EP3799588B1 - Coupling support for a central buffer coupling of a rail vehicle - Google Patents

Coupling support for a central buffer coupling of a rail vehicle Download PDF

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Publication number
EP3799588B1
EP3799588B1 EP19746039.7A EP19746039A EP3799588B1 EP 3799588 B1 EP3799588 B1 EP 3799588B1 EP 19746039 A EP19746039 A EP 19746039A EP 3799588 B1 EP3799588 B1 EP 3799588B1
Authority
EP
European Patent Office
Prior art keywords
coupling
base plate
transverse bar
support
rail vehicle
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
EP19746039.7A
Other languages
German (de)
French (fr)
Other versions
EP3799588A1 (en
Inventor
Manuel Kroiß
Hannes Peer
Alexander Trachtenherz
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 EP3799588A1 publication Critical patent/EP3799588A1/en
Application granted granted Critical
Publication of EP3799588B1 publication Critical patent/EP3799588B1/en
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
    • B61G1/22—Couplings comprising interengaging parts of different shape or form and having links, bars, pins, shackles, or hooks as coupling means having screws incorporated in the links for lengthening or shortening the couplings
    • 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
    • B61G1/28—Couplings comprising interengaging parts of different shape or form and having links, bars, pins, shackles, or hooks as coupling means with vertical 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
    • B61G1/32—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
    • B61G7/00—Details or accessories
    • B61G7/06—Coupling heads constructed to facilitate alignment
    • 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
    • B61G7/12—Adjustable coupling bars, e.g. for centralisation purposes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G11/00—Buffers
    • B61G11/02—Buffers with metal springs
    • B61G11/04—Buffers with metal springs with helical springs
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G5/00—Couplings for special purposes not otherwise provided for
    • B61G5/04—Couplings for special purposes not otherwise provided for for matching couplings of different types, i.e. transitional couplings

Definitions

  • the invention relates to a coupling support for a central buffer coupling of a rail vehicle, the coupling support being particularly suitable for a locomotive.
  • the coupling support includes a first retaining plate and a second retaining plate, with which the coupling support can be attached to a vehicle body of the rail vehicle.
  • the clutch support comprises a base plate arranged between the retaining plates and a crossbar arranged between the retaining plates, which is arranged above the base plate and is resiliently coupled to the base plate.
  • the crossbeam can be used to support a coupling shaft of a central buffer coupling, the central buffer coupling having a coupling shaft which is articulated on the vehicle body and carries a coupling head.
  • the invention also relates to a center buffer coupling and a rail vehicle, in particular a locomotive, each of which includes such a coupling support.
  • the crossbar is used to set a specific height of the coupling head.
  • the coupling heads To couple two central buffer couplings, the coupling heads must be arranged at a suitable height so that the couplings can engage with each other.
  • the coupling shaft When driving over a hilltop, the coupling shaft would result in high forces on the transom, since the coupled couplings would be arranged lower relative to the vehicles when driving in this way than when driving on one level.
  • the resilient arrangement of the crossbar means that the coupling shaft can press the crossbar down.
  • the crossbeam must be mobile to a certain extent on the one hand, and on the other hand on a large scale and whole, however, be arranged fixed at its position between the retaining plates.
  • the crossbeam is fixed in that the crossbeam has guide grooves into which the retaining plates engage in a form-fitting manner.
  • the crossbar can be moved along a spring direction and is guided laterally to this.
  • the center buffer coupling or the coupling shaft of the center buffer coupling exerts a lateral force on the crossbeam.
  • driving over a crest or through a dip causes the transom to move along the direction of the spring. Both together lead to friction on the guide grooves or the retaining plates.
  • Vertical stops can be provided with which a height of the crossbar can be adjusted.
  • a towing vehicle for railway vehicles is known in which a towing vehicle drawbar, which can be angled vertically and horizontally, rests on a box-shaped support element spring.
  • the invention is based on the object of enabling a movement of the crossbar along the direction of the spring and thereby minimizing friction, wherein in particular a relative movement between the crossbar and vertical stops is to be minimized or ruled out.
  • a rocker arm within the meaning of the present invention is an element which is mounted rotatably about an axis at one point and otherwise cannot be moved any further at this point.
  • This point at which the rocker arm is rotatably mounted represents the first pivot point of the first rocker arm or the second pivot point of the second rocker arm.
  • the first rocker arm and the second rocker arm can therefore be rotated about the first pivot point or the second pivot point, but otherwise with respect to the Base plate not moveable.
  • the hinged connections connecting the tops of the rocker arms to the transom allow movement of the transom toward the base and restrict movement away from the base.
  • the crossbeam can be adequately fixed between the holding plates and, on the other hand, can be moved towards the base plate, for example when the rail vehicle travels over a hilltop.
  • the articulated connections each form a vertical stop of the crossbeam.
  • a spring is positioned between the base plate and the transom.
  • more than one spring can also be arranged. It can be provided that the movement of the crossbar away from the base plate leads to a relaxation of the spring and the movement of the crossbar towards the base plate leads to a tensioning of the spring. This is particularly the case when the spring between the base plate and the transom is preloaded.
  • the biasing may be such that the biasing forces the transom to an upper position, the upper position being defined by the restriction of movement of the transom due to the articulated connections.
  • the crossbeam can thus be moved towards the base plate while accepting further tensioning of the spring, but not further away from the base plate beyond the upper position. This results in a clutch support suitable for a center buffer clutch.
  • a pretensioning of the spring can be adjusted, whereby the upper position of the crossbar can also be adjusted as a result. This can be used to adapt the height of the central buffer coupling to different heights that are necessary due to different operating states.
  • the first articulated connection has a bolt guided in a slot. Movement of the crossbeam away from the base plate is restricted by the elongated hole, since at a certain point the bolt abuts against a stop of the elongated hole. A movement of the transom to the base plate is made possible due to the nature of the elongated hole.
  • the elongated hole is arranged on the crossbeam and the bolt on the first rocker arm. This makes it easy to implement the rocker arm, since it only has to have one bolt for placement within the elongated hole in addition to the joint at the pivot point.
  • the slot is arranged on the first rocker arm and the bolt on the crossbar. This advantageously results in a compact arrangement of rocker arm and crossbeam.
  • An end of the elongated hole of the first rocker arm facing away from the first pivot point can serve as a stop in order to limit further upward movement of the crossbeam due to the bolt.
  • the first rocker arm has an adjustable vertical stop.
  • An available length of the elongated hole can be changed using the adjustable vertical stop.
  • a different prestressing of the springs and a position of the crossbar can advantageously be set.
  • the first rocker arm has a threaded rod.
  • the threaded rod is guided through an opening in the crossbar.
  • a nut is attached to the threaded rod above the opening such that the threaded rod, opening and nut form the first articulated connection.
  • the preload of the springs or the position of the crossbar can also be adjusted by changing the position of the nut.
  • the nut has a thread protector, the thread protector having an internal thread that matches the threaded rod and passing through the opening is guided.
  • the first rocker arm has a threaded rod.
  • a ball and socket joint is connected to the transom and forms the first articulated connection.
  • the ball joint is movable along the threaded rod, the movement of the crossbar away from the base plate being restricted by a nut arranged on the threaded rod.
  • the ball joint enables a particularly friction-free working first articulated connection.
  • the nut can have a thread protector, with the thread protector having an internal thread that matches the threaded rod and being guided through the ball joint.
  • the nut can be fixed with a lock nut.
  • the crossbeam has a sliding plate which is arranged on a side of the crossbeam remote from the base plate.
  • the coupling shaft of a center buffer coupling can be moved along this sliding surface.
  • the retaining plates each have a predetermined breaking point. This can serve to improve the crash safety of the central buffer coupling.
  • the second rocker arm and the second articulated connection can be designed analogously to the first rocker arm and the first articulated connection in all embodiments.
  • the invention also includes a central buffer coupling according to patent claim 4.
  • the invention also includes a rail vehicle with a coupling support according to one of the embodiments mentioned, the coupling support being fastened to the rail vehicle by means of the retaining plates.
  • the rail vehicle may have a center buffer coupling which is also attached to the rail vehicle and which has a coupling shank and a coupling head arranged on the coupling shank, the coupling shank being able to be supported by the crossbeam of the coupling support.
  • FIG. 1 shows a plan view of a coupling support 100 for a center buffer coupling of a rail vehicle.
  • the clutch support 100 has a first retaining plate 111 and a second retaining plate 112 .
  • the retaining plates 111, 112 can be attached to a vehicle body of a rail vehicle.
  • the retaining plates 111, 112 have fastening holes 113, with which the retaining plates 111, 112 can be screwed to the vehicle body.
  • the retaining plates 111, 112 can be welded to the vehicle body or otherwise attached.
  • a base plate 120 is arranged between the retaining plates 111, 112.
  • a crossbar 130 is arranged between the retaining plates 111, 112, the crossbar 130 being resiliently coupled to the base plate 120 and arranged above the base plate 120.
  • the resilient coupling can be produced by means of spring elements 131 be, wherein the spring elements 131 can be spiral springs between the base plate 120 and the crossbar 130.
  • Optional spring tensioning elements 132 are arranged underneath the base plate 120, with which a pretensioning of the spring elements 131 can be adjusted.
  • a first rocker arm 141 is arranged adjacent to the first retaining plate 111 .
  • a first pivot point 142 of the first rocker arm 141 is arranged below the crossbar 130 in the area of the transition from the first retaining plate 111 to the base plate 120 .
  • a second rocker arm 151 is also arranged on the base plate 120 in a region between the base plate 120 and the second retaining plate 112 at a second pivot point 152 .
  • the first rocker arm 141 can be rotated about the first pivot point 142
  • the second rocker arm 151 can be rotated about the second pivot point 152 . Except for these rotations, the rocker arms 141, 151 are not movable with respect to the base plate 120.
  • a first upper part 143 of the first rocker arm 141 is connected to the transom 130 by means of a first pivotal connection 144 .
  • a second upper part 153 of the second rocker arm 151 is connected to the transom 130 by means of a second articulated connection 154 .
  • the hinged connections 144,154 are configured such that movement of the transom 130 away from the base 120 due to the hinged connections 144,154 is restricted. A movement of the crossbar 130 towards the base plate 120 is possible due to the articulated connections 144, 154.
  • a center buffer coupling which can also be attached to the rail vehicle, can have a coupling shaft and a coupling head.
  • the coupling shaft can be supported on the crossbar 130 of the coupling support 100 and carried by the crossbar 130 of the coupling support 100 .
  • the coupling shaft can move on the crossbar 130 to the left and right, stand out from the crossbar 130 when moving upwards away from the base plate 120 and when moving toward the base plate 120 the Press the cross bar 130 in the direction of the base plate 120 in such a way that the spring elements 131 are further tensioned and the cross bar 130 is moved in the direction of the base plate 120 .
  • the articulated connections 144, 154 are designed as bolts 145, 155 fastened to the crossbeam 130, the bolts 145, 155 being guided through round openings 146, 156 in the rocker arms 141, 151.
  • the spring elements 131 are designed as springs, in particular as helical springs.
  • a movement of the crossbar 130 away from the base plate 120 leads to a relaxation of the spring elements 131 and a movement of the crossbar 130 towards the base plate 120 leads to a tensioning of the spring elements 131.
  • the degree of tension and relaxation of the spring elements 131 can be optional spring clamping elements 132 can be preset.
  • the articulated connections 144, 154 can each be designed as a vertical stop of the crossbeam 130.
  • FIG 2 shows, like the following figures, a section of a top view of a clutch support 100, in particular in the area of the first retaining plate 111 and the first rocker arm 141.
  • the first retaining plate 111 has four elongated fastening holes 113, through which when attaching the Coupling support 100 on a rail vehicle, a position in height can be adjusted.
  • the first rocker arm 141 has an elongated hole 147 through which a first bolt 145 is guided. The first bolt 145 is connected to the crossbar 130 , the first bolt 145 and the first elongated hole 147 together forming the first articulated connection 144 between the first upper part 143 of the first rocker arm 141 and the crossbar 130 .
  • FIG. 3 shows a plan view of a clutch support 100, in which the first articulated connection 144 also consists of a first bolt 145 and a first slot 147 consists.
  • the first elongated hole 147 is arranged on the crossbar 130, while the first bolt 145 is arranged on the first rocker arm 141, in particular on the first upper part 143 of the first rocker arm 141.
  • no mounting holes 113 are shown, but these can be analogous to the first holding plate 111 as required 1 and 2 be provided.
  • Both in the clutch support 100 of FIG 2 as well as the clutch support 100 of the 3 the first bolt 145 and the first elongated hole 147 are designed in such a way that movement of the crossbar 130 towards the base plate 120 is possible, while movement of the crossbar 130 away from the base plate 120 is restricted due to the arrangement of the first bolt 145 and the first elongated hole 147 .
  • the restriction of the movement is given by the fact that the first bolt 145 is present at the first elongated hole 147 .
  • the crossbar 130 is held in this position by the spring element 131 .
  • FIG 4 shows a section of a clutch support 100, which is the clutch support 100 of 2 and 3 provided that no differences are described below. Same as with 3 are in the FIG 4 on the first retaining plate 111 no mounting holes 113 located, but these can be analogous to the 1 and 2 be provided.
  • the first bolt 145 which is connected to the crossbar 130, is guided in the first slot 147.
  • the first upper part 143 of the first rocker arm 141 is designed such that an adjustable vertical stop 148 can be moved along the first rocker arm 141 such that an available length of the first slot 147 can be changed by the adjustable vertical stop 148 .
  • variable vertical stop 148 can be designed as a screw that can be screwed into or out of the first rocker arm 141 and can thus change the available length of the first elongated hole 147 .
  • the first bolt 145 is thereby in its upward movement, i.e. away from the base plate 120, restricted by the adjustable vertical stop 148.
  • FIG. 5 shows another section of a clutch support 100 in the area of the first retaining plate 111 and the first rocker arm 141.
  • the first rocker arm 141 is designed as a first threaded rod 161, with the first threaded rod 161 being guided through a first opening 162 in the crossbeam 130 and above the crossbeam 130 a first nut 163 is arranged to fix the transom 130 at a certain position.
  • the first threaded rod 161, the first opening 162 and the first nut 163 form the first articulated connection 144, by means of which the crossbar 130 can be moved.
  • the crossbar 130 can be moved in such a way that when the crossbar 130 moves toward the base plate 120, the crossbar 130 is displaced in such a way that the first opening 162 no longer rests against the first nut 163, but further down (in the direction of the base plate 120) is arranged on the threaded rod 161. However, the first nut 163 restricts the movement of the crossbar 130 away from the base plate 120 .
  • the first nut 163 has a first thread protector 164 .
  • the first thread protection 164 has an internal thread that matches the first threaded rod 161 and is guided through the first opening 162 . As a result, a movement of the crossbar 130 along the first threaded rod 161 causes less damage to the thread of the first threaded rod 161 since the thread of the first threaded rod 161 is protected by the first thread protector 164 .
  • an optional first lock nut 165 is shown, with which the first nut 163 can be fixed in position.
  • FIG 7 shows a view of a section of a clutch support, also in the area of the first retaining plate 111 and the first rocker arm 141 of the clutch support 100 of 5 provided that no differences are described below.
  • the first articulated connection 144 is designed as a first ball joint 166 .
  • the first ball joint 166 has an inner opening that can be slid on the first threaded rod 161 .
  • the first ball joint 166 is fixed on the first threaded rod 161 by means of a first nut 163 above the crossbar 130 .
  • an optional first lock nut 165 is shown.
  • the first ball joint 166 can be pressed onto the crossbeam 130 or fixed to the crossbeam 130 in some other way.
  • the transom 130 moves toward the base 120, the first ball joint 166 moves along the first threaded rod 161. In moving away from the base 120, the transom 130 is constrained in that at some point the first ball joint 166 at the first nut 163 is present and further movement beyond this point is not possible.
  • the first nut 163 analogous to 6 also be equipped with a first thread protection 164 in order to reduce damage to the first threaded rod 161 in this exemplary embodiment as well.
  • first rocker arm 141 and the first retaining plate 111 were shown.
  • the second rocker arm 151 and the second retaining plate 112 can in the clutch supports 100 of 2 to 7 each be constructed analogously to the first rocker arm 141 and the first retaining plate 111.
  • the first rocker arm 141 is analogous to one of the exemplary embodiments of FIG 1 to 7 and the second rocker arm 151 analogous to another embodiment of FIG 1 to 7 to design.
  • An optional predetermined breaking point 114 is drawn in, through which the crash safety of the clutch support 100 can be increased.
  • the first retaining plate 111 can break at the predetermined breaking point 114, as a result of which deformation energy can be absorbed by an energy absorption element arranged behind the clutch support 100.
  • the second retaining plate 112 can have a predetermined breaking point 114 of the same type.
  • the crossbar 130 in the 1 to 7 an optional sliding plate 133 which is arranged on a side of the crossbar 130 facing away from the base plate 120 .
  • the sliding plate 133 can serve to support the coupling shaft of a center buffer coupling and reduce the sliding friction between the coupling shaft and the cross beam 130.
  • the coupling support 100 is analogous to the coupling support 100 of FIG FIG 2 executed, but can also be analogous to the clutch support FIG 1 or the 3 to 7 be executed.
  • the coupling support 100 is fastened to the vehicle body 201 of the rail vehicle 200 by screws 202 being guided through fastening holes in the retaining plates 111, 112 and screwed to the vehicle body 201.
  • the mounting holes can be analogous to FIG 1 be executed.
  • the central buffer coupling 180 has a coupling head 181 which is arranged in front of the coupling support 100 in the direction of travel.
  • the center buffer coupling 180 has a coupling shaft 182, shown in dashed lines, which rests on the crossbeam 130 of the coupling support 100. Due to the coupling head 181, the coupling shaft 182 is not visible in the plan view. If the central buffer coupling 180 moves downwards, ie in the direction of the base plate 120, the crossbar 130 is moved in the direction of the base plate 120, with the spring elements 131 being compressed in the process. This movement is possible due to the articulated connections 144, 154 since the bolts 145, 155 can be moved in the elongated holes 147, 157.
  • Another number of spring elements 131 for example one spring element or three or four spring elements, can also be arranged between the base plate 120 and the crossbar 130.
  • the coupling head 181 can correspond to the Janney type.
  • the coupling head 181 can be part of a UIC center buffer coupling (AK69e), a Scharfenberg coupling, an SA3 coupling, a C-AKv coupling, or another type of center buffer coupling.
  • AK69e UIC center buffer coupling
  • Scharfenberg coupling an SA3 coupling
  • C-AKv coupling or another type of center buffer coupling.
  • FIG 9 shows a plan view of another embodiment of a clutch support 100, which the clutch support 100 of FIG 8 provided that no differences are described below.
  • the base plate 120 is modified in this exemplary embodiment in such a way that a lower housing part 171 extends from the base plate 120 and partially encloses the spring elements 131 so that the spring elements in the area of the base plate 120 are no longer visible.
  • the crossbeam 130 is designed such that a housing top part 172, starting from the crossbeam 130, encompasses the housing bottom part 171, so that the spring elements 131 are arranged completely within the housing consisting of the housing bottom part 171 and the housing top part 172.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Prevention Devices (AREA)
  • Mechanical Operated Clutches (AREA)
  • Vibration Dampers (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Description

Die Erfindung betrifft eine Kupplungsabstützung für eine Mittelpufferkupplung eines Schienenfahrzeugs, wobei die Kupplungsabstützung insbesondere für eine Lokomotive geeignet ist. Die Kupplungsabstützung umfasst ein erstes Halteblech und ein zweites Halteblech, mit denen die Kupplungsabstützung an einem Fahrzeugkasten des Schienenfahrzeugs befestigt werden kann. Ferner umfasst die Kupplungsabstützung eine zwischen den Halteblechen angeordnete Grundplatte und einen zwischen den Halteblechen angeordneten Querbalken, der oberhalb der Grundplatte angeordnet und federnd mit der Grundplatte gekoppelt ist. Der Querbalken kann zur Abstützung eines Kupplungsschaftes einer Mittelpufferkupplung dienen, wobei die Mittelpufferkupplung einen am Fahrzeugkasten angelenkten und einen Kupplungskopf tragenden Kupplungsschaft aufweist.The invention relates to a coupling support for a central buffer coupling of a rail vehicle, the coupling support being particularly suitable for a locomotive. The coupling support includes a first retaining plate and a second retaining plate, with which the coupling support can be attached to a vehicle body of the rail vehicle. Furthermore, the clutch support comprises a base plate arranged between the retaining plates and a crossbar arranged between the retaining plates, which is arranged above the base plate and is resiliently coupled to the base plate. The crossbeam can be used to support a coupling shaft of a central buffer coupling, the central buffer coupling having a coupling shaft which is articulated on the vehicle body and carries a coupling head.

Ferner betrifft die Erfindung eine Mittelpufferkupplung und ein Schienenfahrzeug, insbesondere eine Lokomotive, die jeweils eine solche Kupplungsabstützung beinhalten.The invention also relates to a center buffer coupling and a rail vehicle, in particular a locomotive, each of which includes such a coupling support.

Der Querbalken dient dabei der Einstellung einer bestimmten Höhe des Kupplungskopfes. Zum Kuppeln zweier Mittelpufferkupplungen müssen die Kupplungsköpfe in einer zueinanderpassenden Höhe angeordnet sein, damit die Kupplungen ineinander greifen können. Bei einer Fahrt über eine Kuppe würde nun der Kupplungsschaft hohe Kräfte auf den Querbalken zur Folge haben, da die gekuppelten Kupplungen bei einer solchen Fahrt tiefer relativ zu den Fahrzeugen als bei einer Fahrt in einer Ebene angeordnet wären. Durch die federnde Anordnung des Querbalkens wird erreicht, dass der Kupplungsschaft den Querbalken nach unten drücken kann. Dazu muss der Querbalken einerseits in gewissem Maße beweglich, andererseits im Großen und Ganzen jedoch an seiner Position zwischen den Halteblechen fixiert angeordnet sein.The crossbar is used to set a specific height of the coupling head. To couple two central buffer couplings, the coupling heads must be arranged at a suitable height so that the couplings can engage with each other. When driving over a hilltop, the coupling shaft would result in high forces on the transom, since the coupled couplings would be arranged lower relative to the vehicles when driving in this way than when driving on one level. The resilient arrangement of the crossbar means that the coupling shaft can press the crossbar down. To do this, the crossbeam must be mobile to a certain extent on the one hand, and on the other hand on a large scale and whole, however, be arranged fixed at its position between the retaining plates.

In der Druckschrift WO 2016/146170 A1 wird der Querbalken dadurch fixiert, dass der Querbalken Führungsnuten aufweist, in die die Haltebleche formschlüssig eingreifen. Dadurch ist der Querbalken entlang einer Federrichtung beweglich und seitlich zu dieser geführt. Bei einer Kurvenfahrt des Schienenfahrzeugs übt die Mittelpufferkupplung beziehungsweise der Kupplungsschaft der Mittelpufferkupplung eine seitliche Kraft auf den Querbalken aus. Gleichzeitig führt eine Fahrt über eine Kuppe oder durch eine Senke dazu, dass sich der Querbalken entlang der Federrichtung bewegt. Beides zusammen führt zu Reibung an den Führungsnuten beziehungsweise den Halteblechen. Es können Vertikalanschläge vorgesehen sein, mit denen eine Höhe des Querbalkens eingestellt werden kann.In the pamphlet WO 2016/146170 A1 the crossbeam is fixed in that the crossbeam has guide grooves into which the retaining plates engage in a form-fitting manner. As a result, the crossbar can be moved along a spring direction and is guided laterally to this. When the rail vehicle corners, the center buffer coupling or the coupling shaft of the center buffer coupling exerts a lateral force on the crossbeam. At the same time, driving over a crest or through a dip causes the transom to move along the direction of the spring. Both together lead to friction on the guide grooves or the retaining plates. Vertical stops can be provided with which a height of the crossbar can be adjusted.

Aus der Druckschrift GB 875 216 A ist ein Zugfahrzeug für Schienenfahrzeuge bekannt, bei dem eine Zugfahrzeug-Zugstange, die vertikal und horizontal abgewinkelt sein kann, auf einer kastenförmigen Trägerelementfeder ruht.From the pamphlet GB 875 216 A a towing vehicle for railway vehicles is known in which a towing vehicle drawbar, which can be angled vertically and horizontally, rests on a box-shaped support element spring.

Der Erfindung liegt die Aufgabe zugrunde, eine Bewegung des Querbalkens entlang der Federrichtung zu ermöglichen und dabei die Reibung zu minimieren, wobei insbesondere eine Relativbewegung zwischen dem Querbalken und Vertikalanschlägen minimiert oder ausgeschlossen werden soll. Dadurch können Mehrkosten in Wartung und Instandhaltung verringert oder vermieden werden, ohne Mehrkosten in der Fertigung und Montage in Kauf nehmen zu müssen.The invention is based on the object of enabling a movement of the crossbar along the direction of the spring and thereby minimizing friction, wherein in particular a relative movement between the crossbar and vertical stops is to be minimized or ruled out. As a result, additional costs in maintenance and repair can be reduced or avoided without having to accept additional costs in production and assembly.

Diese Aufgabe wird gelöst durch die Merkmale des Patentanspruchs 1.This object is solved by the features of patent claim 1.

Die reibungsstarke horizontale Relativbewegung des Querbalkens relativ zu den bisherigen Vertikalanschlägen wird also durch eine annähernd oder komplett reibungsfreie Drehbewegung der Kipphebel ersetzt, wobei sich durch die gelenkigen Verbindungen, die ebenfalls einen Vertikalanschlag zur Folge haben können, der Vertikalanschlag mit dem Querbalken mitbewegen kann. Ferner können durch diese Konstruktion horizontale Auslenkungen eines auf dem Querbalken abgestützten Kupplungsschaft nicht zu einer vertikalen Auslenkung des Querbalkens.The high-friction horizontal relative movement of the crossbar relative to the previous vertical stops is thus achieved by an almost or completely friction-free rotary movement the rocker arm is replaced, whereby the articulated connections, which can also result in a vertical stop, allow the vertical stop to move with the crossbeam. Furthermore, due to this construction, horizontal deflections of a coupling shaft supported on the crossbeam cannot lead to a vertical deflection of the crossbeam.

Durch die reduzierte Reibung zwischen dem Querbalken und den Vertikalanschlägen wird die Lebensdauer der Verwendeten Bauteile erhöht, wodurch die Wartungs- und Instandhaltungskosten reduziert werden können.The reduced friction between the cross beam and the vertical stops increases the service life of the components used, which means that maintenance and repair costs can be reduced.

Ein Kipphebel im Sinne der vorliegenden Erfindung ist dabei ein Element, welches an einer Stelle um eine Achse drehbar gelagert ist und ansonsten an dieser Stelle nicht weiter bewegt werden kann. Diese Stelle, an der der Kipphebel drehbar gelagert ist, stellt den ersten Drehpunkt des ersten Kipphebels beziehungsweise den zweiten Drehpunkt des zweiten Kipphebels dar. Der erste Kipphebel und der zweite Kipphebel sind also um den ersten Drehpunkt beziehungsweise den zweiten Drehpunkt drehbar, sonst jedoch bezüglich der Grundplatte nicht beweglich. Durch die gelenkigen Verbindungen, mit denen die Oberteile der Kipphebel mit dem Querbalken verbunden werden, wird eine Bewegung des Querbalkens hin zur Grundplatte ermöglicht und eine Bewegung weg von der Grundplatte eingeschränkt. Dadurch kann der Querbalken einerseits ausreichend zwischen den Halteblechen fixiert werden und andererseits hin zur Grundplatte bewegt werden, beispielsweise bei einer Kuppenfahrt des Schienenfahrzeugs.A rocker arm within the meaning of the present invention is an element which is mounted rotatably about an axis at one point and otherwise cannot be moved any further at this point. This point at which the rocker arm is rotatably mounted represents the first pivot point of the first rocker arm or the second pivot point of the second rocker arm. The first rocker arm and the second rocker arm can therefore be rotated about the first pivot point or the second pivot point, but otherwise with respect to the Base plate not moveable. The hinged connections connecting the tops of the rocker arms to the transom allow movement of the transom toward the base and restrict movement away from the base. As a result, on the one hand, the crossbeam can be adequately fixed between the holding plates and, on the other hand, can be moved towards the base plate, for example when the rail vehicle travels over a hilltop.

Durch die vorgeschlagene Fixierung des Querbalkens mittels Kipphebeln und gelenkigen Verbindungen kann der Querbalken entlang der Federrichtung deutlich einfacher bewegt werden, da aufgrund der drehbaren Lagerung der Kipphebel in den Drehpunkt und der Lagerung durch die gelenkigen Verbindungen deutlich weniger Reibung auftritt. Dies führt darüber hinaus zu einem deutlich reduzierten Materialverschleiß und dadurch zu deutlich geringeren Wartungsaufwendungen.The proposed fixation of the crossbeam by means of rocker arms and articulated connections allows the crossbeam to be moved much more easily along the direction of the spring, since significantly less friction occurs due to the rotatable mounting of the rocker arm in the pivot point and the mounting by the articulated connections. This goes beyond to a significantly reduced material wear and thus to significantly lower maintenance costs.

Erfindungsgemäß bilden die gelenkigen Verbindungen jeweils einen Vertikalanschlag des Querbalkens.According to the invention, the articulated connections each form a vertical stop of the crossbeam.

In einer Ausführungsform ist eine Feder zwischen der Grundplatte und dem Querbalken angeordnet. Alternativ kann auch mehr als eine Feder angeordnet sein. Es kann vorgesehen sein, dass die Bewegung des Querbalkens weg von der Grundplatte zu einer Entspannung der Feder führt und die Bewegung des Querbalkens hin zur Grundplatte zu einer Verspannung der Feder führt. Dies ist insbesondere dann der Fall, wenn die Feder zwischen der Grundplatte und dem Querbalken mit einer Vorspannung versehen ist. Die Vorspannung kann so ausgestaltet sein, dass der Querbalken aufgrund der Vorspannung in eine obere Position gedrückt wird, wobei die obere Position durch die Einschränkung der Bewegung des Querbalkens aufgrund der gelenkigen Verbindungen definiert ist. Der Querbalken kann also hin zur Grundplatte unter Inkaufnahme einer weiteren Verspannung der Feder bewegt werden, nicht jedoch über die obere Position hinaus weiter weg von der Grundplatte. Dies führt zu einer für eine Mittelpufferkupplung geeigneten Kupplungsabstützung.In one embodiment, a spring is positioned between the base plate and the transom. Alternatively, more than one spring can also be arranged. It can be provided that the movement of the crossbar away from the base plate leads to a relaxation of the spring and the movement of the crossbar towards the base plate leads to a tensioning of the spring. This is particularly the case when the spring between the base plate and the transom is preloaded. The biasing may be such that the biasing forces the transom to an upper position, the upper position being defined by the restriction of movement of the transom due to the articulated connections. The crossbeam can thus be moved towards the base plate while accepting further tensioning of the spring, but not further away from the base plate beyond the upper position. This results in a clutch support suitable for a center buffer clutch.

In einer Ausführungsform ist eine Vorspannung der Feder einstellbar, wobei dadurch auch die obere Position des Querbalkens eingestellt werden kann. Dies kann der Anpassung der Höhe der Mittelpufferkupplung an verschiedene, aufgrund unterschiedlicher Betriebszustände notwendiger, Höhen dienen.In one embodiment, a pretensioning of the spring can be adjusted, whereby the upper position of the crossbar can also be adjusted as a result. This can be used to adapt the height of the central buffer coupling to different heights that are necessary due to different operating states.

Erfindungsgemäß weist die erste gelenkige Verbindung einen in einem Langloch geführten Bolzen auf. Durch das Langloch wird dabei eine Bewegung des Querbalkens weg von der Grundplatte eingeschränkt, da an einem bestimmten Punkt der Bolzen an einem Anschlag des Langlochs anstößt. Eine Bewegung des Querbalkens hin zur Grundplatte ist aufgrund der Beschaffenheit des Langlochs ermöglicht.According to the invention, the first articulated connection has a bolt guided in a slot. Movement of the crossbeam away from the base plate is restricted by the elongated hole, since at a certain point the bolt abuts against a stop of the elongated hole. A movement of the transom to the base plate is made possible due to the nature of the elongated hole.

In einer nicht mehr beanspruchten Ausgestaltung ist das Langloch am Querbalken angeordnet und der Bolzen am ersten Kipphebel. Dies ermöglicht eine einfache Realisierbarkeit des Kipphebels, da dieser neben dem Gelenk am Drehpunkt nur einen Bolzen zum Platzieren innerhalb des Langlochs aufweisen muss.In an embodiment that is no longer claimed, the elongated hole is arranged on the crossbeam and the bolt on the first rocker arm. This makes it easy to implement the rocker arm, since it only has to have one bolt for placement within the elongated hole in addition to the joint at the pivot point.

Erfindungsgemäß ist das Langloch am ersten Kipphebel angeordnet und der Bolzen am Querbalken. Hieraus ergibt sich vorteilhafterweise eine kompakte Anordnung von Kipphebel und Querbalken. Ein dem ersten Drehpunkt abgewandtes Ende des Langlochs des ersten Kipphebels kann dabei als Anschlag dienen, um eine Bewegung des Querbalkens weiter nach oben aufgrund des Bolzens einzuschränken.According to the invention, the slot is arranged on the first rocker arm and the bolt on the crossbar. This advantageously results in a compact arrangement of rocker arm and crossbeam. An end of the elongated hole of the first rocker arm facing away from the first pivot point can serve as a stop in order to limit further upward movement of the crossbeam due to the bolt.

Erfindungsgemäß weist der erste Kipphebel einen einstellbaren Vertikalanschlag auf. Eine verfügbare Länge des Langlochs kann durch den einstellbaren Vertikalanschlag verändert werden. Dadurch können vorteilhafterweise eine unterschiedliche Vorspannung der Federn und eine Position des Querbalkens eingestellt werden.According to the invention, the first rocker arm has an adjustable vertical stop. An available length of the elongated hole can be changed using the adjustable vertical stop. As a result, a different prestressing of the springs and a position of the crossbar can advantageously be set.

In einer nicht mehr beanspruchten Ausführungsform weist der erste Kipphebel eine Gewindestange auf. Die Gewindestange ist durch eine Öffnung des Querbalkens geführt. Eine Mutter oberhalb der Öffnung ist derart an der Gewindestange angebracht, dass die Gewindestange, die Öffnung und die Mutter die erste gelenkige Verbindung bilden. Durch Verändern der Position der Mutter kann in diesem Fall ebenfalls die Vorspannung der Federn beziehungsweise die Position des Querbalkens eingestellt werden.In an embodiment that is no longer claimed, the first rocker arm has a threaded rod. The threaded rod is guided through an opening in the crossbar. A nut is attached to the threaded rod above the opening such that the threaded rod, opening and nut form the first articulated connection. In this case, the preload of the springs or the position of the crossbar can also be adjusted by changing the position of the nut.

In einer nicht mehr beanspruchten Ausführungsform weist die Mutter einen Gewindeschutz auf, wobei der Gewindeschutz ein zur Gewindestange passendes Innengewinde aufweist und durch die Öffnung geführt ist. Dadurch kann vorteilhafterweise eine Beschädigung der Gewindestange aufgrund einer Bewegung der ersten gelenkigen Verbindung vermieden werden.In an embodiment that is no longer claimed, the nut has a thread protector, the thread protector having an internal thread that matches the threaded rod and passing through the opening is guided. As a result, damage to the threaded rod due to movement of the first articulated connection can advantageously be avoided.

In einer nicht mehr beanspruchten Ausführungsform weist der erste Kipphebel eine Gewindestange auf. Ein Kugelgelenk ist mit dem Querbalken verbunden und bildet die erste gelenkige Verbindung. Das Kugelgelenk ist dabei entlang der Gewindestange beweglich, wobei die Bewegung des Querbalkens weg von der Grundplatte aufgrund einer an der Gewindestange angeordneten Mutter eingeschränkt ist. Das Kugelgelenk ermöglicht eine besonders reibungsfrei arbeitende erste gelenkige Verbindung.In an embodiment that is no longer claimed, the first rocker arm has a threaded rod. A ball and socket joint is connected to the transom and forms the first articulated connection. The ball joint is movable along the threaded rod, the movement of the crossbar away from the base plate being restricted by a nut arranged on the threaded rod. The ball joint enables a particularly friction-free working first articulated connection.

Auch in diesem Ausführungsbeispiel kann vorgesehen sein, dass die Mutter einen Gewindeschutz aufweist, wobei der Gewindeschutz ein zur Gewindestange passendes Innengewinde aufweist und durch das Kugelgelenk geführt ist.In this exemplary embodiment, too, provision can be made for the nut to have a thread protector, with the thread protector having an internal thread that matches the threaded rod and being guided through the ball joint.

In den Ausführungsformen, in denen der Querbalken mit einer Mutter fixiert ist, kann es vorgesehen sein, die Mutter mit einer Kontermutter zu fixieren.In the embodiments in which the crossbar is fixed with a nut, the nut can be fixed with a lock nut.

Dies ermöglicht ein sicheres Einstellen der Position des Querbalkens.This allows the position of the transom to be adjusted safely.

In einer Ausführungsform weist der Querbalken eine Gleitplatte auf, die auf einer der Grundplatte abgewandten Seite des Querbalkens angeordnet ist. Der Kupplungsschaft einer Mittelpufferkupplung kann entlang dieser Gleitfläche bewegt werden.In one embodiment, the crossbeam has a sliding plate which is arranged on a side of the crossbeam remote from the base plate. The coupling shaft of a center buffer coupling can be moved along this sliding surface.

In einer Ausführungsform weisen die Haltebleche jeweils eine Sollbruchstelle auf. Dies kann der Verbesserung der Crashsicherheit der Mittelpufferkupplung dienen.In one embodiment, the retaining plates each have a predetermined breaking point. This can serve to improve the crash safety of the central buffer coupling.

Der zweite Kipphebel und die zweite gelenkige Verbindung können in allen Ausführungsformen analog zum ersten Kipphebel und der ersten gelenkigen Verbindung ausgeführt sein.The second rocker arm and the second articulated connection can be designed analogously to the first rocker arm and the first articulated connection in all embodiments.

Ferner umfasst die Erfindung eine Mittelpufferkupplung gemäß Patentanspruch 4.The invention also includes a central buffer coupling according to patent claim 4.

Ferner umfasst die Erfindung ein Schienenfahrzeug mit einer Kupplungsabstützung gemäß einer der genannten Ausführungsformen, wobei die Kupplungsabstützung mittels der Haltebleche am Schienenfahrzeug befestigt ist. Zusätzlich kann das Schienenfahrzeug eine Mittelpufferkupplung aufweisen, die ebenfalls am Schienenfahrzeug befestigt ist und die einen Kupplungsschaft und einen am Kupplungsschaft angeordneten Kupplungskopf aufweist, wobei der Kupplungsschaft durch den Querbalken der Kupplungsabstützung abgestützt werden kann.The invention also includes a rail vehicle with a coupling support according to one of the embodiments mentioned, the coupling support being fastened to the rail vehicle by means of the retaining plates. In addition, the rail vehicle may have a center buffer coupling which is also attached to the rail vehicle and which has a coupling shank and a coupling head arranged on the coupling shank, the coupling shank being able to be supported by the crossbeam of the coupling support.

Die oben beschriebenen Eigenschaften, Merkmale und Vorteile dieser Erfindung sowie die Art und Weise, wie diese erreicht werden, werden klarer und deutlicher verständlich durch die Erläuterung der folgenden, stark vereinfachten, schematischen Darstellungen bevorzugter Ausführungsbeispiele. Hierbei zeigen in jeweils schematisierter Darstellung

FIG 1
eine Kupplungsabstützung;
FIG 2
einen Ausschnitt einer Kupplungsabstützung mit einem Kipphebel;
FIG 3
einen Ausschnitt einer Kupplungsabstützung mit einem Kipphebel;
FIG 4
einen Ausschnitt einer Kupplungsabstützung mit einem Kipphebel;
FIG 5
einen Ausschnitt einer Kupplungsabstützung mit einem Kipphebel;
FIG 6
einen Ausschnitt einer Kupplungsabstützung mit einem Kipphebel;
FIG 7
einen Ausschnitt einer Kupplungsabstützung mit einem Kipphebel;
FIG 8
eine Frontansicht eines Schienenfahrzeugs; und
FIG 9
ein weiteres Ausführungsbeispiel einer Kupplungsabstützung.
The characteristics, features and advantages of this invention described above, and the manner in which they are achieved, will become clearer and more readily understood through the discussion of the following highly simplified schematic representations of preferred embodiments. Here show in each case a schematic representation
FIG 1
a clutch support;
FIG 2
a section of a clutch support with a rocker arm;
3
a section of a clutch support with a rocker arm;
FIG 4
a section of a clutch support with a rocker arm;
5
a section of a clutch support with a rocker arm;
6
a section of a clutch support with a rocker arm;
FIG 7
a section of a clutch support with a rocker arm;
8
a front view of a rail vehicle; and
9
another embodiment of a clutch support.

FIG 1 zeigt eine Draufsicht auf eine Kupplungsabstützung 100 für eine Mittelpufferkupplung eines Schienenfahrzeugs. Die Kupplungsabstützung 100 weist ein erstes Halteblech 111 und ein zweites Halteblech 112 auf. Die Haltebleche 111, 112 können an einem Fahrzeugkasten eines Schienenfahrzeugs befestigt werden. Hierzu weisen die Haltebleche 111, 112 Befestigungslöcher 113 auf, mit denen die Haltebleche 111, 112 mit dem Fahrzeugkasten verschraubt werden können. Alternativ können die Haltebleche 111, 112 mit dem Fahrzeugkasten verschweißt oder anderweitig befestigt werden. Zwischen den Halteblechen 111, 112 ist eine Grundplatte 120 angeordnet. Ferner ist zwischen den Halteblechen 111, 112 ein Querbalken 130 angeordnet, wobei der Querbalken 130 federnd mit der Grundplatte 120 gekoppelt und oberhalb der Grundplatte 120 angeordnet ist. Die federnde Kopplung kann mittels Federelementen 131 hergestellt werden, wobei die Federelemente 131 Spiralfedern zwischen der Grundplatte 120 und dem Querbalken 130 sein können. FIG 1 FIG. 1 shows a plan view of a coupling support 100 for a center buffer coupling of a rail vehicle. The clutch support 100 has a first retaining plate 111 and a second retaining plate 112 . The retaining plates 111, 112 can be attached to a vehicle body of a rail vehicle. For this purpose, the retaining plates 111, 112 have fastening holes 113, with which the retaining plates 111, 112 can be screwed to the vehicle body. Alternatively, the retaining plates 111, 112 can be welded to the vehicle body or otherwise attached. A base plate 120 is arranged between the retaining plates 111, 112. Furthermore, a crossbar 130 is arranged between the retaining plates 111, 112, the crossbar 130 being resiliently coupled to the base plate 120 and arranged above the base plate 120. The resilient coupling can be produced by means of spring elements 131 be, wherein the spring elements 131 can be spiral springs between the base plate 120 and the crossbar 130.

Unterhalb der Grundplatte 120 sind optionale Federspannelemente 132 angeordnet, mit denen eine Vorspannung der Federelemente 131 eingestellt werden kann.Optional spring tensioning elements 132 are arranged underneath the base plate 120, with which a pretensioning of the spring elements 131 can be adjusted.

Angrenzend an das erste Halteblech 111 ist ein erster Kipphebel 141 angeordnet. Ein erster Drehpunkt 142 des ersten Kipphebels 141 ist unterhalb des Querbalkens 130 im Bereich des Übergangs vom ersten Halteblech 111 zur Grundplatte 120 angeordnet. Ein zweiter Kipphebel 151 ist ebenfalls an der Grundplatte 120 in einem Bereich zwischen der Grundplatte 120 und dem zweiten Halteblech 112 an einem zweiten Drehpunkt 152 angeordnet. Der erste Kipphebel 141 ist um den ersten Drehpunkt 142 drehbar, der zweite Kipphebel 151 ist um den zweiten Drehpunkt 152 drehbar. Außer diesen Drehungen sind die Kipphebel 141, 151 nicht bezüglich der Grundplatte 120 beweglich. Ein erstes Oberteil 143 des ersten Kipphebels 141 ist mittels einer ersten gelenkigen Verbindung 144 mit dem Querbalken 130 verbunden. Ein zweites Oberteil 153 des zweiten Kipphebels 151 ist mittels einer zweiten gelenkigen Verbindung 154 mit dem Querbalken 130 verbunden. Die gelenkigen Verbindungen 144, 154 sind derart ausgestaltet, dass eine Bewegung des Querbalkens 130 weg von der Grundplatte 120 aufgrund der gelenkigen Verbindungen 144, 154 eingeschränkt ist. Eine Bewegung des Querbalkens 130 hin zur Grundplatte 120 ist aufgrund der gelenkigen Verbindungen 144, 154 möglich.A first rocker arm 141 is arranged adjacent to the first retaining plate 111 . A first pivot point 142 of the first rocker arm 141 is arranged below the crossbar 130 in the area of the transition from the first retaining plate 111 to the base plate 120 . A second rocker arm 151 is also arranged on the base plate 120 in a region between the base plate 120 and the second retaining plate 112 at a second pivot point 152 . The first rocker arm 141 can be rotated about the first pivot point 142 , the second rocker arm 151 can be rotated about the second pivot point 152 . Except for these rotations, the rocker arms 141, 151 are not movable with respect to the base plate 120. A first upper part 143 of the first rocker arm 141 is connected to the transom 130 by means of a first pivotal connection 144 . A second upper part 153 of the second rocker arm 151 is connected to the transom 130 by means of a second articulated connection 154 . The hinged connections 144,154 are configured such that movement of the transom 130 away from the base 120 due to the hinged connections 144,154 is restricted. A movement of the crossbar 130 towards the base plate 120 is possible due to the articulated connections 144, 154.

Eine Mittelpufferkupplung, die ebenfalls am Schienenfahrzeug befestigt werden kann, kann einen Kupplungsschaft und einen Kupplungskopf aufweisen. Der Kupplungsschaft kann dabei auf dem Querbalken 130 der Kupplungsabstützung 100 abgestützt werden und vom Querbalken 130 der Kupplungsabstützung 100 getragen werden. Der Kupplungsschaft kann sich dabei auf dem Querbalken 130 nach links und rechts bewegen, bei einer Bewegung nach oben weg von der Grundplatte 120 vom Querbalken 130 abheben und bei einer Bewegung hin zur Grundplatte 120 den Querbalken 130 derart in Richtung der Grundplatte 120 drücken, dass die Federelemente 131 weiter gespannt werden und der Querbalken 130 in Richtung der Grundplatte 120 bewegt wird. Die gelenkigen Verbindungen 144, 154 sind dabei als am Querbalken 130 befestigte Bolzen 145, 155 ausgestaltet, wobei die Bolzen 145, 155 durch Rundöffnungen 146, 156 der Kipphebel 141, 151 geführt sind.A center buffer coupling, which can also be attached to the rail vehicle, can have a coupling shaft and a coupling head. The coupling shaft can be supported on the crossbar 130 of the coupling support 100 and carried by the crossbar 130 of the coupling support 100 . The coupling shaft can move on the crossbar 130 to the left and right, stand out from the crossbar 130 when moving upwards away from the base plate 120 and when moving toward the base plate 120 the Press the cross bar 130 in the direction of the base plate 120 in such a way that the spring elements 131 are further tensioned and the cross bar 130 is moved in the direction of the base plate 120 . The articulated connections 144, 154 are designed as bolts 145, 155 fastened to the crossbeam 130, the bolts 145, 155 being guided through round openings 146, 156 in the rocker arms 141, 151.

In einem Ausführungsbeispiel sind die Federelemente 131 als Federn, insbesondere als Schraubenfedern ausgeführt. In einem Ausführungsbeispiel führt eine Bewegung des Querbalkens 130 weg von der Grundplatte 120 zu einer Entspannung der Federelemente 131 und eine Bewegung des Querbalkens 130 hin zur Grundplatte 120 zu einer Verspannung der Federelemente 131. Das Maß der Spannung und Entspannung der Federelemente 131 kann dabei über die optionalen Federspannelemente 132 voreingestellt werden.In one exemplary embodiment, the spring elements 131 are designed as springs, in particular as helical springs. In one embodiment, a movement of the crossbar 130 away from the base plate 120 leads to a relaxation of the spring elements 131 and a movement of the crossbar 130 towards the base plate 120 leads to a tensioning of the spring elements 131. The degree of tension and relaxation of the spring elements 131 can be optional spring clamping elements 132 can be preset.

Die gelenkigen Verbindungen 144, 154 können dabei jeweils als Vertikalschlag des Querbalkens 130 ausgestaltet sein.The articulated connections 144, 154 can each be designed as a vertical stop of the crossbeam 130.

FIG 2 zeigt, wie die folgenden Figuren, jeweils einen Ausschnitt einer Draufsicht auf eine Kupplungsabstützung 100, insbesondere jeweils im Bereich des ersten Halteblechs 111 und des ersten Kipphebels 141. Das erste Halteblech 111 weist in diesem Ausführungsbeispiel vier längliche Befestigungslöcher 113 auf, durch die beim Anbringen der Kupplungsabstützung 100 an einem Schienenfahrzeug eine Position in der Höhe eingestellt werden kann. Der erste Kipphebel 141 weist in diesem Ausführungsbeispiel ein Langloch 147 auf, durch welches ein erster Bolzen 145 geführt ist. Der erste Bolzen 145 ist mit dem Querbalken 130 verbunden, wobei der erste Bolzen 145 und das erste Langloch 147 gemeinsam die erste gelenkige Verbindung 144 zwischen dem ersten Oberteil 143 des ersten Kipphebels 141 und des Querbalkens 130 bilden. FIG 2 shows, like the following figures, a section of a top view of a clutch support 100, in particular in the area of the first retaining plate 111 and the first rocker arm 141. In this exemplary embodiment, the first retaining plate 111 has four elongated fastening holes 113, through which when attaching the Coupling support 100 on a rail vehicle, a position in height can be adjusted. In this exemplary embodiment, the first rocker arm 141 has an elongated hole 147 through which a first bolt 145 is guided. The first bolt 145 is connected to the crossbar 130 , the first bolt 145 and the first elongated hole 147 together forming the first articulated connection 144 between the first upper part 143 of the first rocker arm 141 and the crossbar 130 .

FIG 3 zeigt eine Draufsicht auf eine Kupplungsabstützung 100, bei der die erste gelenkige Verbindung 144 ebenfalls aus einem ersten Bolzen 145 und einem ersten Langloch 147 besteht. Das erste Langloch 147 ist dabei am Querbalken 130 angeordnet, während der erste Bolzen 145 am ersten Kipphebel 141, insbesondere am ersten Oberteil 143 des ersten Kipphebels 141 angeordnet ist. In FIG 3 sind keine Befestigungslöcher 113 dargestellt, diese können am ersten Hallteblech 111 jedoch nach Bedarf analog zu den FIG 1 und 2 vorgesehen werden. 3 shows a plan view of a clutch support 100, in which the first articulated connection 144 also consists of a first bolt 145 and a first slot 147 consists. The first elongated hole 147 is arranged on the crossbar 130, while the first bolt 145 is arranged on the first rocker arm 141, in particular on the first upper part 143 of the first rocker arm 141. In 3 no mounting holes 113 are shown, but these can be analogous to the first holding plate 111 as required 1 and 2 be provided.

Sowohl bei der Kupplungsabstützung 100 der FIG 2 als auch bei der Kupplungsabstützung 100 der FIG 3 sind der erste Bolzen 145 sowie das erste Langloch 147 derart ausgestaltet, dass eine Bewegung des Querbalkens 130 hin zur Grundplatte 120 möglich ist, während eine Bewegung des Querbalkens 130 weg von der Grundplatte 120 aufgrund der Anordnung von erstem Bolzen 145 und erstem Langloch 147 eingeschränkt ist. Die Einschränkung der Bewegung ist dadurch gegeben, dass der erste Bolzen 145 am ersten Langloch 147 ansteht. In dieser Position wird der Querbalken 130 durch das Federelement 131 gehalten.Both in the clutch support 100 of FIG 2 as well as the clutch support 100 of the 3 the first bolt 145 and the first elongated hole 147 are designed in such a way that movement of the crossbar 130 towards the base plate 120 is possible, while movement of the crossbar 130 away from the base plate 120 is restricted due to the arrangement of the first bolt 145 and the first elongated hole 147 . The restriction of the movement is given by the fact that the first bolt 145 is present at the first elongated hole 147 . The crossbar 130 is held in this position by the spring element 131 .

FIG 4 zeigt einen Ausschnitt einer Kupplungsabstützung 100, die der Kupplungsabstützung 100 der FIG 2 und 3 entspricht, sofern im Folgenden keine Unterschiede beschrieben sind. Genauso wie bei FIG 3 sind in der FIG 4 am ersten Halteblech 111 keine Befestigungslöcher 113 eingezeichnet, diese können jedoch analog zu den FIG 1 und 2 vorgesehen werden. Der erste Bolzen 145, der mit dem Querbalken 130 verbunden ist, ist im ersten Langloch 147 geführt. Das erste Oberteil 143 des ersten Kipphebels 141 ist so ausgestaltet, dass ein einstellbarer Vertikalanschlag 148 derart entlang des ersten Kipphebels 141 bewegt werden kann, dass eine verfügbare Länge des ersten Langlochs 147 durch den einstellbaren Vertikalanschlag 148 verändert werden kann. Der veränderbare Vertikalanschlag 148 kann dabei als Schraube ausgestaltet sein, die in den ersten Kipphebel 141 hinein oder herausgeschraubt werden kann und so die verfügbare Länge des ersten Langlochs 147 verändern kann. Der erste Bolzen 145 wird dabei in seiner Bewegung nach oben, also weg von der Grundplatte 120, durch den einstellbaren Vertikalanschlag 148 eingeschränkt. FIG 4 shows a section of a clutch support 100, which is the clutch support 100 of 2 and 3 provided that no differences are described below. Same as with 3 are in the FIG 4 on the first retaining plate 111 no mounting holes 113 located, but these can be analogous to the 1 and 2 be provided. The first bolt 145, which is connected to the crossbar 130, is guided in the first slot 147. The first upper part 143 of the first rocker arm 141 is designed such that an adjustable vertical stop 148 can be moved along the first rocker arm 141 such that an available length of the first slot 147 can be changed by the adjustable vertical stop 148 . The variable vertical stop 148 can be designed as a screw that can be screwed into or out of the first rocker arm 141 and can thus change the available length of the first elongated hole 147 . The first bolt 145 is thereby in its upward movement, i.e. away from the base plate 120, restricted by the adjustable vertical stop 148.

FIG 5 zeigt einen weiteren Ausschnitt einer Kupplungsabstützung 100 im Bereich des ersten Halteblechs 111 und des ersten Kipphebels 141. Der erste Kipphebel 141 ist als erste Gewindestange 161 ausgeführt, wobei die erste Gewindestange 161 durch eine erste Öffnung 162 des Querbalkens 130 geführt und oberhalb des Querbalkens 130 eine erste Mutter 163 angeordnet ist, um den Querbalken 130 an einer bestimmten Position zu fixieren. Die erste Gewindestange 161, die erste Öffnung 162 und die erste Mutter 163 bilden dabei die erste gelenkige Verbindung 144, mittels derer der Querbalken 130 bewegt werden kann. Die Bewegung des Querbalkens 130 kann dabei derart erfolgen, dass bei einer Bewegung des Querbalkens 130 hin zur Grundplatte 120 der Querbalken 130 derart verschoben wird, dass die erste Öffnung 162 nicht mehr an der ersten Mutter 163 anliegt, sondern weiter unten (in Richtung der Grundplatte 120) an der Gewindestange 161 angeordnet ist. Durch die erste Mutter 163 wird die Bewegung des Querbalkens 130 weg von der Grundplatte 120 jedoch eingeschränkt. 5 shows another section of a clutch support 100 in the area of the first retaining plate 111 and the first rocker arm 141. The first rocker arm 141 is designed as a first threaded rod 161, with the first threaded rod 161 being guided through a first opening 162 in the crossbeam 130 and above the crossbeam 130 a first nut 163 is arranged to fix the transom 130 at a certain position. The first threaded rod 161, the first opening 162 and the first nut 163 form the first articulated connection 144, by means of which the crossbar 130 can be moved. The crossbar 130 can be moved in such a way that when the crossbar 130 moves toward the base plate 120, the crossbar 130 is displaced in such a way that the first opening 162 no longer rests against the first nut 163, but further down (in the direction of the base plate 120) is arranged on the threaded rod 161. However, the first nut 163 restricts the movement of the crossbar 130 away from the base plate 120 .

FIG 6 zeigt einen Ausschnitt einer Kupplungsabstützung 100, die der Kupplungsabstützung 100 der FIG 5 entspricht, sofern im Folgenden keine Unterschiede beschrieben sind. Die erste Mutter 163 weist einen ersten Gewindeschutz 164 auf. Der erste Gewindeschutz 164 weist dabei ein zur ersten Gewindestange 161 passendes Innengewinde auf und ist durch die erste Öffnung 162 geführt. Dadurch verursacht eine Bewegung des Querbalkens 130 entlang der ersten Gewindestange 161 weniger Beschädigungen am Gewinde der ersten Gewindestange 161, da das Gewinde der ersten Gewindestange 161 durch den ersten Gewindeschutz 164 geschützt ist. Zusätzlich in FIG 6 dargestellt ist eine optionale erste Kontermutter 165, mit der die erste Mutter 163 in ihrer Position fixiert werden kann. 6 shows a section of a clutch support 100, which is the clutch support 100 of 5 provided that no differences are described below. The first nut 163 has a first thread protector 164 . The first thread protection 164 has an internal thread that matches the first threaded rod 161 and is guided through the first opening 162 . As a result, a movement of the crossbar 130 along the first threaded rod 161 causes less damage to the thread of the first threaded rod 161 since the thread of the first threaded rod 161 is protected by the first thread protector 164 . Additionally in 6 an optional first lock nut 165 is shown, with which the first nut 163 can be fixed in position.

FIG 7 zeigt eine Ansicht auf einen Ausschnitt einer Kupplungsabstützung, ebenfalls im Bereich des ersten Halteblechs 111 und des ersten Kipphebels 141, die der Kupplungsabstützung 100 der FIG 5 entspricht, sofern im Folgenden keine Unterschiede beschrieben sind. Die erste gelenkige Verbindung 144 ist in diesem Fall als erstes Kugelgelenk 166 ausgeführt. Das erste Kugelgelenk 166 weist dabei eine innere Öffnung auf, die auf der ersten Gewindestange 161 verschoben werden kann. Oberhalb des Querbalkens 130 ist das erste Kugelgelenk 166 auf der ersten Gewindestange 161 mittels einer ersten Mutter 163 fixiert. Zusätzlich in FIG 7 dargestellt ist eine optionale erste Kontermutter 165. Das erste Kugelgelenk 166 kann dabei mit dem Querbalken 130 verpresst oder anderweitig am Querbalken 130 fixiert sein. Bewegt sich der Querbalken 130 in Richtung der Grundplatte 120, so bewegt sich das erste Kugelgelenk 166 entlang der ersten Gewindestange 161. In der Bewegung weg von der Grundplatte 120 ist der Querbalken 130 dadurch eingeschränkt, dass an einem bestimmten Punkt das erste Kugelgelenk 166 an der ersten Mutter 163 ansteht und eine weitere Bewegung über diesen Punkt hinaus nicht möglich ist. FIG 7 shows a view of a section of a clutch support, also in the area of the first retaining plate 111 and the first rocker arm 141 of the clutch support 100 of 5 provided that no differences are described below. In this case, the first articulated connection 144 is designed as a first ball joint 166 . The first ball joint 166 has an inner opening that can be slid on the first threaded rod 161 . The first ball joint 166 is fixed on the first threaded rod 161 by means of a first nut 163 above the crossbar 130 . Additionally in FIG 7 an optional first lock nut 165 is shown. The first ball joint 166 can be pressed onto the crossbeam 130 or fixed to the crossbeam 130 in some other way. As the transom 130 moves toward the base 120, the first ball joint 166 moves along the first threaded rod 161. In moving away from the base 120, the transom 130 is constrained in that at some point the first ball joint 166 at the first nut 163 is present and further movement beyond this point is not possible.

Es kann in diesem Ausführungsbeispiel vorgesehen sein, die erste Mutter 163 analog zur FIG 6 ebenfalls mit einem ersten Gewindeschutz 164 auszustatten, um Beschädigungen der ersten Gewindestange 161 auch in diesem Ausführungsbeispiel zu verringern.It can be provided in this embodiment, the first nut 163 analogous to 6 also be equipped with a first thread protection 164 in order to reduce damage to the first threaded rod 161 in this exemplary embodiment as well.

In den FIG 2 bis 7 wurde der erste Kipphebel 141 und das erste Halteblech 111 gezeigt. Der zweite Kipphebel 151 sowie das zweite Halteblech 112 können in den Kupplungsabstützungen 100 der FIG 2 bis 7 jeweils analog zum ersten Kipphebel 141 und zum ersten Halteblech 111 aufgebaut sein. Alternativ kann es auch vorgesehen sein, den ersten Kipphebel 141 analog zu einem der Ausführungsbeispiele der FIG 1 bis 7 und den zweiten Kipphebel 151 analog zu einem anderen Ausführungsbeispiel der FIG 1 bis 7 auszugestalten.In the 2 to 7 the first rocker arm 141 and the first retaining plate 111 were shown. The second rocker arm 151 and the second retaining plate 112 can in the clutch supports 100 of 2 to 7 each be constructed analogously to the first rocker arm 141 and the first retaining plate 111. Alternatively, it can also be provided that the first rocker arm 141 is analogous to one of the exemplary embodiments of FIG 1 to 7 and the second rocker arm 151 analogous to another embodiment of FIG 1 to 7 to design.

Ebenfalls in den FIG 2 bis 7 eingezeichnet ist eine optionale Sollbruchstelle 114, durch die die Crashsicherheit der Kupplungsabstützung 100 erhöht werden kann. Im Falle eines Unfalls kann das erste Halteblech 111 an der Sollbruchstelle 114 brechen, wodurch eine Aufnahme einer Verformungsenergie durch ein hinter der Kupplungsabstützung 100 angeordnetes Energieverzehrelement ermöglicht werden kann. Das zweite Halteblech 112 kann eine ebensolche Sollbruchstelle 114 aufweisen.Also in the 2 to 7 An optional predetermined breaking point 114 is drawn in, through which the crash safety of the clutch support 100 can be increased. In the event of an accident, the first retaining plate 111 can break at the predetermined breaking point 114, as a result of which deformation energy can be absorbed by an energy absorption element arranged behind the clutch support 100. The second retaining plate 112 can have a predetermined breaking point 114 of the same type.

Ferner weist der Querbalken 130 in den FIG 1 bis 7 eine optionale Gleitplatte 133 auf, die auf einer der Grundplatte 120 abgewandten Seite des Querbalkens 130 angeordnet ist. Die Gleitplatte 133 kann zur Abstützung des Kupplungsschafts einer Mittelpufferkupplung dienen und die Gleitreibung zwischen Kupplungsschaft und Querbalken 130 verringern.Furthermore, the crossbar 130 in the 1 to 7 an optional sliding plate 133 which is arranged on a side of the crossbar 130 facing away from the base plate 120 . The sliding plate 133 can serve to support the coupling shaft of a center buffer coupling and reduce the sliding friction between the coupling shaft and the cross beam 130.

FIG 8 zeigt eine Frontansicht eines Schienenfahrzeugs 200 mit einer Kupplungsabstützung 100 und einer Mittelpufferkupplung 180. Die Kupplungsabstützung 100 ist dabei analog zur Kupplungsabstützung 100 der FIG 2 ausgeführt, kann jedoch auch analog zur Kupplungsabstützung der FIG 1 beziehungsweise der FIG 3 bis 7 ausgeführt sein. Die Kupplungsabstützung 100 ist am Fahrzeugkasten 201 des Schienenfahrzeugs 200 befestigt, indem Schrauben 202 durch Befestigungslöcher der Haltebleche 111, 112 geführt und mit dem Fahrzeugkasten 201 verschraubt sind. Die Befestigungslöcher können dabei analog zu FIG 1 ausgeführt sein. Die Mittelpufferkupplung 180 weist einen Kupplungskopf 181 auf, der in Fahrtrichtung vor der Kupplungsabstützung 100 angeordnet ist. Hinter dem Kupplungskopf 181 weist die Mittelpufferkupplung 180 einen gestrichelt dargestellten Kupplungsschaft 182 auf, der auf dem Querbalken 130 der Kupplungsabstützung 100 aufliegt. Der Kupplungsschaft 182 ist aufgrund des Kupplungskopfs 181 in der Draufsicht nicht sichtbar. Bewegt sich die Mittelpufferkupplung 180 nach unten, also in Richtung der Grundplatte 120, wird der Querbalken 130 in Richtung der Grundplatte 120 bewegt, wobei dabei die Federelemente 131 zusammengedrückt werden. Diese Bewegung ist aufgrund der gelenkigen Verbindungen 144, 154 möglich, da die Bolzen 145, 155 dabei in den Langlöchern 147, 157 bewegt werden können. 8 shows a front view of a rail vehicle 200 with a coupling support 100 and a central buffer coupling 180. The coupling support 100 is analogous to the coupling support 100 of FIG FIG 2 executed, but can also be analogous to the clutch support FIG 1 or the 3 to 7 be executed. The coupling support 100 is fastened to the vehicle body 201 of the rail vehicle 200 by screws 202 being guided through fastening holes in the retaining plates 111, 112 and screwed to the vehicle body 201. The mounting holes can be analogous to FIG 1 be executed. The central buffer coupling 180 has a coupling head 181 which is arranged in front of the coupling support 100 in the direction of travel. Behind the coupling head 181, the center buffer coupling 180 has a coupling shaft 182, shown in dashed lines, which rests on the crossbeam 130 of the coupling support 100. Due to the coupling head 181, the coupling shaft 182 is not visible in the plan view. If the central buffer coupling 180 moves downwards, ie in the direction of the base plate 120, the crossbar 130 is moved in the direction of the base plate 120, with the spring elements 131 being compressed in the process. This movement is possible due to the articulated connections 144, 154 since the bolts 145, 155 can be moved in the elongated holes 147, 157.

Alternativ zur Darstellung in FIG 8 kann zwischen der Grundplatte 120 und dem Querbalken 130 auch eine andere Zahl von Federelementen 131, beispielsweise ein Federelement oder drei oder vier Federelemente angeordnet sein.As an alternative to the representation in 8 Another number of spring elements 131, for example one spring element or three or four spring elements, can also be arranged between the base plate 120 and the crossbar 130.

Der Kupplungskopf 181 kann dabei der Bauart Janney entsprechen. Alternativ kann der Kupplungskopf 181 Teil einer UIC-Mittelpufferkupplung (AK69e), einer Scharfenbergkupplung, einer SA3-Kupplung, einer C-AKv-Kupplung, oder einer anderen Mittelpufferkupplungsbauart sein.The coupling head 181 can correspond to the Janney type. Alternatively, the coupling head 181 can be part of a UIC center buffer coupling (AK69e), a Scharfenberg coupling, an SA3 coupling, a C-AKv coupling, or another type of center buffer coupling.

FIG 9 zeigt eine Draufsicht auf ein weiteres Ausführungsbeispiel einer Kupplungsabstützung 100, welche der Kupplungsabstützung 100 der FIG 8 entspricht, sofern im Folgenden keine Unterschiede beschrieben werden. Die Grundplatte 120 ist in diesem Ausführungsbeispiel derart verändert, dass ein Gehäuseunterteil 171 von der Grundplatte 120 ausgeht und die Federelemente 131 teilweise umschließt, sodass die Federelemente im Bereich der Grundplatte 120 nicht mehr sichtbar sind. Der Querbalken 130 ist derart ausgestaltet, dass ein Gehäuseoberteil 172, ausgehend vom Querbalken 130, das Gehäuseunterteil 171 umgreift, sodass die Federelemente 131 vollständig innerhalb des aus Gehäuseunterteil 171 und Gehäuseoberteil 172 bestehenden Gehäuses angeordnet sind. 9 shows a plan view of another embodiment of a clutch support 100, which the clutch support 100 of FIG 8 provided that no differences are described below. The base plate 120 is modified in this exemplary embodiment in such a way that a lower housing part 171 extends from the base plate 120 and partially encloses the spring elements 131 so that the spring elements in the area of the base plate 120 are no longer visible. The crossbeam 130 is designed such that a housing top part 172, starting from the crossbeam 130, encompasses the housing bottom part 171, so that the spring elements 131 are arranged completely within the housing consisting of the housing bottom part 171 and the housing top part 172.

Obwohl die Erfindung im Detail durch das bevorzugte Ausführungsbeispiel näher illustriert und beschrieben wurde, so ist die Erfindung nicht durch die offenbarten Beispiele eingeschränkt und andere Variationen können vom Fachmann hieraus abgeleitet werden, ohne den Schutzumfang der Erfindung zu verlassen.Although the invention has been illustrated and described in detail by the preferred embodiment, the invention is not limited by the disclosed examples and other variations can be derived therefrom by those skilled in the art without departing from the scope of the invention.

Claims (6)

  1. Coupling support (100) for a central buffer coupling of a rail vehicle, wherein the coupling support can be fixed to a vehicle body of the rail vehicle, and the coupling support (100) comprises:
    - a first retaining plate (111) and a second retaining plate (112), wherein the retaining plates (111, 112) can be fixed to the vehicle body of the rail vehicle,
    - a base plate (120) which is arranged between the retaining plates (111, 112),
    - a transverse bar (130) which is arranged between the retaining plates (111, 112), wherein the transverse bar (130) is coupled to the base plate (120) resiliently and is arranged above the base plate (120),
    characterized
    - in that a first pivot lever (141) and a second pivot lever (151) are arranged on the base plate (120),
    - in that a first pivot location (142) of the first pivot lever (141) is arranged under the transverse bar (130),
    - in that a second pivot location (152) of the second pivot lever (151) is arranged under the transverse bar (130),
    - in that the first pivot location (142) and the second pivot location (152) are connected to the base plate (120), and
    - in that a first upper portion (143) of the first pivot lever (141) is connected to the transverse bar (130) by means of a first articulated connection (144) and a second upper portion (153) of the second pivot lever (151) is connected to the transverse bar (130) by means of a second articulated connection (154) in such a manner that a movement of the transverse bar (130) away from the base plate (120) is limited as a result of the articulated connections (144, 154) and a movement of the transverse bar (130) toward the base plate (120) is possible as a result of the articulated connections,
    - in that the articulated connections (144, 154) each form a vertical stop of the transverse bar (130),
    - in that the first articulated connection (144) has a first bolt (145) which is guided in a first elongate hole (147),
    - in that the first elongate hole (147) is arranged on the first pivot lever (141) and the first bolt (145) is arranged on the transverse bar (130), and
    - in that the first pivot lever (141) has an adjustable vertical stop (148), wherein an available length of the first elongate hole (147) can be changed by the adjustable vertical stop (148).
  2. Coupling support (100) according to Claim 1, characterized in that a resilient element (131) is arranged between the base plate (120) and the transverse bar (130).
  3. Coupling support (100) according to Claim 2, characterized in that the movement of the transverse bar (130) away from the base plate (120) results in relaxation of the resilient element (131) and the movement of the transverse bar (130) toward the base plate (120) results in tensioning of the resilient element (131) .
  4. Central buffer coupling (180) having a coupling support (100) according to one of Claims 1 to 3, characterized in that the central buffer coupling (180) has a coupling shaft (182) and a coupling head (181) which is arranged on the coupling shaft (182), wherein the coupling shaft (182) is supported by the transverse bar (130) of the coupling support (100).
  5. Rail vehicle (200) having a coupling support (100) according to one of Claims 1 to 3, characterized in that the coupling support (100) is fixed to the rail vehicle (200) by means of the retaining plates (111, 112).
  6. Rail vehicle (200) according to Claim 5, further having a central buffer coupling (180) having a coupling shaft (182) and a coupling head (181) which is arranged on the coupling shaft (182), wherein the coupling shaft (182) is supported by the transverse bar (130) of the coupling support (100).
EP19746039.7A 2018-07-30 2019-07-18 Coupling support for a central buffer coupling of a rail vehicle Active EP3799588B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018212688 2018-07-30
PCT/EP2019/069337 WO2020025335A1 (en) 2018-07-30 2019-07-18 Coupling support for a central buffer coupling of a rail vehicle

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EP3799588A1 EP3799588A1 (en) 2021-04-07
EP3799588B1 true EP3799588B1 (en) 2022-06-01

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Application Number Title Priority Date Filing Date
EP19746039.7A Active EP3799588B1 (en) 2018-07-30 2019-07-18 Coupling support for a central buffer coupling of a rail vehicle

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US (1) US11999389B2 (en)
EP (1) EP3799588B1 (en)
CN (1) CN112512893B (en)
ES (1) ES2916729T3 (en)
PL (1) PL3799588T3 (en)
RU (1) RU2756118C1 (en)
WO (1) WO2020025335A1 (en)

Family Cites Families (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1993712A (en) * 1931-02-13 1935-03-05 Symington Co Coupler carrier
US2504892A (en) * 1946-10-31 1950-04-18 Standard Railway Equipment Mfg Car coupler positioning and supporting device
US2529626A (en) * 1947-01-29 1950-11-14 Standard Ard Railway Equipment Cushioning and centering device for railway car couplers
GB875216A (en) * 1958-07-22 1961-08-16 Buckeye Steel Castings Co Railway vehicle draw gear and coupling arrangement
GB952058A (en) 1959-09-25 1964-03-11 Dowty Hydraulic Units Ltd Improvements in railway vehicles having automatic couplers and release mechanism therefor
US4032017A (en) * 1975-04-29 1977-06-28 Southern Railway Company Adjustable bracket assembly for a rail car coupler
US4674639A (en) * 1984-10-09 1987-06-23 Amsted Industries Incorporated Railway coupler carrier retention system
US6321922B1 (en) 2000-02-24 2001-11-27 Westinghouse Air Brake Company Coupling shock resistant (csr) coupler
DE502008001251D1 (en) * 2008-02-25 2010-10-14 Voith Patent Gmbh Support device for vertical support of a coupling rod and use of the support device in a track-guided vehicle
RU2415043C2 (en) 2008-10-06 2011-03-27 Открытое акционерное общество "Всероссийский научно-исследовательский институт транспортного машиностроения" Hinged joint of rigid coupling unit of railway transport
EP2562062B1 (en) 2011-08-23 2017-01-18 Voith Patent GmbH Support device for vertical support of a coupling rod jointed to a vehicle subframe of a rail-bound vehicle
PL2594452T3 (en) 2011-11-21 2014-05-30 Voith Patent Gmbh Coupling assembly for the front of a rail-guided vehicle
DE202014001334U1 (en) * 2014-02-17 2014-03-14 Voith Patent Gmbh Support device for vertical support of a coupling rod with a limiting element
CA2979924C (en) 2015-03-17 2019-01-15 Siemens Aktiengesellschaft Rail vehicle, in particular a locomotive

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CN112512893B (en) 2023-07-21
US11999389B2 (en) 2024-06-04
CN112512893A (en) 2021-03-16
WO2020025335A1 (en) 2020-02-06
PL3799588T3 (en) 2022-09-19
US20210323587A1 (en) 2021-10-21
RU2756118C1 (en) 2021-09-28
ES2916729T3 (en) 2022-07-05
EP3799588A1 (en) 2021-04-07

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