EP3288814B1 - Véhicule ferroviaire avec une articulation pour la liaison articulée d'une région d'extrémité côté caisse de wagon d'une barre d'attelage avec une caisse de wagon - Google Patents

Véhicule ferroviaire avec une articulation pour la liaison articulée d'une région d'extrémité côté caisse de wagon d'une barre d'attelage avec une caisse de wagon 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
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German (de)
English (en)
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EP3288814A1 (fr
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/fr
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Publication of EP3288814B1 publication Critical patent/EP3288814B1/fr
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Classifications

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

Claims (15)

  1. Véhicule ferroviaire avec une articulation (1) pour la liaison articulée d'une région d'extrémité côté caisse de wagon d'une barre d'attelage (2) avec une caisse de wagon (3) du véhicule ferroviaire, un axe longitudinal (L) de la barre d'attelage (2) dans la position neutre coïncidant avec la direction longitudinale du véhicule ferroviaire, et l'articulation (1) présentant ce qui suit :
    - une plaque de base (4) accouplée par le biais d'un support de palier (16) pouvant être relié de manière fixe à la caisse de wagon (3), dans laquelle plaque est réalisée une ouverture de passage (5) à travers laquelle est guidée de manière longitudinale une région d'extrémité (6) côté caisse de wagon de la barre d'attelage (2), et
    - un dispositif de tamponnement et de traction (7) disposé dans la région d'extrémité (6) côté caisse de wagon de la barre d'attelage (2), comprenant un élément d'appui (10) côté caisse de wagon, disposé entre la plaque de base (4) et la caisse de wagon (3), et comprenant un élément d'appui (9) côté attelage, des unités de ressort (8.1, 8.2) étant respectivement disposées entre la plaque de base (4) et les éléments d'appui (9, 10) respectifs côté caisse de wagon et côté tête d'attelage ;
    caractérisé en ce que la plaque de base (4) est montée pivotante sur le support de palier (16) transversalement à la direction longitudinale dans un plan horizontal, et la barre d'attelage (2) est montée dans l'ouverture de passage (5) par un palier sphérique (11), en particulier un palier à rotule.
  2. Véhicule ferroviaire selon la revendication 1, caractérisé en ce que la région circonférentielle extérieure de l'ouverture de passage (5) de la plaque de base (4) ou un élément lié à celle-ci par adhérence ou par complémentarité de forme constitue un coussinet sphérique du palier à rotule avec une surface de butée de type calotte pour un joint à rotule et le joint à rotule constitue une ouverture de passage (5) pour recevoir la région d'extrémité côté caisse de wagon de la barre d'attelage (2).
  3. Véhicule ferroviaire selon la revendication 2, caractérisé en ce qu'un palier lisse est prévu entre le joint à rotule (11) et la barre d'attelage (2).
  4. Véhicule ferroviaire selon la revendication 2, caractérisé en ce que la barre d'attelage (2) est reliée à l'articulation à rotule par complémentarité de forme ou par adhérence.
  5. Véhicule ferroviaire selon l'une quelconque des revendications 1 à 4, caractérisé en ce que le support de palier (16) présente deux ouvertures de réception (19) dont l'axe central est réalisé en s'étendant perpendiculairement à la direction longitudinale de la barre d'attelage (2) dans la position neutre et la plaque de base (4) est montée par le biais d'au moins une articulation tournante respectivement dans l'une des ouvertures de réception (19).
  6. Véhicule ferroviaire selon l'une quelconque des revendications 1 à 5, caractérisé en ce que le support de palier (16) présente deux ouvertures de réception (19) pouvant être obturées par un chapeau de palier et dont l'axe central est réalisé en s'étendant perpendiculairement à l'axe longitudinal (L) de la barre d'attelage (2) dans la position neutre, la plaque de base (4) est reliée au chapeau de palier (23) par adhérence ou par complémentarité de forme, et le chapeau de palier (23) est monté pivotant dans l'ouverture de réception (19).
  7. Véhicule ferroviaire avec une articulation (1) pour la liaison articulée d'une région d'extrémité côté caisse de wagon d'une barre d'attelage (2) à une caisse de wagon d'un véhicule sur rails, un axe longitudinal (L) de la barre d'attelage dans la position neutre coïncidant avec la direction longitudinale du véhicule ferroviaire, et l'articulation (1) présentant ce qui suit :
    - une plaque de base (4) accouplée à la caisse de wagon par le biais d'un support de palier (16) pouvant être relié de manière fixe à la caisse de wagon, dans laquelle plaque est réalisée une ouverture de passage (5) à travers laquelle est guidée de manière longitudinale une région d'extrémité côté caisse de wagon de la barre d'attelage (2), et
    - un dispositif de tamponnement et de traction ( disposé dans la région d'extrémité côté caisse de wagon de la barre d'attelage (2), comprenant un élément d'appui (10) côté caisse de wagon, disposé entre la plaque de base (4) et la caisse de wagon, et comprenant un élément d'appui (9) côté attelage, des unités de ressort (8.1, 8.2) étant respectivement disposées entre la plaque de base (4) et les éléments d'appui (9, 10) respectifs côté caisse de wagon et côté tête d'attelage ;
    caractérisé en ce que la barre d'attelage (2) est montée sur la caisse de wagon par un palier à rotule, dans lequel un premier élément du palier à rotule est formé par le support de palier ou un élément relié à celui-ci et un deuxième élément du palier à rotule est formé par la plaque de base (4), et la plaque de base (4) est reliée à une région d'extrémité côté caisse de wagon de la barre d'attelage (2).
  8. Véhicule ferroviaire selon la revendication 7, caractérisé en ce que le premier élément du palier à rotule est réalisé sous forme de coussinet sphérique ayant une surface de butée à courbure sphérique, et la surface de butée sphérique est formée par une surface au niveau du support de palier ou un élément reçu dans le support de palier.
  9. Véhicule ferroviaire selon la revendication 7 ou 8, caractérisé en ce que le deuxième élément du palier à rotule est réalisé sous la forme d'un joint à rotule avec une surface de butée à courbure sphérique et la surface de butée à courbure sphérique du deuxième élément du palier à rotule est formée par une surface circonférentielle extérieure sur la plaque de base ou un élément relié à celle-ci.
  10. Véhicule ferroviaire selon l'une quelconque des revendications 1 à 9, caractérisé en ce que l'unité de ressort prévue entre l'élément d'appui côté attelage et la plaque de base comprend une pluralité d'éléments de ressort disposés en série, les éléments de ressort individuels étant accouplés les uns aux autres par le biais d'éléments intermédiaires.
  11. Véhicule ferroviaire selon l'une quelconque des revendications 1 à 10, caractérisé en ce que le support de palier présente sur sa face frontale orientée vers l'élément d'appui côté attelage des régions de surface de butée qui sont disposées dans la position neutre à une distance des régions de surface de butée sur l'élément d'appui côté attelage et viennent en butée dans le cas d'un déplacement de la barre d'attelage pourvu excursion dans la direction horizontale et/ou verticale sortant de la position neutre.
  12. Véhicule ferroviaire selon la revendication 11, caractérisé en ce que les régions de surface de butée sont réalisées de telle sorte qu'elles réalisent une liaison par adhérence et/ou par complémentarité de forme en cas de liaison active.
  13. Véhicule ferroviaire selon la revendication 11 ou 12, caractérisé en ce que les régions de surface de butée, vues dans la position d'installation de l'articulation, sont réalisées en étant courbées transversalement à la direction longitudinale.
  14. Véhicule ferroviaire selon l'une quelconque des revendications 11 à 13, caractérisé en ce que les régions de surface de butée sont réalisées de manière élastique sur l'élément d'appui (9, 10) individuel et/ou le support de palier (16).
  15. Véhicule ferroviaire selon la revendication 14, caractérisé en ce que les régions de surface de butée sont formées par un composant séparé, en particulier un élément de ressort, qui peut être relié à l'élément d'appui et/ou au support de palier.
EP16720097.1A 2015-04-29 2016-04-28 Véhicule ferroviaire avec une articulation pour la liaison articulée d'une région d'extrémité côté caisse de wagon d'une barre d'attelage avec une caisse de wagon Active EP3288814B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015207907 2015-04-29
PCT/EP2016/059483 WO2016174135A1 (fr) 2015-04-29 2016-04-28 Articulation pour la liaison articulée d'une région d'extrémité côté caisse de wagon d'une barre d'attelage avec une caisse de wagon

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EP3288814A1 EP3288814A1 (fr) 2018-03-07
EP3288814B1 true EP3288814B1 (fr) 2021-04-21

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

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DE102016124808A1 (de) * 2016-12-19 2018-06-21 Voith Patent Gmbh Anlenkung zum gelenkigen verbinden einer kupplungsstange mit einem wagenkasten
DE102016125087A1 (de) 2016-12-21 2018-06-21 Voith Patent Gmbh Kupplungsanordnung, insbesondere für ein Schienenfahrzeug
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Also Published As

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

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