EP3245114B1 - Véhicule ferroviaire, notamment locomotive - Google Patents

Véhicule ferroviaire, notamment locomotive Download PDF

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Publication number
EP3245114B1
EP3245114B1 EP15710766.5A EP15710766A EP3245114B1 EP 3245114 B1 EP3245114 B1 EP 3245114B1 EP 15710766 A EP15710766 A EP 15710766A EP 3245114 B1 EP3245114 B1 EP 3245114B1
Authority
EP
European Patent Office
Prior art keywords
coupling
chassis
rail vehicle
retaining
front recess
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP15710766.5A
Other languages
German (de)
English (en)
Other versions
EP3245114A1 (fr
Inventor
Manuel Kroiß
Alexander Trachtenherz
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 Mobility GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
Application filed by Siemens Mobility GmbH filed Critical Siemens Mobility GmbH
Priority to PL15710766T priority Critical patent/PL3245114T3/pl
Publication of EP3245114A1 publication Critical patent/EP3245114A1/fr
Application granted granted Critical
Publication of EP3245114B1 publication Critical patent/EP3245114B1/fr
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Anticipated expiration legal-status Critical

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Classifications

    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G9/00—Draw-gear
    • B61G9/20—Details; Accessories
    • B61G9/22—Supporting framework, e.g. cradles; Spring housings

Definitions

  • the invention relates to a rail vehicle, in particular a locomotive, comprising a vehicle body, a central buffer coupling with a coupling shaft which is articulated to the vehicle body and carries a coupling head, and a coupling support which has a sprung transverse beam for supporting the coupling shaft.
  • the coupling head is pushed in the direction of the vehicle body, wherein the crossbar is an obstacle which prevents undisturbed impact energy absorption by deformation of an energy dissipation arrangement of the rail vehicle.
  • the invention has for its object to solve the underlying problem in a simple manner.
  • the clutch support on two fastened to the vehicle body mounting plates.
  • the crossbar has two guide grooves extending in the spring direction, wherein each one of the retaining plates in each case one of the guide grooves engages positively such that the crossbar is guided in the spring direction and movable laterally to this.
  • an attachment of the clutch support is provided on the vehicle body with simple and inexpensive parts that allows safe guidance of the spring movement of the crossbar.
  • each of the retaining plates on a predetermined breaking point represent demolition edges of the retaining plates, on which in the event of a vehicle collision, a coupling head pushed onto the crossbar destroys the retaining plates in order to release a deflection path for the central buffer coupling.
  • the coupling support has a base plate coupled to the crossbeam via spring elements, which rests on the vehicle body and is fixed in a form-fitting manner by means of the retaining plates.
  • the fixation of the base plate for example, by integrally formed on the retaining plates retaining lugs, which engage positively in recesses of the base plate, be accomplished.
  • the base plate of the clutch support is thus held vertically between the holding plates and the vehicle body and transversely thereto by the positive connection between retaining lugs and recesses.
  • a sliding plate is arranged as a support surface for the coupling shaft on an upper side of the crossbar.
  • the vehicle body on a front recess for the implementation of the coupling shaft the clear width is greater than the length of the arranged in front of them crossbeam.
  • Each of the retaining plates has a fastening section for fastening the retaining plate to the vehicle body and a projection section protruding into the front recess for engagement of the retaining plate in the guide groove.
  • the predetermined breaking points of the retaining plates extend in the region of an edge of the front recess. In the event of a vehicle collision, the protrusion portion of a retaining plate is sheared off at the trailing edge, while the attachment portion of the retaining plate remains on the vehicle body.
  • the edge of the front recess is formed by a Aufkletterschutz worn of the vehicle body.
  • This has two vertical support beams on the side of the front recess, a crossbar connecting the support beams above the front recess with protruding ribs and a support plate connecting the support beams below the front recess for attaching reamer blades.
  • each of the retaining plates is fastened with its attachment portion to each one of the support beams.
  • the base plate rests on the carrier plate only.
  • the structure of the anti-climber below the coupling support is not weakened by this type of attachment, where significant vertical forces occur in the event of a collision.
  • the vehicle body has an energy dissipation arrangement.
  • This is plastically deformable in a vehicle collision for receiving kinetic energy along a deformation path.
  • the predetermined breaking points of Holding plates and the energy dissipation arrangement are designed so that in a vehicle collision despite destruction of the retaining plates by a stop on the crossbar coupling head undisturbed deformation of the energy dissipation arrangement takes place.
  • FIG. 1 includes a rail vehicle 1, for example, a locomotive, a supported on not shown chassis vehicle body 2. From the vehicle body 2 here only the front end of a chassis is shown.
  • the rail vehicle 1 comprises a central buffer coupling 3 with a coupling shaft 5, whose vehicle-proximal end is articulated centrally via a coupling joint, not shown, on the vehicle body 2 and whose vehicle-distal end carries a coupling head 4.
  • the rail vehicle 1 For vertical support of the coupling shaft 5, the rail vehicle 1 comprises a coupling support 6, which according to FIG. 2 and FIG. 3 a sprung crossbar 7 has.
  • the crossbar 7 is arranged behind the coupling head 4 below the coupling shaft 5 and extends on its beam length L horizontally and transversely to a vehicle longitudinal axis.
  • a sliding plate 8 is arranged from a slidable material as a bearing surface for the coupling shaft 5, so that this in arching and in dome operations of the rail vehicle 1 is slightly horizontal pivot.
  • FIG. 2 and FIG. 3 has the coupling support 6 via a spring elements 17 to the crossbar 7 coupled base plate 21 which rests on a support plate 28 of the vehicle body 2.
  • the crossbar 7 can thereby perform a spring movement relative to the base plate 21 in a vertical spring direction F.
  • the crossbar 7 is formed as a downwardly open box, immersed in the at both ends depending a pair of coil springs designed as spring elements 17.
  • the spring elements 17 are guided by spring guides 18, which are locked via inserted into holes in the base plate 21 plug-in locks 19.
  • the bias of the spring elements 17 is adjustable by spring tensioner 20 in the form of a spring length influencing adjusting nut.
  • the spring tensioners 20 may, contrary to the illustrated embodiment, also be arranged within the spring elements 17, that is to say above the base plate 21.
  • the clutch support 6 has two retaining plates 11, via which it is connected to the vehicle body 2.
  • the retaining plates 11 are plate-shaped and extend in a common plane perpendicular to the vehicle longitudinal axis.
  • the retaining plates 11 in the embodiment according to FIG. 1 are cut off horizontally at their upper edge.
  • the vehicle body 2 has in the illustrated embodiment according to FIG. 1 a front recess 23 for the implementation of the coupling shaft 5, the clear width W is greater than the length L of the front of her arranged crossbar 7.
  • Each of the retaining plates 11 has a fastening section 12 for fastening the retaining plate 11 on the vehicle body 2 and a projection section 13 projecting into the front recess 23.
  • the larger compared to the supernatant sections 13 mounting portions 12 of the retaining plates 11 are penetrated by mounting holes 15, by the screw, not shown for attaching the retaining plates 11 are guided on support beams 25 of the vehicle body 2.
  • the supernatant portions 13 of the retaining plates 11 engage positively in a guide grooves 10 of the crossbar 7 a.
  • the crossbar 7 at its lateral longitudinal ends U-shaped guide rails 9, in which the vertically extending guide grooves 10 are incorporated.
  • the mutually facing edges of the two retaining plates 11 thus form a guide for the vertical spring movement of the crossbar 7, in which the transverse bar 7 is guided in the spring direction F and movable laterally to this.
  • Positive locking and spring force cause a self-retaining spring centering.
  • the retaining plates 11 are trapezoidal and protrude with its upper edge vertically beyond the crossbar 7 addition, where biasing means 30 are attached to the retaining plates 11.
  • the pretensioning device 30 comprises an adjusting screw with a vertically adjustable securing bolt which forms a vertical stop for the spring movement of the crossbar 7.
  • the resting on the support plate 28 base plate 21 has at its front ends each have a recess 22, in each of which a protruding at a lower end of the supernatant portion 13 of a holding plate 11 retaining lug 16 protrudes positively.
  • the base plate 21 is held by the retaining plates 11 down on the support plate 28 and fixed by the positive connection between retaining lugs 16 and recesses 22 in horizontal directions.
  • Each of the retaining plates 11 has a predetermined breaking point 14 in the region of an edge of the front recess 23.
  • the predetermined breaking point 14 forms a trailing edge of the retaining plates 11 between mounting portion 12 and projection portion 13 in the event of a vehicle collision, in which the central buffer 3 pushed by an obstacle in the direction of the vehicle body 2 while the coupling head 4 abuts against the end face of the crossbar 7.
  • the predetermined breaking points 14 of the retaining plates 11 and the energy dissipation arrangement are designed so that in a vehicle collision despite destruction of the retaining plates 11 by the abutting the crossbar 7 coupling head 4 an undisturbed deformation of the energy dissipation arrangement can take place.
  • the Aufklettertik worn 24 has a support bracket 25 above the front recess 23 connecting cross bar 26 with protruding ribs 27, in which interlock corresponding ribs of a colliding vehicle and thus prevents it from climbing up.
  • the retaining plates 11 are fastened with their attachment portions 12 on the facing in the direction of travel sides of the support bracket 25, while the base plate 21 rests on the support plate 28 only. By this type of attachment a weakening of the anti-climber 24 under the coupling support 6 is avoided.
  • the attachment points are also very accessible for assembly and maintenance purposes.
  • the attachment can be realized by simple and therefore inexpensive parts.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Dampers (AREA)

Claims (6)

  1. Véhicule ferroviaire (1), en particulier une locomotive, comportant une caisse de véhicule (2), un attelage à tampon central (3) avec une tige d'attelage (5) articulée sur la caisse de véhicule (2) et portant une tête d'attelage (4), et un appui d'attelage (6) qui comprend une poutre transversale (7) montée sur ressorts pour l'appui de la tige d'attelage (5), dans lequel l'appui d'attelage (6) comprend deux tôles de maintien (11) montées sur la caisse de véhicule (2), caractérisé en ce que la poutre transversale (7) comprend deux rainures de guidage (10) s'étendant dans la direction de ressort (F), dans lequel chacune des tôles de maintien (11) s'insère dans respectivement l'une des rainures de guidage (10) par complémentarité de forme de telle sorte que la poutre transversale (7) soit guidée dans la direction de ressort (F) de manière mobile et latéralement par rapport à celle-ci, et que chacune des tôles de maintien (11) comprend un point de rupture (14).
  2. Véhicule ferroviaire (1) selon la revendication 1, dans lequel l'appui d'attelage (6) comprend une plaque de base (21), accouplée à la poutre transversale (7) par l'intermédiaire d'éléments de ressort (17), laquelle repose sur la caisse de véhicule (2) et est fixée par complémentarité de forme au moyen des tôles de maintien (11) .
  3. Véhicule ferroviaire (1) selon la revendication 1 ou la revendication 2, dans lequel une plaque coulissante (8) est disposée sur une face supérieure de la poutre transversale (7) sous la forme d'une surface d'appui pour la tige d'attelage (5) .
  4. Véhicule ferroviaire (1) selon l'une des revendications 1 à 3, dans lequel la caisse de véhicule (2) comprend une cavité frontale (23) pour le passage de la tige d'attelage (5) dont la largeur intérieure (W) est supérieure à la longueur de poutre (L) de la poutre transversale (7) disposée devant elle, dans lequel chacune des tôles de maintien (11) comprend une section de montage (12) pour le montage de la tôle de maintien (11) sur la caisse de véhicule (2) et une section en saillie (13) pénétrant dans la cavité frontale (23) pour l'insertion de la tôle de maintien (11) dans la rainure de guidage (10), et dans lequel les points de rupture (14) des tôles de maintien (11) s'étendent en étant disposés dans la zone d'un bord de la cavité frontale (23).
  5. Véhicule ferroviaire (1) selon la revendication 4, dans lequel le bord de la cavité frontale (23) est formé par un dispositif de protection contre le chevauchement (24) de la caisse de véhicule (2), lequel comprend deux supports de soutien verticaux (25) à côté de la cavité frontale (23), une barre transversale (26), reliant les supports de soutien (25) au-dessus de la cavité frontale (23), avec des nervures saillantes (27), et une tôle de support (28), reliant les supports de soutien (25) au-dessous de la cavité frontale (23), pour le montage de lames adaptables (29), et dans lequel chacune des tôles de maintien (11) est montée avec sa section de montage (12) respectivement sur l'un des supports de soutien (25) et la plaque de base (21) repose uniquement sur la tôle de support (28).
  6. Véhicule ferroviaire (1) selon l'une des revendications 1 à 5, dans lequel la caisse de véhicule (2) comprend un ensemble absorbeur d'énergie, lequel, lors d'une collision de véhicule, est déformable plastiquement pour l'absorption d'énergie cinétique le long d'un chemin de déformation, dans lequel les points de rupture (14) des tôles de maintien (11) et l'ensemble absorbeur d'énergie sont conçus de sorte que, lors d'une collision de véhicule, une déformation non entravée de l'ensemble absorbeur d'énergie se produit malgré la destruction des tôles de maintien (11) par une tête d'attelage (4) en butée sur la poutre transversale (7).
EP15710766.5A 2015-03-17 2015-03-17 Véhicule ferroviaire, notamment locomotive Active EP3245114B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL15710766T PL3245114T3 (pl) 2015-03-17 2015-03-17 Pojazd szynowy, a w szczególności lokomotywa

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/EP2015/055538 WO2016146170A1 (fr) 2015-03-17 2015-03-17 Véhicule ferroviaire, notamment locomotive

Publications (2)

Publication Number Publication Date
EP3245114A1 EP3245114A1 (fr) 2017-11-22
EP3245114B1 true EP3245114B1 (fr) 2019-03-13

Family

ID=52692628

Family Applications (1)

Application Number Title Priority Date Filing Date
EP15710766.5A Active EP3245114B1 (fr) 2015-03-17 2015-03-17 Véhicule ferroviaire, notamment locomotive

Country Status (8)

Country Link
US (1) US10589761B2 (fr)
EP (1) EP3245114B1 (fr)
AU (1) AU2015387110B2 (fr)
CA (1) CA2979924C (fr)
ES (1) ES2729861T3 (fr)
PL (1) PL3245114T3 (fr)
RU (1) RU2668011C1 (fr)
WO (1) WO2016146170A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102019105619A1 (de) * 2019-03-06 2020-09-10 Voith Patent Gmbh Abstütz- und Zentriervorrichtung für einen Kupplungsarm einer automatischen Zugkupplung

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
PL3799588T3 (pl) 2018-07-30 2022-09-19 Siemens Mobility GmbH Wspornik sprzęgu dla sprzęgu cięgłowo-zderzakowego pojazdu szynowego
US11780477B2 (en) 2018-08-30 2023-10-10 Crrc Zhuzhou Locomotive Co., Ltd. Rail vehicle and coupling box thereof
DE102021203426A1 (de) * 2021-04-07 2022-10-13 Siemens Mobility GmbH Schienenfahrzeug mit Mittelpufferkupplung

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US4032017A (en) * 1975-04-29 1977-06-28 Southern Railway Company Adjustable bracket assembly for a rail car coupler
US4706826A (en) * 1985-04-22 1987-11-17 Mcconway & Torley Corporation Striker carrier having an adjustable wear plate for a railway coupler
RU2263039C2 (ru) 2002-09-05 2005-10-27 Открытое акционерное общество "Всероссийский научно-исследовательский институт транспортного машиностроения" Центрирующее устройство автосцепки железнодорожного транспортного средства
US7837046B2 (en) 2006-09-15 2010-11-23 Holland, L.P. Coupler carrier with improved lug structure for railroad cars
US7690314B2 (en) * 2007-04-12 2010-04-06 Siemens Industry, Inc. Rail car collision system
RU66293U1 (ru) 2007-05-30 2007-09-10 Закрытое Акционерное Общество Научно-производственное объединение "Транспортная Механика" Автоматическая сцепка подвижного состава железнодорожного транспорта и ее центрирующее устройство
EP2093123B1 (fr) * 2008-02-25 2010-09-01 Voith Patent GmbH Dispositif d'appui destiné à l'appui vertical d'une barre d'attelage et utilisation du dispositif d'appui dans un véhicule sur rails
JP4732486B2 (ja) 2008-06-17 2011-07-27 株式会社日本製鋼所 鉄道車両用胴受装置
RU113705U1 (ru) 2011-04-07 2012-02-27 Виктор Артемович Малафеев Центрирующее устройство жесткой сцепки железнодорожного транспортного средства
EP2999609B1 (fr) * 2013-09-27 2019-09-11 Siemens Mobility GmbH Véhicule ferroviaire à système d'attelage entrant entièrement dans la structure

Non-Patent Citations (1)

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Title
None *

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102019105619A1 (de) * 2019-03-06 2020-09-10 Voith Patent Gmbh Abstütz- und Zentriervorrichtung für einen Kupplungsarm einer automatischen Zugkupplung

Also Published As

Publication number Publication date
CA2979924C (fr) 2019-01-15
EP3245114A1 (fr) 2017-11-22
US10589761B2 (en) 2020-03-17
CA2979924A1 (fr) 2016-09-22
US20180093681A1 (en) 2018-04-05
AU2015387110A1 (en) 2017-09-07
PL3245114T3 (pl) 2019-08-30
ES2729861T3 (es) 2019-11-06
WO2016146170A1 (fr) 2016-09-22
RU2668011C1 (ru) 2018-09-25
AU2015387110B2 (en) 2018-10-04

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