EP2335996B1 - Central buffer coupling for a rail-guided vehicle - Google Patents

Description

The present invention relates to a central buffer coupling according to the preamble of independent claim 1.

Accordingly, the invention relates in particular to a central buffer coupling for a track-guided vehicle, in particular rail vehicle, with a couplable to a car body of the vehicle coupling rod and provided on the carriage side end portion front end portion of the coupling rod coupling head.

Such a central buffer coupling is already known in principle from the prior art and is used for the mechanical connection of adjacent car bodies of a multi-unit vehicle body, such as a multi-unit rail vehicle. Here, the coupling rod is used to transmit the tensile and impact forces occurring during normal driving.

The coupling rod is hinged in a conventional manner, for example via a bearing block on the front side of a car body of the multi-unit vehicle at least in the horizontal plane pivotally to ensure cornering of the vehicle can. At the wagenkastenseitigen end portion of the coupling rod opposite end portion of the central buffer coupling associated coupling head is provided for mechanical connection of the two adjacent Car bodies serves. Here, it is conceivable that for connecting the coupling heads of two adjacent car bodies of the Scharfenberg ^® operating principle is used, whereby each of the two to be connected to coupling heads having a corresponding dome cap (screw cap).

The publication US 3,246,771 A1 relates to a rail vehicle center buffer coupling having a coupling bar divided into a coupling head side portion and a carriage body side portion. The coupling head side portion is connected to the carriage body side portion by means of a shock absorbing mechanism. For this purpose, among other things, a bolt is used.

The publication US 4,232,793 A. relates to a central buffer coupling for rail vehicles, in which a two-part coupling rod is used, wherein the two coupling rod sections are hinged together by means of a vertical bolt.

On the other hand, from the prior art but also coupling heads of the so-called Willison type are known, each coupling head has frontally two coupling claws and between a clutch pocket extending between the top and the bottom of the coupling head, wherein in the clutch pocket, a movable latch is arranged , which is supported at mutually coupled coupling heads on the bolt of the other coupling head while holding a coupling jaw of the other coupling head in the clutch pocket.

As an example of prior art central buffer couplings is shown in FIG Fig. 1a in a partially sectioned side view of a semi-automatic central buffer coupling type SA-3, while Fig. 1b shows this semi-automatic central buffer coupling in a partially sectioned plan view.

As in the FIGS. 1a and 1b 3, the SA-3 middle buffer coupling 101 known from this prior art has a coupling rod 110 with a coupling head 120 formed at the front end region of the coupling rod 110. The coupling head 120 is of the Willison type and is characterized by its robust properties, which is particularly advantageous in extreme weather conditions, such as ice and snow.

The coupling head 120 opposite end portion of the coupling rod 110 is in the in the FIGS. 1a and 1b shown central buffer coupling 101 hinged to a clamping yoke 151 such that the coupling rod 110 is pivotable relative to the clamping yoke 151 in the horizontal plane. In order to connect the carriage box-side end portion of the coupling rod 110 with the clamping yoke 151, as a connecting element is a substantially vertically extending wedge 150 is used, which not only serves to transmit tensile forces, but also ensures the aforementioned pivotability of the coupling rod 110 in a horizontal plane , wherein the axis of rotation extending in the vertical direction is predetermined by the wedge 150.

In order to be able to center the coupling rod 110 horizontally, a pendulum suspension 152 and a centering bar 153 are used as the coupling centering. The centering bar 153 serves as a support element for the coupling rod 110, which is suspended by means of the pendulum suspension 152 on the front side of the car body. In this way, a horizontal centering of the coupling rod 110 is effected by the influence of gravity.

As already indicated, comes in the in the Fig. 1a and 1b illustrated central buffer coupling 101 for connecting the coupling rod 110 with the clamping yoke 151, a wedge 150 is used. Specifically, the carriage box-side end portion of the coupling rod 110 is inserted into a coupling receptacle 156 provided in the drawbar 151. Subsequently, the wedge 150 is inserted from above through the coupling receptacle 156 and provided in the carriage box-side end portion of the coupling rod 110 slot positively. By this positive locking vertical movements of the coupling rod 110 relative to the clamping yoke 151 are excluded as well as torsional movements. Since the wedge 150 is shorter than the provided in the carriage box end portion of the coupling rod 110 slot, it is possible to dampen the impact forces occurring in normal driving using a spring apparatus 155, the spring apparatus 155 via a pressure plate 154 from behind against the carriage box-side end portion of the coupling rod 110 and this presses against the wedge 150.

The above-described SA-3 middle buffer coupling known from the prior art is characterized by its robustness and simplicity. However, a SA-3 type central buffer coupling does not meet the requirements of Central European rail vehicles with respect to various requirements.

A disadvantage of the above-described SA-3 central buffer coupling can be seen in the special connection of coupling rod with the front end portion of the car body, since this compound ensures pivotability of the coupling rod in the horizontal plane, but not vertical Winkelausschläge and torsional movements during driving. For this reason, the coupling head used in the SA-3 type central buffer coupling has a considerable vertical dimension, which is required for the coupling heads of two interconnected car bodies to maintain a secure connection with height offset between the car bodies. In this way Vertical relative movements between two mutually coupled car bodies are realized by sliding the hook-shaped coupling heads together. This form of vertical movement inevitably requires a game between the clutch surfaces, resulting in particular in the passenger transport to loss of comfort due to bucking and noise.

Furthermore, the rubbing together of the coupling heads has a high wear result, so that the coupling heads must be made more massive overall, which increases the overall weight of the central buffer coupling.

The fact that in the conventional SA-3 type central buffer coupling, two interconnected coupling heads must move vertically relative to each other in order to allow a height offset between the interconnected car bodies (passage of sinks or coupling ride), it is not possible, compressed air lines or electrically couple via the two coupling heads of the adjacent car bodies, since this would require that the coupling formed with the coupling heads mechanical coupling forms a rigid or rigid system. Since in the above-described central buffer coupling basically transverse movements occur in the driving operation between the respective coupling heads, in particular a perfect coupling of an electrical contact carrier is not possible without the occurrence of material-burdening arcs at the contact terminals.

In the case of an alternative to the central buffer coupling type SA-3 central buffer coupling, such as a Scharfenberg ^® middle buffer coupling, a short coupling or Wedgelock coupling, however, the respective coupling heads are rigidly connected to each other. In contrast to SA-3 central buffer couplings, the coupling heads of the SA-3 alternative central couplings in the coupled state form a rigid system, which allows electrical contacts and / or compressed air to be readily coupled.

Apart from this disadvantage, it is currently not possible without much effort, from a car body, which is equipped with a central buffer coupling type SA-3, this SA-3 central buffer coupling easy to remove and by a type SA-3 alternative central buffer coupling, such as a central buffer coupling of the type Scharfenberg ^® , a close coupling or a Wedgelock coupling.

Based on these problems, the present invention has for its object to provide a solution which makes it possible, without much effort attached to a car body central buffer coupling, which is an alternative to the SA-3 middle buffer coupling and having a rigid coupling head, by a SA -3 middle buffer coupling can be replaced.

This object is achieved by the subject matter of the independent claim 1.

In particular, it is thus provided according to the invention in a central buffer coupling of the type mentioned that the coupling rod is divided into a front, coupling head side portion and a rear, cart box side portion, wherein the front coupling rod portion is connected to the rear coupling rod portion such that both coupling rod sections in driving relative to each other are movable.

The achievable with the inventive solution advantages are obvious. Characterized in that in the proposed central buffer coupling the coupling rod is divided into a front coupling rod portion and a rear coupling rod portion, these two coupling rod sections are interconnected so that they can move relative to each other while driving, an easy to implement, but effective solution is given, to be able to prevent the occurrence of relative movements between two interconnected coupling heads. This is especially the case when the coupling rod is connected to the car body such that pivotal movements of the coupling rod relative to the car body are not or only partially possible. For example, the solution according to the invention would effectively prevent the occurrence of relative movements between two interconnected coupling heads even when driving, when the coupling rod or the rear coupling rod portion in the vertical and / or horizontal plane is not pivotally attached to the car body.

Advantageously, the rear coupling rod portion is received in a receptacle connected to the car body and held there. This receptacle should preferably be designed such that it is also suitable for mounting the coupling rod of an SA-3 coupling. For then it is optionally possible to connect in the coupling receptacle either the rear coupling rod portion of the central buffer coupling according to the invention or the rear end portion of the coupling rod of an SA-3 coupling with the car body. In this way, the car body can be equipped with no major effort with a central buffer coupling, which - is compatible either to a central buffer coupling type SA-3 or to an alternative middle buffer coupling - as needed.

In the solution according to the invention, the relative movements occurring between two mutually coupled car bodies are compensated with the aid of the two clutch rod sections which are movable relative to one another. Accordingly, it is not necessary that the coupling receptacle, in which the rear coupling rod portion is received and held, is designed accordingly to compensate for this occurring between two mutually coupled car bodies relative movements. On the contrary, it is even preferable if the rear coupling rod portion is preferably detachably received in the coupling receptacle fixedly connected to the carriage body in such a way that all rotational degrees of freedom of the rear coupling rod portion are fixed relative to the drawbar to create indeterminable situations in interaction with the two to avoid relatively movable coupling rod sections.

On the other hand, the coupling receptacle should be designed such that instead of the rear coupling rod portion of the central buffer coupling according to the invention also the carriage box end portions of the coupling rod of a central buffer coupling type SA-3 can be received and held by the coupling receptacle, preferably such that the coupling rod of the SA 3 middle buffer coupling in a horizontal plane relative to the car body or the permanently connected to the car body coupling receptacle can pivot.

Preferably, the carriage box-side end portion of the rear coupling rod portion of the central buffer coupling according to the invention is complementary to the already mentioned connected to the car body coupling receptacle designed such that the carriage box-side end portion of the rear coupling rod portion is preferably inserted in a form-fitting manner in the coupling receptacle and so preferably can be releasably fixed. The coupling receptacle should be designed so that also the carriage box-side end portion of the coupling rod of a central buffer coupling type SA-3 can be inserted and connected to the car body.

In this way it can be ensured that a vehicle body equipped with the central buffer coupling according to the invention can be quickly converted without the coupling receptacle, i. the interface between the coupling rod and the car body, must be changed. It is advantageous if the rear coupling rod portion is formed such that it is held in the coupling receptacle so that all rotational degrees of freedom of the rear coupling rod portion are fixed relative to the coupling receptacle. On the other hand, the coupling retainer should be designed so that the rear coupling rod portion of a SA-3 type central buffer coupling is pivotable in a horizontal plane when the rear coupling rod portion of the SA-3 central buffer coupling is held in the coupling retainer.

Accordingly, the cart box end portion of the rear hitch bar portion should have a slightly different configuration compared to the cart box end portion of the hitch bar of an SA-3 center faucet coupling, since the hitch bar of an SA-3 center faucet hitch is to be received in the coupler pocket such that the hitch bar is relative to the coupling receptacle can be pivoted in the horizontal plane, while in the inventive solution a pivoting of the rear coupling rod portion relative to the coupling receptacle is not given.

Thus, it should be noted that the inventive solution allows the conventionally used linkage of the coupling rod not to be modified in order to provide the carbody with an SA-3 center buffer coupling or with an intermediate buffer coupling alternative to the SA-3 center buffer coupling. It should be noted that the provided in the inventive solution between the two coupling rod sections compound compensates for the transverse movements occurring during driving, so that the coupling heads can be rigidly coupled together.

Characterized in that the solution according to the invention a occurring during driving height offset between two interconnected car bodies is compensated by means of the connection between the coupling rod sections, the coupling head can be made smaller in comparison with a coupling head of a central buffer coupling type SA-3 in terms of its vertical dimensions, which has a positive effect on the total weight of the central buffer coupling. On the other hand, the coupling heads of the adjacent car bodies can be rigidly connected by means of the mechanical coupling relative to each other, which is a prerequisite, so that the central buffer coupling can serve not only for mechanically connecting adjacent car bodies, but also for coupling electrical lines and / or compressed air lines.

From the prior art, it is very well known to make a coupling rod in two parts, wherein the two coupling rod sections are pivotable relative to each other about a defined by a connecting pin axis of rotation in a horizontal plane. For example, in the document EP 1 985 518 A1 such a central buffer coupling described in which by means of a pivoting mechanism of the front coupling rod portion can be pivoted relative to the rear coupling rod portion in a horizontal plane.

However, the structure and operation of such a prior art articulated coupling can not really be compared with the subject matter of the present invention, as in the conventional articulated couplings a multi-part coupling rod is used only for the purpose of allowing the coupling head can be pivoted into the vehicle profile and swung out into the coupling plane. This executed in the horizontal plane swiveling in and out is not suitable to compensate during driving the occurring in the usual way relative movements between two interconnected coupling heads. It should be noted that in the solution according to the invention the two coupling rod sections are connected to each other in such a way that they are movable relative to each other during travel, in order to compensate for relative movements between two interconnected coupling heads. In a bent coupling, as described for example in the publication EP 1 985 518 A1 is described, the multi-part coupling rod clearly can not compensate for such occurring during driving relative movements. In addition, it should be noted that in a bent coupling of the input and Ausschwenkvorgang the coupling head is not made while driving.

Advantageous developments of the solution according to the invention are specified in the dependent claims.

Thus, in a particularly preferred realization of the solution according to the invention, it is provided that the two coupling rod sections are articulated to each other by means of at least one joint arrangement such that the front coupling rod section is movable relative to the rear coupling rod section at least in the vertical and / or horizontal plane. By providing such a joint arrangement, it is possible in particular that with the coupling rod vertical and / or horizontal angular deflections can be realized in order to compensate in this way a height offset between two interconnected car bodies can. This is particularly advantageous in central buffer couplings, in which the carriage box-side end portion of the coupling rod is connected to the car body such that the carriage box-side end portion of the coupling rod can not or only partially pivot in the vertical direction relative to the car body.

As a joint arrangement for articulated connection of the two coupling rod sections different embodiments can be used. For example, it is conceivable that a rotary joint is used as the joint arrangement, which allows a relative movement of the two coupling rod sections only in the vertical plane. If more degrees of freedom are desired with regard to the steering movement, it is conceivable as an alternative to a pivot joint to use a ball joint with three degrees of freedom, in which the joint head has a spherical shape, so that the joint arrangement is in principle movable in all directions by this geometry.

If a ball joint is used for the articulated connection of the two coupling rod sections, rotational relative movements are possible between the two coupling rod sections in order not only to allow vertical angular deflections but also horizontal angular deflections and torsional movements during driving operation with play-free transmission of tensile and impact forces between two interconnected car bodies enable.

In a preferred realization of the connection between the two coupling rod sections, it is provided that a first of the two coupling rod sections, for example the front (coupling head side) section, at its end region facing the second coupling rod section, for example at its end region facing the rear coupling rod section, is an at least partially spherical headpiece has, while the second coupling rod portion, for example, the rear coupling rod portion, at its end facing the first coupling rod portion, for example, at its the front coupling rod portion end region facing, at least partially complementary to the spherical head portion formed receptacle, in which the spherical head portion is received. In this embodiment, the connection between the two coupling rod sections horizontal and vertical angular deflections and torsional movements during driving operation at play-free transmission of tensile and impact forces are possible, so with the coupling rod not only a vertical displacement in the vertical direction, but also a pivoting movement in the horizontal direction and a Torsional movement can be compensated.

In a preferred embodiment of the last-mentioned embodiment, in which the articulated connection of the two coupling rod sections is realized by means of a spherical head piece received in a receptacle, it is provided that the second coupling rod section, for example the rear coupling rod section, at its end region facing the first coupling rod section, For example, at its the front coupling rod portion facing end portion, at least one bearing shell which forms a bearing for the spherical head piece together with the receptacle. Preferably, the at least one bearing shell is detachably connected to the first coupling rod portion facing end portion of the second coupling rod portion. In this way, the spherical head piece can be inserted into the receptacle in an easily realizable manner, the at least one bearing shell then being fastened to the end region of the second coupling rod section in order to prevent the ball-shaped head piece from falling out of the receptacle when it is being pulled during driving operation. Of course, however, other embodiments for connecting the two coupling rod sections come into question here.

So it is conceivable, for example, that the bearing shell is made in one piece and is connected without play with the help of a provided at the end portion of the second coupling rod portion thread with the second coupling rod portion.

In order to limit the movement of the front coupling rod portion and the rear coupling rod portion relative to each other, it is conceivable to provide a corresponding stop. This stop can be formed, for example, by abutment surfaces which, if at least one bearing shell is used for connecting the two coupling rod sections, can be formed in particular on this at least one bearing shell. By providing such a stop, the movement of the two coupling rod sections relative to each other can be reduced to predeterminable angular deflections.

In principle, it is conceivable that at least in regions between the front and rear coupling rod portion, a damping element, in particular a damping element formed of an elastomer is provided for damping the transmitted during normal driving from the front coupling rod portion on the rear coupling rod portion compressive forces. For example, it is conceivable to connect the two coupling rod sections with each other via a spherical bearing, d. H. by a bearing in which a ball-shaped head piece connected to the front or rear coupling rod portion is adhesively connected to one another within an outer ball shell connected to the other coupling rod portion by an elastomer layer vulcanized on both sides. A spherical bearing is characterized by a pressure bias in the elastomer. By choosing the calibration, d. H. the amount of this bias, the life of the spherical bearing can be significantly influenced, especially in the most stressed parts, such as. As in the coupling rod of a central buffer coupling, this is of crucial importance.

Of course, however, other embodiments are conceivable to provide a damping element between the front and the rear coupling rod portion for damping the pressure or impact forces occurring during normal driving.

In addition or as an alternative to the last-mentioned development of the solution according to the invention, it is advantageous for damping the tensile or impact forces transmitted via the coupling rod in normal driving operation if at least one preferably regeneratively designed energy absorption element is integrated in the front and / or rear coupling rod section. It is conceivable, for example, be provided as an energy absorption element has a gas-hydraulic buffer (eg twin-Stroke ^® buffer), a hydrostatic energy absorbing member, or a damping spring in at least one of the two coupling rod sections.

Such provided in the coupling rod energy absorbing element serves to dampen the occurring during normal driving, for example, in a multi-unit vehicle between individual car bodies shock and pressure forces.

In principle, it is preferred to provide a modular construction for the central buffer coupling, in order to be able to carry out more flexible maintenance work on the individual components of the central buffer coupling, and in particular maintenance work on the coupling head. For this purpose, it is preferred if the coupling head is preferably detachably connected to the front coupling rod portion. Alternatively, it is also conceivable that the coupling head is integrally formed in the front end portion of the front coupling rod portion, as for example in the in the FIGS. 1a and 1b illustrated and discussed in the introduction introduction of the central buffer coupling type SA-3 is the case.

In order to ensure that the articulated connection between the two coupling rod sections functions as maintenance-free as possible and is, in particular, independent from the effects of weathering, the central buffer coupling according to the invention has, in a preferred embodiment, a cover for covering the transitional region between the two coupling rod sections. This cover may for example be designed as bellows, which is basically advantageous if the cover is releasably connected to the two coupling rod sections, to allow rapid access to the transition region between the coupling rod sections, if necessary.

To connect the coupling rod of a central buffer coupling type SA-3 as an alternative to the coupling rod of the solution according to the invention with the car body can, it is provided that the rear coupling rod portion is connected via a substantially vertical wedge with a drawbar so that the rear coupling rod portion is pivotable relative to the drawbar only in the horizontal plane when the coupling rod of the SA-3 central buffer coupling with the Car body is connected, wherein the drawbar is used as a power transmission element for transmitting occurring during driving tensile and impact forces from the coupling rod on the connected to the central buffer coupling car body. If, however, the coupling rod of the central buffer coupling according to the invention is connected to the drawbar, care must be taken that the rear coupling rod portion is immovable relative to the drawbar so that the rear coupling rod portion is movable relative to the car body only in the longitudinal direction. Accordingly, the solution according to the invention is particularly suitable for retrospectively inserting a conventional SA-3 central buffer coupling, wherein no design changes are to be made in the articulation of the coupling rod on the front side of the car body.

In a preferred embodiment of the latter embodiment, it is provided that the rear coupling rod portion is slidably connected relative to the clamping yoke in the longitudinal direction with the car body to ensure the absorption of pressure forces occurring during normal driving operation via a cooperating with the yoke spring element.

Finally, in a further preferred embodiment of the central buffer coupling according to the invention is provided that an energy absorbing element, for example in the form of a spring apparatus or in the form of a deformation tube, between the rear coupling rod portion and the car body is arranged and designed to at least partially in a crash or during normal driving consumed occurring and transferred from the coupling rod to the car body impact energy, ie convert into plastic deformation work and heat or absorb. The provision of such an energy dissipation element has the advantage that in a crash, for example, when the car body impinges on an obstacle, the resulting impact energy is not transmitted undamped into the undercarriage of the car body. Rather, by providing an energy dissipation element, the impact energy generated in such a crash case can be at least partially reduced, so that it can be effectively prevented Vehicle undercarriage exposed to extreme loads and may be damaged or even destroyed.

It is conceivable to use a deformation tube as an energy dissipation element, which responds after exceeding a critical impact force introduced into the energy dissipation element and degrades part of the impact energy introduced into the energy dissipation element by plastic deformation. Of course, other embodiments, such as honeycomb-shaped crash structures, etc., come into question as an energy-absorbing element.

Hereinafter, an embodiment of the inventive solution will be described in detail with reference to the accompanying drawings.

Fig. 1a

eine herkömmliche aus dem Stand der Technik bekannte Mittelpufferkupplung vom Typ SA-3 in einer teilgeschnittenen Seitenansicht;

Fig. 1b

die in Fig. 1a dargestellte herkömmliche Mittelpufferkupplung in einer teilgeschnittenen Draufsicht;

Fig. 2a

eine Seitenschnittansicht auf eine Kupplungsstange bei einer Ausführungsform der erfindungsgemäßen Mittelpufferkupplung; und

Fig. 2b

eine Draufsicht auf die in Fig. 2a dargestellte Kupplungsstange.

In den Figuren 1a und 1b ist eine aus dem Stand der Technik bekannte, herkömmliche Mittelpufferkupplung 101 in einer teilgeschnittenen Seitenansicht (Fig. 1a) bzw. in einer teilgeschnittenen Draufsicht (Fig. 1b) gezeigt. Bei dieser Mittelpufferkupplung 101 handelt es sich um eine Zugkupplung vom Typ SA-3, bei welcher eine Kupplungsstange 110 über einen im Wesentlichen senkrecht verlaufenden Keil 150 mit einem mit dem Untergestell des Wagenkastens verbundenen Zugbügel 151 verbunden wird, wodurch lediglich eine horizontale Winkelauslenkung der Kupplungsstange 110 relativ zu dem Wagenkasten realisierbar ist.Show it:

Fig. 1a

a conventional known from the prior art center buffer coupling type SA-3 in a partially sectioned side view;

Fig. 1b

in the Fig. 1a illustrated conventional central buffer coupling in a partially sectioned plan view;

Fig. 2a

a side sectional view of a coupling rod in an embodiment of the central buffer coupling according to the invention; and

Fig. 2b

a top view of the in Fig. 2a illustrated coupling rod.

In the FIGS. 1a and 1b is a known from the prior art, conventional central buffer coupling 101 in a partially sectioned side view ( Fig. 1a ) or in a partially sectioned plan view ( Fig. 1b ). This central buffer coupling 101 is a traction coupling of the type SA-3, in which a coupling rod 110 is connected via a substantially vertically extending wedge 150 with a connected to the base of the car body yoke 151, whereby only a horizontal angular deflection of the coupling rod 110th is feasible relative to the car body.

The vertical relative movements between coupled vehicles occurring during driving are realized in the conventional central buffer coupling 101 of the type SA-3 by slipping the hook-shaped coupling heads 120 together. This form of vertical movement requires a relatively large amount of play between the coupling surfaces of the interconnected coupling heads 120, which leads to loss of comfort due to bucking and noise especially in passenger transport. Furthermore, the rubbing against the coupling heads 120 has a high wear result and additionally prevents transmission of compressed air or electrical signals by the coupling head 120 attached elements, since this would have the coupling heads 120 of two adjacent car bodies rigidly connected to each other.

By the solution according to the invention, which hereinafter with reference to in the FIGS. 2a and 2 B illustrated embodiment, all these disadvantages do not exist. In detail, the solution according to the invention is characterized in that by the particular embodiment of the coupling rod horizontal and vertical angular deflections and torsional movements during driving with play-free transmission of tensile and impact forces are possible.

A possible realization of the solution according to the invention is described below with reference to the illustrations in FIGS FIGS. 2a and 2 B described. In detail is in Fig. 2a in a side sectional view, the coupling rod 10 of an embodiment of the central buffer coupling 1 according to the invention, while in Fig. 2b this coupling rod 10 is shown in a plan view.

As shown, in the central buffer coupling 1 according to the invention, the coupling rod 10 is connected with its rear, carriage box-side end portion with a (not explicitly shown) car body. Specifically, the rear, cart box-side end portion of the coupling rod 10 is inserted in a trained as a drawbar 51 coupling receptacle. The carriage box-side end portion of the rear coupling rod portion 12 is complementary to the coupling receptacle formed such that the carriage box-side end portion of the rear coupling rod portion 12 is positively inserted into the coupling receptacle and there releasably connected to the drawbar 51 by means of a Absteckkeils 50. In this case, the Absteckkeil 50 by provided in the yoke 51 openings 53 and a aligned with these openings 53 at the cart box end portion of the coupling rod 10 provided slot 52 inserted.

So that the central buffer coupling 1 can maintain a secure connection with height offset between two adjacent vehicles, without the two interconnected coupling heads must move in the vertical direction relative to each other, is in the in the FIGS. 2a and 2 B illustrated embodiment of the central buffer coupling 1 according to the invention, the coupling rod 10 divided into two sections 11, 12. These two coupling rod sections 11, 12 are hinged together, so that the two coupling rod sections 11, 12 are movable relative to each other while driving the vehicle and allow horizontal and vertical angular deflections and torsional movements.

Specifically, it is provided in the illustrated embodiment that the front coupling rod portion 11 at its the rear coupling rod portion 12 end portion facing a spherical head 13 which is received in a receptacle 14, wherein this receptacle 14 on the front coupling rod portion 11 facing end portion of the rear Coupling rod portion 12 is formed.

Furthermore, an integrally designed bearing shell 15 is provided on the front coupling rod portion 11 facing end portion of the rear coupling rod portion 12, which forms a bearing for the spherical head piece 13 together with the receptacle 14. The bearing shell 15 is preferably detachably connected to the end portion of the rear coupling rod portion 12 facing the front coupling rod portion 11 to facilitate the assembly of the generally two-piece coupling rod 10, and in particular the assembly of the two coupling rod portions 11, 12. More specifically, in the illustrated embodiment, the bearing shell 15 is connected to the rear coupling rod section 12 without play by means of a thread 21 provided at the end region of the rear coupling rod section 12.

In order to facilitate the assembly of the central buffer coupling 1 according to the invention, it is conceivable that the front coupling rod portion 11 is divided in its tapered diameter at the level of the cover 17, wherein the two parts of the front Coupling rod section 11 are welded only after the assembly of the head piece 13 in the bearing shell 15.

Accordingly, the two coupling rod portions 11, 12 are connected to each other via a kind of ball joint 30 so that in the inventive solution of the coupling rod 10 functions as a force-transmitting joint, and a backlash connection between the (not explicitly shown in the drawings) coupling head and the vehicle undercarriage produce , Here, the coupling rod 10 allows horizontal and vertical angular deflections and torsional movements during driving.

The illustrated in the drawings embodiment of the solution according to the invention is further provided with an annular stop surface 16 in order to limit at least the vertical deflection of the front coupling rod portion 11 relative to the rear coupling rod portion 12 can.

Furthermore, the transition between the front and rear coupling rod portion 11, 12 is protected by a cover 17 in order to make the ball joint 30 integrated in the coupling rod 10 as maintenance-free as possible. This cover 17 is detachably connected to both the front and rear coupling rod portions 11, 12 to ensure quick access to the hinge assembly provided between the front and rear coupling rod portions 11, 12 when needed. For releasably connecting the cover 17 with the coupling rod sections 11, 12 screws 18 can be used.

At the front end portion of the front coupling rod section 11 may be a (in the drawings only schematically shown) coupling head 20, for example, a coupling head of the Scharfenberg ^® type or a coupling head from Wedgelock-type, for example by means of screws 19 are releasably attached. However, it is also conceivable that the coupling head 20 is integrally formed with the front end portion of the front coupling rod portion 11.

Although not explicitly illustrated in the drawings, it is conceivable, at least in regions between the front and rear coupling rod portion 11, 12 to provide a damping element, in particular a formed of an elastomer damping element to those in the normal driving operation of the front coupling rod portion 11 to attenuate transmitted to the rear coupling rod portion 12 compressive forces. It is conceivable that an elastomer layer is vulcanized onto the spherical head piece 13. Alternatively or additionally, an elastomer layer can also be vulcanized on the inner surface of the outer spherical shell formed with the bearing shell 15 and with the receptacle 14.

Additionally or alternatively, it is also conceivable, at least in one of the two coupling rod sections 11, 12 to integrate an energy absorbing element for damping the transmitted during normal driving operation via the coupling rod 10 tensile / impact forces. It should be noted that in the illustrated embodiment, a damping by means of a spring apparatus 55 between the coupling rod portion 12 and the car body is realized.

As already indicated, is in the in the FIGS. 2a and 2 B dargstellten embodiment of the rear coupling rod portion 12 via a substantially vertically extending wedge 50 with the coupling receptacle and the yoke 51 firmly connected such that the rear coupling rod portion 12 is pivotable relative to the yoke 51 in both the horizontal and vertical plane. The yoke 51 serves as a power transmission element for transmitting occurring during driving tensile and impact forces of the coupling rod 10 on the connected to the central buffer coupling 1 car body. The drawbar 51 is firmly connected to the car body. However, the rear coupling rod portion 12 is displaceable relative to the clamping yoke 51 over a certain distance predetermined by the wedge 50 and the openings 53 in the longitudinal direction L of the coupling rod 10. With the help of the already mentioned spring apparatus 55, the coupling rod 10 is pressed in the longitudinal direction L in the direction of the coupling head, so that the coupling rod 10 yield during driving and can dampen shocks.

In principle, it is also conceivable that in the solution according to the invention the drawbar 51 is connected in the longitudinal direction displaceable with the car body, wherein also a spring apparatus 55 can be used.

The invention is not with reference to the FIGS. 2a and 2 B limited embodiment described. Rather, in the coupling rod 10, other joint arrangements for connecting the respective coupling rod sections 11, 12 may be provided. It is also conceivable, in principle, that a preferably destructively designed energy dissipation element, for example in the form of a deformation tube, is provided, wherein this energy dissipation element between the rear coupling rod portion 12 and the car body can be arranged to at least partially occurring in a crash and by the coupling rod 10th to consume transmitted energy to the car body.

LIST OF REFERENCE NUMBERS

1

Central buffer coupling

10

coupling rod

11

front coupling rod section

12

Rear coupling rod section

13

spherical headpiece

14

admission

15

bearing shell

16

attack

17

cover

18

screw

19

screw

20

coupling head

21

thread

30

joint arrangement

50

wedge

51

Coupling holder, drawbar

52

Slot in the rear coupling rod section

53

Slot in the coupler pocket / drawbar

55

spring apparatus

101

Central buffer coupling (prior art)

110

Coupling rod (prior art)

120

Coupling head (prior art)

150

Wedge (prior art)

151

Drawbar (prior art)

152

Pendulum suspension (prior art)

153

Centering beam (prior art)

154

Printing plate (prior art)

155

Spring apparatus (prior art)

Claims (15)

1. A central buffer coupling (1) for a rail-borne vehicle, a railway vehicle in particular, comprising a coupling rod (10) connectable to a car body of the vehicle and a coupling head (20) on the front end section of the coupling rod (10) opposite the car body-side end section, wherein the coupling rod (10) is divided into a front, coupling head-side section (11) and a rear car body-side section (12), wherein the front coupling rod section (11) is connected to the rear coupling rod section (12) such that both coupling rod sections (11, 12) can move relative to one another during vehicle operation,
   characterized in that
   a first of the two coupling rod sections (11; 12) has an at least partly spherical head piece (13) at its end region facing the second coupling rod section (12; 11) and the second coupling rod section (12; 11) has a retainer (14) configured at least partially complementary to the spherical head piece (13) at its end region facing the first coupling rod section (11; 12) in which the spherical head piece (13) is received.
2. The central buffer coupling (1) according to claim 1,
   wherein the second coupling rod section (12; 11) has at least one bearing shell (15) at its end region facing the first coupling rod section (11; 12) which, together with the retainer (14), forms a bearing for the spherical head piece (13).
3. The central buffer coupling (1) according to claim 2,
   wherein the at least one bearing shell (15) is detachably connected to the end region of the second coupling rod section (12; 11) facing the first coupling rod section (11; 12).
4. The central buffer coupling (1) according to claim 2 or 3,
   wherein the bearing shell (15) is of one-piece design and is connected to the second coupling rod section (12; 11) without play by means of a thread (21) provided at the end region of said second coupling rod section (12; 11).
5. The central buffer coupling (1) according to any one of the preceding claims,
   wherein a stop (16a, 16b) is provided to limit the movement of the front coupling rod section (11) and the rear coupling rod section (12) relative to one another.
6. The central buffer coupling (1) according to claim 5 and any one of claims 2 to 4, wherein the stop (16a, 16b) is configured as an abutment face on the at least one bearing shell (15).
7. The central buffer coupling (1) according to any one of the preceding claims,
   wherein at least one preferably regeneratively designed energy absorption element is integrated into the front and/or rear coupling rod section (11, 12) to absorb the tractive/ impact forces transmitted via the coupling rod (10) during normal driving operation.
8. The central buffer coupling (1) according to any one of the preceding claims,
   wherein the coupling head (20) is preferably detachably connected to the front coupling rod section (11); or wherein the coupling head (20) is integrally configured with the front end region of the front coupling rod section (11).
9. The central buffer coupling (1) according to any one of the preceding claims,
   wherein a cover (17) is further provided to cover the transition area between the front and the rear coupling rod section (11, 12).
10. The central buffer coupling (1) according to any one of the preceding claims, wherein the rear coupling rod section (12) can be connected, preferably detachably, to a clamping yoke (51) preferably by means of a substantially vertically extending wedge (50), wherein the clamping yoke (51) serves as a force transmitting element to transmit tractive and impact forces occurring during operation from the coupling rod (10) to the car body connected to the central buffer coupling (1).
11. The central buffer coupling (1) according to claim 10,
    wherein the rear coupling rod section (12) is preferably detachably connected to the clamping yoke (51) so as to fix all the rotational degrees of freedom of the rear coupling rod section (12) relative to the clamping yoke (51).
12. The central buffer coupling (1) according to claim 10 or 11,
    wherein the rear coupling rod section (12) is displaceably connected to the car body relative to the clamping yoke (51) in the longitudinal direction (L) of the coupling rod (10).
13. The central buffer coupling (1) according to any one of the preceding claims, wherein the car body-side end region of the rear coupling rod section (12) of the coupling rod (10) is configured complementary to a coupler pocket joined to the car body such that the car body-side end region of the rear coupling rod section (12) can preferably be positively inserted into the coupler pocket (56) and fixed, preferably detachably, there.
14. The central buffer coupling (1) according to claim 13,
    wherein the coupler pocket is designed to receive and retain the car body-side end region of the coupling rod (110) of an SA3-type central buffer coupling (101) preferably such that the coupling rod (110) can pivot relative to the coupler pocket in a horizontal plane.
15. The central buffer coupling (1) according to any one of the preceding claims, wherein an energy-dissipating element is further provided, for example in the form of a spring mechanism (55) or in the form of a deformation tube, wherein the energy-dissipating element is arranged between the rear coupling rod section (12) and the car body in order to absorb or dissipate at least part of the impact energy transmitted from the coupling rod (10) to the car body as occurs during normal operation or in the event of a crash.

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