EP3538412B1 - Kupplungssystem für ein schienenfahrzeug - Google Patents

Kupplungssystem für ein schienenfahrzeug Download PDF

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Publication number
EP3538412B1
EP3538412B1 EP18700458.5A EP18700458A EP3538412B1 EP 3538412 B1 EP3538412 B1 EP 3538412B1 EP 18700458 A EP18700458 A EP 18700458A EP 3538412 B1 EP3538412 B1 EP 3538412B1
Authority
EP
European Patent Office
Prior art keywords
coupling
bearing block
case
positively locking
fitting surface
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
EP18700458.5A
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German (de)
English (en)
French (fr)
Other versions
EP3538412A1 (de
Inventor
Gerhard Schmidt
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens Mobility GmbH
Original Assignee
Siemens Mobility GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens Mobility GmbH filed Critical Siemens Mobility GmbH
Publication of EP3538412A1 publication Critical patent/EP3538412A1/de
Application granted granted Critical
Publication of EP3538412B1 publication Critical patent/EP3538412B1/de
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories
    • B61G7/10—Mounting of the couplings on the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • 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
    • B61G5/00—Couplings for special purposes not otherwise provided for
    • B61G5/02—Couplings for special purposes not otherwise provided for for coupling articulated trains, locomotives and tenders or the bogies of a vehicle; Coupling by means of a single coupling bar; Couplings preventing or limiting relative lateral movement of vehicles

Definitions

  • the invention relates to a coupling system for a rail vehicle, comprising coupling halves that can be coupled to one another, which can each be attached to a carriage structure of the rail vehicle and which each have a coupling rod with a coupling section and a bearing block on which the coupling section is mounted on one side via the coupling rod, and also a shell sleeve , with which the coupling sections of the two coupling halves can be clamped.
  • Rail vehicles that are made up of several carriages, in other words, multi-part rail vehicles, require detachable connections between the individual carriages.
  • Such detachable connections are implemented in the form of couplings, of which there are a large number of known types in the field of rail vehicles.
  • Threaded elements provided for adjusting the coupling lie directly in the power flow that results from one carriage to the next coupled carriage. This has proven to be disadvantageous, particularly with regard to the load capacity of the screw coupling. Furthermore, the relative positioning of the carriages to be connected turns out to be complex, since in any case an axial delivery of the carriages is required with shortening of the screw coupling with the threaded element.
  • Coupling types are also known in which a first carriage has a first bearing block with an articulated round bolt and another carriage has another bearing block with a U-shaped cutout. For the purpose of coupling, the bolt is then lifted or hooked into the U-shaped cutout and secured with securing elements against jumping out of the U-shaped cutout. Due to the hanging a complex relative positioning of the first and further carriage both in the vertical and in the longitudinal direction is required here.
  • the shell sleeve comprises two half-shells, which act on conical clamping surfaces that are concentric with respect to the longitudinal axes of the coupling rods.
  • the coupling rods themselves have planar faces on the face side, which abut one another as a result of the clamping.
  • a coaxial alignment of the coupling rods cannot be achieved with the shell sleeve alone, since the half shells may only rest on the clamping surfaces to ensure clamping.
  • the front planar surfaces typically have a centering mandrel, so that in this variant of the solution, too, before the half-shells are clamped, an axial advance movement must be carried out in order to bring the centering mandrel into engagement with a corresponding centering notch.
  • the object of the present invention is to create a coupling system for a rail vehicle with which a simple and reliable coupling process is made possible for coupling halves that are positioned vertically relative to one another, even if, after the vertical positioning, a transverse movement of the coupling halves is no longer possible.
  • a clutch system for a rail vehicle comprises coupling halves which can be coupled to one another and which can each be attached to a carriage structure of the rail vehicle.
  • the coupling halves each include a coupling rod with a coupling section.
  • the coupling halves also each include a bearing block on which the coupling section is mounted on one side via the coupling rod.
  • the coupling halves each comprise a centering shoulder provided on the coupling section and a first form-fitting surface provided on the coupling section.
  • the first mold surface faces the bearing block.
  • the coupling halves also each include a second form-fitting surface that is supported against the bearing block and faces the first form-fitting surface.
  • the coupling rod is movably mounted on the bearing block, at least in its longitudinal axis, and at least one elastic element is arranged between the coupling rod and the bearing block in such a way that it counteracts at least a longitudinal displacement of the coupling rod in the direction of its coupling section. Furthermore, at least one further elastic element is arranged in at least the other coupling half between the bearing block and the second form-fitting surface in such a way that it counteracts at least a displacement of the second form-fitting surface in the direction of the bearing block.
  • the coupling system comprises at least one shell sleeve which has a complementary form-fitting surface for each of the positive-locking surfaces and which also has at least one centering surface which is complementary to centering shoulders of the two coupling halves.
  • the coupling system comprises two coupling sides, each of which can be attached as a separate assembly to a car body, a car or other elements of a rail vehicle that are to be coupled.
  • the two assemblies each have at least one coupling rod for the transmission of tensile and compressive forces between the Assemblies when coupled.
  • the coupling rods are mounted on one side on a bearing block, with a coupling section protruding from the bearing block, in other words, it is cantilevered on it.
  • the coupling section the mechanical connection of the coupling sides can be realized via a shell sleeve. If the coupling system includes more than one coupling rod on each side, i.e.
  • the coupling section includes a centering step, that is to say a region with a centering diameter which is concentric with a longitudinal axis of the associated coupling rod and is machined to fit.
  • the centering step can, but does not have to, be made in one piece with the respective coupling rod. In other words, it can also be designed as a separate part.
  • the centering step can be formed by a one-piece or multi-piece sleeve mounted on the coupling rod, which in turn has the centering diameter.
  • the coupling rods themselves can, for example, be manufactured as turned parts.
  • the structures mentioned can thus be produced rotationally symmetrically with little effort. Although preferred, rotational symmetry is not a mandatory prerequisite here, so that parts that are milled or manufactured in some other way can also be used purely by way of example.
  • the counterpart to the fit mentioned above is formed by a shell sleeve. By definition, this is formed by at least two shells, for example half-shells.
  • the shells are preferably made from a semi-finished product, for example a hollow-cylindrical semi-finished product. This can, for example, be machined on an inner side in a turning process in order to produce the centering surface with the fit there. The machined semi-finished product can then be divided lengthways to produce the half-shells.
  • the centering surface is adapted to the centering shoulders of the coupling rods to be clamped, and a corresponding semi-finished product and manufacturing process can also be selected as an alternative to what is described here. Furthermore, when dividing the semi-finished product at the separating gap, an additional dimension is defined and material is removed accordingly. This serves to securely clamp or radially clamp the centering shoulders on the inner centering surface. It should be noted as an example that the inner centering surface can also have spatially separate areas, which in principle can also have different centering diameters, for example in order to couple coupling rods of different thicknesses. A first form-fitting surface is provided on the coupling section.
  • the first form-fitting surface can also be spatially distributed.
  • the first form-fitting surface can be provided, for example, on a flank of the centering step itself. However, it can also be produced on a section of the coupling rod that is different from the centering step, or else on a separate element arranged in the coupling section.
  • first form-fitting surface and (as described above) the centering step on the same separate part and to mount them on the coupling rod.
  • a second form-fitting surface lies opposite the first form-fitting surface. This is formed out of the bearing block or is provided on a separate element that can be supported against the bearing block. It is used for the at least partially positive transmission of longitudinal forces between the coupling rods in the coupled state, preferably compressive forces. At least one of the two coupling rods is longitudinally displaceable in its bearing block and thus suitable for a gap between the Coupling sections when they face each other to increase or decrease.
  • this coupling rod In its longitudinal movement, this coupling rod is operatively connected to a spring element which, under tension, for example compressive stress, strives to enlarge the gap between the coupling rods.
  • the second form-fitting surface On the side of the other coupling rod, the second form-fitting surface, which is movably mounted here in the longitudinal direction of the coupling rod, is operatively connected to a further spring element. Under tension, for example compressive stress, this further spring element endeavors to reduce a distance between this second form-fitting surface and the first form-fitting surface lying opposite it.
  • the opposing first and second form-fitting surfaces together form a cavity that is preferably trapezoidal in cross section, the width of which can be changed by shifting the first or second form-fitting surface.
  • the shell sleeve mentioned above is dimensioned in such a way that its complementary form-fitting surfaces form a body that is complementary to this cavity.
  • This can also be trapezoidal in cross section.
  • the geometric properties of the trapezoidal shape of the cavity and the body are matched to one another, so that the body can be pushed into the cavity with the pairing of the form-fitting surfaces with the complementary form-fitting surfaces, a displacement of at least a first or second form-fitting surface with the supply of potential energy in at least one spring element. In this way, the shell sleeve is engaged with both coupling sections.
  • the centering shoulders of the coupling sections are aligned relative to one another on the complementary centering surface of the shell sleeve, so that the coupling rods are aligned coaxially.
  • the trapezoidal shape of the body of the shell sleeve is preferably dimensioned in such a way that it does not strike the bottom of the trapezoidal shape of the cavities when the coupling sections are radially centered.
  • the shells of the shell sleeve can be clamped, for example, using screws.
  • the shell sleeve is also dimensioned so that there is always a gap between the coupling rods.
  • the invention presented offers a number of advantages.
  • two carriage structures each carrying a coupling half, can be pre-positioned with a height offset.
  • the only thing that follows is a vertical delivery of the car structures, i.e. transverse to the longitudinal direction of the coupling rods, for example with conventional lifting technology.
  • the shell sleeve can then be attached radially to the coupling sections.
  • the coupling sections are safely centered.
  • any existing deviations in the relative position of the two coupling halves in the longitudinal direction are compensated for by shifting the first or second form-fitting surface, without it being necessary to reposition the carriage structures overall in the longitudinal direction. In this way, a simple, safe and backlash-free coupling is achieved with only vertical delivery of the carriage structures.
  • the freedom from play is achieved through the advantageous separation of the load paths for compressive and tensile forces.
  • positional deviations in the longitudinal direction all conceivable cases are covered.
  • the shell sleeve is first placed on one of the coupling sections with the body fitting to the cavity, with the body being offset longitudinally on the other side of the coupling and attaching to the cavity.
  • the coupling rod of the other coupling side is pulled longitudinally in the direction of the shell sleeve until the body is fully inserted into the cavity.
  • the compensation takes place by pushing the second form-fitting surface away from the shell sleeve.
  • the quantitative limits that can be compensated for positional deviations of the coupling sections in the longitudinal direction are determined by the geometry of the shell sleeve and the first and second form-fitting surfaces and the spring elements. You are therefore flexible by appropriate design of these elements customizable. It should also be noted that a slight residual offset transverse to the longitudinal axis of the coupling rods when centering can be compensated for, for example, by the lifting technique or by a play that is always present in the area of the bearing of the at least one longitudinally displaceable coupling rod. The structural elasticity of the coupling rods can also contribute to this.
  • One of the plurality of elastic elements can preferably be pretensioned. Suitable form elements or adjustable form elements can be provided for this purpose.
  • a preload offers the advantage that there is a defined operating state right from the start and, for example, vibrations are avoided and the clutch process is facilitated.
  • the properties of the elastic elements and any preloads are designed based on the operating forces and safety factors to be expected.
  • the coupling rod is preferably mounted on the bearing block so that it can move, at least in its longitudinal axis, and at least one elastic element is arranged between the coupling rod and the bearing block in such a way that it counteracts at least a longitudinal displacement of the coupling rod in the direction of its coupling section, and also between at least one further elastic element is arranged between the bearing block and the second form-fitting surface in such a way that it counteracts at least a displacement of the second form-fitting surface in the direction of the bearing block.
  • both coupling halves are preferably designed in this way. This reinforces the advantages just described.
  • the coupling rod can advantageously be prestressed against the bearing spacer element and the bearing block.
  • the bearing spacer element can be formed directly from the bearing block or can also comprise one or more separate parts. For example, it may include one or more bearing spacers.
  • the bearing spacer element can be supported in the region of the first form-fitting surface and against a part that has the second form-fitting surface.
  • the part having the second form-fitting surface can be, for example, the bearing block itself or another element supported against it.
  • both coupling halves are preferably designed in this way. This reinforces the advantages just described.
  • At least one coupling half comprises at least one surface spacer element effective between the first form-fitting surface and the second form-fitting surface.
  • the bearing spacer element can take over the function of the surface spacer element when the bearing spacer element is effective between the first and second form-fitting surfaces.
  • the face distance element can, however, also be designed in such a way that the first and second form-fitting surfaces are supported against one another, but not the first form-fitting surface against the bearing block.
  • the coupling rod can advantageously be prestressed against the surface spacer element and the second form-fitting surface.
  • both coupling halves are preferably designed in this way. This reinforces the advantages just described.
  • At least one coupling half comprises an element that can be adjusted on the coupling rod along the longitudinal axis, in other words, in the longitudinal direction.
  • the adjustable element can be a threaded sleeve, axle nut or the like.
  • both coupling halves are preferably designed in this way. This reinforces the advantages just described.
  • the adjustable element may also include the bearing spacer or the face spacer.
  • the coupling rod is preferably mounted such that it can be tilted relative to the bearing block. If a passage is provided in the bearing block for the coupling rod, a guide surface for example be bulbous. A ball joint is also conceivable purely as an example.
  • both coupling halves are preferably designed in this way. This reinforces the advantages just described.
  • the form-fitting surfaces and the complementary form-fitting surfaces preferably have the shape of conical surfaces at least in sections. They preferably have this shape overall.
  • both coupling halves are preferably designed in this way. This reinforces the advantages just described.
  • the interlocking surfaces and the complementary interlocking surfaces can also be substantially planar and have only a chamfer. The aim is always to make it easier to insert the shell socket and ensure a secure, form-fitting power transmission.
  • the elastic element and/or the further elastic element are also preferably formed by a spherically movable bearing.
  • Ring-shaped structures preferably made of a polymeric material, come into consideration purely by way of example. Rubber is mentioned here purely as an example.
  • Corresponding elastic elements are also known to those skilled in the art as buffer springs, which are widely used in the rail vehicle sector.
  • the ring-shaped structure rotatably mounted around the respective coupling rod.
  • a plurality of elastic elements is preferably provided.
  • a carriage structure for a rail vehicle is also provided with at least one coupling system as described above.
  • the car structure can be, for example, a car body, a complete car or some other structure for a car of a rail vehicle.
  • a rail vehicle with at least one such car structure is also made available.
  • the rail vehicle can be actively driven. It can also just be a wagon combination.
  • the core of the invention relates to a coupling system for a rail vehicle with radially clampable coupling sections. Clamping is via a shell sleeve with a corresponding centering surface.
  • form-fitting surfaces are provided in the area of the coupling sections, on which complementary form-fitting surfaces of the shell sleeve can be placed without play.
  • the essential basic idea of the present invention lies in the use of a radially centering shell sleeve, with simultaneous separation of the load paths for tension and compression.
  • a positive axial power transmission takes place.
  • the radial centering enables the car bodies to be assembled using lifting jacks with only vertical movement.
  • the entire coupling process can be carried out simply by placing and screwing on the shell sleeve, with no additional steps for aligning the coupling rods being required within certain tolerances.
  • the coupling system 1 comprises a first bearing block 2 and a second bearing block 3.
  • the first bearing block 2 belongs to a first coupling half 4 and the second bearing block 3 belongs to a second coupling half 5.
  • the coupling halves 4, 5 are equipped with a Shell sleeve 6 coupled together.
  • the coupling with the shell sleeve 6 takes place in the area of a first and second coupling section 7, 8 (cf figure 2 ), each of which is assigned to a first coupling rod 9 that is hidden in this view and to a second coupling rod 10 that is visible here.
  • a sectional plane II is indicated, for which the associated sectional view is shown in figure 2 is described.
  • the shell sleeve 6 can be braced, for example, with four screws at the positions marked 11 .
  • the bearing blocks 2, 3 also have through-holes 12 for connecting the coupling halves 4, 5 to a carriage structure, not shown, of a rail vehicle.
  • FIG 2 is the clutch system 1 according to the invention figure 1 shown in the sectional view of the sectional plane II and looking at a longitudinal axis L of the coupling rods 9.10.
  • the first coupling rod 9 is also clearly visible here.
  • the first coupling rod 9 is mounted in the first bearing block 2 .
  • the first bearing block 2 has a through hole 13 .
  • the through bores 13 have a bulbous guide surface 14 on their inside.
  • the bulbous guide surface 14 makes it possible for the first coupling rod 9 to be tilted to a limited extent relative to the bearing block 2 .
  • the first coupling rod 9 is secured with an adjustable element 15 on the rear of the first bearing block 2 .
  • the adjustable element 15 is designed as an axle nut 16 here.
  • a multiplicity of elastic elements 17 are arranged between the axle nut 16 and the first bearing block 2 .
  • the elastic elements 17 are designed as spherically moveable bearings 18 . In this case, these are ring-shaped structures 19 Rubber. At the front, further elastic elements 17 of this type are connected to the first bearing block 2 . An annular disk 20 is arranged in front of these further elastic elements 17 and is supported via a two-part sleeve 21 against a first form-fitting surface 22 in the region of the first coupling section 7 of the first coupling rods 9 . A second form-fitting surface 23 is provided on the annular disk 20 , facing the first form-fitting surface 22 . The two-part sleeve 21 thus serves as a surface spacer element 24 between the first form-fitting surface 22 and the second form-fitting surface 23.
  • This layer spacer element 25 keeps the first coupling section 7 of the first coupling rods 9 , which can be displaced along their longitudinal axis L, at a distance from the first bearing block 2 .
  • the mobility of the first coupling rod 9 along its longitudinal axis L is thus prestressed against the first bearing block 2 via the position spacer element 25 , the axle nut 15 and the elastic elements 17 .
  • the annular disk 20 can be displaced along the longitudinal axis L on the first coupling rod 9 .
  • the further elastic element 17 arranged between the annular disc 20 and the first bearing block 2 therefore also prestresses the annular disc 20 with the second form-fitting surface 23 in relation to the two-part sleeve 21.
  • the elements described with regard to the first coupling half 4 are also found analogously in the second coupling half 5 . They are identified there accordingly with the same reference symbols with the additional use of a superscript ('). Where there are differences to be emphasized, the features of the second coupling half 5 have their own reference symbols.
  • the second coupling half 5 also has an annular disk 26 . However, this does not have a second form-fitting surface, but serves as a contact surface for a pressure sleeve 27. The second form-fitting surface 23' is in turn provided on this pressure sleeve 27.
  • a two-part sleeve 21' which acts as a surface spacer element 24' between a first form-fitting surface 22' and the second form-fitting surface 23'.
  • the two-part sleeve 21' acts as a bearing spacer element 25'.
  • the clutch system 1 is shown here in the coupled state. It can be seen that the shell sleeve 6 is brought into play-free contact with a corresponding complementary form-fitting surface 28 on each form-fitting surface 22, 23, 22′, 23′. Furthermore, the shell sleeve 6 rests on centering shoulders 29, 29' of the coupling rods 9, 10 via a complementary centering surface 30. On the other hand, a gap remains between the shell sleeve 6 and the two-part sleeves 21, 21'.
  • the respective centering shoulder 29, 29' can, for example, also be formed by a separate element, for example by the two-part sleeves 21, 21'. Then the centering step 29, 29' would be different than in figure 2 shown, not made directly from the coupling rods 9,10. In such a case, the shell sleeve 6 would then radially, for example, on the in figure 2 shown two-part sleeves 21, 21 'rest, whereas a radial gap between the end portions of the coupling rods 9, 10 in the coupling portion 7, 8 and the shell sleeve 6 would remain. Furthermore, purely by way of example, structures that meet the requirements in figure 2 shown outer contours of the two-part sleeves 21, 21 'correspond, also be made directly on the coupling rods 9, 10.
  • a centering shoulder that can be clamped radially with the shell sleeve 6 is at least provided in the first and second coupling section 7 , 8 .
  • the competent specialist can carry out the specific structural design here independently.
  • the force transmission area 31 can, for example, be in the area of the through holes 12 (cf figure 1 ), On which the respective bearing block 2, 3 can be attached to, for example, a carriage structure of a rail vehicle, not shown.
  • the exact position of the force transmission area 31 depends on the present connection principle of the bearing block with the car structure and the structural design of these components, so that the illustration shown here is purely an example.
  • the respective power flow for tensile forces F z or compressive forces F d enters or exits the respective bearing block 2, 3 in the force transmission region 31 .
  • the flow of force F d continues to run through this elastic element 17 through into the annular disk 20 and further via the second form-fitting surface 23 provided on the annular disk 20 into the complementary form-fitting surface 28 which rests against it and is provided on the shell sleeve 6 and thus into the shell sleeve 6 .
  • the power flow F d then runs through the shell sleeve 6 and thus gets from the first coupling half 4 to the second coupling half 5.
  • the power flow F d then runs via the complementary form-fitting surface 28 located in the second coupling half 5 and the second Form-fitting surface 23' into the pressure sleeve 27, from there into the annular disk 26, into the elastic element 17' and from here via the second bearing block 3 out of its power transmission region 31. It is important here that the power flow F d or load path for compressive forces F d thus runs past the first and second coupling rods 9, 10 and not through them.
  • the clutch system 1 is subjected to a tensile load, then there is a different flow of forces for tensile forces F z for tensile forces F z , which is described as an example and analogous to the compressive forces F d starting from the first bearing block 2 to the second bearing block 3: Entering the power transmission area 31, the power flow F z runs through the first bearing block 2 and to that elastic element 17 which rests on the first bearing block 2 and faces away from the first coupling section 7, or between the axle nut 16 and the first Bearing block 2 is arranged. The power flow F z then runs through the axle nut 16 into the first coupling rod 9 . The power flow runs through the first coupling rod 9 to the first coupling section 7.
  • the power flow Fz then runs in the second coupling half 5, analogously to the first coupling half 4, through the second coupling rod 10, through the axle nut 16', the elastic element 17' and the second bearing block 3, until it exits at the power transmission area 31 of the second bearing block 3.
  • FIG 4 shows the clutch system 1 according to the invention in the uncoupled state.
  • the shell sleeve 6 is not radially braced here or the first and second coupling sections 7, 8 are not radially centered on the respective centering shoulder 29, 29' via the complementary centering surface 30 of the shell sleeve 6.
  • the coupling process can then take place in that the shell sleeve 6 is braced radially in the direction R at the centering shoulders 29, 29', as a result of which the first and second coupling rods 9, 10 are aligned coaxially and then have the common longitudinal axis L.
  • at least the annular disk 20 or the first coupling rod 9 and at least the second coupling rod 10 or the pressure sleeve 27 are displaced axially along the longitudinal axis L, so that the first and second form-fitting surfaces 22, 22', 23, 23' are each on one complementary form-fitting surface 28 of the shell sleeve 6 are brought to rest without play.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Mutual Connection Of Rods And Tubes (AREA)
  • Vibration Prevention Devices (AREA)
  • Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
  • Mechanical Operated Clutches (AREA)
EP18700458.5A 2017-01-18 2018-01-04 Kupplungssystem für ein schienenfahrzeug Active EP3538412B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017200728.1A DE102017200728B3 (de) 2017-01-18 2017-01-18 Kupplungssystem für ein Schienenfahrzeug
PCT/EP2018/050173 WO2018134054A1 (de) 2017-01-18 2018-01-04 Kupplungssystem für ein schienenfahrzeug

Publications (2)

Publication Number Publication Date
EP3538412A1 EP3538412A1 (de) 2019-09-18
EP3538412B1 true EP3538412B1 (de) 2022-11-30

Family

ID=60990789

Family Applications (1)

Application Number Title Priority Date Filing Date
EP18700458.5A Active EP3538412B1 (de) 2017-01-18 2018-01-04 Kupplungssystem für ein schienenfahrzeug

Country Status (7)

Country Link
EP (1) EP3538412B1 (ru)
CN (1) CN212267497U (ru)
DE (1) DE102017200728B3 (ru)
ES (1) ES2939247T3 (ru)
PL (1) PL3538412T3 (ru)
RU (1) RU194629U1 (ru)
WO (1) WO2018134054A1 (ru)

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US29395A (en) * 1860-07-31 Car-coupling
DD107878A1 (ru) * 1973-10-26 1974-08-20
EP1995146A1 (de) * 2007-05-21 2008-11-26 Faiveley Transport Remscheid GmbH Vorrichtung zur elastischen gelenkigen Lagerung einer Kupplung
DE102008030284B4 (de) * 2008-06-30 2011-04-07 Siemens Aktiengesellschaft Hochleistungs- Schwingplattenrichtgelenk
DE102008048440B4 (de) * 2008-09-23 2011-04-14 Era-Contact Gmbh Mittelpufferkupplung für schienengebundene Fahrzeuge
RU2415043C2 (ru) * 2008-10-06 2011-03-27 Открытое акционерное общество "Всероссийский научно-исследовательский институт транспортного машиностроения" Шарнирный узел жесткого сцепного устройства железнодорожного транспорта
ATE522421T1 (de) * 2009-04-23 2011-09-15 Voith Patent Gmbh Anlenkung zum gelenkigen verbinden einer kupplungsstange mit einem wagenkasten
DE102016219201A1 (de) * 2016-10-04 2017-11-30 Siemens Aktiengesellschaft Kupplungsvorrichtung für auf einem gemeinsamen Fahrwerk abgestützte Wagenkästen eines Schienenfahrzeugs

Also Published As

Publication number Publication date
CN212267497U (zh) 2021-01-01
WO2018134054A1 (de) 2018-07-26
PL3538412T3 (pl) 2023-02-20
ES2939247T3 (es) 2023-04-20
RU194629U1 (ru) 2019-12-17
DE102017200728B3 (de) 2018-02-08
EP3538412A1 (de) 2019-09-18

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