EP3168108A1 - Dispositif d'accouplement pour vehicule sur rails et vehicule sur rails dote d'un tel dispositif d'accouplement - Google Patents

Dispositif d'accouplement pour vehicule sur rails et vehicule sur rails dote d'un tel dispositif d'accouplement Download PDF

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Publication number
EP3168108A1
EP3168108A1 EP15194737.1A EP15194737A EP3168108A1 EP 3168108 A1 EP3168108 A1 EP 3168108A1 EP 15194737 A EP15194737 A EP 15194737A EP 3168108 A1 EP3168108 A1 EP 3168108A1
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EP
European Patent Office
Prior art keywords
rail
coupling
coupling device
coupling element
rail vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP15194737.1A
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German (de)
English (en)
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EP3168108B1 (fr
Inventor
Enrico Studer
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.)
Individual
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Individual
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Publication date
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Priority to EP15194737.1A priority Critical patent/EP3168108B1/fr
Publication of EP3168108A1 publication Critical patent/EP3168108A1/fr
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Publication of EP3168108B1 publication Critical patent/EP3168108B1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G1/00—Couplings comprising interengaging parts of different shape or form and having links, bars, pins, shackles, or hooks as coupling means

Definitions

  • the invention relates to a coupling device for rail vehicles according to the preamble of the independent claim.
  • the invention further relates to a rail vehicle with at least one inventive coupling device.
  • Coupling devices are used in rail vehicles to connect locomotives and / or cars to trains. There are different coupling devices application. One differentiates essentially between screw couplings and middle-puff couplings.
  • a screw coupling comprises at each end face of the rail vehicle at least one towing hook to which the actual coupling is attached comprising a clamping yoke and a spindle.
  • the drawbar of a rail vehicle must be hung manually in the towing hook of the other vehicle and the clutch can be shortened by turning the spindle.
  • a screw coupling can only transmit tensile forces.
  • rail vehicles are always provided with spring buffers, which can transmit the pressure forces that occur, for example, when braking or poking.
  • spring buffers which can transmit the pressure forces that occur, for example, when braking or poking.
  • the tow hook is centered and the spring buffer each side.
  • a central buffer coupling is usually used with a centrally located central spring buffer, wherein the screw coupling underneath or in duplicate is arranged laterally.
  • a disadvantage of a screw coupling or central buffer coupling is the impossible pressure or shock transmission without spring buffer whose necessary manual operation that due to the variety of arrangement of spring buffers and hooks of compatibility limits are set and specifically arise during cornering in the pressure and shock transmission by means of buffer shear forces which must be limited to maintain derailment safety.
  • An automatic or semi-automatic central buffer coupling combines the functions of the tensile force transmission and the pressure and shock transmission and is located centrally on the front side of the rail vehicle. Such central buffer couplings reduce the coupling effort and can also have electrical and pneumatic couplings.
  • the inventive coupling device is suitable for rail vehicles with at least one buffer and at least one associated traction transfer device.
  • elements are meant which are used for the transmission of pressure and impact forces while a tensile force is transmitted by means of the traction transfer device.
  • a traction transfer device is a device which serves to transmit tractive forces between associated rail vehicles.
  • a tensile force transmission device is preferably designed as a screw coupling.
  • the inventive coupling device comprises a coupling element for connection to a second, compatible coupling element of another rail vehicle.
  • the coupling device may comprise a single coupling element which combines the properties of two compatible coupling elements.
  • the coupling element is preferably designed such that it can be connected to a central buffer coupling.
  • the coupling element of a rail vehicle comprises the essential elements of the coupling element of the rail vehicle with the central buffer coupling.
  • the coupling element may be formed as a coupling head of an automatic or semi-automatic central buffer coupling.
  • the inventive coupling device further comprises an arcuate rail on which the coupling element is movably arranged.
  • the arcuate rail is designed such that positive locking is ensured in both directions of travel of the rail vehicle between the arcuate rail and the coupling element, wherein in other directions the coupling element is displaceable.
  • the arcuate rail is further fastened by means of fastening means on the rail vehicle.
  • the arcuate rail serves to allow a freedom of movement of the coupling element, which is necessary when cornering or a slope change, otherwise the forces that occur can lead to the destruction of the coupling device or in the worst case to derailment of the rail vehicle and allows a force transmission as in a ordinary central buffer coupling.
  • the arcuate rail is preferably releasably fastened to the rail vehicle to allow rapid retrofitting of the rail vehicle and, if necessary, to be able to easily remove the inventive coupling device when not in use.
  • the center of the arc of the arcuate rail substantially coincides with a pivot point of the traction transfer device match if the arcuate rail has been mounted as intended.
  • the traction transfer device is designed as a screw coupling center of the arc of the arcuate rail and pivot point of the screw preferably agree.
  • the center of the arc of the arcuate rail may substantially coincide with a pivot point of a bogie or lie on a wheel axle of the rail vehicle.
  • center of arc of the arcuate rail may coincide with a pivot point of a retrofittable automatic or semi-automatic center buffer coupling.
  • the arcuate rail is fastened indirectly via the traction transfer device and the coupling element on the rail vehicle.
  • the arcuate rail can be secured to the rail vehicle, but without the fastening means, be it completely or only partially, must be arranged directly on the rail vehicle.
  • the arcuate rail can be fastened by a contact force on the rail vehicle, wherein the contact force is generated by tensioning of the coupling element by means of the tension transmission device.
  • the arcuate rail can be inserted through nozzles, for example, in existing openings of the rail vehicle in order to form a positive fit across the contact force and to achieve a self-positioning.
  • the fastening means may comprise a recess of the arcuate rail, wherein the recess for receiving at least a portion of the traction transfer device and / or the coupling element is formed.
  • the recess is fastened by pressing force on the rail vehicle.
  • the recess thus forms a passage for the traction transfer device and / or the coupling element or parts thereof, so that by clamping the coupling element by means of the traction transfer device, the arcuate rail is pressed against the rail vehicle.
  • the arcuate rail can be fastened directly to the rail vehicle via the traction transmission device.
  • the fastening means may be part of the arcuate rail.
  • the arcuate rail can be fastened by a contact force on the rail vehicle, wherein the contact pressure is generated by tensioning the arcuate rail itself by means of the tension transmission device.
  • the arcuate rail can also be inserted here via nozzles, for example, in existing openings of the rail vehicle in order to form a positive fit across the contact pressure and to achieve a self-positioning.
  • the fastening means may have areas for at least partially receiving the buffer.
  • the buffer When attached to the buffer thus its buffer effect can be used.
  • the buffer can serve only as an abutment for the arcuate rail and / or serve as a centering element.
  • receiving areas for the buffer may be present.
  • the arcuate rail has a curved contact surface for the coupling element.
  • a curved contact surface is understood to mean a curvature of the curved rail in the vertical direction.
  • the curvature may preferably produce a convexity or a concavity of the arcuate rail.
  • the coupling element is designed accordingly and can slide along the curved contact surface in order to allow optimum power transmission even when driving over a gradient change.
  • the coupling element is connected via a sliding element with the arcuate rail.
  • the assembly effort of a coupling device according to the invention can be reduced because when changing the type of coupling not the entire coupling device but only the coupling element must be replaced.
  • the sliding element may have grooves, in which engages a side region of the arcuate rail.
  • the coupling element in the assembled state is preferably arranged substantially horizontally and / or vertically displaceable in the sliding element.
  • the contact surface of the arcuate rail and / or the surface of the sliding element, which cooperates in the intended state with the contact surface of the arcuate rail, are preferably made of a material having a low coefficient of friction manufactured to improve the sliding properties even further
  • the sliding member and / or the arcuate rail may additionally or alternatively comprise support rollers to assist in sliding.
  • the arcuate rail may have sections over which the arcuate rail is attachable to a frame of the rail vehicle.
  • the arcuate rail in particular props and the like. Have, which cooperate with already existing in the rail vehicle elements such as openings, projections, depressions, etc., and allow attachment and / or positioning of the arcuate rail.
  • the arcuate rail may preferably comprise adjustable stop members for limiting the movement of the coupling member and / or the sliding member along the arcuate rail.
  • stop elements which can be fastened to the arcuate rail.
  • stop elements may also be present on the sliding element and / or on the coupling element, which may likewise restrict a freedom of movement of the coupling element.
  • the invention further relates to a rail vehicle with at least one inventive coupling device.
  • the present invention is not only suitable for rail vehicles but is also readily applicable to model railway rail vehicles with corresponding changes known to those skilled in the art.
  • FIGS. 1 to 3 a first embodiment of a coupling device 1 according to the invention is shown, which is indicated by the arrow 1.
  • the coupling device 1 is in each case arranged on a rail vehicle 15 and 15 'and serves to connect two adjacent rail vehicles 15. That in the FIGS. 1 to 3 embodiment shown comprises two identical coupling devices 1, so that only one coupling device 1 will be described in detail below. Accordingly applies to the structure of the rail vehicles 15 and 15 '.
  • the coupling device 1 comprises a rail 5 which is curved in the intended and assembled state and which is provided with two webs 13 at its two ends.
  • the webs 13 are used during assembly as a spacer to a frame 14 of the respective Rail vehicle 15.
  • the webs 13 may be provided with fastening means, for example with a quick release or a flange, to secure the rail 5 to the rail vehicle 15.
  • the webs 13 can be inserted into openings of the frame 14 and secured there. Alternatively, the attachment can be done by means of contact pressure.
  • the rail 5 has a curved contact surface 9.
  • a sliding element 10 is likewise provided with a sliding surface formed in accordance with the curvature of the contact surface 9, so that the sliding element 10 and the rail 5 are movable relative to one another.
  • a recess 7 (better visible in FIG. 5 ), which serves to carry out a U-shaped bracket 6.
  • the bracket 6 has at its two ends in each case a thread.
  • the slider 10 also has openings which serve to pass the ends of the bracket 6.
  • the bracket 6 and the curved contact surface 9 allow pivoting of the slider 10 along the rail 5, such as in the FIG. 3 shown.
  • a coupling element 4 is fastened, which may be formed, for example, as Scharfenberg coupling and which allows the connection of the rail vehicle 15 with a provided with such a coupling rail vehicle 15 ', as in the FIGS. 4 and 5 shown.
  • the coupling elements 4 and 4 ' may also be integrally formed, so that a separation on the coupling element is not possible.
  • the rail 5 is biased and secured with two brackets 6 and 6 'against the central buffer 2 by means of nuts 16.
  • the schematically illustrated coupling element 4 is connected via a likewise schematically illustrated sliding element 10 with the rail 5 and slidably mounted.
  • the rail As in the FIGS. 7 and 8 shown to be provided with a buffer receptacle 8.
  • the buffer receptacle 8 engages behind the head of the center buffer 2.
  • 5 recesses and / or openings may be present in the rail, which serve for at least partially receiving the center buffer 2 and in particular its head.
  • FIG. 9 schematically an exemplary arrangement of the sliding member 10 is shown.
  • a side portion 12 of the rail 5 serves as a guide for a groove 11 of the sliding member 10, so that so that the slider 10 can slide along the rail 5.
  • the slider 10 or the side portion 12 of the rail 5 may have support rollers or the like which facilitate pivoting. Since the sliding element 10 can thus pivot about only one axis, the sliding element 10 can also be provided with further means which enable pivoting about another axis.
  • the in the FIG. 9 illustrated mounting option is particularly suitable in one embodiment as in the FIGS. 6 . 7 . 8th . 10 and 11 shown.
  • FIG. 10 and 11 a further variant of the coupling device 1 is shown.
  • the Schienenfahr adapt 15 is equipped with a central buffer 6, as in the FIG. 6 shown.
  • the rail vehicle 15 ' however, with a central buffer coupling, as shown in FIG. 4 known, provided.
  • the coupling element 4 is in FIG. 10 However, rigidly connected to the rail 5, so that when cornering, the entire rail 5 is moved.
  • the coupling element 4 is connected via a sliding member 10 with the rail 5 and slidably mounted, so that when cornering in the FIG. 11 shown displacement of the coupling element 4 with sliding element 10 results.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Railway Tracks (AREA)
EP15194737.1A 2015-11-16 2015-11-16 Dispositif d'accouplement pour vehicule sur rails et vehicule sur rails dote d'un tel dispositif d'accouplement Active EP3168108B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP15194737.1A EP3168108B1 (fr) 2015-11-16 2015-11-16 Dispositif d'accouplement pour vehicule sur rails et vehicule sur rails dote d'un tel dispositif d'accouplement

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP15194737.1A EP3168108B1 (fr) 2015-11-16 2015-11-16 Dispositif d'accouplement pour vehicule sur rails et vehicule sur rails dote d'un tel dispositif d'accouplement

Publications (2)

Publication Number Publication Date
EP3168108A1 true EP3168108A1 (fr) 2017-05-17
EP3168108B1 EP3168108B1 (fr) 2020-06-10

Family

ID=54557289

Family Applications (1)

Application Number Title Priority Date Filing Date
EP15194737.1A Active EP3168108B1 (fr) 2015-11-16 2015-11-16 Dispositif d'accouplement pour vehicule sur rails et vehicule sur rails dote d'un tel dispositif d'accouplement

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT523840A4 (de) * 2020-11-11 2021-12-15 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh Kupplung zur Durchführung eines Abhängeversuchs

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB190919414A (en) * 1908-09-04 1910-06-16 Walter Joseph Price Improvements in and relating to Railway Couplings.
US2170924A (en) * 1937-01-02 1939-08-29 Chrysler Corp Vehicle draft means
DE2559591A1 (de) * 1975-07-12 1977-05-18 Unkel & Meyer Kupplung
EP1985518A1 (fr) * 2007-04-25 2008-10-29 Voith Patent GmbH Attelage automatique articulé

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB190919414A (en) * 1908-09-04 1910-06-16 Walter Joseph Price Improvements in and relating to Railway Couplings.
US2170924A (en) * 1937-01-02 1939-08-29 Chrysler Corp Vehicle draft means
DE2559591A1 (de) * 1975-07-12 1977-05-18 Unkel & Meyer Kupplung
EP1985518A1 (fr) * 2007-04-25 2008-10-29 Voith Patent GmbH Attelage automatique articulé

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT523840A4 (de) * 2020-11-11 2021-12-15 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh Kupplung zur Durchführung eines Abhängeversuchs
AT523840B1 (de) * 2020-11-11 2021-12-15 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh Kupplung zur Durchführung eines Abhängeversuchs

Also Published As

Publication number Publication date
EP3168108B1 (fr) 2020-06-10

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