EP3556632B1 - Levier de serrage destiné à la fixation articulaire d'un véhicule ferroviaire - Google Patents

Levier de serrage destiné à la fixation articulaire d'un véhicule ferroviaire Download PDF

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Publication number
EP3556632B1
EP3556632B1 EP19162789.2A EP19162789A EP3556632B1 EP 3556632 B1 EP3556632 B1 EP 3556632B1 EP 19162789 A EP19162789 A EP 19162789A EP 3556632 B1 EP3556632 B1 EP 3556632B1
Authority
EP
European Patent Office
Prior art keywords
claw
tensioning lever
shell
rail vehicle
lever
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
EP19162789.2A
Other languages
German (de)
English (en)
Other versions
EP3556632A1 (fr
Inventor
Bertold Casaretto
Simon Fischer
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
Priority to RS20210330A priority Critical patent/RS61649B1/sr
Publication of EP3556632A1 publication Critical patent/EP3556632A1/fr
Application granted granted Critical
Publication of EP3556632B1 publication Critical patent/EP3556632B1/fr
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
    • 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 tensioning lever for fixing the joints in a rail vehicle.
  • devices for fixing the joints must be screwed or plugged into the car parts during alignment processes in the event of a single track, i.e. especially when stretching or bending the car parts to the track, with the help of which the articulated connection between the car parts is fixed.
  • These devices can also be referred to as tension levers.
  • tension levers For example, by means of a threaded rod that is clamped between two clamping levers on adjacent car parts, the car parts can then be aligned with one another.
  • correspondingly complementary receptacles were provided on the car bodies of the vehicles, for example plug-in tubes or tabs with eyes that were themselves welded in and otherwise permanently carried along.
  • steering wheel claws or steering wheel crutches for theft protection of motor vehicles which prevent the steering wheel from rotating by attaching them, are generally known.
  • DE 935 731 C discloses a roof protection device for freight cars with a protection bar to be fastened horizontally below the roof edge on the car wall.
  • a track-guided vehicle consisting of at least three articulated interconnected car bodies, which are each rotatably supported on an associated chassis in the horizontal direction, known.
  • the invention is based on the object of specifying a simplified device for railing rail vehicles.
  • a tensioning lever according to the invention comprises a first claw and at least one further, second claw, at least one of the claws being movably and lockably arranged on the tensioning lever in order to brace the tensioning lever with a car body of the rail vehicle.
  • the tensioning lever is used to fix the joint in a rail vehicle, in particular when it is being tracked. It is appropriately designed and dimensioned. For example, its force-transmitting parts are made of a metal or a metal alloy.
  • the claws are appropriately designed for engaging and bracing the tensioning lever in a shell of a rail vehicle, for example in a subframe or an articulated end support of a car body of the rail vehicle, in particular in a suitable, complementary cavity or opening in the Shell construction of the rail vehicle.
  • the clamping lever according to the invention can easily be attached to a square profile of the vehicle with its universally form-fitting claws with a lockable stop. It is simply placed under the vehicle in suitable existing Openings in the bodyshell are clamped and locked and is therefore suitable for several vehicle variants.
  • a rail vehicle according to the invention in particular of the low-floor multi-articulated wagon type, is free of separate receptacles provided for this purpose for fastening complementary clamping levers for fixing the joints.
  • the rail vehicle only has a conventional shell in differential construction, for example in which square profiles or metal sheets are welded to form a frame structure.
  • the clamping lever is inserted, clamped and locked in suitable existing openings in the shell.
  • tensioning lever does not refer to the shape of the device in the area of the claws, but to its actual function in the insertion process, namely to transmit a force exerted on the tensioning lever from outside to the car body, for example the articulated end support or the underframe of the rail vehicle to move this in a predetermined direction or to align and / or fix it relative to an adjacent car body.
  • the claws can be arranged on a common axis, the second claw being displaceable along the axis.
  • the clamping lever can be designed in such a way that at least the second claw is mechanically, pneumatically, hydraulically or electrically is movable and / or can be locked.
  • a force is generated mechanically, pneumatically, hydraulically or electrically and, if necessary, is impressed from the outside on at least the second claw.
  • the claws are arranged in a first section of the tensioning lever, which first section ends in the area of a first end of the tensioning lever, the tensioning lever having a device for displacement and / or a device for locking at least the second in a second end opposite the first end Has claw.
  • a displacement and / or locking as well as the releasing of the locking of at least the second claw is thus possible from the second end of the tensioning lever and thus from an end of the tensioning lever that is freely accessible when the tensioning lever is mounted.
  • the clamping lever can optionally have a device for fastening a connecting element at the second end.
  • the tensioning lever is designed as a telescopic tube with at least one first partial tube and a particularly coaxial rod guided displaceably in the first partial tube, the rod then being locked by means of a clamping screw which is guided through a threaded hole in the first partial tube and by means of which a Force can be applied to the rod for clamping the rod relative to the first partial tube.
  • the clamping screw is then in turn advantageously arranged in the region of the second end of the clamping lever and is therefore freely accessible from the outside in the assembled state of the clamping lever.
  • the first claw is advantageously firmly connected to the first partial tube and the second claw is firmly connected to the rod.
  • the rod could then at least partially protrude from the second end of the partial tube and protrude through pulling or pushing Part of the rod to be moved relative to the first tube part.
  • the second claw can thus also be moved relative to the first claw by applying an external force.
  • the tensioning lever can be a first part-tube with an internal thread and a threaded rod guided in the first part-tube, which can be displaced relative to the first part-tube by rotation at the free end protruding from the first part-tube.
  • the thread is self-locking so that an additional locking device could be omitted.
  • a lock nut could be provided for locking.
  • the first claw would be firmly connected to the first partial tube and the second claw would be firmly connected in the axial direction to a threaded rod. Further solutions with racks etc. would be conceivable.
  • At least the first claw is arranged at the first end of the clamping lever, in particular at a first end of the first partial tube, the clamping lever at a second end opposite the first end, in particular at a second end of the first partial tube, a Has device for fastening a connecting member.
  • the connecting element is a spreading or pulling device, for example a threaded rod. It is mounted between two identical, structurally identical or similar tensioning levers, which in turn are mounted on opposite sides of adjacent car bodies of a rail vehicle. By means of the connecting element, forces are then exerted on the tensioning levers connected to it, which lead to an alignment of the two car bodies of the rail vehicle, in that the forces are transmitted via the respective tensioning levers to the respective car bodies of the rail vehicle and move them accordingly to or away from each other.
  • a first tensioning lever is attached to the shell of the first car body of the rail vehicle by moving at least the second claw to make contact with the shell moves with simultaneous contact of the first claw on the shell and applied a force against the systems and at least the second claw is locked against further movement.
  • the same process is repeated analogously on the opposite side of the second car body with the second tensioning lever, so that it is clamped to the second car body.
  • the free ends of the first and the second tensioning lever are connected to a connecting element and a force for aligning the first and the second car body is applied to the tensioning levers connected to it with the connecting element.
  • the clamping levers have to be inserted into the shell and roughly aligned.
  • a threaded rod can be used as the connecting element, which applies the forces by stretching or compressing the threaded rod and thus forces the sides of the opposite car bodies of the vehicle connected to the clamping levers to move towards or away from each other.
  • the clamping levers are arranged on one and the same side of the adjacent car bodies. In order to achieve a complete fixation of the joint between the car bodies, the same process can be carried out on the opposite side of the car bodies.
  • a further development of the tensioning lever according to the invention provides that the claws are aligned pointing away from one another.
  • the tensioning lever would therefore be tensioned in that the at least one movable second claw is moved away from the first claw and thus towards a frame profile of the shell of the vehicle and comes into abutment with this, while the first claw abuts against a frame profile of the shell of the vehicle opposite this.
  • the tensioning lever is then clamped in an opening in the shell of the vehicle and thus between two shell parts.
  • the claws could be directed towards each other.
  • a sheet metal or a beam of the shell would be clamped between the claws of the tensioning lever by at least one movable second claw being moved towards the first claw.
  • the claws are advantageously designed to be complementary to the shell, in particular to the thickness of the metal sheets of the shell. They can be rounded on the side facing the shell in order to grip into corners or be conical in order to be able to clamp different sheet metal thicknesses equally. According to one embodiment, they can also be designed to be adjustable perpendicular to the axis or to the displaceability of the second claw in order to be able to clamp different sheet metal thicknesses.
  • the tensioning lever would primarily be elongated, the claws being arranged on an axis and at least the second claw being displaceable along the axis.
  • the clamping lever could alternatively also have a plate shape at least in the area of the claws.
  • a plurality of, in particular at least three, claws could be arranged there, for example concentrically and each arranged in a radially movable manner.
  • a shell component could thus also be clamped in or the clamping lever could be clamped into a shell opening.
  • Fig. 1 an inventive clamping lever 1 for clamping and locking in an opening of a frame structure of a car body of a rail vehicle is shown.
  • the tensioning lever 1 is designed telescopically and comprises a first partial tube 11 in which a rod 8 is mounted so as to be axially displaceable.
  • the first claw 2 is arranged at a first end 6 of the first partial tube 11 and thus fixedly connected to the first partial tube 11 at a first end 6 of the tensioning lever 1.
  • the second claw 3 is firmly connected to the rod 8, so that a displacement of the rod 8 leads to a displacement of the second claw 3. Accordingly, an elongated hole 9 is provided in the first partial tube 11 for guiding the second claw 3.
  • the displacement can be impressed from the outside by pulling on a part of the rod 8 protruding from the second end 7 of the first part tube 11 opposite the first end 6 of the first part tube 11.
  • the moving away from each other Claws 2, 3 can be braced against one another in the opening in the frame structure of the car body of the rail vehicle. Pressure on the protruding part of the rod 8 would release the tension again. Conversely, by means of pressure, a shell component could be clamped between the two claws that are then possibly directed towards one another.
  • a device for locking at least the second claw 3 is provided - here a clamping screw 5 for locking the rod 8 on the first partial tube 11.
  • the clamping screw 5 is in the area of the second Arranged at the end 7 of the first partial tube 11, which is freely accessible in the assembled state of the clamping lever 1, while the area with the claws 2, 3 is clamped in the shell.
  • the tensioning lever 1 has at least one device in the area of the second end for fastening a connecting element to the tensioning lever, here designed as two eyes 4 and 4 '.
  • one clamping lever 1 is mounted on each side of the wagon of adjacent car bodies on the opposite end face, so a total of four clamping levers. Illustrated in Fig. 2 only one side of the car.
  • the tensioning levers 1 and 1 ' are correspondingly clamped in openings on the respective articulated end supports 10 and 10' of the respective car bodies of the rail vehicle.
  • a connecting element for example a threaded rod, would then be connected to the eyelets 4 or 4 'of the clamping levers 1 and 1' and the clamping levers 1 and 1 'would be drawn towards one another or pushed away from one another by means of the connecting element, and thus the car bodies shifted or spread apart on the corresponding side of the car.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Clamps And Clips (AREA)
  • Vehicle Cleaning, Maintenance, Repair, Refitting, And Outriggers (AREA)

Claims (7)

  1. Levier (1) de serrage pour la fixation par articulation dans un véhicule ferroviaire,
    comprenant une première griffe (2) et au moins une autre deuxième griffe (3), au moins l'une des griffes (2, 3) étant montée de manière mobile et de manière à pouvoir être arrêtée sur le levier (1) de serrage pour bloquer le levier (1) de serrage à une caisse (10) du véhicule ferroviaire,
    caractérisé en ce que
    le levier (1) de serrage est constitué sous la forme d'un tube télescopique ayant au moins un premier sous-tube (11) et une barre (8), guidée à coulissement dans le premier sous-tube (11), le levier (1) de serrage ayant une vis (5) de serrage à bloc pour arrêter la barre (8) sur le premier sous-tube (11).
  2. Levier de serrage suivant la revendication 1,
    caractérisé en ce que
    les griffes (2, 3) sont montées sur un axe, la deuxième griffe (3) pouvant coulisser suivant l'axe.
  3. Levier de serrage suivant l'une des revendications 1 ou 2, caractérisé en ce que
    la première griffe (2) est reliée fixement au premier sous-tube (11) et la deuxième griffe (3) est reliée fixement à la barre (8).
  4. Levier de serrage suivant l'une des revendications 1 à 3, caractérisé en ce que
    au moins la première griffe (2) est montée à une première extrémité (6) du levier (1) de serrage, le levier (1) de serrage ayant, à une seconde extrémité (7) opposée à la première extrémité, un système de fixation d'un organe de liaison.
  5. Levier de serrage suivant l'une des revendications 1 à 4, caractérisé en ce que
    les griffes (2, 3) sont disposées dans un premier tronçon du levier (1) de serrage, lequel premier tronçon se termine dans la partie d'une première extrémité (6) du levier de serrage, le levier (1) de serrage ayant, dans une seconde extrémité (7) opposée à la première extrémité (6), un système pour faire coulisser et un système pour arrêter au moins la deuxième griffe (3).
  6. Levier de serrage suivant l'une des revendications 1 à 5, caractérisé en ce que
    les griffes (2, 3) sont orientées en étant tournées en sens contraire l'une de l'autre.
  7. Procédé pour la fixation d'une articulation entre deux caisses d'un véhicule ferroviaire au moyen d'au moins deux leviers de serrage suivant l'une des revendications 1 à 8, caractérisé par les stades de procédé suivants :
    a. blocage d'un premier levier (1) de serrage sur le chaudron d'une première caisse du véhicule ferroviaire par déplacement d'au moins la deuxième griffe (3) jusqu'à venir en contact avec le chaudron, tout en appliquant en même temps la première griffe (2) au chaudron et application d'une force s'opposant à l'application et à l'arrêt d'au moins la deuxième griffe (3) ;
    b. blocage d'un deuxième levier (1) de serrage au chaudron d'une deuxième caisse, opposée à la première caisse, du véhicule ferroviaire par déplacement au moins de la deuxième griffe (3) jusqu'à venir en contact avec le chaudron, tout en ayant un contact simultané de la première griffe (2) avec le chaudron et application d'une force opposée à l'application et à l'arrêt au moins de la deuxième griffe (3) ;
    c. liaison des extrémités libres du premier et du deuxième leviers de serrage à un organe de liaison et application d'une force pour l'orientation de la première et de la deuxième caisse.
EP19162789.2A 2018-04-16 2019-03-14 Levier de serrage destiné à la fixation articulaire d'un véhicule ferroviaire Active EP3556632B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
RS20210330A RS61649B1 (sr) 2018-04-16 2019-03-14 Pritezna poluga za fiksiranje zgloba šinskog vozila

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102018205727.3A DE102018205727A1 (de) 2018-04-16 2018-04-16 Spannhebel zur Gelenkfixierung eines Schienenfahrzeugs

Publications (2)

Publication Number Publication Date
EP3556632A1 EP3556632A1 (fr) 2019-10-23
EP3556632B1 true EP3556632B1 (fr) 2021-01-20

Family

ID=65818194

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19162789.2A Active EP3556632B1 (fr) 2018-04-16 2019-03-14 Levier de serrage destiné à la fixation articulaire d'un véhicule ferroviaire

Country Status (6)

Country Link
EP (1) EP3556632B1 (fr)
CN (1) CN210391166U (fr)
DE (1) DE102018205727A1 (fr)
DK (1) DK3556632T3 (fr)
ES (1) ES2871403T3 (fr)
RS (1) RS61649B1 (fr)

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE935731C (de) * 1953-12-03 1955-11-24 Schoeller Bleckmann Stahlwerke Dachschutzvorrichtung fuer Gueterwagen
GB1127524A (en) * 1966-03-28 1968-09-18 Henry Clarke A motor vehicle anti-theft device
DE19936564A1 (de) * 1999-08-04 2001-02-08 Liebherr Aerospace Gmbh Spurgeführtes Fahrzeug, insbesondere Schienenfahrzeug für den Nahverkehr
US6901781B1 (en) * 2004-07-20 2005-06-07 Tsann Hwang Lin Steering wheel lock

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
EP3556632A1 (fr) 2019-10-23
DK3556632T3 (da) 2021-03-29
CN210391166U (zh) 2020-04-24
ES2871403T3 (es) 2021-10-28
RS61649B1 (sr) 2021-04-29
DE102018205727A1 (de) 2019-10-17

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