EP2093123B1 - Dispositif d'appui destiné à l'appui vertical d'une barre d'attelage et utilisation du dispositif d'appui dans un véhicule sur rails - Google Patents

Dispositif d'appui destiné à l'appui vertical d'une barre d'attelage et utilisation du dispositif d'appui dans un véhicule sur rails Download PDF

Info

Publication number
EP2093123B1
EP2093123B1 EP08101964A EP08101964A EP2093123B1 EP 2093123 B1 EP2093123 B1 EP 2093123B1 EP 08101964 A EP08101964 A EP 08101964A EP 08101964 A EP08101964 A EP 08101964A EP 2093123 B1 EP2093123 B1 EP 2093123B1
Authority
EP
European Patent Office
Prior art keywords
support
connecting element
supporting device
coupling
shearing
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP08101964A
Other languages
German (de)
English (en)
Other versions
EP2093123A1 (fr
Inventor
Arthur Kontetzki
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Voith Patent GmbH
Original Assignee
Voith Patent GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Voith Patent GmbH filed Critical Voith Patent GmbH
Priority to DE502008001251T priority Critical patent/DE502008001251D1/de
Priority to EP08101964A priority patent/EP2093123B1/fr
Priority to PL08101964T priority patent/PL2093123T3/pl
Priority to US12/081,292 priority patent/US7913865B2/en
Priority to AU2009200720A priority patent/AU2009200720B2/en
Priority to CN2009100042747A priority patent/CN101519076B/zh
Publication of EP2093123A1 publication Critical patent/EP2093123A1/fr
Application granted granted Critical
Publication of EP2093123B1 publication Critical patent/EP2093123B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories
    • B61G7/10—Mounting of the couplings on the vehicle
    • B61G7/12—Adjustable coupling bars, e.g. for centralisation purposes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G9/00—Draw-gear
    • B61G9/20—Details; Accessories
    • B61G9/24—Linkages between draw-bar and framework

Definitions

  • 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.
  • 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.
  • Harrisonpuff coupler 56 has in detail as a coupling head 54 a classified according to the AAR standard F coupling head.
  • 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.
  • 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 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.
  • 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 AbstNeillstempel 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.
  • a primary energy dissipation device for example in the form of a reversibly formed Energyverzehreinrithtung, 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;
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • At least one shearing element 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.
  • shearing element 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the closure of the AAR coupling head is designated by the reference numeral "57".
  • 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 ,
  • 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.
  • the support body and the Abstützstempel should be movable relative to each other.
  • 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 Abstützstkov is connected to the support body.
  • 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.
  • 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.
  • 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.
  • 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.
  • the connecting element 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.
  • 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 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • a lock 10 for example in the form of a latchable locking bolt.
  • appropriate screws can be provided, with which the lock 10 can be activated.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 Lssensvetschiebungsweg the central buffer coupling 56.
  • the supporting device 1 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).
  • 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.
  • 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.
  • 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.
  • 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.
  • the supporting device 1 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.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Dampers (AREA)
  • Vibration Prevention Devices (AREA)

Claims (16)

  1. Dispositif de soutien (1) pour le soutien vertical d'une barre d'attelage (50), dans un attelage à tampon central (56), articulée en pivotement en direction verticale (V) via un bloc de montage (51) sur un châssis d'une caisse de wagon (55) d'un véhicule, ledit dispositif de soutien (1) comprenant un soutien (2) susceptible d'être amené en contact avec la barre d'attelage (50), et une monture (3) reliée au soutien (2) et susceptible d'être fixée sur le châssis (55) du véhicule,
    dans lequel la monture (3) comprend un élément de liaison (5) via lequel le soutien (2) est relié à la monture (3), dans lequel l'élément de liaison (5) définit un axe de rotation (R) autour duquel peut se produire une rotation du soutien (2) par rapport à l'élément de liaison (5),
    caractérisé en ce que
    il est prévu au moins un élément à cisaillement (6), qui relie l'élément de liaison (5) au soutien (2), et qui est conçu pour être cisaillé en cas de dépassement d'une valeur prédéterminée ou prédéterminable d'un couple de rotation transmis à l'élément de liaison (5) depuis le soutien (2) via ledit au moins un élément à cisaillement (6), pour permettre une rotation du soutien (2) par rapport à l'élément de liaison (5).
  2. Dispositif de soutien selon la revendication 1, dans lequel
    ledit au moins un élément à cisaillement (6) relie le soutien (2) à la monture (3) de telle manière que lors d'une transmission de forces, en particulier de forces dynamiques, entre le soutien (2) et la monture (3) essentiellement uniquement des forces de cisaillement sont transmises via ledit au moins un élément à cisaillement (6).
  3. Dispositif de soutien selon la revendication 1 ou 2, dans lequel
    ledit au moins un élément à cisaillement (6) est réalisé sous forme de goujon ou de tige à cisaillement interchangeable.
  4. Dispositif de soutien selon l'une des revendications précédentes, dans lequel
    le soutien (2) comprend un bloc de soutien (7) susceptible d'être amené en contact avec la barre d'attelage (50), et un corps de soutien (8) relié au bloc de soutien (7), ledit corps de soutien (8) étant relié à l'élément de liaison (5) de telle manière qu'après cisaillement dudit au moins un élément à cisaillement (6), le corps de soutien (8) peut tourner avec le bloc de soutien (7) autour de l'axe de rotation (R) défini par l'élément de liaison (5), et dans lequel le corps de soutien (8) et le bloc de soutien (7) sont déplaçables l'un par rapport à l'autre.
  5. Dispositif de soutien selon la revendication 4, dans lequel
    il est prévu au moins un élément élastique (4), en particulier un élément à ressort, via lequel le bloc de soutien (7) est relié au corps de soutien (8).
  6. Dispositif de soutien selon la revendication 5, dans lequel
    le corps de soutien (8) comprend au moins un élément en forme de douille (9), dans lequel sont reçus ledit au moins un élément élastique (4) et au moins une partie du bloc de soutien (7).
  7. Dispositif de soutien selon l'une des revendications 4 à 6, dans lequel
    il est prévu un dispositif d'arrêt (10) pour immobiliser le bloc de soutien (7) et le corps de soutien (8) l'un par rapport à l'autre.
  8. Dispositif de soutien selon l'une des revendications 4 à 7, dans lequel
    la courbe caractéristique élastique, et en particulier la dureté dudit au moins un élément élastique (4) est réglable après son montage dans le dispositif de soutien (1).
  9. Dispositif de soutien selon l'une des revendications 4 à 8, dans lequel
    l'élément de liaison (5) passe à travers le corps de soutien (18) et est guidé dans le corps de soutien (8).
  10. Dispositif de soutien selon l'une des revendications précédentes, dans lequel la monture (3) comprend au moins un palier (11, 12) susceptible d'être fixé sur le châssis (55) de la caisse de wagon et sur lequel est fixé l'élément de liaison (5).
  11. Dispositif de soutien selon la revendication 10, dans lequel
    ledit au moins un palier (11, 12) est réalisé à titre de palier fixe (11) via lequel l'élément de liaison (5) est fixé suivant les trois degrés de liberté en translation.
  12. Dispositif de soutien selon la revendication 10, dans lequel
    la monture (3) comprend un palier (11), susceptible d'être fixé sur le châssis (55) de la caisse de wagon et réalisé sous forme de palier fixe, via lequel l'élément de liaison (5) est fixé suivant les trois degrés de liberté en translation ; et dans lequel
    la monture (3) comprend un palier (12) susceptible d'être fixé sur le châssis (55) de la caisse de wagon et réalisé sous forme de palier fou, via lequel l'élément de liaison (5) est fixé suivant deux degrés de liberté en translation de telle manière qu'il permet un mouvement relatif entre le palier (12) réalisé sous forme de palier fou et l'élément de liaison (5) en direction longitudinale (L) de l'élément de liaison (5).
  13. Dispositif de soutien selon l'une des revendications 10 à 12, dans lequel
    ledit au moins un palier (11, 12) comprend une bride ou une plaque (13) semblable à une bride, via laquelle la monture (3) est susceptible d'être fixée sur le châssis (55) de la caisse de wagon, de préférence de façon détachable au moyen de vis (14).
  14. Dispositif de soutien selon l'une des revendications précédentes, dans lequel
    l'élément de liaison (5) et réalisé sous forme d'un goujon allongé, et au moyen de la direction longitudinale (L) du goujon est défini l'axe de rotation (R) autour duquel se produit, après cisaillement dudit au moins un élément à cisaillement (6), la rotation du soutien (2) par rapport à l'élément de liaison (5).
  15. Dispositif de soutien selon l'une des revendications précédentes, dans lequel
    l'élément de liaison (5) est réalisé sous forme de goujon à symétrie de révolution, dont l'axe de symétrie définit l'axe de rotation (R) autour duquel se produit, après cisaillement dudit au moins un élément à cisaillement (6), la rotation du soutien (2) par rapport à l'élément de liaison (5).
  16. Utilisation d'un dispositif de soutien (1) selon l'une des revendications précédentes dans un véhicule guidé sur voie, en particulier dans un véhicule ferroviaire, qui comprend un attelage à tampon central (56) avec une barre d'attelage (50) articulée avec un châssis (5) de la caisse de wagon, en pivotement en direction verticale (V), via un bloc de montage (51), une tête d'attelage (54) étant montée à l'extrémité de la barre attelage (50) du côté du plan d'attelage, et lors du dépassement de la charge de service de l'attelage à tampon central (56), la barre d'attelage (50) et la tête d'attelage (54) sont déplacées conjointement dans la direction du véhicule, et la tête d'attelage (54) vient buter contre le soutien (2) du dispositif de soutien (1).
EP08101964A 2008-02-25 2008-02-25 Dispositif d'appui destiné à l'appui vertical d'une barre d'attelage et utilisation du dispositif d'appui dans un véhicule sur rails Active EP2093123B1 (fr)

Priority Applications (6)

Application Number Priority Date Filing Date Title
DE502008001251T DE502008001251D1 (de) 2008-02-25 2008-02-25 Abstützvorrichtung zum vertikalen Abstützen einer Kupplungsstange sowie Verwendung der Abstützvorrichtung bei einem spurgeführten Fahrzeug
EP08101964A EP2093123B1 (fr) 2008-02-25 2008-02-25 Dispositif d'appui destiné à l'appui vertical d'une barre d'attelage et utilisation du dispositif d'appui dans un véhicule sur rails
PL08101964T PL2093123T3 (pl) 2008-02-25 2008-02-25 Urządzenie podporowe do podpierania w pionie cięgła oraz zastosowanie urządzenia podporowego w pojeździe torowym
US12/081,292 US7913865B2 (en) 2008-02-25 2008-04-14 Support device
AU2009200720A AU2009200720B2 (en) 2008-02-25 2009-02-24 Supporting device to vertically support a coupling rod as well as use of the supporting device in a railborne vehicle
CN2009100042747A CN101519076B (zh) 2008-02-25 2009-02-24 垂直地支撑联接杆的支撑装置以及支撑装置在有轨车辆中的使用

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP08101964A EP2093123B1 (fr) 2008-02-25 2008-02-25 Dispositif d'appui destiné à l'appui vertical d'une barre d'attelage et utilisation du dispositif d'appui dans un véhicule sur rails

Publications (2)

Publication Number Publication Date
EP2093123A1 EP2093123A1 (fr) 2009-08-26
EP2093123B1 true EP2093123B1 (fr) 2010-09-01

Family

ID=39577783

Family Applications (1)

Application Number Title Priority Date Filing Date
EP08101964A Active EP2093123B1 (fr) 2008-02-25 2008-02-25 Dispositif d'appui destiné à l'appui vertical d'une barre d'attelage et utilisation du dispositif d'appui dans un véhicule sur rails

Country Status (6)

Country Link
US (1) US7913865B2 (fr)
EP (1) EP2093123B1 (fr)
CN (1) CN101519076B (fr)
AU (1) AU2009200720B2 (fr)
DE (1) DE502008001251D1 (fr)
PL (1) PL2093123T3 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE202014001334U1 (de) 2014-02-17 2014-03-14 Voith Patent Gmbh Abstützvorrichtung zum vertikalen Abstützen einer Kupplungsstange mit einem Begrenzungselement
DE102014222273A1 (de) 2014-10-31 2016-05-04 Voith Patent Gmbh Abstützvorrichtung zum vertikalen Abstützen einer Kupplungsstange kompakter Bauhöhe
RU2668011C1 (ru) * 2015-03-17 2018-09-25 Сименс Акциенгезелльшафт Рельсовое транспортное средство, в частности локомотив

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8960464B2 (en) * 2011-04-08 2015-02-24 Wabtec Holding Corp. Coupler support mechanism
EP2562062B1 (fr) * 2011-08-23 2017-01-18 Voith Patent GmbH Dispositif de soutien pour le soutien vertical d'une tige d'embrayage articulée sur la sous-structure d'un châssis d'un véhicule sur rail
EP2886413A1 (fr) * 2013-12-23 2015-06-24 Ego International B.V. Support de palier, ensemble contenant un tel support de palier et système contenant un tel ensemble
CN104527708B (zh) * 2014-12-29 2017-03-22 中车北京二七机车有限公司 车钩安装装置
US9701323B2 (en) 2015-04-06 2017-07-11 Bedloe Industries Llc Railcar coupler
ITUB20154755A1 (it) * 2015-11-05 2017-05-05 Co El Da Software Srl Sistema automatico di aggancio e sgancio di mezzi circolanti sulla rete ferroviaria
CN111976780B (zh) * 2020-08-28 2021-10-29 中车大同电力机车有限公司 适用于碰撞能量管理系统的中心式车钩及具有其的机车
DE102022107122A1 (de) 2022-03-25 2023-09-28 Voith Patent Gmbh Rahmeneinheit für eine kupplungsanordnung eines spurgeführten fahrzeugs sowie kupplungsanordnung mit einer solchen rahmeneinheit
EP4339063A1 (fr) * 2022-09-19 2024-03-20 Voith Patent GmbH Structure de véhicule ferroviaire et attelage, notamment attelage de traction

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3378150A (en) * 1966-04-01 1968-04-16 Acf Ind Inc Coupler support structure
US3417876A (en) * 1966-08-12 1968-12-24 Pullman Inc Coupler carrier
FR1543222A (fr) * 1967-06-12 1968-10-25 Peugeot Dispositif destiné à absorber de l'énergie et ses applications, en particulier aux colonnes de direction des véhicules automobiles
US4064998A (en) * 1975-10-31 1977-12-27 Dresser Industries, Inc. Railway coupler and draft rigging
US5277450A (en) * 1992-07-07 1994-01-11 Henschen Curtiss W Multiple stage torsion axle

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE202014001334U1 (de) 2014-02-17 2014-03-14 Voith Patent Gmbh Abstützvorrichtung zum vertikalen Abstützen einer Kupplungsstange mit einem Begrenzungselement
DE102014222273A1 (de) 2014-10-31 2016-05-04 Voith Patent Gmbh Abstützvorrichtung zum vertikalen Abstützen einer Kupplungsstange kompakter Bauhöhe
RU2668011C1 (ru) * 2015-03-17 2018-09-25 Сименс Акциенгезелльшафт Рельсовое транспортное средство, в частности локомотив

Also Published As

Publication number Publication date
AU2009200720B2 (en) 2011-01-27
PL2093123T3 (pl) 2011-02-28
CN101519076A (zh) 2009-09-02
CN101519076B (zh) 2011-05-18
DE502008001251D1 (de) 2010-10-14
AU2009200720A1 (en) 2009-09-10
US7913865B2 (en) 2011-03-29
US20090212000A1 (en) 2009-08-27
EP2093123A1 (fr) 2009-08-26

Similar Documents

Publication Publication Date Title
EP2093123B1 (fr) Dispositif d'appui destiné à l'appui vertical d'une barre d'attelage et utilisation du dispositif d'appui dans un véhicule sur rails
EP1719684B1 (fr) Attelage central pour véhicules ferroviaires
EP2188165B1 (fr) Amortisseur
EP2594452B1 (fr) Dispositif d'embrayage pour la zone frontale d'un véhicule guidé sur rails
EP1925523B1 (fr) Couplage articulé pour caisses d'un véhicule ferroviaire à sections multiples
EP1955918B1 (fr) Attelage central automatique
EP2183145B1 (fr) Dispositif antichoc pour la zone avant ou arrière d'un véhicule guidé sur rails, comportant au moins un dispositif d'absorption d'énergie
EP1785329B1 (fr) Structure de joint
EP1990251B1 (fr) Dispositif d'absorption d'énergie pour véhicules à éléments multiples
EP1905661B1 (fr) Barre d'accouplement pour la transmission des efforts de traction et de compression.
EP2072370B1 (fr) Dispositif d'absorption d'énergie pour une caisse d'un véhicule composé de plusieurs unités
EP1312527B1 (fr) Articulation d'accouplement
EP2335996B1 (fr) Attelage central pour un véhicule sur rails
EP2522560B1 (fr) Support de palier pour articuler une tige d'embrayage sur une caisse de voiture sur rails
EP2617622B1 (fr) Dispositif de soutien vertical d'une barre d'attelage
EP1535816B1 (fr) Attelage central pour véhicules ferroviaires
WO2015049104A1 (fr) Support de palier permettant l'articulation d'une tige d'accouplement sur une superstructure d'un véhicule guidé
EP2700556B1 (fr) Support de palier pour articuler une tige d'embrayage sur une caisse de voiture sur rails
EP3303091B1 (fr) Dispositif de raccordement d'un arbre d'accouplement à une caisse d'un véhicule guidé
EP1884434B1 (fr) Charnière pour la jonction articulée de châssis de wagons voisins
EP2720925A1 (fr) Système permettant de changer la trajectoire d'un attelage à tampon central d'un véhicule ferroviaire lorsque celui-ci est rompu lors d'une collision en raison de la défaillance d'un organe de sécurité anti-surcharge
EP2562062B1 (fr) Dispositif de soutien pour le soutien vertical d'une tige d'embrayage articulée sur la sous-structure d'un châssis d'un véhicule sur rail
EP3837148B1 (fr) Arrangement d'articulation pour relier de manière articulée deux caisses voisines d'un véhicule guidé sur rails
EP3995382A1 (fr) Dispositif de direction pour un dispositif d'accouplement en particulier d'un véhicule ferroviaire
DE202018104702U1 (de) Gelenkanordnung zum gelenkigen Verbinden von zwei benachbarten Wagenkästen eines spurgeführten Fahrzeugs

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20080820

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MT NL NO PL PT RO SE SI SK TR

AX Request for extension of the european patent

Extension state: AL BA MK RS

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

AKX Designation fees paid

Designated state(s): DE PL SE

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): DE PL SE

REF Corresponds to:

Ref document number: 502008001251

Country of ref document: DE

Date of ref document: 20101014

Kind code of ref document: P

REG Reference to a national code

Ref country code: SE

Ref legal event code: TRGR

REG Reference to a national code

Ref country code: PL

Ref legal event code: T3

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed

Effective date: 20110606

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 502008001251

Country of ref document: DE

Effective date: 20110606

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: SE

Payment date: 20230216

Year of fee payment: 16

Ref country code: PL

Payment date: 20230217

Year of fee payment: 16

P01 Opt-out of the competence of the unified patent court (upc) registered

Effective date: 20230613

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20240219

Year of fee payment: 17