EP2585351B1 - Dispositif d'attelage résistant au flambage pour véhicules ferroviaires - Google Patents

Dispositif d'attelage résistant au flambage pour véhicules ferroviaires Download PDF

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Publication number
EP2585351B1
EP2585351B1 EP11798444.3A EP11798444A EP2585351B1 EP 2585351 B1 EP2585351 B1 EP 2585351B1 EP 11798444 A EP11798444 A EP 11798444A EP 2585351 B1 EP2585351 B1 EP 2585351B1
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EP
European Patent Office
Prior art keywords
coupler head
drawbar
coupling arrangement
coupling
railway vehicle
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
EP11798444.3A
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German (de)
English (en)
Other versions
EP2585351A4 (fr
EP2585351A1 (fr
Inventor
Anders Svedbo
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.)
Dellner Couplers AB
Original Assignee
EGO INTERNATIONAL BV
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 EGO INTERNATIONAL BV filed Critical EGO INTERNATIONAL BV
Priority to PL11798444T priority Critical patent/PL2585351T3/pl
Publication of EP2585351A1 publication Critical patent/EP2585351A1/fr
Publication of EP2585351A4 publication Critical patent/EP2585351A4/fr
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Publication of EP2585351B1 publication Critical patent/EP2585351B1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
    • B61D15/06—Buffer cars; Arrangements or construction of railway vehicles for protecting them in case of collisions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G3/00—Couplings comprising mating parts of similar shape or form which can be coupled without the use of any additional element or elements
    • B61G3/16—Couplings comprising mating parts of similar shape or form which can be coupled without the use of any additional element or elements with coupling heads rigidly connected by rotatable hook plates or discs and balancing links, the coupling members forming a parallelogram, e.g. "Scharfenberg" type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories
    • B61G7/14—Safety devices

Definitions

  • the present invention concerns a coupling arrangement for rail vehicles, and more precisely a coupling arrangement of the type that comprises a drawbar and a coupler head, which in a rear end is attached to the drawbar and extends in the longitudinal direction of the same to a front end that is arranged to carry a front plate having a guide cone projecting from the surface thereof, which coupler head furthermore houses components of a mechanical coupling effective for automatic coupling to the corresponding coupling components in an opposite coupler head of a connecting coupling arrangement.
  • a danger in a collision between rail vehicles is that the coupling arrangements that couple together the rail vehicles are separated, which increases the risk of derailment and the risk of the vehicles climbing up on each other.
  • the coupler head of an automatic coupler which in a surrounding housing accommodates the mechanical coupling components necessary for coupling for automatic coupling to a connecting coupler, is usually made of castings and lacks typically shock-absorbing ability.
  • a coupler head housing made of weldable forged steel for a central buffer coupling is, however, previously known from DE 1 124 535 . This coupler head housing is dimensioned for resisting occurring normal traction and thrust forces, but lacks measures for a predetermined shock-absorbing deformation in the event of a collision.
  • the invention aims at generally increasing the capability of a coupling arrangement of absorbing deforming compressive forces and thereby providing an increased protection against deformation of the car chassis.
  • An object of the invention is to provide a coupling arrangement for the automatic coupling of rail vehicles, which coupling arrangement is arranged to be deformed in a predetermined way while absorbing energy.
  • Another object of the invention is to provide a coupling arrangement that, by a predetermined deformation, is arranged to prevent a separation between coupled coupling arrangements, and particularly a coupling arrangement that, by a predetermined deformation, is arranged to create a locking between the intercoupled coupling arrangements.
  • a coupling arrangement is provided of the type indicated by way of introduction in which, as an extension of the drawbar, an element extends forward through the coupler head toward the guide cone, in addition to which the coupler head, upon application of a deforming compressive force, is arranged to be subjected to an axial compression and/or a rectilinear motion and displacement rearward on the drawbar while carrying along the front plate, with the result that said element is brought into a thrust force-transmitting relationship to the guide cone and is caused to penetrate the front plate.
  • the technical effect of this solution is that the coupler heads are mutually locked in a thrust force-transmitting engagement.
  • the mutually overlapping elements in the extension of the drawbar provide a bending- or buckling-resistant connection in respect of radial directions, whereby a lateral and vertical, respectively, separation of the couplers is counteracted.
  • the technical effect is furthermore that the penetration of the element through the front plate takes place via the opening situated right in front of the guide cone and going through the front plate, which acts as a guiding of the motion of the element into the opposite coupler head.
  • the element has the requisite axial stiffness for, at a deforming collision, knocking the guide cone out of its attachment in the front plate.
  • the embodiment also implies a distribution of the force over a larger surface upon the retardation of the knocked-out guide cone against the inside of the coupler head, which reduces the risk of the wall of the coupler head housing bursting, and instead being deformed, in particular expanded, in a way that is favourable for the absorption of energy.
  • the element in the extension of the drawbar may advantageously consist of a separate, thrust force-transmitting element, which is arranged between the drawbar and the guide cone.
  • the coupler head housing is shaped in such a way that the thrust force-transmitting element can extend freely past the components included in the mechanical coupling, either beside these, or above and under, respectively, the same.
  • a preferred embodiment involves that the element in the extension of the drawbar extends in traction force-transmitting engagement with the coupling.
  • the coupling may be displaceably supported in the longitudinal direction of an elongate groove arranged in the element.
  • the element extends essentially in the longitudinal direction of the drawbar up to the coupling, so as to from here deflect at an angle to the guide cone.
  • the element in the extension of the drawbar has a side surface angled to the longitudinal direction and intersecting the axial centre line of the coupling arrangement, which surface is arranged and effective for the guiding of the corresponding surface of the thrust force-transmitting element of the opposite coupler head upon the elements' mutual displacement and penetration into the respective coupler head.
  • the predetermined deformation of the coupler head comprises one or more notches made in the coupler head housing for the axial compression of the coupler head housing, in particular one or more notches for the folding of the coupler head housing.
  • the coupler head is connected with the drawbar by means of a collar surrounding the drawbar in front of a shoulder formed on the same, and is displaceable on the drawbar in the longitudinal direction against the force of a radial expansion of said collar caused by the shoulder.
  • the drawing figures schematically show a coupling arrangement comprising a drawbar 1, which in its inner end is mountable in a car chassis and in its outer end carries a coupler head 2.
  • the coupler head 2 comprises a coupler head housing 3 and is, in a first and rear end, attachable to the drawbar 1, and in a second and front end arranged for carrying a front plate 4, typically comprising a guide cone 5 for the alignment of the coupler heads upon coupling to a connecting coupling arrangement.
  • the guide cone 5 may consist of a separate element mounted to the front plate 4, but may alternatively be integratedly formed as a part of a cast or compression-moulded front plate.
  • a mechanical coupling 6 such as a central plate 7 and a coupling link 8 are housed in the coupler head housing and rotatably carried on a pivot or shaft 9, which in turn is supported in the coupler head housing (see reference numeral 10).
  • Devices for the locking/unlocking of the coupling mechanism are for the sake of simplicity excluded from the drawing figures, as well as devices for the connection of electricity and pneumatics/hydraulics, which usually are carried on the outside of the coupler head.
  • the coupler head housing 3 has a box-shaped structure and consists of an upper part 11 ( see in particular Fig. 3 ), a bottom 12, and two opposite sides 13 and 14, respectively.
  • the upper part and the bottom, as well as the two sides, may be mutually identically shaped with the exception of externally or internally arranged attachments and seats for the mounting of additional equipment.
  • the coupler head housing is generally shaped as a funnel the sides of which may be bent in such a way that a predetermined folding and axial compression of the coupler head housing is provided as a result of a deforming compressive force acting in the longitudinal direction of the coupling arrangement.
  • the coupler head In the connection area between the coupler head and the drawbar, the coupler head has, in its rear end, a collar 15, which surrounds the drawbar in front of a shoulder 16 arranged on the drawbar.
  • the shoulder 16 protrudes radially from the drawbar and has an oblique front surface 17 facing the collar.
  • the front surface 17 forms a conical ring over which the collar 15 is forced to expand radially in the event of the rectilinear displacement of the coupler head rearward on the drawbar in the direction FB, the front plate 4 being carried along toward the drawbar.
  • a stop (not shown) fixedly arranged on the drawbar may be arranged behind the shoulder 17 so as to limit the possible length of the rectilinear motion.
  • the displacement of the coupler head inward on the drawbar may be limited by the collar being stopped against a flange coupling 18 by which the coupling arrangement is mountable in a car chassis.
  • the reference numeral 19 in Fig. 1 designates a seat formed in the drawbar for the receipt of a shear pin (not shown), which, where appropriate, has the purpose of guaranteeing the axial fixation of the coupler head on the drawbar in normal operating conditions.
  • the coupler head is preferably made from steel, the elasticity and ability of the steel to be plastically deformed when subjected to loads above its yield point being utilized to convert a deforming compressive force into kinetic energy and heat.
  • at least said collar, and preferably the coupler head housing in its entirety is made from a high-strength steel, such as an advanced high-strength steel or a steel having extra high or ultra high strength, whereby the required strength to resist normal traction or thrusts occurring during operation can be provided also in a coupler head of reduced weight.
  • a construction element 20 extends through the coupler head in the extension of the drawbar, essentially up to the back side of the front plate 4.
  • a front part of the element 20 runs in a direction that deviates from the longitudinal direction of the coupling arrangement, and more precisely toward the guide cone 5 carried in the front plate.
  • the element 20 may have such a length that the same with its front end extends up to abutment against support surfaces of the guide cone 5 formed for the purpose, in the way that schematically is illustrated in Fig. 3 , but may alternatively terminate a short distance behind the guide cone.
  • the element 20 should at least be of such a length that it, as a result of the motion of the front plate caused by the rectilinear motion of the coupler head rearward on the drawbar and/or by the compression of the coupler head housing, generates a thrust force-transmitting action and, as a result thereof, penetrates the front plate 4 and a distance into the opposite coupler head, as is illustrated in Fig. 2 .
  • the elements 20 inserted into the respective coupler head cause a mutual engagement between the coupling arrangements in the direction of the thrust force and in this way counteracts mutual movement between the coupling arrangements in radial directions, i.e., laterally and vertically.
  • the element 20 may, as is shown in the embodiment example in Figs. 1-3 , consist of a fork-shaped element that is connected with the drawbar 1 or integrated in the same and primarily extends in the longitudinal direction of the drawbar past the coupling 6, in order to deflect, in the area of the same, at an angle from the longitudinal axis and toward the guide cone 5.
  • the shaft 9 included in the coupling 6 extends through the element 20, and may via the element 20 be in traction force-transmitting connection with the drawbar.
  • the element 20 consists of an upper part 20' running in the gap between the coupling 6 and the upper part 11 of the coupler head housing, and a corresponding lower part 20" that runs in the gap between the coupling 6 and the bottom 12 of the coupler head housing.
  • the two parts 20' and 20" of the element form a respective guiding of the upper part and bottom of the coupler head housing in the course of the deformation of the coupler head housing.
  • the side 21 of the element 20 situated closer to the centre of the coupling arrangement is oblique at an angle intersecting the centre line, and forms a guiding surface 21, against which the corresponding side surface of the thrust force-transmitting element 20 of the meeting coupler head slides in the course of deformation.
  • the element may alternatively consist of a separate thrust force-transmitting element 22, which in a rear end rests against the drawbar 1, and which in a front end rests against the inside of the guide cone 5.
  • the element 22 may, for example, be made as a rod, a beam, a sturdy sheet-metal plate or a clamp, and is, like the element 20, made with the requisite axial stiffness to deform the front plate and penetrate into the opposite coupler head in the event of a collision.
  • the thrust force-transmitting element 20, 22 causes the guide cone 5 to be knocked off from its fixing in the front plate, and carried along by the element into the opposite coupler head such as schematically is illustrated in Fig. 2 .
  • the guide cone 5 is welded or bolted to the front plate, or is a part integrated with the front plate, the guide cone or the connection area thereof in the front plate may be made with notches, such as indications of fracture or weakenings in the material or connection members, which allows knocking out with an essentially maintained integrity of the guide cone 5.
  • the specific object of the invention is also achieved by a coupling arrangement that is arranged with a thrust force-transmitting element that, at the deformation of the coupler head, guarantees a buckling-resistant connection between intercoupled coupling arrangements.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Vibration Dampers (AREA)
  • Heat Treatment Of Articles (AREA)

Claims (8)

  1. Dispositif d'attelage pour un véhicule ferroviaire comprenant une barre d'attelage (1) et une tête d'attelage (2) qui, dans une extrémité arrière, est attachée à la barre d'attelage et s'étend dans la direction longitudinale de celle-ci à une extrémité avant qui est agencée pour porter une plaque avant (4) présentant un cône de guidage (5) faisant saillie de la surface de celle-ci, laquelle tête d'attelage loge de plus des composants (7-10) d'un attelage mécanique (6) effectif pour l'attelage automatique avec les composants d'attelage correspondants dans une tête d'attelage opposée d'un dispositif d'attelage de liaison, caractérisé en ce que, en tant qu'extension de la barre d'attelage, un élément (20, 22) s'étend vers l'avant au travers de la tête d'attelage vers le cône de guidage (5), ainsi qu'en ce que, suite à l'application d'une force de compression déformante, la tête d'attelage (2) est agencée pour être soumise à une compression axiale et/ou un déplacement vers l'arrière sur la barre d'attelage tout en entraînant la plaque avant (4) de sorte que ledit élément (20, 22) soit amené dans un rapport de transmission de force de poussée avec le cône de guidage (5) et soit amené à pénétrer dans la plaque avant.
  2. Dispositif d'attelage pour un véhicule ferroviaire selon la revendication 1, dans lequel l'élément (20, 22) présente une rigidité axiale pour, dans une collision, frapper le cône de guidage (5) afin qu'il sorte de son attache dans la plaque avant (4).
  3. Dispositif d'attelage pour un véhicule ferroviaire selon la revendication 1 ou la revendication 2, dans lequel l'élément (22) se compose d'un élément de transmission de force de poussée séparé agencé entre la barre d'attelage (1) et le cône de guidage (5).
  4. Dispositif d'attelage pour un véhicule ferroviaire selon l'une quelconque des revendications 1 à 3, dans lequel l'élément (20) est en prise de transmission de force de traction avec l'attelage (6).
  5. Dispositif d'attelage pour un véhicule ferroviaire selon la revendication 4, dans lequel l'attelage (6) est supporté de manière déplaçable dans la direction longitudinale dans une rainure allongée agencée dans l'élément (20).
  6. Dispositif d'attelage pour un véhicule ferroviaire selon la revendication 4 ou 5, dans lequel l'élément (20) présente une surface latérale (21) anglée à la direction longitudinale et croisant la ligne centrale axiale du dispositif d'attelage, laquelle surface est effective pour le guidage de la surface correspondante de l'élément de transmission de force de poussée (20) de la tête d'attelage opposée.
  7. Dispositif d'attelage pour un véhicule ferroviaire selon l'une quelconque des revendications précédentes, dans lequel la tête d'attelage comprend une encoche pour la compression axiale du logement de tête d'attelage, en particulier l'encoche pour le pliage du logement de tête d'attelage.
  8. Dispositif d'attelage pour un véhicule ferroviaire selon l'une quelconque des revendications précédentes, dans lequel la tête d'attelage est raccordée à la barre d'attelage au moyen d'un collier (15) entourant la barre d'attelage en face d'un épaulement (16) formé sur celle-ci, et est déplaçable sur la barre d'attelage dans la direction longitudinale contre la force d'une expansion radiale dudit collier causée par l'épaulement.
EP11798444.3A 2010-06-23 2011-06-08 Dispositif d'attelage résistant au flambage pour véhicules ferroviaires Active EP2585351B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL11798444T PL2585351T3 (pl) 2010-06-23 2011-06-08 Układ sprzęgający odporny na wyboczenie dla pojazdów szynowych

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE1050675A SE534924C2 (sv) 2010-06-23 2010-06-23 Draginrättning med organ för knäckstyv förbindning av kopplade rälsfordon vid kollision
PCT/SE2011/050703 WO2011162672A1 (fr) 2010-06-23 2011-06-08 Dispositif d'attelage résistant au flambage pour véhicules ferroviaires

Publications (3)

Publication Number Publication Date
EP2585351A1 EP2585351A1 (fr) 2013-05-01
EP2585351A4 EP2585351A4 (fr) 2017-11-29
EP2585351B1 true EP2585351B1 (fr) 2018-12-26

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP11798444.3A Active EP2585351B1 (fr) 2010-06-23 2011-06-08 Dispositif d'attelage résistant au flambage pour véhicules ferroviaires

Country Status (5)

Country Link
EP (1) EP2585351B1 (fr)
ES (1) ES2717636T3 (fr)
PL (1) PL2585351T3 (fr)
SE (1) SE534924C2 (fr)
WO (1) WO2011162672A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SE534926C2 (sv) * 2010-06-23 2012-02-21 Ego Int Bv Energiupptagande koppelhuvud för en draginrättning
CN107139960B (zh) * 2017-05-10 2023-06-27 西南交通大学 超轻量化高强度过渡车钩

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
NL258873A (fr) * 1959-12-11
US3637089A (en) * 1970-01-09 1972-01-25 Midland Ross Corp Railway car coupler
EP1312527B1 (fr) * 2001-09-17 2003-06-04 Voith Turbo Scharfenberg GmbH & Co. KG Articulation d'accouplement
SE526056C2 (sv) * 2003-09-10 2005-06-21 Dellner Couplers Ab Krockskydd för rälsfordonskopplingar samt en med ett dylikt krockskydd utförd länkanordning för permanent hopkoppling av två rälsfordonsenheter
DE202007001773U1 (de) * 2007-02-07 2007-04-05 Voith Ag Kupplungsanordnung

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
WO2011162672A1 (fr) 2011-12-29
EP2585351A4 (fr) 2017-11-29
ES2717636T3 (es) 2019-06-24
PL2585351T3 (pl) 2019-09-30
SE534924C2 (sv) 2012-02-21
EP2585351A1 (fr) 2013-05-01
SE1050675A1 (sv) 2011-12-24

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