the mount (3) such that upon transferring forces, in particular dynamic forces, between the support (2) and the mount (3), said at least one shearing element (6) essentially only transmits shearing forces.
3. The supporting device according to claim 1 or 2, wherein
   the at least one shearing element (6) is designed as a replaceable safety bolt or shear pin.
4. The supporting device according to any one of the preceding claims, wherein the support (2) comprises a support plunger (7) capable of being brought into contact with the coupling rod (50) and a support body (8) connected to said support plunger (7), wherein the support body (8) is connected to the connecting element (5) such that after the at least one shearing element (6) shears off, the support body (8) with the support plunger (7) can rotate about the rotational axis (R) defined by the connecting element (5), and wherein the support body (8) and the support plunger (7) can move relative one another.
5. The supporting device according to claim 4, wherein
   at least one elastic element (4), in particular a spring element, is provided by means of which the support plunger (7) is connected to the support body (8).
6. The supporting device according to claim 5, wherein
   the support body (8) comprises at least one sleeve-shaped element (9) in which said at least one elastic element (4) and at least part of the support plunger (7) are accommodated.
7. The supporting device according to any one of claims 4 to 6, wherein
   a locking device (10) is provided to lock the support plunger (7) and the support body (8) relative one another.
8. The supporting device according to any one of claims 4 to 7, wherein
   the spring characteristic, and particularly the spring hardness of the at least one elastic element (4) can be adjusted after being mounted in the supporting device (1).
9. The supporting device according to any one of claims 4 to 8, wherein
   the connecting element (5) runs through the support body (8) and is guided in said support body (8).
10. The supporting device according to any one of the preceding claims, wherein the mount (3) comprises at least one bearing (11, 12) attachable to the car body underframe (55) to which the connecting element (5) is fixed.
11. The supporting device according to claim 10, wherein
    the at least one bearing (11, 12) is configured as a fixed bearing (11) by means of which the connecting element (5) is fixed in all three degrees of translational freedom.
12. The supporting device according to claim 10, wherein
    the mount (3) comprises a fixed bearing (11) attachable to the car body underframe (55) by means of which the connecting element (5) is fixed in all three degrees of translational freedom; and wherein the mount (3) comprises a floating bearing (12) attachable to the car body underframe (55) by means of which the connecting element (5) is fixed in two degrees of translational freedom so as to allow a relative movement between the floating bearing (12) and the connecting element (5) in the longitudinal direction (L) of said connecting element (5).
13. The supporting device according to any one of claims 10 to 12, wherein
    the at least one bearing (11, 12) comprises a flange or flange-like plate (13) by means of which the mount (3) is preferably detachably connected to the car body underframe (55) via bolts (14).
14. The supporting device according to any one of the preceding claims, wherein
    the connecting element (5) is configured as an elongated pin, wherein the rotational axis (R) about which the support (2) rotates relative the connecting element (5) subsequent the shearing off of the at least one shearing element (6) is defined by the longitudinal direction (L) of said elongated pin.
15. The supporting device according to any one of the preceding claims, wherein
    the connecting element (5) is configured as a rotationally symmetrical pin, its symmetrical axis (R) defining the rotational axis (R) about which the support (2) rotates relative the connecting element (5) subsequent the shearing off of the at least one shearing element (6).
16. Use of a supporting device (1) according to any one of the preceding claims in a rail-borne vehicle, in particular a railway vehicle, which comprises a central buffer coupling (56) having a coupling rod (50) pivotably articulated in the vertical direction (V) to a car body underframe (55) by a bearing block (51), wherein a coupling head (50) is mounted at a coupling plane-side end of the coupling rod (50), and wherein upon the working load of the central buffer coupling (56) being exceeded, the coupling rod (50) and the coupling head (54) are pushed together in the vehicle's direction of travel and the coupling head (54) strikes against the support (2) of the supporting device (1).

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