EP3288814B1 - Railway vehicle with a linkage for the articulated connection of a vehicle-body-side end region of a coupling rod to a vehicle body - Google Patents

Railway vehicle with a linkage for the articulated connection of a vehicle-body-side end region of a coupling rod to a vehicle body Download PDF

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Publication number
EP3288814B1
EP3288814B1 EP16720097.1A EP16720097A EP3288814B1 EP 3288814 B1 EP3288814 B1 EP 3288814B1 EP 16720097 A EP16720097 A EP 16720097A EP 3288814 B1 EP3288814 B1 EP 3288814B1
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EP
European Patent Office
Prior art keywords
coupling rod
base plate
wagon body
rail vehicle
bearing
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
EP16720097.1A
Other languages
German (de)
French (fr)
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EP3288814A1 (en
Inventor
Christoph Nikolaus
Arthur Kontetzki
Kay Uwe Kolshorn
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.)
Voith Patent GmbH
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Voith Patent GmbH
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Publication date
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Publication of EP3288814A1 publication Critical patent/EP3288814A1/en
Application granted granted Critical
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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
    • B61G1/10—Couplings comprising interengaging parts of different shape or form and having links, bars, pins, shackles, or hooks as coupling means having links or bars coupling or uncoupling by rotating around a vertical axis
    • 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
    • B61G1/00—Couplings comprising interengaging parts of different shape or form and having links, bars, pins, shackles, or hooks as coupling means
    • B61G1/32—Couplings comprising interengaging parts of different shape or form and having links, bars, pins, shackles, or hooks as coupling means with horizontal bolt or pin
    • 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
    • B61G1/40—Couplings comprising interengaging parts of different shape or form and having links, bars, pins, shackles, or hooks as coupling means with coupling bars having an enlarged or recessed end which slips into the opposite coupling part and is gripped thereby, e.g. arrow-head type; with coupling parts having a tong-like gripping action
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G9/00—Draw-gear
    • B61G9/20—Details; Accessories
    • B61G9/24—Linkages between draw-bar and framework

Definitions

  • a linkage of the generic type is, for example, in EP 1 342 637 A1 described.
  • the coupling rod is through a Passage opening of a fixedly attached to the car body or a fixedly mounted base plate via a bearing block on the car body and a separate directional joint plate that interacts with this for the articulated mounting of the coupling rod on the car body.
  • the energy dissipation device is usually provided for the absorption of tensile and impact forces which occur during normal driving and coupling operation, for example between the individual car bodies of a multi-unit vehicle group.
  • the spherical bearing is designed as a so-called spherical bearing, which absorbs the longitudinal, transverse and vertical forces occurring between the adjacent car bodies when the multi-unit vehicle is traveling.
  • the structural design in particular the energy-absorbing elements in the form of the spring units and the connection elements, determine the possible deflection angles, which in some cases severely limit them.
  • the invention was therefore based on the object of developing a linkage of the type mentioned at the beginning in such a way that it is securely supported on the one hand for different large deflection angles in the individual deflection directions and on the other hand pressure and angular forces occurring at the moment.
  • the solution according to the invention should be distinguished by a small number of components and a compact design.
  • a solution according to the invention is characterized in that the coupling rod is mounted on the car body via a ball joint bearing, a first element of the ball joint bearing being formed by the bearing block or an element connected to it and a second element of the ball joint bearing being formed by the base plate and the base plate is connected to the end region of the coupling rod on the wagon body side.
  • the neutral position corresponds to the position of the coupling rod in the installed position in the unloaded state on a rail-bound vehicle compared to this.
  • a longitudinal axis of the coupling rod is aligned in the longitudinal direction of the rail-bound vehicle. A deflection takes place from this under load.
  • Both basic designs are characterized by the integration of a ball joint bearing for linkage to the car body of a rail-mounted vehicle, with the function of the ball joint bearing in both being relocated directly to the connection with the bearing block or the car body, which enables large deflection angles of the coupling rod around the neutral position. While in the first basic version the functions of deflection for different angular ranges in the different directions are assigned to different components, in the second basic version this task is reserved solely for the ball joint bearing, which connects to the car body.
  • the outer circumferential area of the through opening of the base plate or an element which is non-positive or positive with this form a ball socket of the ball joint bearing with a dome-like contact surface for a ball joint.
  • the ball joint has a through opening for receiving the end area of the coupling rod on the wagon body side.
  • the rotatable articulation of the base plate on the bearing block allows an enlarged range of rotation in the horizontal plane via the ball joint bearing, regardless of the possible deflection angle.
  • the individual components can thus be optimized with regard to the deflection angles required in the respective directions.
  • a slide bearing in particular a radial slide bearing, can be provided between the ball joint and the coupling rod, the position assignment of the coupling rod and the base plate not being firmly fixed in the axial direction.
  • the coupling rod is positively or non-positively connected to the ball joint, as a result of which there is a fixed position assignment between the coupling rod and the base plate.
  • the bearing block can be designed in many ways. This has two receiving openings, the center axis of which is designed to run perpendicular to the longitudinal direction of the coupling rod in the neutral position in the installed position, the base plate being mounted in one of the receiving openings via at least one swivel joint.
  • the function of the swivel joint can be implemented via a pivot pin.
  • the bearing block has two receiving openings which can be closed by a bearing cover and whose central axis is designed to run perpendicular to the longitudinal direction of the coupling rod in the neutral position.
  • the base plate is non-positively or positively connected to the bearing cover and the bearing cover is rotatably mounted in the receiving opening. This version represents an easy-to-implement and functional swivel joint between the base plate and the bearing block.
  • the second basic version offers the advantage of a high concentration of functions with a small number of components and a compact design, whereby the compressive and tensile forces are safely transferred to the bearing block in the neutral position and when the force is introduced at an angle.
  • the spring unit provided between the support element on the coupling side and the base plate, preferably also between the support element on the vehicle body side and the base plate, comprises a plurality of spring elements arranged in series with one another, the individual spring elements being coupled to one another via intermediate elements to form the units are, whereby standardized spring elements can be used to form differently dimensioned spring units.
  • the bearing block has on its to Coupling-side support element facing end face contact surface areas which are arranged in the neutral position at a distance from contact surface areas on the coupling-side support element and when deflected in the horizontal and / or vertical direction from the neutral position provided movement of the coupling rod come to this into contact and preferably a force and / or form fit.
  • the two contact points between the support element and the bearing block are no longer designed as rigid stops, but elastic, in particular as spring elements (e.g. leaf springs) to reduce the restoring torques that arise and the associated bending moments acting on the coupling rod.
  • spring elements e.g. leaf springs
  • By compressing the spring elements in the longitudinal direction the possibility of movement of the coupling rod in the longitudinal direction is increased again.
  • a larger proportion of the longitudinal force is generated by the additional compression of the elastomer elements and not at the contact point. The leads to lower bending moments in the coupling rod, since the force vectors in total have a smaller distance to the center line of the coupling rod.
  • the Figure 1a illustrates in a schematically simplified representation the basic structure of a linkage 1 according to the invention for the articulated connection of a coupling rod 2 with a schematically only indicated car body 3 according to a first basic embodiment in a first functional position - the so-called neutral position, while the Figure 1b an exemplary structural design in a second functional position - one deflected position, here with deflection in the vertical direction to the longitudinal direction.
  • the articulation is free from deflection from its neutral position.
  • the coupling rod 2 is aligned with its longitudinal axis L in the longitudinal direction of the rail vehicle.
  • a coordinate system has been created to illustrate the individual directions.
  • the X direction describes the extension in the longitudinal direction which coincides with the extension direction of the longitudinal axis L of the coupling rod 2 in the non-deflected state, i.e. the first functional position.
  • the Y-direction describes the direction across it. In the installation position of the coupling rod 2 on a rail vehicle, this corresponds to the transverse direction, while the Z direction describes the vertical direction.
  • the articulation 1 comprises a base plate 4 which can be connected to a car body and in which a feed-through opening 5 is formed, through which an end region 6 of the coupling rod 2 on the car body extends.
  • the articulation also includes a pulling / pushing device 7 arranged on the end region 6 of the coupling rod 2 on the wagon body side.
  • the end region of the coupling rod 2 opposite the end region 6 of the coupling rod 2 on the wagon body side, which is not shown here, is coupled, for example, to a coupling head of a central buffer coupling not shown here and is referred to as the coupling-side end area.
  • the pulling / pushing device 7 comprises spring units 8, in particular 8.1, 8.2, arranged on both sides of the base plate 4, which are supported on support elements, in particular support plates 9 and 10, which are at least indirectly coupled to the coupling rod 2.
  • the term plate is to be understood in a purely functional way. These are functional elements which form at least one support surface and which preferably have a smaller width in the longitudinal direction than the extent in the vertical or transverse direction.
  • the geometric configuration, in particular the contour, is preferably selected to be rectangular or circular.
  • the spring unit 8.1 is in the neutral position in Pressure direction of the coupling rod 2 in the direction (parallel to / along the longitudinal axis or with a directional component parallel to / along the longitudinal axis L) of the longitudinal axis L viewed from the coupling connected to the coupling rod 2 in the direction of the car body, while the second spring unit 8.2 is effective in the pulling direction the coupling rod 2 is effective in the direction (parallel to / along the longitudinal axis or with a directional component parallel to / along the longitudinal axis L) of the longitudinal axis L of the coupling connected to the coupling rod 2.
  • the support plate arranged on the side of the car body is denoted here by 10 and is connected to the end region 6 of the coupling rod 2 in a rotationally fixed manner, that is to say in a fixed manner.
  • the connection is frictional or positive.
  • An integral construction is also conceivable, in which case the coupling rod 2 is preferably constructed in several parts and the support plate 10 is then constructed in one piece with a sub-region thereof.
  • the support plate 10 viewed in the longitudinal direction, is arranged between the base plate 4 and the car body.
  • the support plate 9, viewed in the longitudinal direction of the coupling rod 2 is arranged upstream of the base plate 4, viewed in the direction of the car body 3.
  • the support plate 9 is at least indirectly non-rotatably connected to the coupling rod 2, ie, depending on the design, either integrally with it or else positively or non-positively or cohesively or a combination of these connected to it.
  • the front spring unit in particular an elastomer spring unit 8.1, is provided between the base plate 4 and the support element arranged in the longitudinal direction in front of the base plate 4 in the form of a support plate 9. In the case shown, this comprises a plurality, preferably two or more, arranged in a row next to one another in the longitudinal direction and either directly touching one another or via intermediate elements 29 - as in FIG Figure 1a shown - elastic elements that can be supported against one another, in particular spring elements 8.1a, 8.1b.
  • a rear spring unit which is particularly effective in the case of tensile force 8.2 provided.
  • this includes, for example, only one elastomer spring element.
  • the end region 6 of the coupling rod 2 on the side of the wagon body is guided through the base plate 4 via a spherical bearing, in particular a ball joint bearing 11.
  • this is designed as a ball joint, comprising a ball socket 12 provided in the through opening 5 of the base plate 4 and a ball socket 12 with a dome-like contact surface 14 forming formation which cooperates with the circumferential surface of a ball joint 15.
  • the formation can be formed directly on the base plate 4 or on a receiving device 13 that can be connected to it or inserted into the through opening 5.
  • the ball joint 15 has a through opening 25 for receiving or leading through the end region 6 of the coupling rod 2 on the vehicle body side.
  • the center axis is arranged concentrically to the center axis of the through opening 5 in the installed position.
  • the base plate 4 is connected to the car body in an articulated manner.
  • the linkage takes place via a bearing block 16 which is arranged in a stationary manner on the car body 3.
  • the base plate 4 is articulated on the bearing block 16 via at least one swivel joint 18 which is connected to the bearing block 16, preferably extends into an opening 19 on the bearing block and is coupled to the base plate 4.
  • the axis of rotation of the swivel joint is oriented in the vertical direction to the longitudinal axis L of the coupling rod 2 and thus perpendicular.
  • the axis of rotation is denoted by D.
  • the connection of the base plate 4 to the bearing block 16 is fixed, viewed in the longitudinal direction of the longitudinal axis L, but can be pivoted in the transverse direction to this, ie in a horizontal plane.
  • the base plate 4 can in the simplest case be connected to its circumferential surfaces provided in the vertical direction at a distance from the longitudinal axis L via a swivel joint 18 in the form of a pivot on the bearing block 16, in particular in a receiving opening 19 provided for this purpose on the bearing block 16 rotatable about a central axis the receiving opening 19 be mounted.
  • the center axis of the receiving opening 19 coincides with the axis of rotation D here.
  • the bearing block 16 in the illustrated case has two bearing areas which are arranged at a distance from one another perpendicular to the longitudinal direction in the installed position and in which the base plate 4 is rotatably mounted on both sides when viewed in the vertical direction.
  • the geometric design of the individual plates, base plate 4, support plates 9 and 10, is preferably carried out with an essentially square or rectangular cross-sectional area.
  • the cross-sectional area of the individual spring elements 8.1a, 8.1b and 8.2 is designed analogously to this.
  • the individual spring units 8.1 and 8.2, which are arranged on both sides of the base plate 4, are preferably designed as independent, separate structural units. These can each comprise one or more spring elements.
  • Spring units 8.1, which comprise two or more spring elements, are preferably arranged between the end area directed away from the end area 6 on the car body side and the base plate 4.
  • the angle of deflection in the vertical direction and / or in the horizontal direction from the neutral position which is the in Figure 1a corresponds to the longitudinal direction of the longitudinal axis L shown, is given as a function of the elasticity of the spring elements of the individual spring units 8.1 and 8.2. In the case shown, the maximum deflection is shown by the elasticity of the spring unit 8.2 and the theoretically possible deformation path resulting from it.
  • the spring unit 8.1 here comprises two spring elements 8.1a and 8.1b which, in the unloaded state, bridge a distance between the base plate 4 and the support plate 9 with or free of pretension.
  • the spring unit 8.1 is supported on the one hand on the base plate 4 and on the other hand on the support plate 9.
  • the spring element 8.1b is supported here on a surface area on the end face 20 of the base plate 4 facing away from the car body 3, and the spring element 8.1a is supported on one facing the car body 3 directed surface area 30 on the end face 17 on the support plate 9.
  • the end face 17 of the support plate 9 directed towards the car body 3 is spaced from the base plate 4 and furthermore at a distance a in the installed position in the unloaded state in the longitudinal direction of the coupling rod 2 to the end faces 21 directed away from the car body 3 on the bearing areas of the arranged on both sides of the longitudinal axis L.
  • Bearing block 16 formed. Climbing protection is implemented via the facing surface areas on the end faces 21 on the bearing block and 31 on the end face 17 of the support plate 9, i.e. the maximum deflection is limited and undesired buckling in the vertical direction is avoided by the forces that can then be brought into operative connection with one another Surface areas 21 of the bearing block 16 and 31 are supported by the end face 17 of the support plate.
  • the surface areas 30 and 31 are arranged offset from one another in the vertical direction, with the surface areas 31 being arranged at a greater distance from the longitudinal axis L than the surface area 30.
  • At least the individual surface area 21 on the bearing block 16 and preferably also the individual surface area 31 on the support plate 9 are curved in a view from above, so that in the event of deflection when pivoting in the horizontal direction Tilting and thus a point contact is given, but at least a line or surface contact.
  • Figure 1b is the base plate 4 with the bearing block 16 on both sides of the longitudinal axis L each with a bearing cover 23 via fastening elements 24, here in the form connected by screw fasteners.
  • the individual bearing cover 23 closes the opening 19 and has a first part supported on a surface area on the outer circumference of the bearing block 16 and a part extending into the opening 19 on the bearing block 16.
  • the base plate 4 has an essentially X-shaped cross section for connection in the illustrated case, other designs are conceivable.
  • the design of the through opening 5 and of the ball joint bearing 11 correspond to that in FIG Figure 1a described.
  • the pivot connection between the base plate 4 and the bearing block 16 is realized via a bushing 22 arranged between the opening 19 and the bearing cover 23, which allows a relative movement at least over a partial area between the bearing cover 23 and the base plate 4 and the bearing block 16 connected to it.
  • the execution according to the Figures 1a and 1b is characterized in that a deflection based on the installation position is realized vertically, in particular vertically or at least with a directional component perpendicular, in particular vertically to the longitudinal direction of the rail vehicle via the ball joint bearing 11, the deflection in the horizontal plane, in particular with a directional component from the position of the longitudinal axis in the neutral position transversely to this can still be increased via the swivel joint 18, ie the pivoting of the base plate 4 about a perpendicular to the longitudinal axis.
  • the design is suitable to compensate for both tensile and compressive forces.
  • the Figure 1b shows a functional position with deflection in the vertical direction when pressure is applied.
  • the resulting deformation of the spring units 8.1 and 8.2 can be seen In this view above the longitudinal axis arranged surface area 31 of the support plate 9 on the bearing block 16 take over.
  • Figure 2a shows the embodiment described Figure 2a a particularly compact design of a linkage 1 according to a second basic design in the neutral position, in which the coupling rod 2, in particular the end region 6 on the wagon body side, is mounted directly on the wagon body 3 via ball joint bearings 11.
  • the bearing block 16 is designed such that it forms a first element 26 of a ball joint bearing 11, while the base plate 4 connected to the coupling rod 2, in particular the base plate 4 connected to the end region 6 of the coupling rod 2 on the wagon body side, forms a second element 27 of the ball joint bearing 11 trains.
  • the first element 26 of the ball joint bearing 25 is formed by a receiving device 28, here a receiving element, which is fixedly connected to or formed by the bearing block 16, while the second element is formed by a through opening 5 for receiving the Coupling rod 2 forming base plate 4 is formed.
  • the first element 26, here the bearing block 16, preferably forms the ball socket 12 with a spherically curved surface, while the base plate 4 or an element connected to it takes on the function of the ball joint 15.
  • the rest of the design and arrangement of the spring units 8.1, 8.2 and the support plates 9, 10 provided for elastic support are analogous to that in FIGS Figures 1a and 1b described. It is crucial that the function of the ball joint bearing 11 is taken over directly by the base plate 4 and bearing block 16 components.
  • anti-climbing protection is analogous to that in Figures 1a and 1b guaranteed above surface areas 31 on support plate 9 and 21 on the bearing block.
  • the Figure 2b shows the execution according to Figure 2a when deflected from the neutral position.
  • the contact surfaces 21 on the bearing block 16 and / or 21 on the support plate 9 are designed in such a way that when the support plate 9 interacts with the bearing block 16, a positive and / or non-positive connection is made in order to allow the coupling rod 2 connected to the coupling rod 2 to climb up Avoid clutch.
  • the surface areas 21 and 31 are preferably shaped in such a way that there is a stop in the vertical direction.
  • the coupling rod 2 is designed in several parts.
  • the end region 6 on the car body side is formed by a sub-element 2.1 on which the support plate 10 is preferably already integrally formed.
  • a positive or non-positive connection between sub-element 2.1 and support plate 10 is also conceivable.
  • Sub-element 2.1 is non-positively or positively connected to a further sub-element 2.2.
  • the support plate 9 is formed integrally with the sub-element 2.2 or is connected to it in a rigid manner by means of a form fit, force fit or material fit.
  • the sub-elements 2.1, 2.2 and possibly further sub-elements form the coupling rod 2.
  • the contact areas between the bearing block 16 or a component connected to it and the respective support element 9 or 10 coupled to the coupling rod 2 optionally provides for the contact areas between the bearing block 16 or a component connected to it and the respective support element 9 or 10 coupled to the coupling rod 2 to be elastic rather than rigid.
  • the contact areas between the bearing block 16 or a component connected to it and the respective support element 9 or 10 coupled to the coupling rod 2 can be elastic rather than rigid.
  • the contact areas between the bearing block 16 or a component connected to it and the respective support element 9 or 10 coupled to the coupling rod 2 can be elastic rather than rigid.
  • the end face areas on the support element 9, 10 and bearing block 16 that can be brought into operative connection with one another in the case of climbing it can be a point-like or linear or flat contact area.
  • at least one of the surface areas that come into operative connection with one another, or both are provided with an elastic surface area.
  • This can be formed integrally with the respective component or but are formed by separate support elements 9, 10 and / or bearing block 16,
  • Figure 3 illustrates in a schematically simplified representation by way of example the elastic design of a surface area 31 on the support element 9 that can be brought into operative connection with the bearing block 16 in the event of climbing.
  • the surface area 31 on the support element 9 is formed by a separate element in the form of a spring element 32.
  • two such spring elements 32a are provided, which are arranged offset from one another in the vertical direction and, viewed in the vertical direction, are each arranged in the areas of the end face 17 on the support element which, when deflected with a directional component in the vertical direction to the longitudinal axis of the coupling, rest against the Get end face 21 of the bearing block.
  • the spring elements 32a are preferably designed as leaf springs.
  • the Figure 3 illustrates one possibility with the spring elements 32a.
  • the arrangement of spring elements 32b which is only illustrated schematically, alone or additionally on the end face 21 of the bearing block 16 is also conceivable.
  • the Figure 4 illustrates in a highly schematized, greatly simplified and exaggerated representation in a view from above of the bearing block 16 the enlargement of the deflection angle in the width direction, ie viewed in the horizontal plane, which can be achieved with the embodiment according to the invention with the base plate 4 pivotable about the axis of rotation D.
  • the deflection of the coupling rod 2 by means of the spherical bearing 11 in the view of the horizontal plane, ie a plane which can be described by the longitudinal axis L and a perpendicular to this, aligned in the width direction, relative to the longitudinal axis L is denoted by alpha.
  • the pivotability of the base plate about the axis of rotation D can be described with respect to the neutral position by the pivot angle beta.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Pivots And Pivotal Connections (AREA)
  • Vehicle Body Suspensions (AREA)

Description

Die Erfindung betrifft ein Schienenfahrzeug mit einer Anlenkung zum gelenkigen Verbinden eines wagenkastenseitigen Endbereiches einer Kupplungsstange mit einem Wagenkasten des Schienenfahrzeugs, wobei eine Längsachse der Kupplungsstange in der Neutrallage mit der Längsrichtung des Schienenfahrzeuges zusammenfällt und wobei die Anlenkung Folgendes aufweist:

  • eine, über einen ortsfest mit dem Wagenkasten verbindbaren Lagerbock gekoppelte Grundplatte, in welcher eine Durchführungsöffnung ausgebildet ist, durch welche sich ein wagenkastenseitiger Endbereich der Kupplungsstange erstreckend geführt ist und
  • eine im wagenkastenseitigen Endbereich der Kupplungsstange angeordnete Zug-/Stoßeinrichtung mit einem zwischen Grundplatte und Wagenkasten angeordneten wagenkastenseitigen Abstützelement und einem kupplungsseitigen Abstützelement, wobei zwischen Grundplatte und den jeweiligen wagenkastenseitigen und kupplungskopfseitigen Abstützelementen jeweils Federeinheiten angeordnet sind.
The invention relates to a rail vehicle with a linkage for the articulated connection of an end region of a coupling rod on the car body side with a car body of the rail vehicle, wherein a longitudinal axis of the coupling rod in the neutral position coincides with the longitudinal direction of the rail vehicle and the linkage has the following:
  • a base plate which is coupled via a bearing block that can be fixedly connected to the car body and in which a feed-through opening is formed through which an end region of the coupling rod on the car body side extends and
  • a pulling / pushing device arranged in the end region of the coupling rod on the wagon body side, with a support element on the wagon body side and a support element on the coupling side, arranged between the base plate and the respective support elements on the wagon body and coupling head side.

Derartige Anlenkungen sind in unterschiedlichsten Ausführungen aus dem Stand der Technik vorbekannt. Stellvertretend wird dabei auf nachfolgende Druckschriften verwiesen:

  • EP 1 925 523 A
  • DE 102 46 428 B4
  • GB 1215810A
  • EP 2243680 B1
  • EP 1 342 637 A1
Such articulations are already known in a wide variety of designs from the prior art. As a representative reference is made to the following publications:
  • EP 1 925 523 A
  • DE 102 46 428 B4
  • GB 1215810A
  • EP 2243680 B1
  • EP 1 342 637 A1

Eine gattungsgemäße Anlenkung ist beispielsweise in EP 1 342 637 A1 beschrieben. Bei dieser ist die Kupplungsstange durch eine Durchgangsöffnung einer ortsfest am Wagenkasten befestigten bzw. einer ortsfest über einen Lagerbock am Wagenkasten gelagerten Grundplatte und einer separaten mit dieser zusammenwirkenden Richtgelenkplatte zur gelenkigen Lagerung der Kupplungsstange am Wagenkasten geführt.A linkage of the generic type is, for example, in EP 1 342 637 A1 described. In this case, the coupling rod is through a Passage opening of a fixedly attached to the car body or a fixedly mounted base plate via a bearing block on the car body and a separate directional joint plate that interacts with this for the articulated mounting of the coupling rod on the car body.

Die in diesen Druckschriften offenbarten Anlenkungen, in welchen Energieverzehreinrichtungen integriert sind, übernehmen eine Zug-/Stoßsicherungsfunktion, da die Energieverzehreinrichtung die von der Kupplungsstange auf den Lagerbock übertragenen Zug- und Stoßkräfte bis zu einer definierten Größe aufnehmen (absorbieren) kann, so dass die Kräfte abgedämpft über den Lagerbock in das Fahrzeuguntergestell weitergeleitet werden. Die Energieverzehreinrichtung ist in der Regel zur Absorption von Zug- und Stoßkräften vorgesehen, welche während des normalen Fahr- und Kupplungsbetriebes beispielsweise zwischen den einzelnen Wagenkästen eines mehrgliedrigen Fahrzeugverbundes auftreten. In der Regel ist dabei
das Sphärolager als ein sogenanntes Sphärolastiklager ausgebildet, welches die bei der Fahrt des mehrgliedrigen Fahrzeuges zwischen den benachbarten Wagenkästen auftretenden Längs-, Quer- und Vertikalkräfte aufnimmt.The articulations disclosed in these publications, in which energy absorbing devices are integrated, take on a tension / shock protection function, since the energy absorbing device can absorb the tensile and impact forces transmitted from the coupling rod to the bearing block up to a defined size, so that the forces be forwarded to the vehicle undercarriage via the bearing block. The energy dissipation device is usually provided for the absorption of tensile and impact forces which occur during normal driving and coupling operation, for example between the individual car bodies of a multi-unit vehicle group. Usually is included
the spherical bearing is designed as a so-called spherical bearing, which absorbs the longitudinal, transverse and vertical forces occurring between the adjacent car bodies when the multi-unit vehicle is traveling.

Die konstruktive Auslegung, insbesondere der Energieverzehrelemente in Form der Federeinheiten sowie der Anschlusselemente bestimmt dabei die möglichen Auslenkwinkel, wodurch diese zum Teil stark begrenzt.The structural design, in particular the energy-absorbing elements in the form of the spring units and the connection elements, determine the possible deflection angles, which in some cases severely limit them.

Der Erfindung lag daher die Aufgabe zugrunde, eine Anlenkung der eingangs genannten Art derart weiterzubilden, dass diese zum einen für unterschiedliche große Auslenkwinkel in den einzelnen Auslenkrichtungen und zum anderen gerade wirkende Druck- und mit Winkel auftretenden Kräften sicher abstützt. Die erfindungsgemäße Lösung soll sich dabei durch eine geringe Bauteilanzahl und kompakte Bauweise auszeichnen.The invention was therefore based on the object of developing a linkage of the type mentioned at the beginning in such a way that it is securely supported on the one hand for different large deflection angles in the individual deflection directions and on the other hand pressure and angular forces occurring at the moment. The solution according to the invention should be distinguished by a small number of components and a compact design.

Die erfindungsgemäße Lösung ist durch die Merkmale der Ansprüche 1 und 7 charakterisiert, welche zwei Grundausführungen beschreiben. Vorteilhafte Ausbildungen sind in den Unteransprüchen beschrieben.The solution according to the invention is characterized by the features of claims 1 and 7, which describe two basic designs. Advantageous designs are described in the subclaims.

Ein erfindungsgemäßes Schienenfahrzeug mit einer Anlenkung zum gelenkigen Verbinden eines wagenkastenseitigen Endbereiches einer Kupplungsstange mit einem Wagenkasten des Schienenfahrzeugs, wobei eine Längsachse der Kupplungsstange in der Neutrallage mit der Längsrichtung des Schienenfahrzeuges zusammenfällt und wobei die Anlenkung Folgendes aufweist:

  • eine, über einen ortsfest mit dem Wagenkasten verbindbaren Lagerbock gekoppelte Grundplatte, in welcher eine Durchführungsöffnung ausgebildet ist, durch welche sich ein wagenkastenseitiger Endbereich der Kupplungsstange erstreckend geführt ist und
  • eine im wagenkastenseitigen Endbereich der Kupplungsstange angeordnete Zug-/Stoßeinrichtung mit einem zwischen Grundplatte und Wagenkasten angeordneten wagenkastenseitigen Abstützelement und einem kupplungsseitigen Abstützelement, wobei zwischen Grundplatte und den jeweiligen wagenkastenseitigen und kupplungskopfseitigen Abstützelementen jeweils Federeinheiten angeordnet sind,
ist gemäß einer ersten Grundausführung dadurch gekennzeichnet, dass die Grundplatte im Lagerbock quer zur Längsrichtung in einer horizontalen Ebene verschwenkbar gelagert ist und die Kupplungsstange in der Durchgangsöffnung über ein Kugelgelenklager gelagert ist.
Mit anderen Worten, die Grundplatte ist um eine Achse vertikal zur Längsrichtung, insbesondere eine vertikal zur Kupplungslängsachse in Neutrallage ausgerichtete Achse verschwenkbar.A rail vehicle according to the invention with a linkage for the articulated connection of an end region of a coupling rod on the vehicle body side to a vehicle body of the rail vehicle, with a longitudinal axis the coupling rod in the neutral position coincides with the longitudinal direction of the rail vehicle and the linkage has the following:
  • a base plate which is coupled via a bearing block that can be fixedly connected to the car body and in which a feed-through opening is formed through which an end region of the coupling rod on the car body side extends and
  • a pulling / pushing device arranged in the end region of the coupling rod on the wagon body side, with a support element on the wagon body side arranged between the base plate and the car body and a support element on the coupling side, with spring units being arranged between the base plate and the respective support elements on the wagon body side and the coupling head side,
is characterized according to a first basic embodiment characterized in that the base plate is pivotably mounted in the bearing block transversely to the longitudinal direction in a horizontal plane and the coupling rod is mounted in the through opening via a ball joint bearing.
In other words, the base plate can be pivoted about an axis vertical to the longitudinal direction, in particular an axis oriented vertically to the coupling longitudinal axis in the neutral position.

Gemäß einer zweiten Grundausführung ist eine erfindungsgemäße Lösung dadurch charakterisiert, dass die Kupplungsstange über ein Kugelgelenklager am Wagenkasten gelagert ist, wobei ein erstes Element des Kugelgelenklagers vom Lagerbock oder einem mit diesem verbundenen Element und ein zweites Element des Kugelgelenklagers von der Grundplatte gebildet ist und die Grundplatte mit dem wagenkastenseitigen Endbereich der Kupplungsstange verbunden ist.According to a second basic embodiment, a solution according to the invention is characterized in that the coupling rod is mounted on the car body via a ball joint bearing, a first element of the ball joint bearing being formed by the bearing block or an element connected to it and a second element of the ball joint bearing being formed by the base plate and the base plate is connected to the end region of the coupling rod on the wagon body side.

Die Neutrallage entspricht der Lage der Kupplungsstange in Einbaulage im unbelasteten Zustand an einem schienengebundenen Fahrzeug gegenüber diesem. In dieser ist eine Längsachse der Kupplungsstange in Längsrichtung des schienengebundenen Fahrzeuges ausgerichtet. Eine Auslenkung erfolgt unter Belastung aus dieser heraus.The neutral position corresponds to the position of the coupling rod in the installed position in the unloaded state on a rail-bound vehicle compared to this. In this a longitudinal axis of the coupling rod is aligned in the longitudinal direction of the rail-bound vehicle. A deflection takes place from this under load.

Beide Grundausführungen sind durch die Integration eines Kugelgelenklagers zur Anlenkung an den Wagenkasten eines schienengebundenen Fahrzeuges charakterisiert, wobei die Funktion des Kugelgelenklagers bei beiden unmittelbar in die Verbindung mit dem Lagerbock oder dem Wagenkasten verlegt wurde, wodurch große Auslenkwinkel der Kupplungsstange um die Neutrallage möglich sind. Während in der ersten Grundausführung die Funktionen der Auslenkung für unterschiedliche Winkelbereiche in den unterschiedlichen Richtungen unterschiedlichen Bauelementen zugeordnet ist, ist in der zweiten Grundausführung in Funktionskonzentration diese Aufgabe allein dem Kugelgelenklager vorbehalten, welches die Verbindung zum Wagenkasten realisiert.Both basic designs are characterized by the integration of a ball joint bearing for linkage to the car body of a rail-mounted vehicle, with the function of the ball joint bearing in both being relocated directly to the connection with the bearing block or the car body, which enables large deflection angles of the coupling rod around the neutral position. While in the first basic version the functions of deflection for different angular ranges in the different directions are assigned to different components, in the second basic version this task is reserved solely for the ball joint bearing, which connects to the car body.

In einer Ausbildung gemäß der ersten Grundausführung bilden der Außenumfangsbereich der Durchgangsöffnung der Grundplatte oder ein mit diesem kraft- oder formschlüssiges Element eine Kugelpfanne des Kugelgelenklagers mit einer kalottenartigen Anlagefläche für ein Kugelgelenk. Das Kugelgelenk weist eine Durchgangsöffnung zur Aufnahme des wagenkastenseitigen Endbereiches der Kupplungsstange auf. Die drehbare Anlenkung der Grundplatte an den Lagerbock erlaubt unabhängig vom möglichen Auslenkwinkel über das Kugelgelenklager einen vergrößerten Verdrehbereich in der Horizontalebene. Die Einzelkomponenten können somit im Hinblick auf die in den jeweiligen Richtungen erforderlichen Auslenkwinkel optimiert werden.In an embodiment according to the first basic embodiment, the outer circumferential area of the through opening of the base plate or an element which is non-positive or positive with this form a ball socket of the ball joint bearing with a dome-like contact surface for a ball joint. The ball joint has a through opening for receiving the end area of the coupling rod on the wagon body side. The rotatable articulation of the base plate on the bearing block allows an enlarged range of rotation in the horizontal plane via the ball joint bearing, regardless of the possible deflection angle. The individual components can thus be optimized with regard to the deflection angles required in the respective directions.

In dieser Ausbildung kann zwischen dem Kugelgelenk und der Kupplungsstange ein Gleitlager, insbesondere Radialgleitlager vorgesehen sein, wobei die Lagezuordnung von Kupplungsstange und Grundplatte in axialer Richtung nicht fest fixiert ist. In einer anderen Variante dieser Ausbildung dadurch gekennzeichnet, dass die Kupplungsstange mit dem Kugelgelenk form- oder kraftschlüssig verbunden ist, wodurch eine feste Lagezuordnung zwischen Kupplungsstange und Grundplatte gegeben ist.In this embodiment, a slide bearing, in particular a radial slide bearing, can be provided between the ball joint and the coupling rod, the position assignment of the coupling rod and the base plate not being firmly fixed in the axial direction. In another variant of this embodiment, characterized in that the coupling rod is positively or non-positively connected to the ball joint, as a result of which there is a fixed position assignment between the coupling rod and the base plate.

Der Lagerbock kann vielgestaltig ausgebildet sein. Dieser weist zwei Aufnahmeöffnungen auf, deren Mittenachse in Einbaulage senkrecht zur Längsrichtung der Kupplungsstange in Neutralstellung verlaufend ausgebildet ist, wobei die Grundplatte über wenigstens jeweils ein Drehgelenk in einer der Aufnahmeöffnungen gelagert ist. Die Funktion des Drehgelenkes kann über einen Drehzapfen realisiert werden. In einer besonders vorteilhaften Ausbildung weist der Lagerbock zwei über einen Lagerdeckel verschließbare Aufnahmeöffnungen auf, deren Mittenachse senkrecht zur Längsrichtung der Kupplungsstange in Neutralstellung verlaufend ausgebildet ist. Die Grundplatte ist mit dem Lagerdeckel kraft- oder formschlüssig verbunden und der Lagerdeckel in der Aufnahmeöffnung verdrehbar gelagert. Diese Ausführung stellt eine einfach zu realisierende und funktionsfähige drehgelenkige Verbindung zwischen Grundplatte und Lagerbock dar.The bearing block can be designed in many ways. This has two receiving openings, the center axis of which is designed to run perpendicular to the longitudinal direction of the coupling rod in the neutral position in the installed position, the base plate being mounted in one of the receiving openings via at least one swivel joint. The function of the swivel joint can be implemented via a pivot pin. In a particularly advantageous embodiment, the bearing block has two receiving openings which can be closed by a bearing cover and whose central axis is designed to run perpendicular to the longitudinal direction of the coupling rod in the neutral position. The base plate is non-positively or positively connected to the bearing cover and the bearing cover is rotatably mounted in the receiving opening. This version represents an easy-to-implement and functional swivel joint between the base plate and the bearing block.

Die zweite Grundausführung bietet den Vorteil einer hohen Funktionskonzentration bei geringer Bauteilanzahl und kompakter Bauweise, wobei die Druckkräfte und Zugkräfte in der Neutralstellung als auch bei Krafteinleitung in einem Winkel sicher auf den Lagerbock übertragen werden.The second basic version offers the advantage of a high concentration of functions with a small number of components and a compact design, whereby the compressive and tensile forces are safely transferred to the bearing block in the neutral position and when the force is introduced at an angle.

In einer besonders vorteilhaften Weiterentwicklung ist in beiden Grundausführungen vorgesehen, dass die zwischen kupplungsseitigem Abstützelement und Grundplatte vorgesehene Federeinheit, vorzugsweise auch zwischen wagenkastenseitigem Abstützelement und Grundplatte eine Mehrzahl von in Reihe zueinander angeordneten Federelementen umfasst, wobei die einzelnen Federelementen über Zwischenelemente miteinander unter Ausbildung der Einheiten gekoppelt sind, wodurch auf standardisierte Federelemente zur Ausbildung unterschiedlich dimensionierter Federeinheiten zurückgegriffen werden kann.In a particularly advantageous further development, it is provided in both basic designs that the spring unit provided between the support element on the coupling side and the base plate, preferably also between the support element on the vehicle body side and the base plate, comprises a plurality of spring elements arranged in series with one another, the individual spring elements being coupled to one another via intermediate elements to form the units are, whereby standardized spring elements can be used to form differently dimensioned spring units.

In einer besonders vorteilhaften Weiterbildung beider Grundausführungen sind diese mit einer Einrichtung zur Verhinderung des Aufkletterns, insbesondere einem Aufkletterschutz ausgebildet. Dazu weist der Lagerbock an seiner zum kupplungsseitigen Abstützelement weisenden Stirnfläche Anlageflächenbereiche auf, die in der Neutrallage in einem Abstand zu Anlageflächenbereichen am kupplungsseitigen Abstützelement angeordnet sind und bei Auslenkung in horizontaler und/oder vertikaler Richtung aus der Neutrallage vorgesehen Bewegung der Kupplungsstange an diesen zur Anlage gelangen und vorzugsweise einen Kraft- und/oder Formschluss eingehen.In a particularly advantageous development of both basic designs, these are designed with a device for preventing climbing, in particular anti-climbing protection. For this purpose, the bearing block has on its to Coupling-side support element facing end face contact surface areas which are arranged in the neutral position at a distance from contact surface areas on the coupling-side support element and when deflected in the horizontal and / or vertical direction from the neutral position provided movement of the coupling rod come to this into contact and preferably a force and / or form fit.

Die mit der erfindungsgemäßen Lösung erzielbaren Vorteile liegen auf der Hand: Insbesondere kann durch das Vorsehen der jeweiligen Anlageflächenbereiche am Lagerbock einerseits und an der Kupplungsstange, insbesondere Abstützplatte andererseits, welche nach Ausschöpfung des maximalen Längsverschiebungshubs der in der Gelenkanordnung integrierten Zug-/Stoßeinrichtung miteinander eine Wirkverbindung eingehen, welche in besonders vorteilhafter Ausbildung von einer kraft- und/oder formschlüssigen Verbindung gebildet werden, ein Stabilisierungseffekt insbesondere in vertikaler Richtung bewirkt werden, wodurch die Entgleisungssicherung des Wagenkastens erhöht wird. Da die den jeweiligen Anschlägen zugeordneten Anlageflächen jeweils oberhalb und unterhalb der horizontalen Kupplungsebene angeordnet sind, wird nach Ausschöpfung des maximalen Längsverschiebungshubs der Federeinheiten ein Rückstellmoment auf die Kupplungsstange aufgebracht, welches einer gegebenenfalls vorgesehenen vertikalen Auslenkung der Kupplungsstange aus der Neutralstellung entgegenwirkt.The advantages that can be achieved with the solution according to the invention are obvious: In particular, by providing the respective contact surface areas on the bearing block on the one hand and on the coupling rod, in particular the support plate, on the other hand, which, after exhausting the maximum longitudinal displacement stroke of the pulling / pushing device integrated in the joint arrangement, can have an operative connection enter, which are formed in a particularly advantageous embodiment of a non-positive and / or positive connection, a stabilizing effect is brought about in particular in the vertical direction, whereby the derailment protection of the car body is increased. Since the contact surfaces assigned to the respective stops are arranged above and below the horizontal coupling plane, after the maximum longitudinal displacement stroke of the spring units has been exhausted, a restoring torque is applied to the coupling rod, which counteracts any vertical deflection of the coupling rod from the neutral position.

In einer weiteren vorteilhaften Weiterbildung sind zur Reduktion der entstehenden Rückstellmomente und der damit verbundenen auf die Kupplungsstange wirkenden Biegemomente die im Berührungsfall beiden Kontaktpunkte zwischen Abstützelement und Lagerbock nicht mehr als starre Anschläge ausgeführt, sondern elastisch, insbesondere als Federelemente (z.B. Blattfedern). Durch das Komprimieren der Federelemente in Längsrichtung wird die Bewegungsmöglichkeit der Kupplungsstange in Längsrichtung noch einmal vergrößert. So wird ein größerer Anteil der Längskraft über die zusätzliche Komprimierung der Elastomerelemente erzeugt und nicht am Kontaktpunkt. Das führt zu geringeren Biegemomenten in der Kupplungsstange, da die Kraftvektoren in Summe einen kleineren Abstand zur Mittellinie der Kupplungsstange erhalten.In a further advantageous development, the two contact points between the support element and the bearing block are no longer designed as rigid stops, but elastic, in particular as spring elements (e.g. leaf springs) to reduce the restoring torques that arise and the associated bending moments acting on the coupling rod. By compressing the spring elements in the longitudinal direction, the possibility of movement of the coupling rod in the longitudinal direction is increased again. A larger proportion of the longitudinal force is generated by the additional compression of the elastomer elements and not at the contact point. The leads to lower bending moments in the coupling rod, since the force vectors in total have a smaller distance to the center line of the coupling rod.

Die erfindungsgemäße Lösung wird nachfolgend anhand von Figuren erläutert. Darin ist im Einzelnen folgendes dargestellt:

Figur 1a
verdeutlicht in schematisiert vereinfachter Darstellung in einem Axialschnitt den Grundaufbau einer erfindungsgemäßen Anlenkung gemäß einer ersten Grundausführung in der Neutrallage;
Figur 1b
verdeutlicht beispielhaft in einem Axialschnitt den Grundaufbau einer erfindungsgemäßen Anlenkung gemäß einer ersten Grundausführung in ausgelenkte Position;
Figur 2a
verdeutlicht in schematisiert vereinfachter Darstellung in einem Axialschnitt den Grundaufbau einer erfindungsgemäßen Anlenkung gemäß einer zweiten Grundausführung in der Neutrallage;
Figur 2b
verdeutlicht beispielhaft in einem Axialschnitt den Grundaufbau einer erfindungsgemäßen Anlenkung gemäß einer zweiten Grundausführung in ausgelenkte Position
Figur 3
verdeutlicht in schematisiert vereinfachter Darstellung anhand einer Ausführung gemäß Figur 1a beispielhaft eine einer elastischen Ausbildung der Kontaktbereiche zwischen Lagerbock und Abstützelement;
Figur 4
zeigt in schematisiert vereinfachter Darstellung in einer Ansicht von oben beispielhaft eine Auslenkung der Kupplungsstange in einem Winkel zur Längsachse in einer Horizontalebene unter zusätzlichem Verschwenken der Grundplatte.
The solution according to the invention is explained below with reference to figures. The following is shown in detail:
Figure 1a
illustrates in a simplified schematic representation in an axial section the basic structure of a linkage according to the invention according to a first basic design in the neutral position;
Figure 1b
illustrates, by way of example, in an axial section the basic structure of a linkage according to the invention according to a first basic design in the deflected position;
Figure 2a
illustrates in a schematically simplified representation in an axial section the basic structure of a linkage according to the invention according to a second basic design in the neutral position;
Figure 2b
illustrates, by way of example, in an axial section the basic structure of a linkage according to the invention according to a second basic embodiment in the deflected position
Figure 3
clarified in a schematically simplified representation based on an embodiment according to Figure 1a an example of an elastic design of the contact areas between the bearing block and the support element;
Figure 4
shows in a schematically simplified representation in a view from above, by way of example, a deflection of the coupling rod at an angle to the longitudinal axis in a horizontal plane with additional pivoting of the base plate.

Die Figur 1a verdeutlicht in schematisiert vereinfachter Darstellung den Grundaufbau einer erfindungsgemäßen Anlenkung 1 zum gelenkigen Verbinden einer Kupplungsstange 2 mit einem schematisiert nur angedeutetem Wagenkasten 3 gemäß einer ersten Grundausführung in einer ersten Funktionsstellung - der sogenannten Neutrallage, während die Figur 1b eine bespielhafte konstruktive Ausführung in einer zweiten Funktionsstellung - einer ausgelenkten Lage, hier mit Auslenkung in vertikaler Richtung zur Längsrichtung wiedergibt.The Figure 1a illustrates in a schematically simplified representation the basic structure of a linkage 1 according to the invention for the articulated connection of a coupling rod 2 with a schematically only indicated car body 3 according to a first basic embodiment in a first functional position - the so-called neutral position, while the Figure 1b an exemplary structural design in a second functional position - one deflected position, here with deflection in the vertical direction to the longitudinal direction.

In der ersten Funktionsstellung ist die Anlenkung frei von einer Auslenkung aus ihrer neutralen Lage. Die Kupplungsstange 2 ist in diesem Funktionszustand mit ihrer Längsachse L in Längsrichtung des Schienenfahrzeuges ausgerichtet. Zur Verdeutlichung der einzelnen Richtungen ist beispielhaft ein Koordinatensystem angelegt. Die X-Richtung beschreibt dabei die Erstreckung in Längsrichtung, welche mit in der Erstreckungsrichtung der Längsachse L der Kupplungsstange 2 im nicht ausgelenkten Zustand, d.h. der ersten Funktionsstellung, zusammenfällt. Die Y-Richtung beschreibt die Richtung quer zu dieser. Dies entspricht in Einbaulage der Kupplungsstange 2 an einem Schienenfahrzeug der Querrichtung, während die Z-Richtung die Höhenrichtung beschreibt.In the first functional position, the articulation is free from deflection from its neutral position. In this functional state, the coupling rod 2 is aligned with its longitudinal axis L in the longitudinal direction of the rail vehicle. A coordinate system has been created to illustrate the individual directions. The X direction describes the extension in the longitudinal direction which coincides with the extension direction of the longitudinal axis L of the coupling rod 2 in the non-deflected state, i.e. the first functional position. The Y-direction describes the direction across it. In the installation position of the coupling rod 2 on a rail vehicle, this corresponds to the transverse direction, while the Z direction describes the vertical direction.

Die Anlenkung 1 umfasst eine mit einem Wagenkasten verbindbare Grundplatte 4, in welcher eine Durchführungsöffnung 5 ausgebildet ist, durch welche sich ein wagenkastenseitiger Endbereich 6 der Kupplungsstange 2 erstreckt. Die Anlenkung umfasst ferner eine am wagenkastenseitigen Endbereich 6 der Kupplungsstange 2 angeordneten Zug-/Stoßeinrichtung 7. Der dem wagenkastenseitigen Endbereich 6 der Kupplungsstange 2 gegenüberliegende Endbereich der Kupplungsstange 2, welcher hier nicht dargestellt ist, ist beispielsweise mit einem Kupplungskopf einer hier nicht dargestellten Mittelpufferkupplung gekoppelt und wird als kupplungsseitiger Endbereich bezeichnet. Die Zug-/Stoßeinrichtung 7 umfasst dabei beidseits der Grundplatte 4 angeordnete Federeinheiten 8, insbesondere 8.1, 8.2, die sich an mit der Kupplungsstange 2 wenigstens mittelbar gekoppelten Abstützelementen, insbesondere Abstützplatten, 9 und 10 abstützen. Der Begriff Platte ist dabei rein funktional zu verstehen. Bei diesem handelt es sich um zumindest eine Abstützfläche bildende Funktionselemente, die vorzugsweise in Längsrichtung eine geringere Breite aufweisen als die Erstreckung in Höhen- oder Querrichtung. Die geometrische Ausgestaltung, insbesondere Kontur ist vorzugsweise rechteckig oder kreisrund gewählt. Die Federeinheit 8.1 ist dabei in Neutrallage in Druckrichtung der Kupplungsstange 2 in Richtung (parallel zur/entlang der Längsachse oder mit einer Richtungskomponente parallel zur/entlang der Längsachse L) der Längsachse L von der mit der Kupplungsstange 2 verbundenen Kupplung in Richtung zum Wagenkasten betrachtet wirksam, während die zweite Federeinheit 8.2 in Zugrichtung der Kupplungsstange 2 in Richtung (parallel zur/entlang der Längsachse oder mit einer Richtungskomponente parallel zur/entlang der Längsachse L) der Längsachse L von der mit der Kupplungsstange 2 verbundenen Kupplung wirksam ist.The articulation 1 comprises a base plate 4 which can be connected to a car body and in which a feed-through opening 5 is formed, through which an end region 6 of the coupling rod 2 on the car body extends. The articulation also includes a pulling / pushing device 7 arranged on the end region 6 of the coupling rod 2 on the wagon body side. The end region of the coupling rod 2 opposite the end region 6 of the coupling rod 2 on the wagon body side, which is not shown here, is coupled, for example, to a coupling head of a central buffer coupling not shown here and is referred to as the coupling-side end area. The pulling / pushing device 7 comprises spring units 8, in particular 8.1, 8.2, arranged on both sides of the base plate 4, which are supported on support elements, in particular support plates 9 and 10, which are at least indirectly coupled to the coupling rod 2. The term plate is to be understood in a purely functional way. These are functional elements which form at least one support surface and which preferably have a smaller width in the longitudinal direction than the extent in the vertical or transverse direction. The geometric configuration, in particular the contour, is preferably selected to be rectangular or circular. The spring unit 8.1 is in the neutral position in Pressure direction of the coupling rod 2 in the direction (parallel to / along the longitudinal axis or with a directional component parallel to / along the longitudinal axis L) of the longitudinal axis L viewed from the coupling connected to the coupling rod 2 in the direction of the car body, while the second spring unit 8.2 is effective in the pulling direction the coupling rod 2 is effective in the direction (parallel to / along the longitudinal axis or with a directional component parallel to / along the longitudinal axis L) of the longitudinal axis L of the coupling connected to the coupling rod 2.

Die wagenkastenseitig angeordnete Abstützplatte ist hier mit 10 bezeichnet und drehfest, das heißt mitnahmefest, mit dem Endbereich 6 der Kupplungsstange 2 verbunden. Die Verbindung ist kraft- oder formschlüssig ausgeführt. Denkbar ist auch eine integrale Ausbildung, wobei in diesem Fall die Kupplungsstange 2 vorzugsweise mehrteilig ausgeführt ist und die Abstützplatte 10 dann einteilig mit einem Teilbereich dieser ausgebildet ist. In Einbaulage ist die Abstützplatte 10 in Längsrichtung betrachtet zwischen Grundplatte 4 und Wagenkasten angeordnet. Die Abstützplatte 9 ist in Längsrichtung der Kupplungsstange 2 betrachtet der Grundplatte 4 in Richtung zum Wagenkasten 3 hin betrachtet vorgeordnet. Die Abstützplatte 9 ist mit der Kupplungsstange 2 wenigstens mittelbar drehfest verbunden, d.h. je nach Ausbildung entweder integral mit dieser ausgeführt oder aber formschlüssig oder kraftschlüssig oder stoffschlüssig oder eine Kombination aus diesen mit dieser verbunden. Zwischen der Grundplatte 4 und dem in Längsrichtung vor der Grundplatte 4 angeordneten Stützelement in Form einer Abstützplatte 9 ist die vordere Federeinheit, insbesondere Elastomerfedereinheit 8.1 vorgesehen. Im dargestellten Fall umfasst diese eine Mehrzahl, vorzugsweise zwei oder mehrere in Reihe nebeneinander in Längsrichtung angeordnete und entweder direkt einander berührende oder über Zwischenelemente 29 - wie in Figur 1a dargestellt - gegeneinander abstützbare elastische Elemente, insbesondere Federelemente 8.1a, 8.1b.The support plate arranged on the side of the car body is denoted here by 10 and is connected to the end region 6 of the coupling rod 2 in a rotationally fixed manner, that is to say in a fixed manner. The connection is frictional or positive. An integral construction is also conceivable, in which case the coupling rod 2 is preferably constructed in several parts and the support plate 10 is then constructed in one piece with a sub-region thereof. In the installed position, the support plate 10, viewed in the longitudinal direction, is arranged between the base plate 4 and the car body. The support plate 9, viewed in the longitudinal direction of the coupling rod 2, is arranged upstream of the base plate 4, viewed in the direction of the car body 3. The support plate 9 is at least indirectly non-rotatably connected to the coupling rod 2, ie, depending on the design, either integrally with it or else positively or non-positively or cohesively or a combination of these connected to it. The front spring unit, in particular an elastomer spring unit 8.1, is provided between the base plate 4 and the support element arranged in the longitudinal direction in front of the base plate 4 in the form of a support plate 9. In the case shown, this comprises a plurality, preferably two or more, arranged in a row next to one another in the longitudinal direction and either directly touching one another or via intermediate elements 29 - as in FIG Figure 1a shown - elastic elements that can be supported against one another, in particular spring elements 8.1a, 8.1b.

Zwischen der Grundplatte 4 und der wagenkastenseitig angeordneten Abstützplatte 10 ist eine hintere, insbesondere bei Zugkraft wirksame Federeinheit 8.2 vorgesehen. Diese umfasst im dargestellten Fall beispielsweise nur ein Elastomerfederelement.Between the base plate 4 and the support plate 10 arranged on the car body side, there is a rear spring unit, which is particularly effective in the case of tensile force 8.2 provided. In the case shown, this includes, for example, only one elastomer spring element.

Die Führung des wagenkastenseitigen Endbereichs 6 der Kupplungsstange 2 durch die Grundplatte 4 erfolgt über ein sphärisches Lager, insbesondere Kugelgelenklager 11. Dieses ist im einfachsten Fall als Kugelgelenk ausgebildet, umfassend eine in der Durchgangsöffnung 5 der Grundplatte 4 vorgesehene und eine Kugelpfanne 12 mit kalottenartiger Anlagefläche 14 bildende Ausformung, welche mit der Umfangsfläche eines Kugelgelenks 15 zusammenwirkt. Die Ausformung kann direkt an der Grundplatte 4 oder aber an einem mit dieser verbindbaren oder in die Durchgangsöffnung 5 einsetzbaren Aufnahmeeinrichtung 13 ausgebildet sein. Das Kugelgelenk 15 weist eine Durchgangsöffnung 25 zur Aufnahme bzw. Durchführen des wagenkastenseitigen Endbereiches 6 der Kupplungsstange 2 auf. Die Mittenachse ist dabei konzentrisch zur Mittenachse der Durchgangsöffnung 5 in Einbaulage angeordnet.The end region 6 of the coupling rod 2 on the side of the wagon body is guided through the base plate 4 via a spherical bearing, in particular a ball joint bearing 11. In the simplest case, this is designed as a ball joint, comprising a ball socket 12 provided in the through opening 5 of the base plate 4 and a ball socket 12 with a dome-like contact surface 14 forming formation which cooperates with the circumferential surface of a ball joint 15. The formation can be formed directly on the base plate 4 or on a receiving device 13 that can be connected to it or inserted into the through opening 5. The ball joint 15 has a through opening 25 for receiving or leading through the end region 6 of the coupling rod 2 on the vehicle body side. The center axis is arranged concentrically to the center axis of the through opening 5 in the installed position.

Die Grundplatte 4 ist gelenkig am Wagenkasten angebunden. Die Anlenkung erfolgt über einen Lagerbock 16, welcher ortsfest am Wagenkasten 3 angeordnet ist. Die Anlenkung der Grundplatte 4 am Lagerbock 16 erfolgt über zumindest ein Drehgelenk 18, welches mit dem Lagerbock 16 verbunden ist, vorzugsweise sich in eine Öffnung 19 am Lagerbock erstreckt und mit der Grundplatte 4 gekoppelt ist. Dabei ist die Drehachse des Drehgelenkes in vertikaler Richtung zur Längsachse L der Kupplungsstange 2 und damit senkrecht ausgerichtet. Die Drehachse ist mit D bezeichnet.The base plate 4 is connected to the car body in an articulated manner. The linkage takes place via a bearing block 16 which is arranged in a stationary manner on the car body 3. The base plate 4 is articulated on the bearing block 16 via at least one swivel joint 18 which is connected to the bearing block 16, preferably extends into an opening 19 on the bearing block and is coupled to the base plate 4. The axis of rotation of the swivel joint is oriented in the vertical direction to the longitudinal axis L of the coupling rod 2 and thus perpendicular. The axis of rotation is denoted by D.

Die Anbindung der Grundplatte 4 an der Lagerbock 16 erfolgt in Längsrichtung der Längsachse L betrachtet ortsfest, jedoch in Querrichtung zu dieser, d.h. in einer horizontalen Ebene verschwenkbar. Dazu kann die Grundplatte 4 im einfachsten Fall an ihren in Höhenrichtung vorgesehen beabstandet zur Längsachse L vorgesehen Umfangsflächen über ein Drehgelenk 18 in Form eines Drehzapfens an den Lagerbock 16 angebunden werden, insbesondere in einer dafür vorgesehene Aufnahmeöffnung 19 am Lagerbock 16 drehbar um eine Mittenachse der Aufnahmeöffnung 19 gelagert sein. Die Mittenachse der Aufnahmeöffnung 19 fällt hier mit der Drehachse D zusammen. Es versteht sich dabei, dass der Lagerbock 16 im dargestellten Fall zwei Lagerbereiche aufweist, die senkrecht zur Längsrichtung in Einbaulage voneinander beabstandet angeordnet sind und in welchen jeweils in vertikaler Richtung betrachtet die Grundplatte 4 beidseitig drehbar gelagert ist.The connection of the base plate 4 to the bearing block 16 is fixed, viewed in the longitudinal direction of the longitudinal axis L, but can be pivoted in the transverse direction to this, ie in a horizontal plane. For this purpose, the base plate 4 can in the simplest case be connected to its circumferential surfaces provided in the vertical direction at a distance from the longitudinal axis L via a swivel joint 18 in the form of a pivot on the bearing block 16, in particular in a receiving opening 19 provided for this purpose on the bearing block 16 rotatable about a central axis the receiving opening 19 be mounted. The center axis of the receiving opening 19 coincides with the axis of rotation D here. It goes without saying that the bearing block 16 in the illustrated case has two bearing areas which are arranged at a distance from one another perpendicular to the longitudinal direction in the installed position and in which the base plate 4 is rotatably mounted on both sides when viewed in the vertical direction.

Die geometrische Ausbildung der einzelnen Platten, Grundplatte 4, Abstützplatten 9 und 10, erfolgt vorzugsweise mit einer im Wesentlichen quadratischen oder rechteckförmigen Querschnittsfläche. In Analogie dazu ist die Querschnittsfläche der einzelnen Federelemente 8.1a, 8.1b sowie 8.2 ausgebildet. Dabei sind die einzelnen Federeinheiten 8.1 und 8.2, welche beidseitig der Grundplatte 4 angeordnet sind, vorzugsweise als eigenständige separate Baueinheiten ausgebildet. Diese können jeweils ein oder mehrere Federelemente umfassen. Vorzugsweise sind zwischen der vom wagenkastenseitigen Endbereich 6 weggerichteten Endbereich angeordneten Abstützplatte 9 und der Grundplatte 4 Federeinheiten 8.1 angeordnet, welche zwei oder mehrere Federelemente umfassen. Der Auslenkwinkel in vertikaler Richtung und/oder in horizontaler Richtung aus der neutralen Lage, welche der in Figur 1a dargestellten Längsrichtung der Längsachse L entspricht, ist als Funktion der Elastizität der Federelemente der einzelnen Federeinheiten 8.1 und 8.2 gegeben. Im dargestellten Fall ist die maximale Auslenkung durch die Elastizität der Federeinheit 8.2 und dem sich dadurch ergebenden theoretisch möglichen Verformungsweg wiedergegeben.The geometric design of the individual plates, base plate 4, support plates 9 and 10, is preferably carried out with an essentially square or rectangular cross-sectional area. The cross-sectional area of the individual spring elements 8.1a, 8.1b and 8.2 is designed analogously to this. The individual spring units 8.1 and 8.2, which are arranged on both sides of the base plate 4, are preferably designed as independent, separate structural units. These can each comprise one or more spring elements. Spring units 8.1, which comprise two or more spring elements, are preferably arranged between the end area directed away from the end area 6 on the car body side and the base plate 4. The angle of deflection in the vertical direction and / or in the horizontal direction from the neutral position, which is the in Figure 1a corresponds to the longitudinal direction of the longitudinal axis L shown, is given as a function of the elasticity of the spring elements of the individual spring units 8.1 and 8.2. In the case shown, the maximum deflection is shown by the elasticity of the spring unit 8.2 and the theoretically possible deformation path resulting from it.

Die Federeinheit 8.1 umfasst hier zwei Federelemente 8.1a und 8.1b, welche im unbelasteten Zustand einen Abstand zwischen der Grundplatte 4 und der Abstützplatte 9 mit oder frei von Vorspannung überbrücken. Die Federeinheit 8.1 stützt sich einerseits an der Grundplatte 4 und andererseits an der Abstützplatte 9 ab. Im Einzelnen stützen sich hier das Federelement 8.1b an einem Flächenbereich an der vom Wagenkasten 3 weggerichteten Stirnfläche 20 der Grundplatte 4 und das Federelement 8.1a an einem zum Wagenkasten 3 gerichteten Flächenbereich 30 an der Stirnfläche 17 an der Abstützplatte 9 ab. Die zum Wagenkasten 3 gerichtete Stirnfläche 17 der Abstützplatte 9 ist dabei beabstandet zur Grundplatte 4 und ferner mit einem Abstand a in Einbaulage im unbelasteten Zustand in Längsrichtung der Kupplungsstange 2 betrachtet zu den vom Wagenkasten 3 weggerichteten Stirnflächen 21 an den beidseitig der Längsachse L angeordneten Lagerbereichen des Lagerbockes 16 ausgebildet. Über die zueinander weisenden Flächenbereiche an den Stirnflächen 21 am Lagerbock sowie 31 an der Stirnfläche 17 der Abstützplatte 9 wird ein Aufkletterschutz realisiert, das heißt die maximale Auslenkung begrenzt und ein unerwünschtes Ausknicken in vertikaler Richtung vermieden, indem die Kräfte über die dann in Wirkverbindung miteinander bringbare Flächenbereiche 21 von Lagerbock 16 und 31 von der Stirnfläche 17 der Abstützplatte abgestützt werden.The spring unit 8.1 here comprises two spring elements 8.1a and 8.1b which, in the unloaded state, bridge a distance between the base plate 4 and the support plate 9 with or free of pretension. The spring unit 8.1 is supported on the one hand on the base plate 4 and on the other hand on the support plate 9. In detail, the spring element 8.1b is supported here on a surface area on the end face 20 of the base plate 4 facing away from the car body 3, and the spring element 8.1a is supported on one facing the car body 3 directed surface area 30 on the end face 17 on the support plate 9. The end face 17 of the support plate 9 directed towards the car body 3 is spaced from the base plate 4 and furthermore at a distance a in the installed position in the unloaded state in the longitudinal direction of the coupling rod 2 to the end faces 21 directed away from the car body 3 on the bearing areas of the arranged on both sides of the longitudinal axis L. Bearing block 16 formed. Climbing protection is implemented via the facing surface areas on the end faces 21 on the bearing block and 31 on the end face 17 of the support plate 9, i.e. the maximum deflection is limited and undesired buckling in the vertical direction is avoided by the forces that can then be brought into operative connection with one another Surface areas 21 of the bearing block 16 and 31 are supported by the end face 17 of the support plate.

Die Flächenbereiche 30 und 31 sind in vertikaler Richtung zueinander versetzt angeordnet, wobei ausgehend von der Längsachse L die Flächenbereiche 31 mit größerem Abstand von dieser angeordnet sind, als der Flächenbereich 30.The surface areas 30 and 31 are arranged offset from one another in the vertical direction, with the surface areas 31 being arranged at a greater distance from the longitudinal axis L than the surface area 30.

In einer vorteilhaften Weiterbildung, hier jedoch im Detail nicht wiedergegeben, sind zumindest der einzelne Flächenbereich 21 am Lagerbock 16 sowie vorzugsweise auch der einzelne Flächenbereich 31 an der Abstützplatte 9 in einer Ansicht von oben gekrümmt ausgebildet, so dass im Auslenkfall bei Verschwenken in horizontaler Richtung kein Verkanten und damit eine Punktberührung gegeben ist, sondern zumindest eine Linien- oder Flächenberührung.In an advantageous development, but not shown here in detail, at least the individual surface area 21 on the bearing block 16 and preferably also the individual surface area 31 on the support plate 9 are curved in a view from above, so that in the event of deflection when pivoting in the horizontal direction Tilting and thus a point contact is given, but at least a line or surface contact.

Die in Figur 1a dargestellte Ausführung in der Neutralstellung ist in der Figur 1b für eine vorteilhafte konstruktive Ausführung gemäß Figur 1a in ausgelenkter Position wiedergegeben. Erkennbar ist hier das Zusammenwirken der einzelnen Flächenbereiche 21 und 31 miteinander.In the Figure 1a The embodiment shown in the neutral position is in the Figure 1b for an advantageous structural design according to Figure 1a reproduced in a deflected position. The interaction of the individual surface areas 21 and 31 with one another can be seen here.

In Figur 1b ist die Grundplatte 4 mit dem Lagerbock 16 beidseits der Längsachse L jeweils mit einem Lagerdeckel 23 über Befestigungselemente 24, hier in Form von Schraubverbindungselementen verbunden. Der einzelne Lagerdeckel 23 verschließt dabei die Öffnung 19 und weist einen ersten, sich an einem Flächenbereich am Außenumfang des Lagerbockes 16 abstützenden Teil und einen sich in die Öffnung 19 am Lagerbock 16 erstreckenden Teil auf. Die Grundplatte 4 weist zur Anbindung im dargestellten Fall einen im Wesentlichen X-förmigen Querschnitt auf, andere Ausführungen sind denkbar. Die Ausbildung der Durchgangsöffnung 5 sowie des Kugelgelenklagers 11 entsprechen der in Figur 1a beschriebenen. Die drehgelenkige Verbindung zwischen Grundplatte 4 und Lagerbock 16 wird über eine zwischen Öffnung 19 und Lagerdeckel 23 angeordnete Buchse 22 realisiert, welche eine Relativbewegung zumindest über einen Teilbereich zwischen Lagerdeckel 23 und der mit dieser verbundenen Grundplatte 4 und Lagerbock 16 zulässt.In Figure 1b is the base plate 4 with the bearing block 16 on both sides of the longitudinal axis L each with a bearing cover 23 via fastening elements 24, here in the form connected by screw fasteners. The individual bearing cover 23 closes the opening 19 and has a first part supported on a surface area on the outer circumference of the bearing block 16 and a part extending into the opening 19 on the bearing block 16. The base plate 4 has an essentially X-shaped cross section for connection in the illustrated case, other designs are conceivable. The design of the through opening 5 and of the ball joint bearing 11 correspond to that in FIG Figure 1a described. The pivot connection between the base plate 4 and the bearing block 16 is realized via a bushing 22 arranged between the opening 19 and the bearing cover 23, which allows a relative movement at least over a partial area between the bearing cover 23 and the base plate 4 and the bearing block 16 connected to it.

Die Ausführung gemäß der Figuren 1a und 1b ist dadurch charakterisiert, dass eine Auslenkung bezogen auf die Einbaulage senkrecht, insbesondere vertikal oder zumindest mit Richtungskomponente senkrecht, insbesondere vertikal zur Längsrichtung des Schienenfahrzeuges über das Kugelgelenklager 11 realisiert wird, wobei die Auslenkung in der Horizontalebene, insbesondere mit einer Richtungskomponente aus der Lage der Längsachse in Neutrallage quer zu dieser noch über das Drehgelenk 18, d.h. die Verschwenkung der Grundplatte 4 um eine Senkrechte zur Längsachse vergrößert werden kann. Die Ausführung ist geeignet, sowohl Zug- als auch Druckkräfte zu kompensieren. Der über die miteinander in Wirkverbindung bringbaren Flächenbereiche 21 und 31 an Lagerbock 16 und Abstützplatte 9 ermöglicht ein direktes Abstützen der Kräfte und Einleiten in den Wagenkasten 3 frei von einem unerwünschten Durchtauchen der Kupplungsstange und Lösen dieser vom Lagerbock 16 durch Kraftumleitung direkt über die Abstützplatte 9 auf den Lagerbock 16.The execution according to the Figures 1a and 1b is characterized in that a deflection based on the installation position is realized vertically, in particular vertically or at least with a directional component perpendicular, in particular vertically to the longitudinal direction of the rail vehicle via the ball joint bearing 11, the deflection in the horizontal plane, in particular with a directional component from the position of the longitudinal axis in the neutral position transversely to this can still be increased via the swivel joint 18, ie the pivoting of the base plate 4 about a perpendicular to the longitudinal axis. The design is suitable to compensate for both tensile and compressive forces. The surface areas 21 and 31 on the bearing block 16 and support plate 9, which can be brought into operative connection with one another, enables the forces to be supported directly and introduced into the car body 3, free from undesired penetration of the coupling rod and detachment of this from the bearing block 16 by diverting forces directly via the support plate 9 the bearing block 16.

Die Figur 1b zeigt eine Funktionsstellung mit Auslenkung in vertikaler Richtung bei Druckbeaufschlagung. Erkennbar ist die daraus resultierende Verformung der Federeinheiten 8.1 und 8.2., die eine Abstützung der Kräfte bis zum Auftreffen des in dieser Ansicht oberhalb der Längsachse angeordneten Flächenbereiches 31 der Abstützplatte 9 am Lagerbock 16 übernehmen.The Figure 1b shows a functional position with deflection in the vertical direction when pressure is applied. The resulting deformation of the spring units 8.1 and 8.2 can be seen In this view above the longitudinal axis arranged surface area 31 of the support plate 9 on the bearing block 16 take over.

Gegenüber der in den Figuren 1a und 1b beschriebenen Ausführung zeigt Figur 2a eine besonders kompakte Ausführung einer Anlenkung 1 gemäß einer zweiten Grundausführung in Neutralstellung, bei welcher die Lagerung der Kupplungsstange 2, insbesondere des wagenkastenseitigen Endbereiches 6 direkt über Kugelgelenklager 11 am Wagenkasten 3 erfolgt. In diesem Fall ist der Lagerbock 16 derart ausgebildet, dass dieser ein erstes Element 26 eines Kugelgelenklagers 11 bildet, während die mit der Kupplungsstange 2 verbundenen Grundplatte 4, insbesondere die mit dem wagenkastenseitigen Endbereich 6 der Kupplungsstange 2 verbundene Grundplatte 4 ein zweites Element 27 des Kugelgelenklagers 11 ausbildet. Im dargestellten Fall ist das erste Element 26 des Kugelgelenklagers 25 von einem ortsfest mit dem Lagerbock 16 verbundenen oder von diesem gebildeten Aufnahmeeinrichtung 28, hier einem Aufnahmeelement, gebildet, während das zweite Element von einem mit der Aufnahmeeinrichtung 28 zusammenwirkenden, die Durchgangsöffnung 5 zur Aufnahme der Kupplungsstange 2 bildenden Grundplatte 4 gebildet wird. Vorzugsweise bilden das erste Element 26, hier der Lagerbock 16 die Kugelpfanne 12 mit sphärisch gekrümmter Fläche, während die Grundplatte 4 oder ein mit diesem verbundenes Element die Funktion des Kugelgelenkes 15 übernimmt. Die übrige Ausbildung und Anordnung der zur elastischen Abstützung vorgesehenen Federeinheiten 8.1, 8.2 sowie der Abstützplatten 9, 10 erfolgt in Analogie zu der in den Figuren 1a und 1b beschriebenen. Entscheidend ist, dass hier die Funktion des Kugelgelenklagers 11 direkt von den Komponenten Grundplatte 4 und Lagerbock 16 übernommen wird.Compared to the Figures 1a and 1b shows the embodiment described Figure 2a a particularly compact design of a linkage 1 according to a second basic design in the neutral position, in which the coupling rod 2, in particular the end region 6 on the wagon body side, is mounted directly on the wagon body 3 via ball joint bearings 11. In this case, the bearing block 16 is designed such that it forms a first element 26 of a ball joint bearing 11, while the base plate 4 connected to the coupling rod 2, in particular the base plate 4 connected to the end region 6 of the coupling rod 2 on the wagon body side, forms a second element 27 of the ball joint bearing 11 trains. In the case shown, the first element 26 of the ball joint bearing 25 is formed by a receiving device 28, here a receiving element, which is fixedly connected to or formed by the bearing block 16, while the second element is formed by a through opening 5 for receiving the Coupling rod 2 forming base plate 4 is formed. The first element 26, here the bearing block 16, preferably forms the ball socket 12 with a spherically curved surface, while the base plate 4 or an element connected to it takes on the function of the ball joint 15. The rest of the design and arrangement of the spring units 8.1, 8.2 and the support plates 9, 10 provided for elastic support are analogous to that in FIGS Figures 1a and 1b described. It is crucial that the function of the ball joint bearing 11 is taken over directly by the base plate 4 and bearing block 16 components.

Die Funktion eines Aufkletterschutzes ist analog zu der in Figur 1a und 1b beschriebenen über Flächenbereiche 31 an Abstützplatte 9 und 21 am Lagerbock gewährleistet.The function of anti-climbing protection is analogous to that in Figures 1a and 1b guaranteed above surface areas 31 on support plate 9 and 21 on the bearing block.

Die Figur 2b zeigt die Ausführung gemäß Figur 2a bei Auslenkung aus der Neutrallage.The Figure 2b shows the execution according to Figure 2a when deflected from the neutral position.

Bei beiden Ausführungen sind die Anlageflächen 21 am Lagerbock 16 und/oder 21 an der Abstützplatte 9 derart ausgebildet, dass beim Zusammenwirken die Abstützplatte 9 mit dem Lagerbock 16 eine form- und/oder kraftschlüssige Verbindung eingeht, um ein Aufklettern der mit der Kupplungsstange 2 verbundenen Kupplung zu vermeiden. Die Flächenbereiche 21 und 31 sind dazu vorzugsweise derart ausgeformt, dass ein Anschlag in vertikaler Richtung gegeben ist.In both versions, the contact surfaces 21 on the bearing block 16 and / or 21 on the support plate 9 are designed in such a way that when the support plate 9 interacts with the bearing block 16, a positive and / or non-positive connection is made in order to allow the coupling rod 2 connected to the coupling rod 2 to climb up Avoid clutch. For this purpose, the surface areas 21 and 31 are preferably shaped in such a way that there is a stop in the vertical direction.

Bei den konstruktiven Ausführungen gemäß den Figuren 1b, 2a und 2b ist die Kupplungsstange 2 mehrteilig ausgeführt. Die wagenkastenseitige Endbereich 6 wird von einem Teilelement 2.1 gebildet, an welchem vorzugsweise die Abstützplatte 10 bereits integral ausgebildet ist. Denkbar ist auch eine for,- oder kraftschlüssige Verbindung zwischen Teilelement 2.1 und Abstützplatte 10. Das Teilelement 2.1 ist kraft- oder formschlüssig mit einem weiteren Teilelement 2.2 verbunden. Die Abstützplatte 9 ist integral mit dem Teilelement 2.2 ausgebildet oder aber mit diesem mitnahmefest durch Form- oder Kraftschluss oder Stoffschluss verbunden. Die Teilelemente 2.1, 2.2 und ggf. weitere Teilelemente bilden die Kupplungsstange 2.In the constructive designs according to Figures 1b , 2a and 2b the coupling rod 2 is designed in several parts. The end region 6 on the car body side is formed by a sub-element 2.1 on which the support plate 10 is preferably already integrally formed. A positive or non-positive connection between sub-element 2.1 and support plate 10 is also conceivable. Sub-element 2.1 is non-positively or positively connected to a further sub-element 2.2. The support plate 9 is formed integrally with the sub-element 2.2 or is connected to it in a rigid manner by means of a form fit, force fit or material fit. The sub-elements 2.1, 2.2 and possibly further sub-elements form the coupling rod 2.

Bei beiden Grundausführungen ist es in einer Weiterentwicklung optional vorgesehen, die Kontaktbereiche zwischen Lagerbock 16 bzw. einem mit diesem verbundenen Bauteil und dem jeweiligen mit der Kupplungsstange 2 gekoppelten Abstützelement 9 bzw. 10 nicht starr auszubilden sondern elastisch. Dabei kann es sich je nach Ausbildung der miteinander im Aufkletterfall in Wirkverbindung bringbaren Stirnflächenbereiche an Abstützelement 9, 10 und Lagerbock 16 um einen punktförmigen oder linienförmigen oder flächenartigen Kontaktbereich handeln. Dafür ist zumindest einer der miteinander in Wirkverbindung tretenden Flächenbereiche oder aber es sind beide mit einem elastischen Flächenbereich versehen. Dieser kann integral mit dem jeweiligen Bauteil ausgebildet sein oder aber von separaten, mit dem jeweiligen Bauteil - Abstützelement 9, 10 und/oder Lagerbock 16, insbesondere einem mit der jeweiligen Stirnfläche verbundenen Element gebildet werden.In both basic designs, a further development optionally provides for the contact areas between the bearing block 16 or a component connected to it and the respective support element 9 or 10 coupled to the coupling rod 2 to be elastic rather than rigid. Depending on the design of the end face areas on the support element 9, 10 and bearing block 16 that can be brought into operative connection with one another in the case of climbing, it can be a point-like or linear or flat contact area. For this purpose, at least one of the surface areas that come into operative connection with one another, or both are provided with an elastic surface area. This can be formed integrally with the respective component or but are formed by separate support elements 9, 10 and / or bearing block 16, in particular an element connected to the respective end face, with the respective component.

Figur 3 verdeutlicht in schematisiert vereinfachter Darstellung beispielhaft die elastische Ausbildung eines mit dem Lagerbock 16 im Aufkletterfall in Wirkverbindung bringbaren Flächenbereiches 31 am Abstützelement 9. Der Flächenbereich 31 am Abstützelement 9 wird von einem separaten Element in Form eines Federelementes 32 gebildet. Wie aus Figur 3 ersichtlich, sind zwei derartige Federelemente 32a vorgesehen, welche in vertikaler Richtung zueinander versetzt angeordnet sind und in vertikaler Richtung betrachtet jeweils in den Bereichen der Stirnfläche 17 am Abstützelement angeordnet sind, die bei Auslenkung mit einer Richtungskomponente in vertikaler Richtung zur Kupplungslängsachse betrachtet zum Anliegen an der Stirnfläche 21 des Lagerbockes gelangen. Vorzugsweise sind die Federelemente 32a als Blattfedern ausgebildet. Durch das Komprimieren der Federelemente 32a in Längsrichtung wird die Bewegungsmöglichkeit der Kupplungsstange 2 in Längsrichtung zusätzlich vergrößert. So wird ein größerer Anteil der Längskraft über die zusätzliche Komprimierung der Elastomerelemente erzeugt und nicht am eigentlichen Kontaktpunkt zwischen Abstützelement 9 und Lagerbock 16. Das führt zu geringeren Biegemomenten in der Kupplungsstange 2, da die Kraftvektoren in Summe einen kleineren Abstand zur Mittellinie der Kupplungsstange in Längsrichtung betrachtet erhalten. Figure 3 illustrates in a schematically simplified representation by way of example the elastic design of a surface area 31 on the support element 9 that can be brought into operative connection with the bearing block 16 in the event of climbing. The surface area 31 on the support element 9 is formed by a separate element in the form of a spring element 32. How out Figure 3 As can be seen, two such spring elements 32a are provided, which are arranged offset from one another in the vertical direction and, viewed in the vertical direction, are each arranged in the areas of the end face 17 on the support element which, when deflected with a directional component in the vertical direction to the longitudinal axis of the coupling, rest against the Get end face 21 of the bearing block. The spring elements 32a are preferably designed as leaf springs. By compressing the spring elements 32a in the longitudinal direction, the possibility of movement of the coupling rod 2 in the longitudinal direction is additionally increased. A larger proportion of the longitudinal force is generated by the additional compression of the elastomer elements and not at the actual contact point between support element 9 and bearing block 16. This leads to lower bending moments in the coupling rod 2, since the force vectors in total have a smaller distance to the center line of the coupling rod in the longitudinal direction get considered.

Die Figur 3 verdeutlicht mit den Federelementen 32a eine Möglichkeit. Denkbar ist auch die nur schematisiert verdeutlichte Anordnung von Federelementen 32b allein oder zusätzlich an der Stirnseite 21 des Lagerbockes 16.The Figure 3 illustrates one possibility with the spring elements 32a. The arrangement of spring elements 32b, which is only illustrated schematically, alone or additionally on the end face 21 of the bearing block 16 is also conceivable.

Neben der Ausbildung der Abstützbereiche als elastische Bereiche von elastischen Elementen, insbesondere Federelementen 32a, 32b besteht auch noch die Möglichkeit, diese Bereiche integral an den Abstützelementen 9 oder dem Lagerbock 16 auszubilden.In addition to the design of the support areas as elastic areas of elastic elements, in particular spring elements 32a, 32b, there is also the possibility of integrally designing these areas on the support elements 9 or the bearing block 16.

Die Figur 4 verdeutlicht in stark schematisiert stark vereinfachter und übertriebener Darstellung in einer Ansicht von oben auf den Lagerbock 16 die mit der erfindungsgemäßen Ausführung mit um die Drehachse D verschwenkbarer Grundplatte 4 erreichbare Vergrößerung des Auslenkwinkels in Breitenrichtung, d.h. in der Horizontalebene betrachtet. Die Auslenkung der Kupplungsstange 2 mittels des sphärischen Lagers 11 in der Ansicht auf die Horizontalebene, d.h. einer Ebene die durch die Längsachse L und eine Senkrechte zu dieser, ausgerichtet in Breitenrichtung beschreibbar ist, gegenüber der Längsachse L ist mit Alpha bezeichnet. Die Verschwenkbarkeit der Grundplatte um die Drehachse D ist gegenüber der Neutrallage durch den Verschwenkwinkel Beta beschreibbar.The Figure 4 illustrates in a highly schematized, greatly simplified and exaggerated representation in a view from above of the bearing block 16 the enlargement of the deflection angle in the width direction, ie viewed in the horizontal plane, which can be achieved with the embodiment according to the invention with the base plate 4 pivotable about the axis of rotation D. The deflection of the coupling rod 2 by means of the spherical bearing 11 in the view of the horizontal plane, ie a plane which can be described by the longitudinal axis L and a perpendicular to this, aligned in the width direction, relative to the longitudinal axis L is denoted by alpha. The pivotability of the base plate about the axis of rotation D can be described with respect to the neutral position by the pivot angle beta.

BezugszeichenlisteList of reference symbols

11
AnlenkungArticulation
22
KupplungsstangeCoupling rod
33
WagenkastenCar body
44th
GrundplatteBase plate
55
DurchgangsöffnungThrough opening
66th
wagenkastenseitiger EndbereichEnd area on the car body
77th
Zug-/StoßeinrichtungDrawbar / bumper
88th
FedereinheitSpring unit
8.18.1
erste Federeinheitfirst spring unit
8.28.2
zweite Federeinheitsecond spring unit
99
AbstützelementSupport element
1010
Abstützelement (wagenkastenseitig)Support element (car body side)
1111
sphärisches Lager; Kugelgelenklagerspherical bearing; Ball joint bearings
1212th
KugelpfanneBall socket
1313th
AufnahmeeinrichtungReceiving facility
1414th
AnlageflächeContact surface
1515th
KugelgelenkBall joint
1616
LagerbockBearing block
1717th
Stirnfläche an Abstützplatte 9Face on support plate 9
1818th
DrehgelenkSwivel joint
1919th
Öffnung im LagerbockOpening in the bearing block
2020th
Stirnfläche an GrundplatteFace on base plate
2121
Stirnfläche an LagerbockFace on bearing block
2222nd
BuchseRifle
2323
LagerdeckelBearing cap
2424
BefestigungselementeFasteners
2525th
Durchgangsöffnung KugelgelenkThrough hole ball joint
2626th
erstes Elementfirst element
2727
zweites Elementsecond element
2828
AufnahmeeinrichtungReceiving facility
2929
ZwischenelementIntermediate element
3030th
Flächenbereich an AbstützplatteArea on the support plate
3131
Flächenbereich an AbstützplatteArea on the support plate
32a, b32a, b
FederelementSpring element
aa
Abstanddistance
LL.
LängsachseLongitudinal axis

Claims (15)

  1. Rail vehicle with a linkage (1) for the articulated connection of a wagon body-side end region of a coupling rod (2) to a wagon body (3) of the rail vehicle, a longitudinal axis (L) of the coupling rod (2) coinciding in the neutral position with the longitudinal direction of the rail vehicle, and the linkage (1) having the following:
    - a base plate (4) which is coupled via a bearing block (16) which can be connected to the wagon body (3) in a stationary manner, in which base plate (4) a leadthrough opening (5) is configured, through which a wagon body-side end region (6) of the coupling rod (2) is guided in an extending manner, and
    - a draw/buffer device (7) which is arranged in the wagon body-side end region (6) of the coupling rod (2), with a coupling-side supporting element (9) and a wagon body-side supporting element (10) arranged between the base plate (4) and the wagon body (3), spring units (8.1, 8.2) being arranged in each case between the base plate (4) and the respective wagon body-side and coupling head-side supporting elements (9, 10);
    characterized in that
    the base plate (4) is mounted in the bearing block (16) such that it can be pivoted transversely with respect to the longitudinal direction in a horizontal plane, and the coupling rod (2) being mounted in the through opening (5) via a spherical bearing (11), in particular a spherical ball-and-socket bearing.
  2. Rail vehicle according to Claim 1,
    characterized in that the external circumferential region of the through opening (5) of the base plate (4) or an element which is locked positively or non-positively to the latter forms a ball socket of the spherical ball-and-socket bearing with a spherical cap-like contact face for a ball joint, and the ball joint forms a through opening (5) for receiving the wagon body-side end region of the coupling rod (2).
  3. Rail vehicle according to Claim 2,
    characterized in that a plain bearing is provided between the ball joint (11) and the coupling rod (2).
  4. Rail vehicle according to Claim 2,
    characterized in that the coupling rod (2) is connected to the ball joint in a positively locking or non-positive manner.
  5. Rail vehicle according to one of Claims 1 to 4, characterized in that the bearing block (16) has two receiving openings (19), the centre axes of which are configured so as to run perpendicularly with respect to the longitudinal direction of the coupling rod (2) in the neutral position, and the base plate (4) is mounted via at least in each case one rotary joint in one of the receiving openings (19).
  6. Rail vehicle according to one of Claims 1 to 5, characterized in that the bearing block (16) has two receiving openings (19) which can be closed via a bearing cap and the centre axes of which are configured so as to run perpendicularly with respect to the longitudinal direction (L) of the coupling rod (2) in the neutral position, the base plate (4) is connected to the bearing cap (23) in a non-positive or positively locking manner, and the bearing cap (23) is mounted rotatably in the receiving opening (19).
  7. Rail vehicle with a linkage (1) for the articulated connection of a wagon body-side end region of a coupling rod (2) to a wagon body of a rail-borne vehicle, a longitudinal axis (L) of the coupling rod coinciding in the neutral position with the longitudinal direction of the rail vehicle, and the linkage (1) having the following:
    - a base plate (4) which is coupled to the wagon body via a bearing block (16) which can be connected in a stationary manner to the wagon body, in which base plate (4) a leadthrough opening (5) is configured, through which a wagon body-side end region of the coupling rod (2) is guided in an extending manner, and
    - a draw/buffer device which is arranged in the wagon body-side end region of the coupling rod (2), with a coupling-side supporting element (9) and a wagon body-side supporting element (10) arranged between the base plate (4) and the wagon body, spring units (8, 8.1, 8.2) being arranged in each case between the base plate (4) and the respective wagon body-side and coupling head-side supporting elements (9, 10);
    characterized in that
    the coupling rod (2) is mounted on the wagon body via a spherical ball-and-socket bearing, a first element of the spherical ball-and-socket bearing being formed by the bearing block or an element which is connected to the latter, and a second element of the spherical ball-and-socket bearing being formed by the base plate (4), and the base plate (4) being connected to the wagon body-side end region of the coupling rod (2).
  8. Rail vehicle according to Claim 7, characterized in that the first element is configured as a ball socket with a spherically curved contact face, and the spherical contact face is formed by a face on the bearing block or an element which is received in the bearing block.
  9. Rail vehicle according to Claim 7 or 8, characterized in that the second element of the spherical ball-and-socket bearing is configured as a ball joint with a spherically curved contact face, and the spherically curved contact face of the second element of the spherical ball-and-socket bearing is formed by an outer circumferential face on the base plate or an element which is connected to the latter.
  10. Rail vehicle according to one of Claims 1 to 9, characterized in that the spring unit which is provided between the coupling-side supporting element and the base plate comprises a plurality of spring elements which are arranged in series with respect to one another, the individual spring elements being coupled to one another via intermediate elements.
  11. Rail vehicle according to one of Claims 1 to 10, characterized in that, on its end face which points towards the coupling-side supporting element, the bearing block has contact face regions which, in the neutral position, are arranged at a spacing from contact face regions on the coupling-side supporting element and come into contact in the case of a movement of the coupling rod provided deflection in the horizontal and/or vertical direction out of the neutral position.
  12. Rail vehicle according to Claim 11, characterized in that the contact face regions are configured in such a way that they configure a non-positive and/or positively locking connection in the case of an operative connection.
  13. Rail vehicle according to Claim 11 or 12, characterized in that, as viewed in the installed position of the linkage, the contact face regions are of curved configuration transversely with respect to the longitudinal direction.
  14. Rail vehicle according to one of Claims 11 to 13, characterized in that the contact face regions on the individual supporting element (9, 10) and/or the bearing block (16) are of elastic configuration.
  15. Rail vehicle according to Claim 14, characterized in that the contact face regions are formed by a separate component, in particular a spring element, which can be connected to the supporting element and/or bearing block.
EP16720097.1A 2015-04-29 2016-04-28 Railway vehicle with a linkage for the articulated connection of a vehicle-body-side end region of a coupling rod to a vehicle body Active EP3288814B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015207907 2015-04-29
PCT/EP2016/059483 WO2016174135A1 (en) 2015-04-29 2016-04-28 Linkage for the articulated connection of a vehicle-body-side end region of a coupling rod to a vehicle body

Publications (2)

Publication Number Publication Date
EP3288814A1 EP3288814A1 (en) 2018-03-07
EP3288814B1 true EP3288814B1 (en) 2021-04-21

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP16720097.1A Active EP3288814B1 (en) 2015-04-29 2016-04-28 Railway vehicle with a linkage for the articulated connection of a vehicle-body-side end region of a coupling rod to a vehicle body

Country Status (5)

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US (1) US10246108B2 (en)
EP (1) EP3288814B1 (en)
CN (1) CN107531258A (en)
DE (1) DE102016207256A1 (en)
WO (1) WO2016174135A1 (en)

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DE102015108228A1 (en) * 2015-05-26 2016-12-01 Voith Patent Gmbh Device for connecting a coupling shaft with a car body of a track-guided vehicle
EP3205550B2 (en) 2016-02-10 2024-04-17 Dellner Couplers AB Assembly with a bearing bracket and a coupler rod or a connection rod; car of a multi-car vehicle and method for transmitting pushing forces applied to a coupler rod or connection rod to a bearing bracket
DE102016124808A1 (en) * 2016-12-19 2018-06-21 Voith Patent Gmbh STEERING FOR JOINTLY CONNECTING A CLUTCH BAR WITH A TRUCK BOX
DE102016125087A1 (en) 2016-12-21 2018-06-21 Voith Patent Gmbh Coupling arrangement, in particular for a rail vehicle
CH713677B1 (en) * 2017-04-06 2021-04-30 Faiveley Transp Schwab Ag Linkage device for a coupling of a rail vehicle.
CN107804337B (en) * 2017-11-28 2024-04-05 长沙开元仪器有限公司 Rail vehicle and connecting device thereof
DE102020105294A1 (en) 2020-02-28 2021-09-02 Voith Patent Gmbh Coupling rod connection for the flexible connection of a coupling rod to a track-bound vehicle
CN113200070B (en) * 2021-06-18 2022-10-14 中车株洲电力机车有限公司 Car coupler tailstock installation structure

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Also Published As

Publication number Publication date
EP3288814A1 (en) 2018-03-07
US20180050709A1 (en) 2018-02-22
US10246108B2 (en) 2019-04-02
CN107531258A (en) 2018-01-02
WO2016174135A1 (en) 2016-11-03
DE102016207256A1 (en) 2016-11-03

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