EP3799588B1 - Support d'attelage pour un attelage à tampon central d'un véhicule ferroviaire - Google Patents

Support d'attelage pour un attelage à tampon central d'un véhicule ferroviaire 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)
English (en)
Other versions
EP3799588A1 (fr
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/fr
Application granted granted Critical
Publication of EP3799588B1 publication Critical patent/EP3799588B1/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
    • 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)

Claims (6)

  1. Support d'attelage (100) pour un attelage à tampon central d'un véhicule ferroviaire, dans lequel le support d'attelage peut être fixé à une caisse de véhicule du véhicule ferroviaire, et le support d'attelage (100) comprend :
    - une première tôle de retenue (111) et une seconde tôle de retenue (112), dans lequel les tôles de retenue (111, 112) peuvent être fixées à la caisse de véhicule du véhicule ferroviaire,
    - une plaque de base (120) disposée entre les tôles de retenue (111, 112),
    - une traverse (130) disposée entre les tôles de retenue (111, 112), dans lequel la traverse (130) est couplée de manière élastique avec la plaque de base (120) et est disposée au-dessus de la plaque de base (120),
    caractérisé en ce
    - qu'un premier levier pivotant (141) et un second levier pivotant (151) sont disposés au niveau de la plaque de base (120),
    - qu'un premier point de rotation (142) du premier levier pivotant (141) est disposé en dessous de la traverse (130),
    - qu'un second point de rotation (152) du second levier pivotant (151) est disposé en dessous de la traverse (130),
    - que le premier point de rotation (142) et le second point de rotation (152) sont reliés à la plaque de base (120), et
    - qu'une première partie supérieure (143) du premier levier pivotant (141) est reliée à la traverse (130) au moyen d'une première liaison articulée (144) et qu'une seconde partie supérieure (153) du second levier pivotant (151) est reliée à la traverse (130) au moyen d'une seconde liaison articulée (154) de telle sorte qu'un mouvement de la traverse (130) s'éloignant de la plaque de base (120) en raison des liaisons articulées (144, 154) est restreint et un mouvement de la traverse (130) vers la plaque de base (120) en raison des liaisons articulées est possible,
    - que les liaisons articulées (144, 154) forment respectivement une butée verticale de la traverse (130),
    - que la première liaison articulée (144) présente un premier boulon (145) guidé dans un premier trou oblong (147),
    - que le premier trou oblong (147) est disposé au niveau du premier levier pivotant (141) et que le premier pivot (145) est disposé au niveau de la traverse (130), et
    - que le premier levier pivotant (141) présente une butée verticale réglable (148), dans lequel une longueur disponible du premier trou oblong (147) peut être modifiée par le biais de la butée verticale réglable (148).
  2. Support d'attelage (100) selon la revendication 1, caractérisé en ce qu'un élément à effet ressort (131) est disposé entre la plaque de base (120) et la traverse (130).
  3. Support d'attelage (100) selon la revendication 2, caractérisé en ce que le mouvement de la traverse (130) s'éloignant de la plaque de base (120) conduit à une détente de l'élément à effet ressort (131) et le mouvement de la traverse (130) vers la plaque de base (120) conduit à une mise en tension de l'élément à effet ressort (131).
  4. Attelage à tampon central (180) avec un support d'attelage (100) selon l'une quelconque des revendications 1 à 3, caractérisé en ce que l'attelage à tampon central (180) présente un arbre d'attelage (182) et une tête d'attelage (181) disposée au niveau de l'arbre d'attelage (182), dans lequel l'arbre d'attelage (182) est supporté par le biais de la traverse (130) du support d'attelage (100).
  5. Véhicule ferroviaire (200) avec un support d'attelage (100) selon l'une quelconque des revendications 1 à 3, caractérisé en ce que le support d'attelage (100) est fixé au véhicule ferroviaire (200) au moyen des tôles de retenue (111, 112).
  6. Véhicule ferroviaire (200) selon la revendication 5, présentant en outre un attelage à tampon central (180) avec un arbre d'attelage (182) et une tête d'attelage (181) disposée au niveau de l'arbre d'attelage (182), dans lequel l'arbre d'attelage (182) est supporté par le biais de la traverse (130) du support d'attelage (100).
EP19746039.7A 2018-07-30 2019-07-18 Support d'attelage pour un attelage à tampon central d'un véhicule ferroviaire Active EP3799588B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018212688 2018-07-30
PCT/EP2019/069337 WO2020025335A1 (fr) 2018-07-30 2019-07-18 Support d'attelage pour un attelage à tampon central d'un véhicule ferroviaire

Publications (2)

Publication Number Publication Date
EP3799588A1 EP3799588A1 (fr) 2021-04-07
EP3799588B1 true EP3799588B1 (fr) 2022-06-01

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EP19746039.7A Active EP3799588B1 (fr) 2018-07-30 2019-07-18 Support d'attelage pour un attelage à tampon central d'un véhicule ferroviaire

Country Status (7)

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

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* Cited by examiner, † Cited by third party
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GB875216A (en) 1958-07-22 1961-08-16 Buckeye Steel Castings Co Railway vehicle draw gear and coupling arrangement
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RU2415043C2 (ru) 2008-10-06 2011-03-27 Открытое акционерное общество "Всероссийский научно-исследовательский институт транспортного машиностроения" Шарнирный узел жесткого сцепного устройства железнодорожного транспорта
EP2562062B1 (fr) 2011-08-23 2017-01-18 Voith Patent GmbH Dispositif de soutien pour le soutien vertical d'une tige d'embrayage articulée sur la sous-structure d'un châssis d'un véhicule sur rail
EP2594452B1 (fr) 2011-11-21 2014-01-08 Voith Patent GmbH Dispositif d'embrayage pour la zone frontale d'un véhicule guidé sur rails
DE202014001334U1 (de) 2014-02-17 2014-03-14 Voith Patent Gmbh Abstützvorrichtung zum vertikalen Abstützen einer Kupplungsstange mit einem Begrenzungselement
ES2729861T3 (es) 2015-03-17 2019-11-06 Siemens Mobility GmbH Vehículo ferroviario, en particular una locomotora

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Publication number Publication date
RU2756118C1 (ru) 2021-09-28
CN112512893B (zh) 2023-07-21
EP3799588A1 (fr) 2021-04-07
US11999389B2 (en) 2024-06-04
US20210323587A1 (en) 2021-10-21
PL3799588T3 (pl) 2022-09-19
ES2916729T3 (es) 2022-07-05
WO2020025335A1 (fr) 2020-02-06
CN112512893A (zh) 2021-03-16

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