EP3152094A1 - Rail vehicle having a coupling arranged in the front region thereof - Google Patents

Rail vehicle having a coupling arranged in the front region thereof

Info

Publication number
EP3152094A1
EP3152094A1 EP15754133.5A EP15754133A EP3152094A1 EP 3152094 A1 EP3152094 A1 EP 3152094A1 EP 15754133 A EP15754133 A EP 15754133A EP 3152094 A1 EP3152094 A1 EP 3152094A1
Authority
EP
European Patent Office
Prior art keywords
rail vehicle
vehicle according
coupling
traverse
energy
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.)
Granted
Application number
EP15754133.5A
Other languages
German (de)
French (fr)
Other versions
EP3152094B1 (en
Inventor
Gerhard Schmidt
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.)
Siemens Mobility GmbH
Original Assignee
Siemens AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Priority to PL15754133T priority Critical patent/PL3152094T3/en
Publication of EP3152094A1 publication Critical patent/EP3152094A1/en
Application granted granted Critical
Publication of EP3152094B1 publication Critical patent/EP3152094B1/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G11/00—Buffers
    • B61G11/16—Buffers absorbing shocks by permanent deformation of buffer element
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G11/00—Buffers
    • B61G11/14—Buffers absorbing shocks by mechanical friction action; Combinations of mechanical shock-absorbers and springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories
    • B61G7/10—Mounting of the couplings on the vehicle

Definitions

  • the invention relates to a rail vehicle with centrally located in the region of its front clutch, which is mounted in a transverse truss, wherein forces acting on the coupling are introduced via the cross member in abutments which are supported on a front side of a car body of the rail vehicle.
  • Such a rail vehicle is for example the "Talgo 250", which is operated by the Spanish RENFE, cf.
  • the object of the invention is to terzuentwickeln a rail vehicle of the type mentioned so wei ⁇ that the requirements for dimensional accuracy of the components involved for storing the clutch are reduced.
  • This object is achieved in that the traverse over we ⁇ ilias an elastic energy-absorbing assembly is connected to an abutment.
  • the elastic Energy ⁇ zehretti be introduced into the respective abutment.
  • the structural unit made of traverse and coupling via the elastic energy-absorbing elements can be tilted to a certain extent with respect to a front of the rail vehicle and the abutments, without resulting in negative effects for a force introduction into the vehicle front.
  • the energy dissipation arrangement may comprise elastic energy dissipation elements, which are partially arranged and designed for a tensile and partially for a compressive stress of the clutch. In this way, energy is consumed in both compression and tensile stress of the coupling.
  • the resilient energy-absorbing elements are each arranged on a tie rod, which extends horizontally in the longitudinal Rich ⁇ processing of the rail vehicle and is fixedly connected to an associated arrange ⁇ th abutment, wherein the tie rod passes through an opening in a holding portion of the cross member and the resilient energy-absorbing elements for the lateral abutment against are formed the holding portion.
  • the envisaged energy dissipation elements are attached to the attached on the side of the associated abutment tie rod, wherein in the longitudinal direction of the rail vehicle so ⁇ well before and behind the holding portion of the traverse an elastic energy absorbing element or even more can be vorgese ⁇ hen.
  • an elastic energy absorbing element or even more can be vorgese ⁇ hen.
  • the sawn attracted to the rail vehicle is directed outward, Kings ⁇ nen laid down on their energy-absorbing elements be secured in geeig ⁇ neter way.
  • the traverse may preferably be guided over the tie rods vertically and / or laterally relative to the abutments.
  • This relates to a guide of the shipping ordered primarily in a region inwardly of a Kupp ⁇ lung, head, ie the height of the tie rods.
  • the traverse can be guided via separate guide elements vertically and / or laterally relative to the abutments.
  • the traverse can be performed with its, based on the rail vehicle, inwardly located end portion of attacks on a front of the rail vehicle or its body.
  • Such stops will be located in a region in which the coupling rod with its inward end in a bearing, in particular
  • the abutments can be designed to receive collision energy as specifically deformable crush elements, so that they contribute significantly to an energy consumption in the event of a crash.
  • the abutment can on a Front of the rail vehicle via a detachable connection from ⁇ exchangeable be attached.
  • the front of the rail vehicle itself can be designed to absorb collision energy as a specifically deformable crumple zone. Likewise, a detachable attachment of the front of the rail vehicle to the car body of the rail ⁇ vehicle is possible. Also for the purpose of energy consumption in the case of
  • Collision can be provided in a coupling rod of the clutch other elements of the reversible or irreversible energy absorption or force limitation.
  • further elements for reversible or irreversible energy absorption or force limitation can be provided between the coupling rod of the coupling and the traverse.
  • Such Kletterschutzvorrich ⁇ tion may have horizontally extending ribs.
  • Figure 1 is a vertical cross-sectional view of a Kupp ⁇ development area of a rail vehicle along plane A - A of Figure 2
  • Figure 2 is a horizontal cross-sectional view of the Kupp ⁇ development area of a rail vehicle of Fi gur ⁇ 1 taken along the plane E - E of Figure 1
  • Figure 3 is a further vertical cross-sectional view of the
  • Clutch range of a rail vehicle of Figure 1 and Figure 4 is a horizontal cross-sectional view of a
  • a central buffer coupling is mounted with a coupling head 1 and a coupling rod 2 carrying the coupling head 1 in a spherical bearing 3 with vertically verlau ⁇ fender pivot axis.
  • the spherical bearing 3, which has energy absorption elements ⁇ is supported on a transversely extending in the front region of the rail vehicle Traverse. 4
  • the cross member 4 is in an opening in the front of the slide ⁇ nenEnglishs and extends by a carriage ⁇ body shell 5 made horizontally along a attached to the Wagenkas ⁇ tenrohbau 5 Front 6, and further along an abutment 7, from which the crosspiece 4 projecting in the outward direction.
  • Both the front 6 of the rail vehicle and the abutment 7 are designed to absorb collision energy as a specifically deformable crumple zone.
  • the front 6 is detachably attached to the Wagenkastenrohbau 5. Eben ⁇ if a releasable attachment of the abutment 7 is provided on the front 6 of the rail vehicle.
  • a Klet ⁇ terschutzvoroplasty 8 is provided, which forms a structural unit with the cross member 4.
  • the energy dissipation arrangement 10 has as a central element a pull rod 11, which in the present embodiment in the abutment 7 ge screwed ⁇ .
  • a holding portion 12 is made, which extends horizontally laterally and is formed as a sheet.
  • the holding section 12 has a passage bore through which the pull rod 11 extends.
  • Zvi ⁇ rule the grip portion 12 and the abutment 7 in the present embodiment, two spring assemblies as keptbil ⁇ finished energy absorbing elements 13, 14 which are pressed together at a pressure load of the clutch.
  • On the opposite side of the holding portion 12 is an energy dissipation element 15, which ensures at Switzerlandbeanspru ⁇ monitoring for elastic mounting of the cross member 4 relative to the abutment 7.
  • energy dissipation element 16 is also plugged onto the tie rod 11 and supported in view of a Switzerlandbean ⁇ spruchung the coupling to a plate 17 which is fixed to the abutment 7.
  • the energy consumption assemblies 10 are therefore designed such that first the energy dissipation element 16, then the sheet 17, then the spring energy pack designed as energy dissipation elements 13, 14 are arranged. The latter are in turn supported on the holding section 12, to which the energy-consuming element 15 secured in a conventional manner by means of a nut connects.
  • This design of the energy absorbing assemblies 10 results in particular from Figure 4.
  • the Ener ⁇ gieverzehretti 13, 14, 15, 16 thus serve a total for the elastic mounting of the cross member 4 relative to the abutment 7, both at a tension as well as a Druckbe- harung.
  • only energy absorption elements for exclusively pressure or exclusively tensile stress can be present.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)
  • Vibration Dampers (AREA)

Abstract

The invention relates to a rail vehicle having a coupling arranged centrally in the front (6) region thereof, which is mounted in a crosswise extending traverse (4), wherein forces acting on the coupling are introduced into counter-bearings (7) via the traverse (4), which are supported on a front side of a car body (5) of the rail vehicle, wherein the traverse (4) is connected to one of the counter-bearings (7) via at least one elastic energy absorption arrangement (10).

Description

Beschreibung description
Schienenfahrzeug mit im Bereich seiner Front angeordneter Kupplung Rail vehicle with arranged in the region of its front clutch
Die Erfindung bezieht sich auf ein Schienenfahrzeug mit im Bereich seiner Front zentral angeordneter Kupplung, die in einer quer verlaufenden Traverse gelagert ist, wobei auf die Kupplung einwirkende Kräfte über die Traverse in Widerlager eingeleitet sind, die an einer Vorderseite eines Wagenkastens des Schienenfahrzeugs abgestützt sind. The invention relates to a rail vehicle with centrally located in the region of its front clutch, which is mounted in a transverse truss, wherein forces acting on the coupling are introduced via the cross member in abutments which are supported on a front side of a car body of the rail vehicle.
Ein solches Schienenfahrzeug ist beispielsweise der „Talgo 250", der von der spanischen RENFE betrieben ist, vgl. Such a rail vehicle is for example the "Talgo 250", which is operated by the Spanish RENFE, cf.
http : //voith . com/de/produkteleistungen/antriebstechnik/scharf enberg-frontsystem-talgo-250-26271.html. Die quer angeordnete Traverse wirkt zusammen mit dahinter geschalteten Energieverzehrelementen. Diese Anordnung für ein Frontsystem eines Schienenfahrzeugs hat hohe Anforderungen an die Maßhaltigkeit eines Untergestells des Schienenfahrzeugs, die eingesetztenhttp: // voith. com / en / produkteleistungen / antriebstechnik / hot enberg-frontsystem-talgo-250-26271.html. The transversely arranged traverse interacts with energy-consuming elements connected behind it. This arrangement for a front system of a rail vehicle has high demands on the dimensional accuracy of a subframe of the rail vehicle, the used
Energieabsorber und die Traverse, da diese Komponenten insge¬ samt einen verschraubten Verbund bilden, der die im Betrieb des Schienenfahrzeugs auftretende Kupplungskräfte übertragen muss. Etwaige Schiefstellungen zwischen den Komponenten hät- ten auseinanderklaffende Flansche zur Folge, was insbesondere für dynamisch belastete Verschraubungen unzulässig ist. Energy absorber and the Traverse, as these components together ¬ together form a bolted composite, which must transmit the coupling forces occurring during operation of the rail vehicle. Any misalignment between the components would result in gaping flanges, which is inadmissible, especially for dynamically loaded screwed connections.
Dieser bekannten Lösung liegt das grundsätzliche Problem zugrunde, dass insbesondere bei automatischen Mittelpufferkupp- lungen mit hinter dem Drehpunkt der Kupplungsstange angeord¬ neten Energieverzehrelementen sich große Gesamtlängen der Kupplungen ergeben. Dabei ist ein Hub, der zum Energieverzehr für Kollisionen genutzt werden kann, gering. Die Lösung der Firma Voith für das Frontsystem des „Talgo 250" schafft inso- fern einen größeren nutzbaren Hub, dass ein Kupplungskopf der Mittelpufferkupplung weiter horizontal in Einwärtsrichtung des Schienenfahrzeugs bewegbar ist. Andere bekannte Lösungen haben den Nachteil, dass der für den Energieverzehr nutzbare Hub auf einen Abstand des Kupplungskopfes zum Untergestell begrenzt ist, da bei diesen Bauformen eine Öffnung eines vor¬ gesehenen Energieverzehrapparates nicht genügend Raum für ein vollständiges Eintauchen des Kupplungskopfes lässt. This known solution is the fundamental problem of that particular settings for automatic Mittelpufferkupp- with behind the pivot point of the coupling rod angeord ¬ Neten energy absorption elements, large overall lengths of the couplings arise. In this case, a hub that can be used for energy consumption for collisions, low. The solution from Voith for the front system of the "Talgo 250" creates a larger usable lift, so that a coupling head of the central buffer coupling can be moved horizontally in the inward direction of the rail vehicle Stroke is limited to a distance of the coupling head to the base frame, since in these designs, an opening of a front ¬ seen Energieverzehrapparates not enough space for a complete immersion of the coupling head.
Ausgehend hiervon liegt der Erfindung die Aufgabe zugrunde, ein Schienenfahrzeug der eingangs genannten Art derart wei¬ terzuentwickeln, dass die Anforderungen an eine Maßhaltigkeit der beteiligten Komponenten zum Lagern der Kupplung vermin- dert sind. Based on this, the object of the invention is to terzuentwickeln a rail vehicle of the type mentioned so wei ¬ that the requirements for dimensional accuracy of the components involved for storing the clutch are reduced.
Diese Aufgabe wird dadurch gelöst, dass die Traverse über we¬ nigstens eine elastische Energieverzehranordnung mit einem Widerlager verbunden ist. This object is achieved in that the traverse over we ¬ nigstens an elastic energy-absorbing assembly is connected to an abutment.
Bei dieser Lösung werden insbesondere auf die Kupplung einwirkende Zug- und/oder Druckkräfte über eine vorgesehene Kupplungsstange, die Traverse, die elastischen Energiever¬ zehrelemente in die vorgesehenen Widerlager eingeleitet. Da- mit ist die Baueinheit aus Traverse und Kupplung über die elastischen Energieverzehrelemente in gewissem Umfang gegenüber einer Front des Schienenfahrzeugs und den Widerlagern verkippbar, ohne dass sich negative Auswirkungen für eine Krafteinleitung in die Fahrzeugfront ergeben. In this solution, in particular acting on the coupling tensile and / or compressive forces on an intended coupling rod, which cross member, the elastic Energiever ¬ zehrelemente be introduced into the respective abutment. In this way, the structural unit made of traverse and coupling via the elastic energy-absorbing elements can be tilted to a certain extent with respect to a front of the rail vehicle and the abutments, without resulting in negative effects for a force introduction into the vehicle front.
Die Energieverzehranordnung kann elastische Energieverzehrelemente aufweisen, die teilweise für eine Zug- und teilweise für eine Druckbeanspruchung der Kupplung angeordnet und ausgebildet sind. In dieser Weise erfolgt ein Energieverzehr so- wohl bei Druck- als auch bei Zugbeanspruchung der Kupplung. The energy dissipation arrangement may comprise elastic energy dissipation elements, which are partially arranged and designed for a tensile and partially for a compressive stress of the clutch. In this way, energy is consumed in both compression and tensile stress of the coupling.
Zwei elastische Energieverzehranordnungen können in Querrichtung des Schienenfahrzeugs jeweils zu einer Seite horizontal versetzt zu der Kupplung angeordnet sein. In dieser Weise ergibt sich eine geeignete Montage der Baueinheit aus Kupp¬ lung und Traverse an den vorgesehenen Widerlagern mit geringeren Anforderungen an die Maßhaltigkeit dieser Bauteile. Bevorzugt sind die elastischen Energieverzehrelemente jeweils auf einer Zugstange angeordnet, die horizontal in Längsrich¬ tung des Schienenfahrzeugs verläuft und mit einem zugeordne¬ ten Widerlager fest verbunden ist, wobei die Zugstange eine Öffnung in einem Halteabschnitt der Traverse durchdringt und die elastischen Energieverzehrelemente zur seitlichen Anlage an dem Halteabschnitt ausgebildet sind. Two elastic energy-absorbing arrangements can be arranged in the transverse direction of the rail vehicle in each case to one side horizontally offset from the coupling. In this way, a suitable assembly of the assembly of Kupp ¬ ment and traverse at the intended abutments with lower requirements for dimensional accuracy of these components results. Preferably, the resilient energy-absorbing elements are each arranged on a tie rod, which extends horizontally in the longitudinal Rich ¬ processing of the rail vehicle and is fixedly connected to an associated arrange ¬ th abutment, wherein the tie rod passes through an opening in a holding portion of the cross member and the resilient energy-absorbing elements for the lateral abutment against are formed the holding portion.
Somit sind die vorgesehenen Energieverzehrelemente auf die auf Seiten des zugeordneten Widerlagers befestigte Zugstange aufgesteckt, wobei in Längsrichtung des Schienenfahrzeugs so¬ wohl vor als auch hinter dem Halteabschnitt der Traverse ein elastisches Energieverzehrelement oder auch mehrere vorgese¬ hen sein können. Auf der freien Seite der Zugstange, die, be- zogen auf das Schienenfahrzeug, auswärts gerichtet ist, kön¬ nen die auf ihr vorgesehenen Energieverzehrelemente in geeig¬ neter Weise gesichert sein. Die Traverse kann bevorzugt über die Zugstangen vertikal und/oder seitlich gegenüber den Widerlagern geführt sein. Dies betrifft eine Führung der Tra- verse in erster Linie in einem Bereich einwärts eines Kupp¬ lungskopfes, d.h. in Höhe der Zugstangen. Alternativ oder zusätzlich kann die Traverse über gesonderte Führungselemente vertikal und/oder seitlich gegenüber den Widerlagern geführt sein . Thus, the envisaged energy dissipation elements are attached to the attached on the side of the associated abutment tie rod, wherein in the longitudinal direction of the rail vehicle so ¬ well before and behind the holding portion of the traverse an elastic energy absorbing element or even more can be vorgese ¬ hen. On the free side of the drawbar, the sawn attracted to the rail vehicle, is directed outward, Kings ¬ nen laid down on their energy-absorbing elements be secured in geeig ¬ neter way. The traverse may preferably be guided over the tie rods vertically and / or laterally relative to the abutments. This relates to a guide of the shipping ordered primarily in a region inwardly of a Kupp ¬ lung, head, ie the height of the tie rods. Alternatively or additionally, the traverse can be guided via separate guide elements vertically and / or laterally relative to the abutments.
Vorteilhafterweise kann die Traverse mit ihrem, bezogen auf das Schienenfahrzeug, einwärts gelegenem Endabschnitt über Anschläge an einer Front des Schienenfahrzeugs oder dessen Wagenkasten geführt sein. Solche Anschläge werden sich in ei- nem Bereich befinden, in dem die Kupplungsstange mit ihrem einwärts gelegenen Ende in einem Lager, insbesondere Advantageously, the traverse can be performed with its, based on the rail vehicle, inwardly located end portion of attacks on a front of the rail vehicle or its body. Such stops will be located in a region in which the coupling rod with its inward end in a bearing, in particular
Sphärolager, angelenkt ist. Spherical bearing, is articulated.
Die Widerlager können zur Aufnahme von Kollisionsenergie als gezielt verformbare Knautschelemente ausgebildet sein, so dass sie erheblich zu einem Energieverzehr im Falle eines Crashs beitragen. Um die Widerlager nach einem Crash leicht wieder austauschen zu können, können die Widerlager an einer Front des Schienenfahrzeugs über eine lösbare Verbindung aus¬ tauschbar befestigt sein. The abutments can be designed to receive collision energy as specifically deformable crush elements, so that they contribute significantly to an energy consumption in the event of a crash. To easily replace the abutments after a crash, the abutment can on a Front of the rail vehicle via a detachable connection from ¬ exchangeable be attached.
Auch die Front des Schienenfahrzeugs selbst kann zur Aufnahme von Kollisionsenergie als gezielt verformbare Knautschzone ausgebildet sein. Ebenso ist eine lösbare Befestigung der Front des Schienenfahrzeugs an dem Wagenkasten des Schienen¬ fahrzeugs möglich. Ebenfalls zum Zwecke eines Energieverzehrs im Falle einerThe front of the rail vehicle itself can be designed to absorb collision energy as a specifically deformable crumple zone. Likewise, a detachable attachment of the front of the rail vehicle to the car body of the rail ¬ vehicle is possible. Also for the purpose of energy consumption in the case of
Kollision können in einer Kupplungsstange der Kupplung weitere Elemente der reversiblen oder irreversiblen Energieaufnahme oder Kraftbegrenzung vorgesehen sein. Zudem können zwischen der Kupplungsstange der Kupplung und der Traverse wei- tere Elemente zur reversiblen oder irreversiblen Energieaufnahme oder Kraftbegrenzung vorgesehen sein. Collision can be provided in a coupling rod of the clutch other elements of the reversible or irreversible energy absorption or force limitation. In addition, further elements for reversible or irreversible energy absorption or force limitation can be provided between the coupling rod of the coupling and the traverse.
Es ist bevorzugt, wenn eine Kletterschutzvorrichtung vorgesehen ist, die dann an der Traverse oberhalb der Kupplung ange- ordnet und befestigt ist. Eine solche Kletterschutzvorrich¬ tung kann horizontal verlaufende Rippen aufweisen. It is preferred if a climbing protection device is provided, which is then arranged and attached to the traverse above the coupling. Such Kletterschutzvorrich ¬ tion may have horizontally extending ribs.
Ein Ausführungsbeispiel der Erfindung wird nachfolgend unter Bezugnahme auf die Zeichnungen noch näher erläutert. Es zei- gen: An embodiment of the invention will be explained in more detail with reference to the drawings. Show it:
Figur 1 eine vertikale Querschnittsansicht eines Kupp¬ lungsbereichs eines Schienenfahrzeugs entlang Ebene A - A von Figur 2 Figure 1 is a vertical cross-sectional view of a Kupp ¬ development area of a rail vehicle along plane A - A of Figure 2
Figur 2 eine horizontale Querschnittsansicht des Kupp¬ lungsbereichs eines Schienenfahrzeugs von Fi¬ gur 1 entlang Ebene E - E von Figur 1, Figur 3 eine weitere vertikale Querschnittansicht des Figure 2 is a horizontal cross-sectional view of the Kupp ¬ development area of a rail vehicle of Fi gur ¬ 1 taken along the plane E - E of Figure 1, Figure 3 is a further vertical cross-sectional view of the
Kupplungsbereichs eines Schienenfahrzeugs von Figur 1 und Figur 4 eine horizontale Querschnittsansicht eines Clutch range of a rail vehicle of Figure 1 and Figure 4 is a horizontal cross-sectional view of a
Teils von Figur 2  Part of Figure 2
Wie aus Figur 1 hervorgeht, ist eine Mittelpufferkupplung mit einem Kupplungskopf 1 und einer den Kupplungskopf 1 tragenden Kupplungsstange 2 in einem Sphärolager 3 mit vertikal verlau¬ fender Schwenkachse gelagert. Das Sphärolager 3, das Energie¬ verzehrelemente aufweist, ist an einer im Frontbereich des Schienenfahrzeugs quer verlaufenden Traverse 4 abgestützt. Die Traverse 4 ist in einer Öffnung in der Front des Schie¬ nenfahrzeugs angeordnet und erstreckt sich von einem Wagen¬ kastenrohbau 5 aus horizontal entlang einer an dem Wagenkas¬ tenrohbau 5 angebrachten Front 6 sowie weiter entlang eines Widerlagers 7, von dem aus die Traverse 4 in Auswärtsrichtung vorsteht. Sowohl die Front 6 des Schienenfahrzeus als auch das Widerlager 7 sind zur Aufnahme von Kollisionsenergie als gezielt verformbare Knautschzone ausgebildet. Zudem ist die Front 6 an dem Wagenkastenrohbau 5 lösbar befestigt. Eben¬ falls ist eine lösbare Befestigung des Widerlagers 7 an der Front 6 des Schienenfahrzeugs vorgesehen. As is apparent from Figure 1, a central buffer coupling is mounted with a coupling head 1 and a coupling rod 2 carrying the coupling head 1 in a spherical bearing 3 with vertically verlau ¬ fender pivot axis. The spherical bearing 3, which has energy absorption elements ¬ is supported on a transversely extending in the front region of the rail vehicle Traverse. 4 The cross member 4 is in an opening in the front of the slide ¬ nenfahrzeugs and extends by a carriage ¬ body shell 5 made horizontally along a attached to the Wagenkas ¬ tenrohbau 5 Front 6, and further along an abutment 7, from which the crosspiece 4 projecting in the outward direction. Both the front 6 of the rail vehicle and the abutment 7 are designed to absorb collision energy as a specifically deformable crumple zone. In addition, the front 6 is detachably attached to the Wagenkastenrohbau 5. Eben ¬ if a releasable attachment of the abutment 7 is provided on the front 6 of the rail vehicle.
Am oberen, vorderen Abschnitt der Traverse 4 ist eine Klet¬ terschutzvorrichtung 8 vorgesehen, die mit der Traverse 4 eine Baueinheit bildet. At the top, front portion of the cross member 4 is a Klet ¬ terschutzvorrichtung 8 is provided, which forms a structural unit with the cross member 4.
Aus Figur 2 geht nunmehr die Einleitung einer auf den Kupplungskopf 1 einwirkenden Längskraft in den Wagenkastenrohbau 5 mehr im Detail hervor. Solche Längskräfte, bei denen es sich um Zug- oder Druckkräfte handeln kann, werden zunächst von dem Kupplungskopf 1 über die Kupplungsstange 2, die selbst mit Energieverzehrelementen ausgestattet sein kann, auf das Sphärolager 3 und damit auf die in Querrichtung des Schienenfahrzeugs horizontal verlaufende Traverse 4 übertra¬ gen. Die Traverse 4 ist mit ihrem einwärtigen Ende mit Hilfe von Anschlägen 9 horizontal geführt. Die Führung der Traverse 4 wird ergänzt durch eine Energieverzehranordnung 10, die mehrteilig ausgebildet ist. Die Energieverzehranordnung 10 weist als zentrales Element eine Zugstange 11 auf, die im vorliegenden Ausführungsbeispiel in das Widerlager 7 ge¬ schraubt ist. Von der Traverse 4 geht ein Halteabschnitt 12 aus, der sich horizontal seitlich erstreckt und als Blech ausgebildet ist. Der Halteabschnitt 12 besitzt eine Durch- gangsbohrung, durch die sich die Zugstange 11 erstreckt. Zwi¬ schen dem Haltabschnitt 12 und dem Widerlager 7 sind im vorliegenden Ausführungsbeispiel zwei als Federpakete ausgebil¬ dete Energieverzehrelemente 13, 14 angeordnet, die bei einer Druckbeanspruchung der Kupplung zusammengedrückt werden. Auf der gegenüberliegenden Seite des Haltabschnitts 12 findet sich ein Energieverzehrelement 15, welches bei Zugbeanspru¬ chung für eine elastische Lagerung der Traverse 4 gegenüber dem Widerlager 7 sorgt. Ein im Bereich des Widerlagers 7 vorgesehenes Energieverzehrelement 16 ist ebenfalls auf die Zugstange 11 aufgesteckt und im Hinblick auf eine Zugbean¬ spruchung der Kupplung an einem Blech 17 abgestützt, welches an dem Widerlager 7 befestigt ist. In Längsrichtung des From Figure 2 is now the introduction of a force acting on the coupling head 1 longitudinal force in the Wagenkastenrohbau 5 more in detail. Such longitudinal forces, which may be tensile or compressive forces, are first transmitted from the coupling head 1 via the coupling rod 2, which itself may be equipped with energy absorbing elements, to the spherical bearing 3, and thus to the cross member 4 extending horizontally in the transverse direction of the rail vehicle übertra ¬ gene. The cross member 4 is guided horizontally with their inward end with the help of stops 9. The guidance of the traverse 4 is supplemented by an energy dissipation arrangement 10, which is designed in several parts. The energy dissipation arrangement 10 has as a central element a pull rod 11, which in the present embodiment in the abutment 7 ge screwed ¬ . From the traverse 4, a holding portion 12 is made, which extends horizontally laterally and is formed as a sheet. The holding section 12 has a passage bore through which the pull rod 11 extends. Zvi ¬ rule the grip portion 12 and the abutment 7 in the present embodiment, two spring assemblies as ausgebil ¬ finished energy absorbing elements 13, 14 which are pressed together at a pressure load of the clutch. On the opposite side of the holding portion 12 is an energy dissipation element 15, which ensures at Zugbeanspru ¬ monitoring for elastic mounting of the cross member 4 relative to the abutment 7. A provided in the region of the abutment 7 energy dissipation element 16 is also plugged onto the tie rod 11 and supported in view of a Zugbean ¬ spruchung the coupling to a plate 17 which is fixed to the abutment 7. In the longitudinal direction of
Schienenfahrzeugs, von innen nach außen, sind die Energieverzehranordnungen 10 daher derart ausgebildet, dass zunächst das Energieverzehrelement 16, daran anschließend das Blech 17, daraufhin die als Federpaket ausgebildeten Energieverzehrelemente 13, 14 angeordnet sind. Letztere sind wiederum abgestützt an dem Halteabschnitt 12, an den sich auswärts das in herkömmlicher Weise per Mutter gesicherte Energieverzehr- element 15 anschließt. Diese Ausbildung der Energieverzehranordnungen 10 ergibt sich insbesondere aus Figur 4. Die Ener¬ gieverzehrelemente 13, 14, 15, 16 dienen somit insgesamt zur elastischen Lagerung der Traverse 4 gegenüber dem Widerlager 7, und zwar sowohl bei einer Zug- als auch bei einer Druckbe- anspruchung. In vereinfachten Ausführungsformen können gegebenenfalls nur Energieverzehrelemente für ausschließlich eine Druck- oder ausschließlich eine Zugbeanspruchung vorliegen. Rail vehicle, from the inside to the outside, the energy consumption assemblies 10 are therefore designed such that first the energy dissipation element 16, then the sheet 17, then the spring energy pack designed as energy dissipation elements 13, 14 are arranged. The latter are in turn supported on the holding section 12, to which the energy-consuming element 15 secured in a conventional manner by means of a nut connects. This design of the energy absorbing assemblies 10 results in particular from Figure 4. The Ener ¬ gieverzehrelemente 13, 14, 15, 16 thus serve a total for the elastic mounting of the cross member 4 relative to the abutment 7, both at a tension as well as a Druckbe- anspruchung. In simplified embodiments, if appropriate, only energy absorption elements for exclusively pressure or exclusively tensile stress can be present.
In Figur 3 ist die Beschaffenheit der Energieverzehranordnung 10 ebenfalls gezeigt. In Figure 3, the nature of the energy dissipation assembly 10 is also shown.
Es ist ersichtlich, dass jeweils seitlich der Mittelpufferkupplung symmetrisch eine Energieverzehranordnung 10 vorgese- hen ist, die mit einem zugeordneten Widerlager 7 zusammen wirkt, auf dem sie abgestützt ist. It can be seen that in each case the side of the central buffer coupling symmetrically an energy dissipation arrangement 10 vorgese- hen, which cooperates with an associated abutment 7, on which it is supported.

Claims

Schienenfahrzeug mit im Bereich seiner Front (6) zentral angeordneter Kupplung, die in einer quer verlaufenden Traverse (4) gelagert ist, wobei auf die Kupplung ein¬ wirkende Kräfte über die Traverse (4) in Widerlager (7) eingeleitet sind, die an einer Vorderseite eines Wagen¬ kastens (5) des Schienenfahrzeugs abgestützt sind, dadurch gekennzeichnet, dass Rail vehicle with in the region of its front (6) centrally arranged coupling, which is mounted in a transverse truss (4), wherein on the clutch ¬ acting forces on the traverse (4) in abutment (7) are introduced, which at a Front of a car ¬ box (5) of the rail vehicle are supported, characterized in that
die Traverse (4) über wenigstens eine elastische Ener¬ gieverzehranordnung (10) mit einem der Widerlager (7) verbunden ist. the cross-member (4) via at least one elastic Ener ¬ gieverzehranordnung (10) is connected to one of the abutments (7).
Schienenfahrzeug nach Anspruch 1, Rail vehicle according to claim 1,
dadurch gekennzeichnet, dass characterized in that
die Energieverzehranordnung Energieverzehrelemente auf¬ weist, die teilweise für eine Zug- und teilweise für ei¬ ne Druckbeanspruchung der Kupplung angeordnet und ausgebildet sind. the energy-absorbing arrangement comprises energy absorbing elements on ¬, which are partially arranged for tensile and partially compressive stress for egg ¬ ne of the clutch and formed.
Schienenfahrzeug nach einem der Ansprüche 1 oder 2, dadurch gekennzeichnet, dass Rail vehicle according to one of claims 1 or 2, characterized in that
zwei elastische Energieveranordnungen in Querrichtung des Schienenfahrzeugs jeweils zu einer Seite horizontal versetzt zu der Kupplung angeordnet sind. two elastic Energieveranordnungen in the transverse direction of the rail vehicle are each arranged to one side horizontally offset from the coupling.
Schienenfahrzeug nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, dass Rail vehicle according to one of claims 1 to 3, characterized in that
die elastische Energieverzehranordnung (10) auf einer Zugstange (11) angeordnet ist, die horizontal in Längs¬ richtung des Schienenfahrzeugs verläuft und mit einem zugeordneten Widerlager (7) fest verbunden ist, wobei die Zugstange (11) eine Öffnung in einem Halteabschnitt (12) der Traverse (4) durchdringt und die elastische Energieverzehranordnung (10) zur seitlichen Anlage an dem Halteabschitt (12) ausgebildet ist. Schienenfahrzeug nach Anspruch 4, the resilient energy-absorbing assembly (10) on a rod (11) is arranged, which extends horizontally in the longitudinal ¬ direction of the rail vehicle and having an associated abutment (7) is firmly connected, wherein the pull rod (11) having an opening in a holding section (12) the traverse (4) penetrates and the elastic energy dissipation arrangement (10) for lateral abutment on the Halteabschitt (12) is formed. Rail vehicle according to claim 4,
dadurch gekennzeichnet, dass characterized in that
die Traverse (4) über die Zugstangen (11) vertikal und/oder seitlich gegenüber den Widerlagern (7) geführt ist . the traverse (4) via the tie rods (11) vertically and / or laterally relative to the abutments (7) is guided.
Schienenfahrzeug nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, dass Rail vehicle according to one of claims 1 to 3, characterized in that
die Traverse (4) über gesonderte Führungselemente verti¬ kal und/oder seitlich gegenüber den Widerlagern (7) geführt ist. the traverse (4) via separate guide elements verti ¬ cal and / or laterally relative to the abutments (7) is guided.
Schienenfahrzeug nach einem der Ansprüche 1 bis 6, dadurch gekennzeichnet, dass Rail vehicle according to one of claims 1 to 6, characterized in that
die Traverse (4) mit ihrem, bezogen auf das Schienenfahrzeug, einwärts gelegenem Endabschnitt über Anschläge (9) an der Front (6) des Schienenfahrzeugs oder dessen Wagenkastens (5) geführt ist. the traverse (4) with its, relative to the rail vehicle, inwardly located end portion of stops (9) on the front (6) of the rail vehicle or the car body (5) is guided.
Schienenfahrzeug nach einem der Ansprüche 1 bis 7, dadurch gekennzeichnet, dass Rail vehicle according to one of claims 1 to 7, characterized in that
die Widerlager (7) zur Aufnahme von Kollisionsenergie als gezielt verformbare Knautschelemente ausgebildet sind . the abutments (7) are designed to absorb collision energy as selectively deformable crushing elements.
Schienenfahrzeug nach einem der Ansprüche 1 bis 8, dadurch gekennzeichnet, dass Rail vehicle according to one of claims 1 to 8, characterized in that
die Widerlager (7) an einer Front (6) des Schienenfahrzeugs über eine lösbare Verbindung austauschbar befestigt sind. the abutments (7) are fastened interchangeably on a front (6) of the rail vehicle via a detachable connection.
Schienenfahrzeug nach einem der Ansprüche 1 bis 9, dadurch gekennzeichnet, dass Rail vehicle according to one of claims 1 to 9, characterized in that
die Front (6) des Schienenfahrzeugs zur Aufnahme von Kollisionsenergie als gezielt verformbare Knautschzone ausgebildet ist. the front (6) of the rail vehicle is designed to absorb collision energy as a specifically deformable crumple zone.
11. Schienenfahrzeug nach Anspruch 10, 11. Rail vehicle according to claim 10,
dadurch gekennzeichnet, dass  characterized in that
die Front (6) des Schienenfahrzeugs über eine lösbare Verbindung austauschbar an dem Wagenkasten (5) des  the front (6) of the rail vehicle is exchangeable on the car body (5) of the rail vehicle via a detachable connection
Schienenfahrzeugs befestigt ist.  Rail vehicle is attached.
12. Schienenfahrzeug nach einem der Ansprüche 1 bis 11, 12. Rail vehicle according to one of claims 1 to 11,
dadurch gekennzeichnet, dass  characterized in that
in einer Kupplungsstange (2) der Kupplung weitere Ele¬ mente zur reversiblen oder irreversiblen Energieaufnahme oder Kraftbegrenzung vorgesehen sind. in a coupling rod (2) of the coupling further Ele ¬ elements for reversible or irreversible energy absorption or force limitation are provided.
13. Schienenfahrzeug nach einem der Ansprüche 1 bis 12, 13. Rail vehicle according to one of claims 1 to 12,
dadurch gekennzeichnet, dass  characterized in that
zwischen einer Kupplungsstange (2) der Kupplung und der Traverse (4) weitere Elemente zur reversiblen oder irre¬ versiblen Energieaufnahme oder Kraftbegrenzung vorgesehen sind. between a coupling rod (2) of the coupling and the traverse (4) further elements for reversible or irre ¬ versible energy absorption or force limitation are provided.
14. Schienenfahrzeug nach einem der Ansprüche 1 bis 13, 14. Rail vehicle according to one of claims 1 to 13,
dadurch gekennzeichnet, dass  characterized in that
eine Kletterschutzvorrichtung (8) vorgesehen ist, die an der Traverse (4) oberhalb der Kupplung angeordnet und befestigt ist.  a climbing protection device (8) is provided, which is arranged and attached to the cross member (4) above the coupling.
EP15754133.5A 2014-08-13 2015-08-10 Rail vehicle having a coupling arranged in the front region thereof Active EP3152094B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL15754133T PL3152094T3 (en) 2014-08-13 2015-08-10 Rail vehicle having a coupling arranged in the front region thereof

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014216061.8A DE102014216061A1 (en) 2014-08-13 2014-08-13 Rail vehicle with arranged in the region of its front clutch
PCT/EP2015/068337 WO2016023851A1 (en) 2014-08-13 2015-08-10 Rail vehicle having a coupling arranged in the front region thereof

Publications (2)

Publication Number Publication Date
EP3152094A1 true EP3152094A1 (en) 2017-04-12
EP3152094B1 EP3152094B1 (en) 2020-06-03

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ID=54007673

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US (1) US10906569B2 (en)
EP (1) EP3152094B1 (en)
CN (1) CN207579877U (en)
DE (1) DE102014216061A1 (en)
DK (1) DK3152094T3 (en)
ES (1) ES2813685T3 (en)
PL (1) PL3152094T3 (en)
PT (1) PT3152094T (en)
RU (1) RU178066U1 (en)
WO (1) WO2016023851A1 (en)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3288814B1 (en) * 2015-04-29 2021-04-21 Voith Patent GmbH Railway vehicle with a linkage for the articulated connection of a vehicle-body-side end region of a coupling rod to a vehicle body
DE102018212768A1 (en) * 2018-07-31 2020-02-06 Siemens Aktiengesellschaft Method for generating motion information

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1785329B1 (en) * 2005-11-15 2008-04-02 Voith Turbo Scharfenberg GmbH & Co. KG Joint structure
US7735427B2 (en) * 2007-09-11 2010-06-15 Voith Patent Gmbh Shock absorber
US8051995B2 (en) * 2007-12-17 2011-11-08 Voith Patent Gmbh Energy dissipation device for a car body of a multi-member rail vehicle
AU2009290832B2 (en) * 2008-09-15 2012-04-12 Voith Patent Gmbh Vehicle front-end for mounting to the front face of a track-bound vehicle, in particular a rail vehicle
ES2369332T3 (en) 2009-04-23 2011-11-29 Voith Patent Gmbh ARTICULATION FOR THE ARTICULATED UNION OF A HITCH BAR WITH A WAGON BOX.
PL2601088T3 (en) * 2010-08-06 2014-12-31 Voith Patent Gmbh Energy absorption device, in particular for a shock absorber of a track-guided vehicle
US8714377B2 (en) * 2011-02-04 2014-05-06 Wabtec Holding Corp. Energy absorbing coupler
EP2687416B1 (en) * 2012-07-16 2014-09-03 Voith Patent GmbH Impact protection, in particular in the form of a crash buffer

Also Published As

Publication number Publication date
DE102014216061A1 (en) 2016-02-18
EP3152094B1 (en) 2020-06-03
WO2016023851A1 (en) 2016-02-18
PT3152094T (en) 2020-08-26
CN207579877U (en) 2018-07-06
ES2813685T3 (en) 2021-03-24
DK3152094T3 (en) 2020-09-07
PL3152094T3 (en) 2020-11-16
US20170232980A1 (en) 2017-08-17
US10906569B2 (en) 2021-02-02
RU178066U1 (en) 2018-03-21

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