EP3152094B1 - Rail vehicle having a coupling arranged in the front region thereof - Google Patents

Rail vehicle having a coupling arranged in the front region thereof Download PDF

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Publication number
EP3152094B1
EP3152094B1 EP15754133.5A EP15754133A EP3152094B1 EP 3152094 B1 EP3152094 B1 EP 3152094B1 EP 15754133 A EP15754133 A EP 15754133A EP 3152094 B1 EP3152094 B1 EP 3152094B1
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EP
European Patent Office
Prior art keywords
rail vehicle
coupling
crossmember
vehicle according
abutments
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EP15754133.5A
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German (de)
French (fr)
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EP3152094A1 (en
Inventor
Gerhard Schmidt
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Siemens Mobility GmbH
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Siemens Mobility GmbH
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Priority to PL15754133T priority Critical patent/PL3152094T3/en
Publication of EP3152094A1 publication Critical patent/EP3152094A1/en
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    • 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 a coupling arranged centrally in the region of its front, which is mounted in a transverse crossmember, forces acting on the coupling being introduced via the crossmember into abutments which are supported on a front side of a car body of the rail vehicle.
  • the cross member being connected to one of the abutments via at least one elastic energy dissipation arrangement.
  • Such a rail vehicle is for example from the EP 2 188 165 B1 known. Also from the US 2012/031299 A1 shows a rail vehicle with a coupling in which an energy dissipation device is integrated.
  • the object of the invention is to further develop a rail vehicle of the type mentioned at the outset in such a way that the requirements for dimensional accuracy of the components involved for mounting the coupling are reduced.
  • tensile and / or compressive forces acting on the coupling are introduced into the provided abutments via a coupling rod, the crossbar, and the elastic energy dissipation elements.
  • the unit consisting of the crossbeam and coupling can thus be tilted to a certain extent with respect to a front of the rail vehicle and the abutments via the elastic energy dissipation elements, without there being any negative effects on the introduction of force into the front of the vehicle.
  • the energy dissipation arrangement can have elastic energy dissipation elements which are arranged and designed partly for a tensile and partly for a compressive stress on the coupling. In this way, energy is consumed both when the clutch is under pressure and when it is under tension.
  • Two elastic energy dissipation arrangements can be arranged in the transverse direction of the rail vehicle, each offset horizontally to one side to the coupling. In this way, there is a suitable assembly of the unit consisting of coupling and traverse on the intended abutments with lower requirements for the dimensional accuracy of these components.
  • the elastic energy dissipation elements are each arranged on a pull rod which runs horizontally in the longitudinal direction of the rail vehicle and is firmly connected to an associated abutment, the pull rod penetrating an opening in a holding section of the crossmember and the elastic energy dissipating elements being designed for lateral contact with the holding section.
  • the envisaged energy dissipation elements are plugged onto the tie rod fastened on the side of the associated abutment, wherein one or more elastic energy dissipation elements can be provided both in front of and behind the holding section of the crossmember in the longitudinal direction of the rail vehicle.
  • the energy dissipation elements provided on it can be secured in a suitable manner.
  • the traverse is guided vertically and / or laterally opposite the abutments via the tie rods. This relates to guiding the crossbar primarily in an area inwards of a coupling head, i.e. at the height of the tie rods.
  • the traverse can be guided vertically and / or laterally with respect to the abutments via separate guide elements.
  • the cross-member with respect to the rail vehicle, has an inward end section guided over stops on a front of the rail vehicle or its car body.
  • Such stops will be located in an area in which the coupling rod is articulated with its inward end in a bearing, in particular spherical bearing.
  • the abutments can be designed to absorb collision energy as selectively deformable crumple elements, so that they contribute significantly to energy consumption in the event of a crash.
  • the abutments on one Front of the rail vehicle can be exchangeably attached via a detachable connection.
  • the front of the rail vehicle itself can also be designed as a specifically deformable crumple zone for absorbing collision energy.
  • a releasable attachment of the front of the rail vehicle to the body of the rail vehicle is also possible.
  • further elements of the reversible or irreversible energy consumption or force limitation can be provided in a coupling rod of the coupling.
  • further elements for reversible or irreversible energy consumption or force limitation can be provided between the coupling rod of the coupling and the crossmember.
  • a climbing protection device is provided, which is then arranged and fastened to the cross member above the coupling.
  • a climbing protection device can have horizontally extending ribs.
  • FIG. 1 a center buffer coupling with a coupling head 1 and a coupling rod 2 carrying the coupling head 1 is mounted in a spherical bearing 3 with a vertically extending pivot axis.
  • the cross member 4 is arranged in an opening in the front of the rail vehicle and extends horizontally from a body shell 5 along a front 6 attached to the body shell 5 and further along an abutment 7 from which the cross member 4 projects 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 releasably attached to the body shell 5.
  • a releasable attachment of the abutment 7 to the front 6 of the rail vehicle is also provided.
  • a climbing protection device 8 is provided, which forms a structural unit with the crossmember 4.
  • a holding section 12 extends from the cross member 4 and extends horizontally laterally and is designed as a sheet metal.
  • the holding section 12 has a through hole through which the pull rod 11 extends.
  • two energy dissipation elements 13, 14 designed as spring assemblies are arranged between the holding section 12 and the abutment 7 and are compressed when the clutch is subjected to pressure.
  • An energy dissipation element 16 provided in the area of the abutment 7 is also plugged onto the pull rod 11 and is supported on a sheet 17, which is fastened to the abutment 7, with regard to a tensile load on the coupling.
  • the energy dissipation arrangements 10 are therefore designed such that first the energy dissipation element 16, then the sheet metal 17, and then the energy dissipation elements 13, 14 designed as a spring assembly are arranged. The latter are in turn supported on the holding section 12, to which the energy-consuming element 15, which is secured in the conventional manner by a nut, adjoins on the outside.
  • This design of the energy consumption arrangements 10 results in particular from Figure 4 .
  • the energy dissipation elements 13, 14, 15, 16 thus serve overall for the elastic mounting of the cross member 4 with respect to the abutment 7, both in the case of a tensile and a compressive load.
  • only energy-consuming elements for only a compressive or only a tensile stress may be present.
  • an energy dissipation arrangement 10 is provided symmetrically on each side of the central buffer coupling is that cooperates with an associated abutment 7 on which it is supported.

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

Description

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, wobei die Traverse über wenigstens eine elastische Energieverzehranordnung mit einem der Widerlager verbunden ist.The invention relates to a rail vehicle with a coupling arranged centrally in the region of its front, which is mounted in a transverse crossmember, forces acting on the coupling being introduced via the crossmember into abutments which are supported on a front side of a car body of the rail vehicle. the cross member being connected to one of the abutments via at least one elastic energy dissipation arrangement.

Ein solches Schienenfahrzeug ist beispielsweise aus der EP 2 188 165 B1 bekannt. Auch aus der US 2012/031299 A1 geht ein Schienenfahrzeug mit einer Kupplung hervor, in die eine Energieverzehreinrichtung integriert ist.Such a rail vehicle is for example from the EP 2 188 165 B1 known. Also from the US 2012/031299 A1 shows a rail vehicle with a coupling in which an energy dissipation device is integrated.

Ein weiteres, bekanntes Schienenfahrzeug mit im Bereich seiner frontzentral angeordneten Kupplung ist der "Talgo 250", der von der spanischen RENFE betrieben ist, vgl. 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 eingesetzten Energieabsorber und die Traverse, da diese Komponenten insgesamt einen verschraubten Verbund bilden, der die im Betrieb des Schienenfahrzeugs auftretende Kupplungskräfte übertragen muss. Etwaige Schiefstellungen zwischen den Komponenten hätten auseinanderklaffende Flansche zur Folge, was insbesondere für dynamisch belastete Verschraubungen unzulässig ist.Another known rail vehicle with a coupling located in the area of its front-center coupling is the "Talgo 250", which is operated by the Spanish RENFE, cf. http://voith.com/de/produkt achievements/antriebstechnik/scharf enberg-frontsystem-talgo-250-26271.html. The transversely arranged crossbar works together with the energy consumption elements connected behind it. This arrangement for a front system of a rail vehicle has high demands on the dimensional stability of a base frame of the rail vehicle, the energy absorbers used and the cross member, since these components form a screwed connection as a whole, which must transmit the coupling forces that occur during operation of the rail vehicle. Any misalignment between the components would result in flanges that diverge, which is particularly inadmissible for dynamically loaded screw connections.

Dieser bekannten Lösung liegt das grundsätzliche Problem zugrunde, dass insbesondere bei automatischen Mittelpufferkupplungen mit hinter dem Drehpunkt der Kupplungsstange angeordneten 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 insofern 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 vorgesehenen Energieverzehrapparates nicht genügend Raum für ein vollständiges Eintauchen des Kupplungskopfes lässt.This known solution is based on the basic problem that, in particular in the case of automatic central buffer clutches, are arranged behind the pivot point of the coupling rod Energy consumption elements result in large overall lengths of the couplings. A stroke that can be used for energy consumption for collisions is small. The solution from Voith for the front system of the "Talgo 250" creates a larger usable stroke in that a coupling head of the center buffer coupling can be moved horizontally in the inward direction of the rail vehicle. Other known solutions have the disadvantage that the usable for energy consumption Stroke is limited to a distance from the coupling head to the underframe, since with these designs an opening of an envisaged energy consumption apparatus does not leave 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 weiterzuentwickeln, dass die Anforderungen an eine Maßhaltigkeit der beteiligten Komponenten zum Lagern der Kupplung vermindert sind.Proceeding from this, the object of the invention is to further develop a rail vehicle of the type mentioned at the outset in such a way that the requirements for dimensional accuracy of the components involved for mounting the coupling are reduced.

Diese Aufgabe wird durch ein Schienenfahrzeug mit den Merkmalen des Anspruchs 1 gelöst.This object is achieved by a rail vehicle with the features of claim 1.

Bei dieser Lösung werden insbesondere auf die Kupplung einwirkende Zug- und/oder Druckkräfte über eine vorgesehene Kupplungsstange, die Traverse, die elastischen Energieverzehrelemente in die vorgesehenen Widerlager eingeleitet. Damit 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, tensile and / or compressive forces acting on the coupling are introduced into the provided abutments via a coupling rod, the crossbar, and the elastic energy dissipation elements. The unit consisting of the crossbeam and coupling can thus be tilted to a certain extent with respect to a front of the rail vehicle and the abutments via the elastic energy dissipation elements, without there being any negative effects on the introduction of force into the front of the vehicle.

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 sowohl bei Druck- als auch bei Zugbeanspruchung der Kupplung.The energy dissipation arrangement can have elastic energy dissipation elements which are arranged and designed partly for a tensile and partly for a compressive stress on the coupling. In this way, energy is consumed both when the clutch is under pressure and when it is under tension.

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 Kupplung und Traverse an den vorgesehenen Widerlagern mit geringeren Anforderungen an die Maßhaltigkeit dieser Bauteile.Two elastic energy dissipation arrangements can be arranged in the transverse direction of the rail vehicle, each offset horizontally to one side to the coupling. In this way, there is a suitable assembly of the unit consisting of coupling and traverse on the intended abutments with lower requirements for the dimensional accuracy of these components.

Die elastischen Energieverzehrelemente sind jeweils auf einer Zugstange angeordnet, die horizontal in Längsrichtung des Schienenfahrzeugs verläuft und mit einem zugeordneten 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.The elastic energy dissipation elements are each arranged on a pull rod which runs horizontally in the longitudinal direction of the rail vehicle and is firmly connected to an associated abutment, the pull rod penetrating an opening in a holding section of the crossmember and the elastic energy dissipating elements being designed for lateral contact with the holding section.

Somit sind die vorgesehenen Energieverzehrelemente auf die auf Seiten des zugeordneten Widerlagers befestigte Zugstange aufgesteckt, wobei in Längsrichtung des Schienenfahrzeugs sowohl vor als auch hinter dem Halteabschnitt der Traverse ein elastisches Energieverzehrelement oder auch mehrere vorgesehen sein können. Auf der freien Seite der Zugstange, die, bezogen auf das Schienenfahrzeug, auswärts gerichtet ist, können die auf ihr vorgesehenen Energieverzehrelemente in geeigneter Weise gesichert sein. Die Traverse ist über die Zugstangen vertikal und/oder seitlich gegenüber den Widerlagern geführt. Dies betrifft eine Führung der Traverse in erster Linie in einem Bereich einwärts eines Kupplungskopfes, d.h. in Höhe der Zugstangen. Zusätzlich kann die Traverse über gesonderte Führungselemente vertikal und/oder seitlich gegenüber den Widerlagern geführt sein.Thus, the envisaged energy dissipation elements are plugged onto the tie rod fastened on the side of the associated abutment, wherein one or more elastic energy dissipation elements can be provided both in front of and behind the holding section of the crossmember in the longitudinal direction of the rail vehicle. On the free side of the drawbar, which is oriented outwards with respect to the rail vehicle, the energy dissipation elements provided on it can be secured in a suitable manner. The traverse is guided vertically and / or laterally opposite the abutments via the tie rods. This relates to guiding the crossbar primarily in an area inwards of a coupling head, i.e. at the height of the tie rods. In addition, the traverse can be guided vertically and / or laterally with respect to the abutments via separate guide elements.

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 einem Bereich befinden, in dem die Kupplungsstange mit ihrem einwärts gelegenen Ende in einem Lager, insbesondere Sphärolager, angelenkt ist.Advantageously, the cross-member, with respect to the rail vehicle, has an inward end section guided over stops on a front of the rail vehicle or its car body. Such stops will be located in an area in which the coupling rod is articulated with its inward end in a bearing, in particular spherical bearing.

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 austauschbar befestigt sein.The abutments can be designed to absorb collision energy as selectively deformable crumple elements, so that they contribute significantly to energy consumption in the event of a crash. In order to be able to easily replace the abutments after a crash, the abutments on one Front of the rail vehicle can be exchangeably attached via a detachable connection.

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 Schienenfahrzeugs möglich.The front of the rail vehicle itself can also be designed as a specifically deformable crumple zone for absorbing collision energy. A releasable attachment of the front of the rail vehicle to the body of the rail vehicle is also possible.

Ebenfalls zum Zwecke eines Energieverzehrs im Falle einer 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 weitere Elemente zur reversiblen oder irreversiblen Energieaufnahme oder Kraftbegrenzung vorgesehen sein.Also for the purpose of energy consumption in the event of a collision, further elements of the reversible or irreversible energy consumption or force limitation can be provided in a coupling rod of the coupling. In addition, further elements for reversible or irreversible energy consumption or force limitation can be provided between the coupling rod of the coupling and the crossmember.

Es ist bevorzugt, wenn eine Kletterschutzvorrichtung vorgesehen ist, die dann an der Traverse oberhalb der Kupplung angeordnet und befestigt ist. Eine solche Kletterschutzvorrichtung kann horizontal verlaufende Rippen aufweisen.It is preferred if a climbing protection device is provided, which is then arranged and fastened to the cross member above the coupling. Such a climbing protection device can have horizontally extending ribs.

Ein Ausführungsbeispiel der Erfindung wird nachfolgend unter Bezugnahme auf die Zeichnungen noch näher erläutert. Es zeigen:

Figur 1
eine vertikale Querschnittsansicht eines Kupplungsbereichs eines Schienenfahrzeugs entlang Ebene A - A von Figur 2
Figur 2
eine horizontale Querschnittsansicht des Kupplungsbereichs eines Schienenfahrzeugs von Figur 1 entlang Ebene E - E von Figur 1,
Figur 3
eine weitere vertikale Querschnittansicht des Kupplungsbereichs eines Schienenfahrzeugs von Figur 1 und
Figur 4
eine horizontale Querschnittsansicht eines Teils von Figur 2
An embodiment of the invention is explained in more detail below with reference to the drawings. Show it:
Figure 1
a vertical cross-sectional view of a coupling area of a rail vehicle along plane A - A of Figure 2
Figure 2
2 shows a horizontal cross-sectional view of the coupling region of a rail vehicle from FIG. 1 along plane E-E of FIG Figure 1 ,
Figure 3
another vertical cross-sectional view of the coupling area of a rail vehicle of Figure 1 and
Figure 4
a horizontal cross-sectional view of a portion 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 verlaufender Schwenkachse gelagert. Das Sphärolager 3, das Energieverzehrelemente aufweist, ist an einer im Frontbereich des Schienenfahrzeugs quer verlaufenden Traverse 4 abgestützt. Die Traverse 4 ist in einer Öffnung in der Front des Schienenfahrzeugs angeordnet und erstreckt sich von einem Wagenkastenrohbau 5 aus horizontal entlang einer an dem Wagenkastenrohbau 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. Ebenfalls ist eine lösbare Befestigung des Widerlagers 7 an der Front 6 des Schienenfahrzeugs vorgesehen.How out Figure 1 a center buffer coupling with a coupling head 1 and a coupling rod 2 carrying the coupling head 1 is mounted in a spherical bearing 3 with a vertically extending pivot axis. The spherical bearing 3, which has energy dissipation elements, is supported on a crossbar 4 running transversely in the front region of the rail vehicle. The cross member 4 is arranged in an opening in the front of the rail vehicle and extends horizontally from a body shell 5 along a front 6 attached to the body shell 5 and further along an abutment 7 from which the cross member 4 projects 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 releasably attached to the body shell 5. A releasable attachment of the abutment 7 to the front 6 of the rail vehicle is also provided.

Am oberen, vorderen Abschnitt der Traverse 4 ist eine Kletterschutzvorrichtung 8 vorgesehen, die mit der Traverse 4 eine Baueinheit bildet.On the upper, front section of the crossmember 4, a climbing protection device 8 is provided, which forms a structural unit with the crossmember 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 übertragen. 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 geschraubt 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 Durchgangsbohrung, durch die sich die Zugstange 11 erstreckt. Zwischen dem Haltabschnitt 12 und dem Widerlager 7 sind im vorliegenden Ausführungsbeispiel zwei als Federpakete ausgebildete 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 Zugbeanspruchung 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 Zugbeanspruchung der Kupplung an einem Blech 17 abgestützt, welches an dem Widerlager 7 befestigt ist. In Längsrichtung des 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 Energieverzehrelement 15 anschließt. Diese Ausbildung der Energieverzehranordnungen 10 ergibt sich insbesondere aus Figur 4. Die Energieverzehrelemente 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 Druckbeanspruchung. In vereinfachten Ausführungsformen können gegebenenfalls nur Energieverzehrelemente für ausschließlich eine Druck- oder ausschließlich eine Zugbeanspruchung vorliegen.Out Figure 2 is now the introduction of a longitudinal force acting on the coupling head 1 in the body shell 5 more in detail. Such longitudinal forces, which can be tensile or compressive forces, are first transferred from the coupling head 1 via the coupling rod 2, which can itself be equipped with energy dissipation elements, to the spherical bearing 3 and thus to the cross member 4, which runs horizontally in the transverse direction of the rail vehicle transfer. The traverse 4 is guided horizontally with its inward end by means 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 a pull rod 11 as the central element, which in the present embodiment is screwed into the abutment 7. A holding section 12 extends from the cross member 4 and extends horizontally laterally and is designed as a sheet metal. The holding section 12 has a through hole through which the pull rod 11 extends. In the present exemplary embodiment, two energy dissipation elements 13, 14 designed as spring assemblies are arranged between the holding section 12 and the abutment 7 and are compressed when the clutch is subjected to pressure. On the opposite side of the holding section 12 there is an energy dissipation element 15 which, in the event of tensile stress, ensures an elastic mounting of the cross member 4 with respect to the abutment 7. An energy dissipation element 16 provided in the area of the abutment 7 is also plugged onto the pull rod 11 and is supported on a sheet 17, which is fastened to the abutment 7, with regard to a tensile load on the coupling. In the longitudinal direction of the rail vehicle, from the inside to the outside, the energy dissipation arrangements 10 are therefore designed such that first the energy dissipation element 16, then the sheet metal 17, and then the energy dissipation elements 13, 14 designed as a spring assembly are arranged. The latter are in turn supported on the holding section 12, to which the energy-consuming element 15, which is secured in the conventional manner by a nut, adjoins on the outside. This design of the energy consumption arrangements 10 results in particular from Figure 4 . The energy dissipation elements 13, 14, 15, 16 thus serve overall for the elastic mounting of the cross member 4 with respect to the abutment 7, both in the case of a tensile and a compressive load. In simplified embodiments, only energy-consuming elements for only a compressive or only a tensile stress may be present.

In Figur 3 ist die Beschaffenheit der Energieverzehranordnung 10 ebenfalls gezeigt.In Figure 3 the nature of the energy dissipation arrangement 10 is also shown.

Es ist ersichtlich, dass jeweils seitlich der Mittelpufferkupplung symmetrisch eine Energieverzehranordnung 10 vorgesehen ist, die mit einem zugeordneten Widerlager 7 zusammen wirkt, auf dem sie abgestützt ist.It can be seen that an energy dissipation arrangement 10 is provided symmetrically on each side of the central buffer coupling is that cooperates with an associated abutment 7 on which it is supported.

Claims (11)

  1. Rail vehicle having a coupling which is arranged centrally in the region of its front (6) and is mounted in a transversely running crossmember (4), wherein forces acting on the coupling are introduced, via the crossmember (4), into abutments (7) which are supported on a front side of a body (5) of the rail vehicle, wherein the crossmember (4) is connected to one of the abutments (7) via at least one elastic energy-absorption arrangement (10), characterized in that
    the elastic energy-absorption arrangement (10) is arranged on a connecting rod (11) which runs horizontally in the longitudinal direction of the rail vehicle and is fixed to an associated abutment (7), wherein the connecting rod (11) passes through an opening in a retaining portion (12) of the crossmember (4) and the elastic energy-absorption arrangement (10) is designed for lateral abutment against the retaining portion (12), and
    the crossmember (4) is guided vertically and/or laterally in relation to the abutments (7) via the connecting rods (11).
  2. Rail vehicle according to Claim 1,
    characterized in that
    two elastic energy-absorption arrangements are arranged, as seen in the transverse direction of the rail vehicle, each on one side, in a state in which they are offset horizontally in relation to the coupling.
  3. Rail vehicle according to Claim 1 or 2,
    characterized in that
    the crossmember (4) is guided vertically and/or laterally in relation to the abutments (7) via separate guide elements.
  4. Rail vehicle according to one of Claims 1 to 3,
    characterized in that
    the crossmember (4) has its inward end portion, as seen in relation to the rail vehicle, guided on the front (6) of the rail vehicle, or of the body (5) thereof, via stops (9).
  5. Rail vehicle according to one of Claims 1 to 4,
    characterized in that
    for the purpose of absorbing collision energy, the abutments (7) are designed in the form of specifically deformable crumple elements.
  6. Rail vehicle according to one of Claims 1 to 5,
    characterized in that
    the abutments (7) are fastened in an interchangeable manner on a front (6) of the rail vehicle via a releasable connection.
  7. Rail vehicle according to one of Claims 1 to 6,
    characterized in that
    the front (6) of the rail vehicle, for the purpose of absorbing collision energy, is designed in the form of a specifically deformable crumple zone.
  8. Rail vehicle according to Claim 7,
    characterized in that
    the front (6) of the rail vehicle is fastened in an interchangeable manner on the body (5) of the rail vehicle via a releasable connection.
  9. Rail vehicle according to one of Claims 1 to 8,
    characterized in that
    further elements for reversible or irreversible energy absorption or force-limiting purposes are provided in a coupling rod (2) of the coupling.
  10. Rail vehicle according to one of Claims 1 to 9,
    characterized in that
    further elements for reversible or irreversible energy absorption or force-limiting purposes are provided between a coupling rod (2) of the coupling and the crossmember (4).
  11. Rail vehicle according to one of Claims 1 to 10,
    characterized by
    the provision of an anti-climbing device (8), which is arranged and fastened on the crossmember (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 EP3152094A1 (en) 2017-04-12
EP3152094B1 true EP3152094B1 (en) 2020-06-03

Family

ID=54007673

Family Applications (1)

Application Number Title Priority Date Filing Date
EP15754133.5A Active EP3152094B1 (en) 2014-08-13 2015-08-10 Rail vehicle having a coupling arranged in the front region thereof

Country Status (10)

Country Link
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
DE102016207256A1 (en) * 2015-04-29 2016-11-03 Voith Patent Gmbh Linkage for the articulated connection of a carriage box-side end portion of a coupling rod to a car 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
ATE391064T1 (en) * 2005-11-15 2008-04-15 Voith Turbo Scharfenberg Gmbh JOINT ARRANGEMENT
BRPI0815348A2 (en) 2007-09-11 2015-02-10 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
CN102216141B (en) * 2008-09-15 2014-06-25 福伊特专利公司 Vehicle front-end for mounting to the front face of a track-bound vehicle, in particular a rail vehicle
ATE522421T1 (en) 2009-04-23 2011-09-15 Voith Patent Gmbh LINKAGE FOR ARTICULATELY CONNECTING A COUPLING ROD TO A CAR BODY
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

Non-Patent Citations (1)

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

Also Published As

Publication number Publication date
EP3152094A1 (en) 2017-04-12
ES2813685T3 (en) 2021-03-24
DE102014216061A1 (en) 2016-02-18
RU178066U1 (en) 2018-03-21
US10906569B2 (en) 2021-02-02
DK3152094T3 (en) 2020-09-07
CN207579877U (en) 2018-07-06
US20170232980A1 (en) 2017-08-17
PL3152094T3 (en) 2020-11-16
WO2016023851A1 (en) 2016-02-18
PT3152094T (en) 2020-08-26

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