EP2720925B1 - Arrangement for deflecting a rail vehicle central buffer coupling unhitched in the course of a collision due to failure of an overload safety device - Google Patents

Description

Technical area

The invention relates to an arrangement for deflecting a separated by the failure of an overload protection in the course of a collision middle buffer coupling of a rail vehicle.

State of the art

Modern passenger rail vehicles are frontally equipped with energy-absorbing, so-called crash elements, which dissipate in a frontal collision a significant portion of the kinetic energy and thereby cause lower forces acting on the passengers and the car body forces and thus reduce the risk of injury to passengers. In a head-on collision with another rail vehicle, the clutches initially come into contact. These couplings are often designed as a central buffer coupling in particular in local transport vehicles, trams and subways. Usually, these couplings contain shock-absorbing and / or resilient elements which, while shortening in the longitudinal direction, absorb at least part of the impact energy. If the energy dissipation in the clutches is not sufficient, which is the case with higher collision speeds between the vehicles, then crash elements (deformation elements) should then take effect. there The aim is to reduce the residual kinetic energy in the crash elements and paid particular attention not to generate parallel load paths by force transmission in unsuitable locations, as so inadmissibly high forces can occur at certain points of the vehicle structure and also increase the accelerations acting on the passengers. Therefore, it is often provided that the clutch in a collision, which is too high to be sprung over the shock-absorbing and / or resilient elements of the clutch is separated via a desired shear point from the car body and no longer participates in the further deformation course. This presupposes that there is sufficient clearance in the direction of the center of the car, in which the sheared coupling can escape. If this clearance is not available, for example because other vehicle components are mounted at this point, such a crash-proof coupling connection with a shear-off coupling can not be usefully used.

The document FR-A-2 879 549 describes the technical features of the preamble of claim 1.

Presentation of the invention

The invention is therefore based on the object to provide a coupling connection for a shear-off coupling for a rail vehicle, which does not have sufficient axial clearance in the direction of the car center for receiving the sheared coupling.

The object is achieved by an arrangement having the features of claim 1 and a rail vehicle according to claim 7. Advantageous embodiments are the subject of the subordinate claims.

The basic idea of the invention is an arrangement for deflecting a severed by the failure of an overload protection in the course of a collision middle buffer coupling of a rail vehicle, comprising a clutch plate and attached to this clutch plate coupling holder described, wherein a recess in the clutch plate is provided, through which a clutch after the failure of an overload protection passes, behind this recess a shearing plate is arranged, which is connected to the coupling holder and the coupling plate by means of connecting elements and wherein the recess urging the coupling separates the connecting elements, wherein the shearing plate and the coupling holder are free to move. Due to this free mobility, which is limited only by the size and shape of the recess in the coupling plate, the direction of movement of the separated coupling is deflected, in particular downwards (in the direction of the track bed).

As a result, the advantage can be achieved, even in tight spaces, which do not allow a purely axial (in the longitudinal direction of the rail vehicle) movement direction of the separated clutch in a clutch to ensure separation of the clutch, in particular, the disconnected coupling does not generate a parallel load path and thus the Crash elements can work optimally.

According to the invention, a shearing plate is provided, which is arranged behind (in the direction of the carriage center) of a coupling plate (to which the coupling is fastened). The coupling plate has in the region of the shear plate on a recess which is designed so that the sheared coupling can pass through the recess and thereby can dodge down. It is essential to fasten the shearing plate to the coupling plate with the same fastening means as the coupling holder to which the actual coupling is attached. In this way it is ensured that in a collision both the shearing plate and the coupling holder are released simultaneously from the coupling plate and the coupling is thus no longer held by the coupling holder in a specific horizontal position. The thus become freely movable coupling thus falls down and does not collide in the longitudinal direction with components of the undercarriage or the chassis.

In a further embodiment of the invention, it is provided to arrange a stop in the movement space of the severed shear plate, which influences the direction of movement of the shear plate. As a result, the position of the loose shearing plate can be oriented in a collision so that it is oblique to the direction of movement of the separated coupling and thus covers components of the undercarriage or chassis as a shield. Furthermore, an obliquely separated shear plate supports the vertical movement of the coupling. This is particularly advantageous since this vertical forces act on the clutch, which exceed the weight force many times, whereby the evasive movement of the separated clutch is accelerated. Furthermore, it can be ensured that the connection between the coupling plate and the coupling holder is separated directly. This is essential because the components mentioned can adhere to each other, for example due to a paint layer or rust. The vertical forces caused by an inclined shear plate immediately separate these adhesive joints. In a further development of the invention, the shear plate is equipped with a hook-shaped shape, which ensures a mechanical interaction with the stop. As a result, the advantage can be achieved to be able to ensure the advantageous inclined position of the shear plate safely.

It is essential to provide the connecting elements, with which the shearing plate, the coupling plate and the coupling holder are connected, with a predetermined breaking point. This predetermined breaking point is to be dimensioned so that the expected operating forces under no circumstances lead to a triggering of the predetermined breaking point, forces that occur in a collision, however, trigger the breaking point immediately.

The predetermined breaking point is to be arranged within the connecting elements so that the free mobility, in particular the coupling holder is not affected by the failure of the predetermined breaking point. It is recommended to arrange the breaking point of the connecting elements in the area of the contact surfaces between the coupling plate and the coupling holder.

As fasteners preferably screw can be used, since in this case the components, in particular the coupling holder for maintenance purposes is easy to remove. Likewise, screws can be well equipped with the required breaking point at any point, for example, by a cross-sectional constriction.

• Auftreffen der Kupplungen aneinander
• Vollständiges Auslenken (bzw. Einfedern) gegebenenfalls vorhandener reversibler oder nichtreversibler Dämpfungselemente in der Kupplung (z.B. Elastomer Feder Gelenk)
• Überschreiten der Auslösekraft einer Überlastsicherung (z.B. in einem Elastomer Feder Gelenk integrierte Abschereinrichtung)
• Auftreffen der Kupplung auf der Abscherplatte
• Einbringen einer Druckkraft auf die Abscherplatte welche die Versagenslast der Verbindungselemente der Abscherplatte überschreitet, Versagen der Sollbruchstellen der Verbindungselemente
• Abscherplatte und Kupplungshalterung werden lose
• Abscherplatte wird von der weiter eindringenden Kupplung in die vorgesehene (schräge) Endlage geschoben, dabei wird die Bewegungssteuerung ggf. von einem Anschlag und einer hakenförmigen Ausformung unterstützt
• Kupplung wird an der in Endlage befindlichen Abscherplatte umgelenkt und kollidiert somit nicht mit feststehenden Bauteilen des Untergestells oder des Fahrwerks
• Kupplung und Kupplungshalterung sind lose und nehmen am weiteren Verformungsverlauf (Verformen der Crashelemente) nicht teil.

The course of events in a collision with a vehicle equipped with subject invention is as follows:

• Impact of the couplings to each other
• Complete deflection (or compression) of any reversible or non-reversible damping elements in the coupling (eg elastomeric spring joint)
• Exceeding the release force of an overload safety device (eg shear device integrated in an elastomeric spring joint)
• Impact of the coupling on the shear plate
• Introducing a compressive force on the shearing plate which exceeds the failure load of the connecting elements of the shearing plate, failure of the predetermined breaking points of the connecting elements
• Shear plate and coupling holder become loose
• Shear plate is pushed by the further penetrating coupling in the intended (oblique) end position, while the motion control is possibly supported by a stop and a hook-shaped shape
• Coupling is deflected at the end stop shear plate and thus does not collide with fixed components of the undercarriage or the chassis
• Clutch and clutch holder are loose and do not participate in the further course of deformation (deformation of the crash elements).

Brief description of the drawings

• Fig.1 Ein Schienenfahrzeug mit einer Kupplung.
• Fig.2 Eine Kupplungsanbindung bei ausgelöster Überlastsicherung.
• Fig.3 Eine erfindungsgemäße Kupplungsanbindung.
• Fig.4 Eine erfindungsgemäße Kupplungsanbindung bei ausgelöster Überlastsicherung.
• Fig.5 Eine erfindungsgemäße Kupplungsanbindung bei ausgelöster Überlastsicherung, Kupplung voll eingefahren.
• Fig.6 Sollbruchstelle - Detail A.
• Fig.7 Kupplungsanbindung, Schrägansicht von vorne unten.
• Fig.8 Kupplungsanbindung, Schrägansicht von vorne oben.
• Fig.9 Kupplungsanbindung, Schrägansicht von hinten.
• Fig.10 Kupplungsanbindung, Schrägansicht von hinten, nicht ausgelöst.
• Fig.11 Kupplungsanbindung, Seitenansicht, nicht ausgelöst.
• Fig.12 Kupplungsanbindung, Seitenansicht, ausgelöst.

They show by way of example:

• Fig.1 A rail vehicle with a clutch.
• Fig.2 A coupling connection with triggered overload protection.
• Figure 3 A coupling connection according to the invention.
• Figure 4 An inventive coupling connection with triggered overload protection.
• Figure 5 An inventive coupling connection when triggered overload protection, clutch fully retracted.
• Figure 6 Predetermined breaking point - detail A.
• Figure 7 Coupling connection, oblique view from the front below.
• Figure 8 Coupling connection, oblique view from the top front.
• Figure 9 Coupling connection, oblique view from the rear.
• Figure 10 Coupling connection, oblique view from behind, not triggered.
• Figure 11 Coupling connection, side view, not triggered.
• Figure 12 Coupling connection, side view, triggered.

Embodiment of the invention

Fig.1 shows by way of example and schematically a rail vehicle with a coupling. There is shown a rail vehicle 1, which has a central buffer coupling 4, a deformation element 11 and a coupling plate 2. The coupling plate 2 is part of the undercarriage and firmly connected to this, via the coupling plate 2, the operating forces (tensile and compressive forces) which are transmitted from the clutch 4 are passed into the rail vehicle. The clutch 4 is connected to the clutch plate 2 by means of a clutch holder 3. This coupling holder 3 allows the deflection of the clutch 4 in horizontal and vertical direction as required for cornering and for coupling with other vehicles. This coupling connection may further include reversible or irreversible damping elements and be equipped with an overload protection, which separates the clutch 4 from the coupling holder 3 in collisions. In the example shown, a component 10, for example, a bogie longitudinal connection plate is provided at a position which limits the free mobility in the axial direction of the coupling. This component 10 is firmly connected to the undercarriage, thus in a collision, which separates the overload protection of the clutch, in addition to the intended force path (via the deformation elements), a further, parallel force path (via the clutch 4 and the component 10) arise.

Fig.2 shows by way of example and schematically a coupling connection with triggered overload protection according to the prior art. It is a detailed representation of the coupling connection Fig.1 shown. The coupling holder 3 is fastened by means of connecting elements 6 to the coupling plate 2. The coupling plate 2 comprises a recess 12 through which the coupling 4 has penetrated and is blocked on the component 10. It is not possible to escape from this position, since the clutch 4 is still guided by the coupling holder 3 and can only perform axial movements

Figure 3 shows by way of example and schematically a coupling connection according to the invention. A detail view of a coupling connection is shown which, as in the Fig.2 embodiment shown has a coupling plate. Likewise, here is a component 10, which limits the axial movement possibility of the clutch 4, is provided. The clutch 4 is shown in the operating position and is connected via an overload protection 9 with the coupling holder 3. Other components, such as joints, spring-damper elements, etc. are not shown for simplicity. Behind the coupling plate 2, a shearing plate 5 is arranged, which is connected by connecting elements 6 with the coupling plate 2 and the coupling holder 3. The coupling plate 2 has a recess 12 which is larger than in the in Fig. 2 shown example and extends in particular further down (in the direction of the track bed). The shearing plate 5 has a hook-shaped formation 8, which is designed so that it can interact with a stop 7 (for example, a bar arranged transversely to the longitudinal direction).

Figure 4 shows an example and schematically a coupling connection according to the invention when triggered overload protection. It is the coupling connection Figure 3 represented, in the course of a collision, the overload protection was triggered 9 and the clutch 4 has hit the shear plate 5 and this has solved by means of the predetermined breaking points of the Verbindungslemente 6. The shearing plate 5 is shown in the end position, which it occupies by the interaction between the stopper 7 and the hook-shaped formation 8.

Figure 5 shows an example and schematically a coupling connection according to the invention with triggered overload protection, clutch fully retracted. It is the coupling connection Figure 4 shown in the further course of the collision. The coupling 4 was deflected by means of the inclined shear plate 5 and could thus escape the component 10. In this case, the coupling 4 is displaced in the recess 12 down, the coupling holder 3 further comprises the clutch 4. However, since the connecting elements 6 were separated at their predetermined breaking points, the coupling holder 3 could be moved vertically.

Figure 6 shows an example and schematically a predetermined breaking point - detail A from Fig. 4 , enlarged. A section through the coupling plate 2 and the coupling holder 3 in the region of a connecting element 6 is shown. The breaking point of each Verbindungslements 6 is positioned so that a vertical movement of the coupling holder 3 is not hindered after the separation of this predetermined breaking point. For this purpose, it is necessary to provide the predetermined breaking point within the lying in the bore of the coupling holder 3 portion of the connecting element 6. In this way, it is ensured that no parts of the separated connecting element 6 get caught on the bore in the coupling plate 2 and can impair the vertical mobility of the coupling holder 3. The second, remaining part of the connecting element 6, which in Figure 6 is not shown, pulled by the movement of the shearing plate 5 in the course of the collision inevitably from the holes and can not affect the vertical mobility of the coupling holder 3.

Figure 7 shows by way of example and schematically a coupling connection according to the invention in an oblique view from the front bottom. It is shown a section through a coupling connection in the longitudinal direction. Other components, such as a clutch or vehicle components are not shown for simplicity. The coupling plate 2 has a recess 12, the underlying shear plate 5 is shown in the end position, in which it is brought in the course of a collision. A component 10 (it is shown by way of example a longitudinal chassis driving) is provided in the extension of the coupling axis. This component 10 hinders the further axial penetration of a coupling towards the center of the wagon, so that the coupling is deflected by means of the shearing plate 5 and the recess 12 in order to allow further penetration. A stop 7 ensures safe receipt of the desired end position of the shear plate. 5

Figure 8 shows by way of example and schematically a coupling connection according to the invention in an oblique view from the top front. It is the coupling connection Figure 7 shown in an oblique view from the top front. The shearing plate 5 has on the side facing away from the coupling reinforcing ribs, which increase the bending strength of the shearing plate 5. This ensures that the shearing plate 5 is not deflected by the force applied by the clutch in a collision force, but this force is sufficiently conducted to the connecting elements 6, whereby a simultaneous failure of all predetermined breaking points in the connecting elements 6 takes place.

Figure 9 shows by way of example and schematically a coupling connection according to the invention in an oblique view from behind. It is the coupling connection Figure 7 shown in an oblique view from behind.

Figure 10 shows an example and schematically a coupling connection according to the invention in an oblique view from behind, not triggered. It is the coupling connection Figure 7 shown in an oblique view from behind, wherein the shear plate 5 is in the starting position. The connecting elements 6 are intact. The shearing plate does not completely cover the recess 12 and is spaced from the stop 7.

Figure 11 shows by way of example and schematically a coupling connection according to the invention in a side view, not triggered. It is the coupling connection Figure 10 shown in a side view.

Figure 12 shows by way of example and schematically a coupling connection according to the invention in a side view, triggered. It is the coupling connection Figure 10 shown in a side view, wherein the shearing plate 5 is in the end position.

List of terms

1

track vehicle

2

clutch plate

3

clutch bracket

4

clutch

5

shear

6

connecting element

7

attack

8th

hook-shaped shape

9

Overload protection

10

component

11

flexure

12

recess

Claims (7)

1. Arrangement for deflecting a central buffer coupling (4) of a rail vehicle (1), which coupling (4) has become detached in the course of a collision due to the failure of an overload safety device (9), said arrangement comprising a coupling plate (2) and a coupling support (3) secured to said coupling plate (2), characterised in that provision is made in the coupling plate (2) for a cutout (12) through which a coupling (4) passes following the failure of an overload safety device (9),
   wherein arranged behind said cutout (12) is a shear plate (5) which is connected to the coupling support (3) and the coupling plate (2) by means of connecting elements (6),
   and wherein the coupling (4) penetrating through the cutout (12) severs the connecting elements (6), whereby the shear plate (5) and the coupling support (3) become freely movable.
2. Arrangement for deflecting a central buffer coupling (4) of a rail vehicle (1) detached in the course of a collision due to the failure of an overload safety device (9) according to claim 1, characterised in that a stop (7) is provided which determines the direction of movement of the detached shear plate (5).
3. Arrangement for deflecting a central buffer coupling (4) of a rail vehicle (1) detached in the course of a collision due to the failure of an overload safety device (9) according to claim 2, characterised in that the shear plate (5) has a hook-shaped projection (8) which is embodied for mechanical interaction with the stop (7).
4. Arrangement for deflecting a central buffer coupling (4) of a rail vehicle (1) detached in the course of a collision due to the failure of an overload safety device (9) according to one of claims 1 to 3, characterised in that the connecting elements (6) are implemented as bolted connections having a predetermined rupture point.
5. Arrangement for deflecting a central buffer coupling (4) of a rail vehicle (1) detached in the course of a collision due to the failure of an overload safety device (9) according to claim 4, characterised in that the predetermined rupture points of the connecting elements (6) are arranged in the region of the contact surfaces between the coupling plate (2) and the coupling support (3).
6. Arrangement for deflecting a central buffer coupling (4) of a rail vehicle (1) detached in the course of a collision due to the failure of an overload safety device (9) according to one of claims 1 to 5, characterised in that the shear plate (5) completely covers the cutout (12) when the connecting elements (6) are intact.
7. Rail vehicle (1), comprising an arrangement for deflecting a central buffer coupling (1) detached in the course of a collision due to the failure of an overload safety device (9) according to one of claims 1 to 6.

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