EP2261098B1 - Attelage de transition pour véhicules ferroviaires - Google Patents

Attelage de transition pour véhicules ferroviaires Download PDF

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Publication number
EP2261098B1
EP2261098B1 EP09162313A EP09162313A EP2261098B1 EP 2261098 B1 EP2261098 B1 EP 2261098B1 EP 09162313 A EP09162313 A EP 09162313A EP 09162313 A EP09162313 A EP 09162313A EP 2261098 B1 EP2261098 B1 EP 2261098B1
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EP
European Patent Office
Prior art keywords
coupling
stop
transmission part
power transmission
driving power
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.)
Not-in-force
Application number
EP09162313A
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German (de)
English (en)
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EP2261098A1 (fr
Inventor
Martin Schüler
Hauke Schleisieck
Dirk Behrens
Siegfried Kobert
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Voith Patent GmbH
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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.)
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Publication date
Application filed by Voith Patent GmbH filed Critical Voith Patent GmbH
Priority to PL09162313T priority Critical patent/PL2261098T3/pl
Priority to EP09162313A priority patent/EP2261098B1/fr
Priority to AT09162313T priority patent/ATE535430T1/de
Priority to RU2010120519/11A priority patent/RU2440263C1/ru
Publication of EP2261098A1 publication Critical patent/EP2261098A1/fr
Application granted granted Critical
Publication of EP2261098B1 publication Critical patent/EP2261098B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G5/00—Couplings for special purposes not otherwise provided for
    • B61G5/04—Couplings for special purposes not otherwise provided for for matching couplings of different types, i.e. transitional couplings

Definitions

  • the invention relates to a transition coupling according to the preamble of the independent claim 1.
  • the invention relates to a transition coupling for rail vehicles for coupling an automatic central buffer coupling of the Willison type with a manually operable screw coupling, wherein the automatic central buffer coupling in the region of a laterally enclosed by rigid coupling claw coupling jaw has a component for tensile force transmission, which at its coupling-side end portion in a towing hook Having a lockable with the automatic central buffer coupling screw coupling hanger has.
  • the publication DE 197 25 244 A1 relates to a transition coupling fixed permanently to a coupling head of an automatic central buffer coupling.
  • the transition coupling known from this prior art has a towing hook, so that the automatic central buffer coupling can be connected to a screw coupling.
  • the publication DE 38 29 483 A1 relates to a further transition coupling in which a screw spindle is used, which connects a drawbar with a traction transfer part.
  • transition coupling for rail vehicles, wherein the transitional coupling is designed to connect a equipped with an automatic dog clutch car body with a car body, which is equipped with a screw coupling.
  • the transitional coupling is designed to connect a equipped with an automatic dog clutch car body with a car body, which is equipped with a screw coupling.
  • a screw coupling with a clamping yoke mounted which can be hung in the opposite draw hook of a equipped with a screw coupling car body.
  • the known from this prior art transition coupling is designed to be connected either with a screw coupling or with a dog clutch or central buffer coupling of the Willison type.
  • the conventional approach in which a screw coupling is used to adjust the distance between the drawbar and the front of the car body, is not or only conditionally, to connect two adjacent car bodies without play, so that the side buffers of the car bodies to be interconnected and thus buffered are biased.
  • the conventional approach fails when different buffer lengths are present, since then a relatively large clamping surface is required.
  • the object of the present invention is to provide a transition coupling of the type mentioned in such a way that in a time-saving and simple manner two adjacent car bodies can either be selectively connected so that to be connected between the page buffers of each other Car body still present a distance (langgekuppelter state), or can be connected so that the car bodies are connected without play, the side buffers of the car bodies to be joined together are buffered and thus biased (short coupled condition).
  • a transition coupling for rail vehicles which has a central buffer coupling of the Willison type, which has a coupling head with two front-side coupling jaws and an interposed coupling jaw. Further, a tensile force transmitting member is provided for transmitting tensile forces between the transitional coupling and a releasably connected to the transition coupling screw coupling.
  • the coupling head has a recess extending in the longitudinal direction of the transitional coupling and opening into the coupling mouth, in which the traction transfer part is displaceably received relative to the coupling claws between a first coupling-plane-side position and a second carriage-box-side position and at its coupling-side end region into a draw hook with a Having the transition coupling to be connected screw coupling attachable clamping yoke.
  • the clamping yoke and the traction-transmitting part are connected to one another via an externally manipulatable adjustment range.
  • the tensile force transmitting member may be present in the recess between the two lateral coupling jaws either in a first coupling plane side position or in a second carriage box side position, it is possible in a simple manner that the coupling bracket provided at the end portion of the Buchkraftübertragungsutz Switzerland can take different distances to the pivot axis namely, a position "long” when the traction transfer member is in its clutch-side position and there is a clearance between the side buffers of the bodies to be joined, or a position "short” when the traction transfer member is in its second carriage box side position is present and the coupled car bodies should have a small buffer gap.
  • the invention provides that the clamping yoke and the coupling plane-side end region of the traction transfer part are connected to one another with the aid of the externally manipulatable adjustment range.
  • the distance between the drawbar on the one hand and the traction transfer part on the other hand adjustable.
  • This gives the possibility of being in the short coupled state, i. when the traction transfer member is in its carriage box side position to reduce the distance between the drawbar and the traction transfer member so that the drawbar attached to the coupling-side end portion of the traction member can be displaced behind the buffer plane.
  • the side buffers of the interconnected car bodies can be buffered so that a backlash-free connection can be achieved in an easy-to-implement manner.
  • the tensile force transmitting member can be displaced relative to the coupling claw of the coupling head between the first clutch plane side position and the second carriage box side position, it is no longer necessary to set the shorted state required for buffering the page buffer Hub solely with the help of overcome externally manipulable adjustment range.
  • the externally manipulatable adjustment range between the yoke and the coupling plane side end portion of the traction transfer member mainly serves to reduce the distance between the yoke and the traction transfer member for the required buffering the side buffers after the traction transfer member has already been placed in its second carriage box side position and thus the am Coupling plane-side end portion of the traction transfer part attached to hook already present in the coupling plane.
  • the externally manipulatable adjustment region to be a spindle which can be actuated manually or with an electric actuator and has a threaded rod has, wherein the threaded rod has on its one side a right-handed and on its other side a left-handed round thread and engages on the one hand in a first spindle nut on the clamping yoke and on the other hand in a second spindle nut on the coupling plane side end portion of the traction transfer part.
  • the spindle stroke should be selected depending on the side buffers used and their spring characteristic and is for example about 40 mm, so that the page buffer per side can be biased by about 30 mm. Of course, it is also conceivable to make a larger spindle stroke or a stronger clamping of the page buffer if necessary.
  • the externally manipulatable adjustment region is designed in the form of a spindle
  • the first spindle nut articulates with the clamping yoke via a preferably horizontally extending pin and the second spindle nut articulates with the preferably vertically extending pin Coupling plane side end portion of the tension transmission part is connected.
  • the externally manipulatable adjustment range between the clamping yoke and the coupling plane-side end region of the traction transmission part participates to a certain extent in a horizontal and vertical swinging action, which is particularly noticeable when bracing the vehicle bodies in the short-coupled state or when driving in the long-coupled state Advantage is.
  • a setting mechanism is provided in a preferred embodiment of the transition coupling according to the invention, which has a bolt which passes through a preferably provided in the carriage box end portion of the traction transfer part opening.
  • a stop element is attached to the bolt. It is advantageous here to carry out the two stop elements essentially identically. The attached to the bolt on both sides of the opening stop elements are formed such that they are supported in both the first and in the second position of the tensile force transmitting member on the coupling head.
  • the supporting of the respective stop elements on the coupling head can be realized, for example, by the coupling head having a stop face for each stop element.
  • each stop element to have a first stop face assigned to the first position of the tensile force transmission part and a second stop face assigned to the second position of the tensile force transmission part, wherein the first stop faces of the stop elements on the associated stop face of the coupling head for adjusting the first position of the tensile force transmission part supported and make a stop.
  • the second stop surfaces of the stop elements are supported on the corresponding stop surfaces of the coupling head and also form a stop.
  • the stop surfaces of the coupling head point in an advantageous manner in the direction of the car body to which the transition coupling is attached. In this way it is possible that when transferring between the transition coupling and a releasably connected to the transition coupling screw coupling the power flow over the traction transfer part, the bolt and the stopper attached to the bolt runs, the tensile forces are then introduced into the stop surfaces of the coupling head ,
  • a guide is preferably provided.
  • This guide can be realized in a preferred embodiment of the transition coupling according to the invention in that the coupling head has on both sides in its recess defining side walls each extending in the longitudinal direction of the transition coupling slot, in each of which one of the two end portions of the adjustment mechanism belonging to the bolt is added.
  • the transition coupling according to the invention can be connected not only with a screw coupling, but also with a coupling head of the Willison type.
  • the bolt passing through the opening provided in the traction transfer part can be rotated together with the stop elements fastened on both sides about a horizontal axis defined by the pin.
  • the first position of the tensile force transmission part of the running through the opening bolt can be rotated together with the stopper elements attached thereto on both sides so that the first stop surfaces of the stop elements point in the direction of the associated stop surfaces of the coupling head.
  • the bolt passing through the opening can be rotated together with the stopper members attached thereto on both sides so that the second abutment surfaces of the abutment members point in the direction of the associated abutment surfaces of the coupling head.
  • the stop elements have a substantially L-shaped shape, wherein the bolt passing through the opening provided in the tensile force transmission part engages in each case at the upper end region of a first leg of the L-shaped stop elements.
  • the second stop surfaces of the stop elements of an end face of the first leg and the first stop surfaces of the stop elements may correspond to an end face of the second leg of the L-shaped stop elements.
  • the stop elements each have, for example, a substantially I-shaped shape, wherein the bolt passing through the opening provided in the traction transfer part engages in each case at the upper end region of the essentially I-shaped stop elements.
  • the second stop surfaces of a side surface of the I-shaped stop members and the first stop surfaces of an end face of the I-shaped stop members may correspond.
  • the distance between the first stopper surfaces of the stopper members and the end portion of the traction transfer member be smaller than the distance between the second stopper surfaces of the stopper members and the end portion of the Traction transfer member when the traction transfer member is in its second position.
  • this can be achieved, for example, by selecting a substantially L-shaped or a substantially I-shaped shaping for the stop elements.
  • a substantially L-shaped or a substantially I-shaped shaping for the stop elements are selected.
  • the solution according to the invention is provided in a preferred embodiment that the preferably provided in the carriage box end portion of the Switzerlandkraftübertragungsmaschine opening is designed as a recess which has a contour which allows the the bolt with the two stop elements attached thereto can be inserted in the opening.
  • the adjustment mechanism further comprises at least one tension spring, which engages on the coupling head on the one hand and on one of the stop elements on the other hand such that the stop element is biased against the stop surfaces of the coupling head.
  • transition clutch 100 is shown individually.
  • the transition clutch 100 shown in a state in which it is connected to the screw coupling 80 of the adjacent car body in a short-coupled state, wherein the side buffers 60, 61 of the interconnected car bodies are buffered and thus biased.
  • FIGS. 1 to 4 is a not explicitly shown car body with an embodiment of the transition coupling 100 of the invention and two side buffers 60 equipped.
  • This car body is connected to an adjacent car body, which also has two side buffers 61 and a screw hook 80 equipped with a draw hook 81.
  • To the transition coupling 100 includes a coupling head 10 of the Willison type with a rigid, hook-like coupling claw 11 and a prismatic, rigid coupling claw 12.
  • These two side clutch claws 11, 12 include a coupling jaw 13 a.
  • a rigid coupling of the coupling head 10 may have in its lower portion on the one hand a conventional coupling horn and on the other hand a cooperating with this apron.
  • automatic line couplings of conventional design can be provided for the automatic coupling of air and / or electrical lines between the coupling horn and the skirt.
  • a laterally arranged next to the coupling claw 12 bolt and an adjacent thereto button protrude both of which belong to a conventional, not shown locking gear.
  • the coupling head 10 corresponds to the coupling head of a conventional Willison coupling.
  • the coupling head 10 further comprises a recess 14 which extends in the longitudinal direction L of the transition coupling 100 and opens into the coupling jaw 13.
  • a traction transfer part 50 is received in this recess 14.
  • the traction-transmitting part 50 has at its coupling-side end region a hook which can be hooked into the draw hook 81 of a screw coupling 80 to be connected to the transition coupling 100.
  • the yoke 51 is connected to the coupling-side end portion of the traction transfer member 50 via an externally manipulated adjustment.
  • This externally manipulable adjustment is performed in the illustrated embodiment of the transition coupling 100 according to the invention in the form of a manually operable spindle having a threaded rod 52 which is on its one side a right-handed and on the other side a left-handed round thread on.
  • the threaded rod 52 of the spindle engages on the one hand in a first spindle nut 54 on the yoke 51 and on the other hand in a second spindle nut 55 on the coupling-side end portion of the traction transfer member 50 a.
  • the first spindle nut 54 via a horizontally extending pin 56 is pivotally connected to the drawbar 51, while the second spindle nut 55 is connected via a vertically extending bolt 57 with the end portion of the traction transfer member 50.
  • the drawbar 51 can pivot relative to the coupling-plane-side end region of the traction transfer part 50 in the horizontal and vertical directions.
  • the spindle provided between the yoke 51 and the coupling-plane-side end region of the traction-transmitting part 50 has a handle 53 for actuating the spindle. Accordingly, upon actuation of the spindle, the distance between the yoke 51 and the traction transfer member 50 can be adjusted.
  • the tensile force transmitting member 50 is received in the recess 14 formed in the coupling head 10 so as to be located between a first coupling-side-side position (see FIG. FIGS. 1 and 2 ) and a second carriage box side position (see. Figures 3 and 4 ) is displaceable.
  • an adjustment mechanism is used, which will be described in detail below.
  • the adjustment mechanism has a bolt 41 which passes through a preferably provided in the carriage box-side end portion of the traction transfer member 50 opening 40.
  • a stop element 42, 43 attached to the bolt 41.
  • the stop members 42, 43 are made substantially identical.
  • the stop element 42 differs from the stop element 43 solely and solely in that on the stop element 42, an actuating device 44 is provided in the form of a manually operable handle. This handle 44 serves to stop elements 42, 43 which are fixedly connected to the bolt 41 to rotate about the rotation axis predetermined by the bolt 41.
  • the stop elements 42, 43 which are executed in the illustrated exemplary embodiment of the transition coupling 100 according to the invention in the form of substantially L-shaped stop elements (see. Fig. 9 ) each have a first stop surface 42a, 43a and a second stop surface 42b, 43b. More specifically, the first stopper surface 42a, 43a corresponds to a side surface of the first leg of FIG Fig. 9 The second stop surface 42b, 43b corresponds to a side surface of the second leg of the L-shaped stop members 42, 43. As shown in FIG Fig. 9 In particular, in the illustrated embodiment of the adjustment mechanism, the bolt 41 passing through the opening 40 provided in the carriage box side end portion of the tensile force transmitting member 50 engages the upper end portion of the first leg of the L-shaped stopper members 42, 43.
  • each stop element 42, 43 has a first stop surface 42a, 43a associated with the first position of the tensile force transmission part 50 and a second stop surface 42b, 43b associated with the second position of the tensile force transmission part 50.
  • the first stop surfaces 42a, 43a of the stop elements 42, 43 are supported on the corresponding stop surfaces 16, 17 of the coupling head 10 and form a corresponding stop.
  • the second stop surfaces 42b, 43b of the stop elements 42, 43 are based on these stop surfaces 16, 17 of the coupling head 10 and also form a stop when the second position of the traction transfer part 50 is set.
  • the respective stop surfaces 16, 17 of the coupling head 10 in the direction of the (not shown) car body, ie away from the coupling plane. If the transition clutch 100 is connected to a screw coupling 80, as for example in the FIGS. 1 to 4 is shown, and thereby tensile forces between transmit the interconnected car bodies, so these tensile forces on the traction transfer part 50, the bolt 41 and the stop elements 42, 43 and are then introduced into the stop surfaces 16, 17 of the coupling head 10.
  • the stop elements 42, 43 are designed such that they each have a first stop surface 42a, 43a associated with the first position of the tensile force transmission part 50 and a second stop surface 42b, 43b assigned to the second position of the tensile force transmission part 50.
  • the respective stop surfaces 42a, 42b; 43a, 43b of the stop elements 42, 43 are designed such that in the first position of the traction transfer part 50, the distance between the first stop surfaces 42a, 42b of the stop elements 42, 43 and the coupling plane side end portion of the tensile force transmitting member is smaller than the distance between the second stop surfaces 42b , 43b of the stop members 42, 43 and the coupling-plane-side end portion of the traction-transmitting member 50 when the traction-transmitting member 50 is in its second position.
  • the stop elements 42, 43 - as it is in Fig. 9 has a substantially L-shaped shape, wherein the provided by the wagenkasten solutionen end portion of the tensile force transmitting member 50 opening 40 running bolt 41 respectively at the upper end portion of a first leg of the L-shaped Anchlagieri 42, 43 attacks.
  • the second stopper surfaces 42b, 43b correspond to a side surface of the first leg of the L-shaped stopper members 42, 43 and the first stopper surfaces 42a, 43a of a side surface of the second leg.
  • the stop members 42, 43 are rotated such that either the first stop surfaces 42a, 43a or the second stop surfaces 42b, 43b abut against the associated stop surfaces 16, 17 of the coupling head 10, the traction transfer member 50 in the recess 14 relative to the clutch claws eleventh , 12 is placed in its first, clutch-side position or in its second, carriage-box-side position.
  • the running through the opening 41 of the tension transmission part 50 bolt 41 is - as in particular the illustration in Fig. 7 can be removed - guided in a slot 15, which is formed on both sides in the recess 14 delimiting side walls of the coupling head 10.
  • the transition coupling 100 consists essentially of a coupling head of the Willison type and the tensile force transmission part 50 to which a clamping yoke 51 is attached via a spindle.
  • the tensile force transmitting member 50 is suspended over the bolt 41 in the shaft of the coupling head 10.
  • the traction transfer member 50 is set in its second carriage-box-side position.
  • About the spindle then taken in the clevis 81 of a screw 80 draw yoke 51 can be clamped to buffer contact.
  • the respective stop elements 42, 43 are based on the stop surfaces 16, 17 of the coupling head 10.
  • a tension spring 45 is provided, which on the other hand on the coupling head 10 on the one hand and on one of the stop elements 42, 43 on the other hand, so that the stop elements 42, 43 are biased against the stop surfaces 16, 17 of the coupling head 10. Accordingly, the tension spring 45 secures the position of the stop elements 42, 43 at buffer stroke and at the same time supports the rotational movement of the stop elements 42, 43 when changing the position of the tension transmission part 50.
  • the stop members 42, 43 by turning with the handle 44 (see. Fig. 9 ) is rotated by 90 °, so that the associated stop surfaces 42a, 43a are brought into engagement with the corresponding stop surfaces 16, 17 of the coupling head 10.
  • the tensile force transmission part 50 can be pulled into the long position and then hooked with the elongated spindle in the tow hook 81.
  • the installation of the tension transmission part 50 takes place with the preassembled adjustment mechanism consisting of the bolt 41 and the two stop elements 42, 43 from below into the slotted coupling body.
  • the bolt 41 with the two stop elements 42, 43 is guided before the assembly through the opening 40 designed as a recess.
  • the lateral pins can be mounted, which serves as the guide of the tension transmission part 50 and as a fulcrum for the stop elements.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Compositions Of Oxide Ceramics (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Connection Of Plates (AREA)
  • Mutual Connection Of Rods And Tubes (AREA)
  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
  • Transmission Devices (AREA)

Claims (13)

  1. Attelage de transition (100) pour véhicules ferroviaires avec un attelage à tampon central de type Willison, qui comprend une tête d'attelage (10) avec deux griffes d'attelage frontales (11, 12) et une embouchure d'attelage (14) agencée entre celles-ci, dans lequel est en outre prévue une partie de transmission de force de traction (50) pour la transmission de forces de traction entre l'attelage de transition (100) et un attelage à vis (80) relié de manière détachable à l'attelage de transition (100), dans lequel la tête d'attelage (10) comprend un évidement (14) qui s'étend en direction longitudinale (L) de l'attelage de transition (100) et qui débouche dans l'embouchure d'attelage (13), évidement dans lequel est reçue la partie de transmission de force de traction (50) avec possibilité de déplacement entre une première position, du côté du plan de l'attelage, et une seconde position, du côté de la caisse de wagon, par rapport aux griffes d'attelage (11, 12) et qui comprend au niveau de sa région terminale, du côté du plan de l'attelage, un étrier de traction (51) à accrocher dans un crochet de traction (81) d'un attelage à vis (80) à relier à l'attelage de transition (100),
    caractérisé en ce que
    l'étrier de traction (51) et la partie de transmission de force de traction (50) sont reliés l'un à l'autre via une zone de réglage (52, 53, 54, 55) capable d'être manipulée de l'extérieur, via laquelle la distance entre l'étrier de traction (51) et la partie de transmission de force de traction (50) réglable,
    dans lequel la zone de réglage (52, 53, 54, 55) capable d'être manipulée de l'extérieur comprend une broche, actionnée par voie manuelle ou au moyen d'un servomoteur électrique, avec une tige filetée (52), telle que la tige filetée (52) présente d'un côté un filetage à profil rond tournant à droite et de l'autre côté un filetage à profil rond tournant à gauche, et s'engage d'une part dans un premier écrou à broche (54) sur l'étrier de traction (51) et d'autre part dans un second écrou à broche (55) au niveau de la zone terminale, du côté du plan de l'attelage, de la partie de transmission de force de traction (50), et
    le premier écrou à broche (54) est relié, via un goujon (56) s'étendant de préférence horizontalement, de façon articulée avec l'étrier de
    traction (51), et le second écrou à broche (55) est relié, via un goujon (57) s'étendant de préférence verticalement, avec la zone terminale de la partie de transmission de force de traction (50).
  2. Attelage de transition (100) selon la revendication 1,
    dans lequel pour régler la première ou la seconde position de la partie de transmission de force de traction (50) il est prévu un mécanisme de réglage qui comprend un goujon (41) s'étendant à travers une ouverture (40) prévue de préférence dans la zone terminale, du côté de la caisse de wagon, de la partie de transmission de force de traction (50), goujon sur lequel sont fixés, des deux côtés de l'ouverture (40), des éléments de butée respectifs (42, 43), réalisés de préférence identiques, tels que dans la première et dans la seconde position de la partie de transmission de force de traction (50), les éléments de butée (42, 43) qui sont fixés sur le goujon (41) des deux côtés de l'ouverture (40) sont soutenus sur la tête d'attelage (10).
  3. Attelage de transition (100) selon la revendication 2,
    dans lequel la tête d'attelage (10) comporte, sur les deux côtés dans ses parois latérales qui délimitent l'évidement (14), un trou oblong respectif (15) qui s'étend en direction longitudinale (L) de l'attelage de transition (100) et dans lequel est reçue respectivement l'une des deux zones terminales du goujon (41).
  4. Attelage de transition (100) selon la revendication 3,
    dans lequel la partie de transmission de force de traction (50) est capable de pivoter, conjointement avec l'étrier de traction (51) fixé sur elle-même, autour du goujon (41) dans un plan vertical en sortant de l'évidement (14).
  5. Attelage de transition (100) selon l'une des revendications 2 à 4,
    dans lequel la tête d'attelage (10) comporte, pour chaque élément de butée (42, 43), une surface de butée associée (16, 17), et chaque élément de butée (42, 43) comporte une première surface de butée (42a, 43a) associée à la première position de la partie de transmission de force de traction (50), et une seconde surface de butée (42b, 43b) associée à la seconde position de la partie de transmission de force de traction, et pour régler la première position de la partie de transmission de force de traction (50), les premières surfaces de butée (42a, 43a) des éléments de butée (42, 43) s'appuient contre la surface de butée associée (16, 17) de la tête d'attelage (10) et forment une butée, et pour régler la seconde position de la partie de transmission de force de traction (50), les deux surfaces de butée (42b, 43b) des éléments de butée (42, 43) s'appuient contre la surface de butée associée (16, 17) de la tête d'attelage (10) et forment une butée.
  6. Attelage de transition (100) selon la revendication 5,
    dans lequel les surfaces de butée (16, 17) de la tête d'attelage (10) sont orientées en direction de la caisse de wagon, et lors de la transmission de forces de traction entre l'attelage de transition (100) et un attelage à vis (80) relié de façon détachable à l'attelage de transition (100), les forces passent via la partie de transmission de force de traction (50), le goujon (41), et les éléments de butée (42, 43) fixés sur celui-ci sur les deux côtés, et sont injectées dans les surfaces de butée (16, 17) de la tête d'attelage (10).
  7. Attelage de transition (100) selon la revendication 5 ou 6,
    dans lequel le goujon (41) est capable de tourner, conjointement avec les deux éléments de butée (42, 43) fixés sur celui-ci sur les deux côtés, autour de l'axe horizontal défini par les goujons (41), dans lequel pour régler la première position de la partie de transmission de force de traction (50), le goujon (41) est tourné, avec les deux éléments de butée (42, 43) fixés sur celui-ci sur les deux côtés, de telle façon que les premières surfaces de butée (42a, 43a) des éléments de butée (42, 43) sont orientées en direction des surfaces de butée (16, 17) de la tête d'attelage (10), et pour régler la seconde position de la partie de transmission de force de traction (50), le goujon (41) est tourné, avec les éléments de butée (42, 43) fixés sur celui-ci sur les deux côtés, de telle façon que les secondes surfaces de butée (42b, 43b) des éléments de butée (42, 43) sont orientées en direction des surfaces de butée (16, 17) de la tête d'attelage (10).
  8. Attelage de transition (100) selon l'une des revendications 5 à 7, dans lequel dans la première position de la partie de transmission de force de traction (50) la distance entre les premières surfaces de butée (42a, 43a) des éléments de butée (42, 43) et la zone terminale, du côté du plan de l'attelage, de la partie de transmission de force de traction (50) est inférieure à la distance entre les secondes surfaces de butée (42b, 43b) des éléments de butée (42, 43) et la zone terminale, du côté du plan de l'attelage, de la partie de transmission de force de traction (50), quand celle-ci se présente dans sa seconde position.
  9. Attelage de transition (100) selon l'une des revendications 5 à 8, dans lequel les éléments de butée (42, 43) présentent chacun une conformation essentiellement en forme de L, le goujon (41) passant à travers le trou oblong (15) attaquant respectivement la zone terminale supérieure d'un premier bras des éléments de butée (42, 43) en forme de L, et les secondes surfaces de butée (42b, 43b) correspondent à une surface latérale du premier bras, et les premières surfaces de butée (42a, 43a) correspondent à une surface latérale du second bras.
  10. Attelage de transition (100) selon l'une des revendications 5 à 8, dans lequel les éléments de butée (42, 43) présentent chacun une conformation essentiellement en forme de I, le goujon (41) passant à travers le trou oblong (15) attaquant respectivement la zone terminale supérieure des éléments de butée (42, 43) en forme de I, et les secondes surfaces de butée (42b, 43b) correspondent à une surface latérale des éléments de butée (42, 43) en forme de I, et les premières surfaces de butée (42a, 43a) correspondent à une surface latérale des éléments de butée (42, 43) en forme de I.
  11. Attelage de transition (100) selon l'une des revendications 2 à 10, dans lequel l'ouverture (40) prévue de préférence dans la zone terminale, du côté de la caisse de wagon, de la partie de transmission de force de traction, est réalisée sous la forme d'un évidement qui présente un contour permettant de mettre en place le goujon (41) dans l'ouverture (40) avec les éléments de butée (42, 43) fixés sur celui-ci des deux côtés.
  12. Attelage de transition (100) selon l'une des revendications 2 à 11, dans lequel est prévu un dispositif d'actionnement (44), en particulier une poignée à actionnement manuel, sur au moins un élément de butée (42, 43), pour faire tourner les éléments de butée (42, 43) autour de l'axe de rotation défini par le goujon (41).
  13. Attelage de transition (100) selon l'une des revendications 2 à 12, dans lequel est en outre prévu au moins un ressort de traction (45) qui attaque d'une part la tête d'attelage (10) et d'autre part l'un des éléments de butée (42, 43) de telle façon que les éléments de butée (42, 43) sont précontraints contre les surfaces de butée (16, 17) de la tête d'attelage (10).
EP09162313A 2009-06-09 2009-06-09 Attelage de transition pour véhicules ferroviaires Not-in-force EP2261098B1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
PL09162313T PL2261098T3 (pl) 2009-06-09 2009-06-09 Sprzęg pośredni dla pojazdów szynowych
EP09162313A EP2261098B1 (fr) 2009-06-09 2009-06-09 Attelage de transition pour véhicules ferroviaires
AT09162313T ATE535430T1 (de) 2009-06-09 2009-06-09 Übergangskupplung für schienenfahrzeuge
RU2010120519/11A RU2440263C1 (ru) 2009-06-09 2010-05-13 Переходная сцепка для рельсового подвижного состава

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EP09162313A EP2261098B1 (fr) 2009-06-09 2009-06-09 Attelage de transition pour véhicules ferroviaires

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EP2261098B1 true EP2261098B1 (fr) 2011-11-30

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DE102016121508A1 (de) 2016-11-10 2018-05-17 Voith Patent Gmbh Übergangskupplungssystem und Adaptereinrichtung für ein Übergangskupplungssystem

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DE102012205282A1 (de) * 2012-03-30 2013-10-02 Siemens Aktiengesellschaft Übergangskupplung, Fahrzeugverbund mit zumindest zwei Fahrzeugen, deren Kupplungsvorrichtungen mittels einer derartigen Übergangskupplung gekuppelt sind, und Verfahren zum Kuppeln von Kupplungsvorrichtungen zweier Fahrzeuge.
DE102014207689A1 (de) * 2014-04-24 2015-10-29 Voith Patent Gmbh Übergangskupplung zum Adaptieren von Kupplungen unterschiedlicher Bauart mit einem Kupplungskopfgehäuse aus Faserverbundwerkstoff
DE102015108231A1 (de) * 2015-05-26 2016-12-01 Voith Patent Gmbh Vorrichtung zum Adaptieren eines Kupplungskopfes einer Mittelpufferkupplung der Willison-Bauart mit einer Gelenkhälfte einer Gelenkanordnung
DE102017122552A1 (de) 2017-09-28 2019-03-28 Voith Patent Gmbh Übergangskupplung zum Kuppeln von zwei Fahrzeugen mit zueinander verschiedenen Kupplungen und Übergangskupplungssystem
RU179904U1 (ru) * 2017-10-30 2018-05-28 Общество с ограниченной ответственностью "Уральские локомотивы" Электропоезд
CN114954554B (zh) * 2022-04-02 2023-10-20 中车山东机车车辆有限公司 一种关节连接器及铁路车辆

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DE398976C (de) 1924-07-16 Knorr Bremse Akt Ges Eisenbahn-UEbergangskupplung
DE1050361B (fr) * 1959-02-12
DD271617A3 (de) 1987-11-10 1989-09-13 Wtz Zentrum F Wagenentwicklung Uebergangskupplung fuer schienenfahrzeuge
DE19725244C2 (de) 1997-06-14 2003-04-10 Sab Wabco Bsi Verkehrstechnik Übergangskupplung für Schienenfahrzeuge

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016121508A1 (de) 2016-11-10 2018-05-17 Voith Patent Gmbh Übergangskupplungssystem und Adaptereinrichtung für ein Übergangskupplungssystem
WO2018086774A1 (fr) 2016-11-10 2018-05-17 Voith Patent Gmbh Système d'attelage temporaire et dispositif adaptateur pour système d'attelage temporaire

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RU2440263C1 (ru) 2012-01-20
EP2261098A1 (fr) 2010-12-15
ATE535430T1 (de) 2011-12-15
RU2010120519A (ru) 2011-12-10
PL2261098T3 (pl) 2012-05-31

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