EP3385143B1 - Anlenkungseinrichtung für eine kupplung insbesondere eines schienenfahrzeugs - Google Patents

Anlenkungseinrichtung für eine kupplung insbesondere eines schienenfahrzeugs Download PDF

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Publication number
EP3385143B1
EP3385143B1 EP18162197.0A EP18162197A EP3385143B1 EP 3385143 B1 EP3385143 B1 EP 3385143B1 EP 18162197 A EP18162197 A EP 18162197A EP 3385143 B1 EP3385143 B1 EP 3385143B1
Authority
EP
European Patent Office
Prior art keywords
spring elements
drawbar
pivot device
housing
flange
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
EP18162197.0A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP3385143A1 (de
Inventor
Thomas Eisele
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.)
Faiveley Transport Schwab AG
Original Assignee
Faiveley Transport Schwab AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Faiveley Transport Schwab AG filed Critical Faiveley Transport Schwab AG
Priority to PL18162197T priority Critical patent/PL3385143T3/pl
Priority to CN201810586092.4A priority patent/CN110271578A/zh
Priority to US16/011,735 priority patent/US11059501B2/en
Publication of EP3385143A1 publication Critical patent/EP3385143A1/de
Application granted granted Critical
Publication of EP3385143B1 publication Critical patent/EP3385143B1/de
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Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G9/00—Draw-gear
    • B61G9/04—Draw-gear combined with buffing appliances
    • B61G9/06—Draw-gear combined with buffing appliances with rubber springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G11/00—Buffers
    • B61G11/16—Buffers absorbing shocks by permanent deformation of buffer element
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories
    • B61G7/08—Adjustable coupling heads
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories
    • B61G7/10—Mounting of the couplings on the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G9/00—Draw-gear
    • B61G9/04—Draw-gear combined with buffing appliances
    • 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

  • the invention relates to a linkage device for a coupling according to the preamble of claim 1.
  • a linkage device of this type is in the EP 2 322 403 B1 disclosed, in which the spring elements are rigidly clamped and consequently cannot join the steering movements of the pull rod. As a result, the damping effect of the spring elements is impaired because the clutch only loads them unevenly in the deflected position.
  • a coupling buffer for rail vehicles which comprises a tie rod with energy absorption components, which is mounted on a rotating drum so as to be at least horizontally pivotable, this rotating drum being mounted in a mounting base and a guide block.
  • a bracket and a buffer sleeve are pivotably mounted in a tie rod for rail vehicles, in which the tie rod is held with its square cross-section.
  • This pivotable buffer sleeve enables the pull rod to be pivoted.
  • a pull rod is also held pivotably in a holder.
  • a sleeve is provided which supports this tie rod and is arched on the outside and guided in a bore in the holder.
  • the invention is based on the object of avoiding this disadvantage and of creating an articulation device of the type mentioned at the beginning which ensures an optimal damping effect of the spring elements with the simplest possible means even when the coupling is deflected.
  • this device enables the coupling head connected to it to be deflected, while the pull rod and the spring elements mounted on it and this plate also assume these pivoting positions.
  • the rotatable plate and the steering pin are integrated in an annular disc with two diametrically arranged pivot pins, the annular disc being provided with a central through-hole for the pull rod.
  • the spring elements can also perform a deflection of the coupling in the vertical plane, the invention provides for the through hole to widen outwards on both sides.
  • the invention further provides that the spring elements for damping the compressive forces are arranged on the side of the rotatable plate facing the coupling head, while the spring elements for damping the tensile forces are arranged on the side facing away from the coupling head mounted on the rotating plate.
  • the rotatable plate is effective in both directions of force.
  • the compressive forces occurring in the clutch are a multiple of the tensile forces acting on them.
  • the invention therefore also provides for the number of spring elements to be determined in accordance with the compressive or tensile forces to be expected in each case.
  • the spring elements are ring disks made of an elastomeric material, which are laterally supported against sheet metal spacer disks in between.
  • the spring elements are mounted on the pull rod between a sleeve for the coupling head arranged at the front end of the pull rod and a locking disk for fixing the spring elements against the rotatable plate.
  • the invention also provides that the locking disk can be pressed against the spring elements with a screw connection arranged at the rear end of the tie rod.
  • the invention also provides that the steering pin with the rotatable plate is mounted in a sleeve-shaped housing with a flange that can be fastened to the rail vehicle.
  • the housing with the steering pin, the rotatable plate and the pull rod with the spring elements can be fixed as a preassembled assembly on the rail vehicle.
  • the articulation device according to the invention is provided with an overload protection device.
  • the case is in The flange can be displaced, whereby both parts are fixed against each other with at least one preferably bolt-shaped overload element in normal operation, while in the event of a strong impact the overload element is sheared off by the housing and pushed backwards by the flange together with the rotatable plate and the pull rod with the spring elements becomes.
  • the housing can also be provided at the end facing away from the coupling head with a safety member attached to the flange in the form of a plastically deformable pipe section which, in the event of overload, interacts in an energy-absorbing manner with a hub of the housing penetrating into the pipe section.
  • the articulation device shown is designed as an independent assembly and it comprises a tie rod 1 with spring elements 2a, 2b mounted on it for damping the compressive and tensile forces acting on the coupling, as well as a housing 3 with a flange 4, with which the assembly is attached to the rail vehicle or similar is mounted.
  • the spring elements 2a, 2b are arranged on both sides of a plate 5 which can be rotated about the axis of rotation 6 of a steering pin 7 for the pull rod 1.
  • the rotatable plate 5 comprises an annular disc 8 and a steering pin 7 with two diametrically arranged pivot pins 9a, 9b, the annular disc 8 being provided with a central through-hole 10 through which the pull rod 1 protrudes, while the pivot pins 9a. 9b are mounted in bores in the housing 3.
  • the housing 3 is formed by two half-shells along the central diametrical plane.
  • the through-hole 10 and the pull rod 1 are advantageously provided, viewed in cross section, on both sides with a flattened area 10 'so that the pull rod 1 is secured against rotation therein.
  • this through-hole 10 is formed with widenings 10 ′′ on both sides, at least in the upper and lower area, viewed in the axial direction, starting from its center. This also enables the coupling to be deflected in the vertical plane, the hole being designed so that the coupling can perform a deflection of approx. +/- 6 ° upwards and downwards in the vertical plane.
  • the construction is designed for a deflection of the tie rod 1 and thus the coupling head in the horizontal plane of approx. +/- 20 ° to the right and left.
  • the spring elements 2a on the side of the rotatable plate 5 facing the coupling head serve to dampen the compressive forces acting on the coupling. They are made of an elastomeric material, the spring package being designed with a maximum pressure stroke of approx. 60 mm in total.
  • the spring element 2b on the side of the rotatable plate 5 facing away from the coupling head is also made of an elastomeric material and in turn serves to dampen the tensile forces acting on the coupling. These are much smaller than the occurring compressive forces. Accordingly, the spring element 2b is designed with a maximum pulling stroke of approximately 10 mm.
  • the number of spring elements on the front and back of the rotatable plate 5 can be determined from case to case to the compressive and tensile forces to be expected during coupling. With the package formed according to Fig. 1 five spring elements 2a or this one spring element 2b between the plate and a rear locking disk 13 are provided between the front sleeve and the plate.
  • the rotatable plate 5 is also deflected within the above-mentioned limit values. As a result, even when the clutch is deflected, the compressive and tensile forces acting on it apply uniformly to the spring elements 2a, 2b over their entire surface. As a result, the damping effect of the spring elements is optimal. In this sense, it is advantageous if the spring elements are laterally supported with sheet metal spacer disks 11 in between.
  • the spring elements 2a, 2b are installed on the tie rod 1 between a sleeve 12 arranged at the front end of the tie rod, to which the coupling head can be connected, for example by welding, and the locking disk 13 arranged at the rear end of the tie rod.
  • the latter is used to fix the spring elements 2a, 2b and the rotatable plate 5 against the sleeve 12 by being pressed against a screw connection 14 that can be screwed into the rear end of the tie rod.
  • the rotatable plate 5 with the steering bolt 7 and the pull rod 1 with the spring elements 2a, 2b is mounted on the rail vehicle, the coupling with the coupling head and pulling and pushing device with the sleeve 12 of the tie rod 1 are welded.
  • the described The design is advantageous both for the assembly of the linkage device and for the inspection and adjustability of the individual components.
  • the linkage device is also provided with an overload protection device.
  • the housing 3 is axially displaceable in the flange 4, with both parts being fixed against one another in normal operation with bolt-shaped overload elements 15a, 15b which are sheared off by the housing 3 in the event of an overload.
  • this housing can be pushed backwards through the flange 4 together with the rotatable plate 5 and the pull rod 1 with the spring elements 2a, 2b.
  • the number of overload elements can vary depending on a defined impact force.
  • the articulation device can also contain a safety device which, for example, in the event of an impact with another vehicle, absorbs the impact energy within certain limits.
  • a safety device which, for example, in the event of an impact with another vehicle, absorbs the impact energy within certain limits.
  • a safety device is in Fig. 3 shown.
  • the housing 3 also has a safety element attached to the flange 4 in the form of a plastically deformable pipe section 16 which, in the event of an overload, interacts in an energy-absorbing manner with a hub 17 of the housing 3 penetrating the pipe section 16.
  • the pipe end of the pipe section 16 provided with a diameter enlargement 16a protrudes into an annular gap 18 between the flange 4 and the housing 3 and is attached to the flange 4 with a releasable connection, such as preferably a screw or bayonet connection.
  • the housing 3 and the flange 4 could also consist of one part if no additional overload elements were provided.
  • the pivotable plate 5 could consist of the annular disk 8 and in this for example screw-in pivot pins 9a, 9b exist, so that the pull rod with the spring elements and the washer could be pushed into the housing and the pivot pins could then be screwed into the washer from the outside.
  • the through-hole 10 in the plate 5 could also be approximately cylindrical without lateral flattened areas 10 '.
  • the lateral areas seen in the axial direction, starting from its center, it could likewise be provided with widenings on both sides towards the outside.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
  • Vibration Dampers (AREA)
  • Steering Controls (AREA)
  • Springs (AREA)
EP18162197.0A 2017-04-06 2018-03-16 Anlenkungseinrichtung für eine kupplung insbesondere eines schienenfahrzeugs Active EP3385143B1 (de)

Priority Applications (3)

Application Number Priority Date Filing Date Title
PL18162197T PL3385143T3 (pl) 2017-04-06 2018-03-16 Urządzenie połączeniowe do sprzęgu, zwłaszcza pojazdu szynowego
CN201810586092.4A CN110271578A (zh) 2017-04-06 2018-06-08 用于特别是轨道车辆的联轴器的联动装置
US16/011,735 US11059501B2 (en) 2017-04-06 2018-06-19 Linkage device for a vehicle coupling

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CH00467/17A CH713677B1 (de) 2017-04-06 2017-04-06 Anlenkungseinrichtung für eine Kupplung eines Schienenfahrzeugs.

Publications (2)

Publication Number Publication Date
EP3385143A1 EP3385143A1 (de) 2018-10-10
EP3385143B1 true EP3385143B1 (de) 2021-05-05

Family

ID=61691305

Family Applications (1)

Application Number Title Priority Date Filing Date
EP18162197.0A Active EP3385143B1 (de) 2017-04-06 2018-03-16 Anlenkungseinrichtung für eine kupplung insbesondere eines schienenfahrzeugs

Country Status (6)

Country Link
US (1) US11059501B2 (es)
EP (1) EP3385143B1 (es)
CN (1) CN110271578A (es)
CH (1) CH713677B1 (es)
ES (1) ES2881004T3 (es)
PL (1) PL3385143T3 (es)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH713677B1 (de) * 2017-04-06 2021-04-30 Faiveley Transp Schwab Ag Anlenkungseinrichtung für eine Kupplung eines Schienenfahrzeugs.
CH716577B1 (de) 2019-09-12 2023-08-31 Faiveley Transp Schwab Ag Anlenkungseinrichtung für eine Kupplung, insbesondere eines Schienenfahrzeugs.
CH717246B1 (de) 2020-03-19 2023-01-31 Faiveley Transp Schwab Ag Kuppelstange, insbesondere für ein Schienenfahrzeug.
CH718041B1 (de) 2020-11-09 2023-05-31 Faiveley Transp Schwab Ag Anlenkungseinrichtung für eine Kupplung insbesondere eines Schienenfahrzeugs.
AT17595U1 (de) * 2021-06-30 2022-08-15 Peter Jonathan Pieringer Kupplungsvorrichtung mit einem Kraftübertragungskörper

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DE2343246C3 (de) * 1973-08-28 1981-07-09 Bergische Stahl-Industrie, 5630 Remscheid Vorrichtung zur Anlenkung eines Kupplungsschafts einer Mittelpufferkupplung an einem Fahrzeug
US4064998A (en) * 1975-10-31 1977-12-27 Dresser Industries, Inc. Railway coupler and draft rigging
US4064988A (en) * 1976-07-29 1977-12-27 Mazie Lowell I Display container
DE2701984A1 (de) * 1977-01-19 1978-07-27 Scharfenbergkupplung Gmbh Elastische anlenkung einer mittelpufferkupplung fuer schienenfahrzeuge
DE19814166A1 (de) * 1998-03-30 1999-10-07 Scharfenbergkupplung Gmbh & Co Vorrichtung zum elastischen Abstützen des Kupplungsschafts einer Mittelpufferkupplung an einem Schienenfahrzeug
US6499613B1 (en) * 1999-12-30 2002-12-31 Westinghouse Air Brake Company Coupler with extended emergency release and towing feature
DE20009859U1 (de) * 2000-05-31 2001-10-11 Sab Wabco Bsi Verkehrstechnik Vorrichtung zur elastischen Lagerung des Kupplungsarmes einer Mittelpufferkupplung an einem Schienenfahrzeug
SE526663C2 (sv) * 2004-02-04 2005-10-18 Dellner Couplers Ab Draginrättning för tågkoppel samt deformationsrör härför
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EP3205551B2 (de) 2016-02-12 2023-06-07 Faiveley Transport Schwab AG Kupplungseinrichtung für ein schienenfahrzeug
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CH713677B1 (de) * 2017-04-06 2021-04-30 Faiveley Transp Schwab Ag Anlenkungseinrichtung für eine Kupplung eines Schienenfahrzeugs.

Also Published As

Publication number Publication date
CH713677A2 (de) 2018-10-15
CN110271578A (zh) 2019-09-24
US11059501B2 (en) 2021-07-13
US20190283786A1 (en) 2019-09-19
EP3385143A1 (de) 2018-10-10
ES2881004T3 (es) 2021-11-26
PL3385143T3 (pl) 2022-02-28
CH713677B1 (de) 2021-04-30

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