EP3814188B1 - Emergency catch device - Google Patents

Description

Technical area

The invention relates to an emergency safety device for two rail vehicles coupled to one another.

State of the art

Typical passenger rail vehicles have two bogies and can be coupled with other vehicles. However, special train configurations do not require the operational separability of the vehicle composition, so that other vehicle concepts can be used. This applies in particular to subways and trams, in which, for example, so-called sedan chair cars are used, which do not have their own bogie but are carried by the neighboring vehicles. In this way, savings can be made on expensive and heavy bogies if the permitted axle load on the route allows the load on the remaining bogies to be increased. A specific coupling is provided between a conventional and a litter wagon, which transmits the operating and weight forces and which ensures the required mobility for curves, crests and troughs. Ball joints are particularly suitable for this. However, measures must be taken to prevent the sedan chair from tipping about its longitudinal axis, which can be done according to the state of the art using so-called anti-roll supports. In doing so, they will coupled vehicles are usually connected by means of a handlebar, whereby the handlebar is articulated to each vehicle and prevents the vehicles from tipping towards each other, ie blocks a degree of freedom of movement of the ball joint. This roll support is typically arranged between the vehicles in the roof space of the vehicles, whereby the forces to be transmitted via the handlebars are reduced due to the lever laws compared to an arrangement in the underframe area. Other anti-roll supports provide ball joints in which one of the three degrees of freedom is blocked. If a roll support fails, this is a potentially extremely dangerous situation, as the affected sedan chair is no longer supported around its longitudinal axis and can fall over. If the installation space permits, stop points can be provided in the front area of the coupled vehicles, on which the litter wagon can be supported on the coupled wagon with chassis if the roll support fails. However, this is not possible for many cars, so no redundancy of the roll support can be provided for them

A joint between two vehicles known from the prior art is in the DE 10 2004 014903 A1 disclosed.

Presentation of the invention

The invention is therefore based on the object of specifying an emergency safety device which comes into operation if a roll lock fails and which prevents a litter wagon from tipping over if a roll support fails.

The task is solved by an emergency safety device with the features of claim 1. Advantageous refinements are the subject of subordinate claims.

According to the basic idea of the invention, an emergency safety device for two rail vehicles coupled to one another is described, one of the rail vehicles being a sedan car without a chassis and the rail vehicles being connected via a roll support, with a first guide device being designed for arrangement on a first rail vehicle, which comprises a recess , and wherein a second guide device, which is designed for arrangement on a second rail vehicle, comprises a pin and wherein the pin is guided in the recess without contact in the position of use mounted on the rail vehicle.

This offers the advantage of being able to prevent a litter wagon from tipping around the longitudinal axis, even if a roll support fails.

According to the invention, an emergency safety device is arranged on the car bodies of the rail vehicles to be coupled, one of which is a sedan car without its own running gear. This emergency safety device comprises a first guide device, which is to be arranged on one of the two car bodies and a second guide device, which is to be arranged on the other car body. It is particularly advantageous to arrange the emergency safety device according to the invention at the front in the roof area.

The first guide device comprises a recess, the second guide device includes a pin. The recess and the pin must be designed in such a way that the pin is in the position of use of the emergency safety device (both guide devices are arranged on the associated car bodies and both rail vehicles are coupled to one another and a roll support between the rail vehicles erected) intervenes in the recess, but does not touch it.

If the anti-roll support fails, the car body of the sedan chair tilts, but is held in place by the pin in the recess. This means that the sedan chair can only tilt by a very small angle, but cannot fall over. It is therefore possible to continue driving to a repair facility, possibly under special conditions such as reduced speed.

The emergency safety device according to the invention can be used for any common anti-roll support, in particular for conventional anti-roll supports with a front wishbone in the roof area or also for anti-roll supports which include a ball joint with a locked degree of freedom.

It is essential that the pin is guided in the recess without contact, so that it only touches the wall of the recess after the anti-roll support has failed. Due to the kinematics of the car bodies coupled to one another via a ball joint, the pin follows a specific trajectory in relation to the recess during operation, i.e. when cornering or driving in a curve and corresponding pitch or yaw angles. Therefore, the pin must not be guided in the recess without any play, otherwise constraining forces would occur and damage the emergency safety device. The shape of the recess can be adapted to this trajectory, but a typically oval design is more advantageous because it is easier to produce.

It is advantageous to arrange the emergency safety device exactly in the middle of the car above the ball joint that couples the rail vehicles, as this affects the trajectory of the pin encloses the smallest area during operation, the recess can therefore be designed with the smallest possible dimensions.

A further improvement of the present invention provides for monitoring of the emergency safety device so that the driving staff or a control device receives information about the status of the emergency safety device of a train.

For this purpose, for example, a component of the emergency safety device can be equipped with a deformation measuring device (strain gauge), so that a load on this component that occurs when the emergency safety device is in use can be detected. This component, e.g. the component carrying the recess, is force-free during normal operation. Another solution provides an electrical connection using a breakaway wire, which is destroyed when the emergency safety device is used and the electrical connection is thereby interrupted. This can be done, for example, through the contact point between the pin and the recess, for which a wire is guided around the pin, which is destroyed when the emergency safety device is used.

Brief description of the drawings

• Fig.1 Notfangeinrichtung, Ansicht von oben.
• Fig.2 Notfangeinrichtung, geschnitten.
• Fig.3 Notfangeinrichtung in Einbaulage.
• Fig.4 Notfangeinrichtung mit Bahnkurve des Zapfens.

They show, for example:

• Fig.1 Emergency safety device, view from above.
• Fig.2 Emergency safety device, cut.
• Fig.3 Emergency safety device in installed position.
• Fig.4 Emergency safety device with trajectory of the pin.

Implementation of the invention

• Fig.1 shows an example and schematic of an emergency safety device in a view from above. An emergency safety device 1 is shown, comprising a first guide device 2 and a second guide device 3. The emergency safety device 1 is shown in the position of use, as it is used mounted on rail vehicles. In the exemplary embodiment shown, the first guide device 2 is constructed in two parts from a console 7 and a guide part 8. This division makes assembly easier, but is not essential or necessary; it can also be constructed in one piece. The first guide device 2 has a recess 4 in its guide part 8. The second guide device 3 is constructed in the form of a console, with a pin protruding from the second guide device 3, ie the longitudinal axis of the pin is normal to the plane of the drawing. In the position of use shown, the pin 5 penetrates the recess 4, but does not touch the walls of the recess 4. Furthermore, the guide devices 2, 3 are equipped with fastening means 6 for producing a detachable connection to each car body. The guide devices 2, 3 in the form shown can be formed as extruded profiles or can be manufactured using a machining process. However, other casting processes or manufacturing methods are also possible. When attaching the guide devices 2, 3 to the respective associated car bodies, a screw connection typically has to be provided, as an optimal assembly sequence can be guaranteed in this way.
• Fig.2 shows an example and schematic of an emergency safety device in a sectional view. It is a longitudinal section through the emergency safety device 1 Fig.1 shown, in particular the engagement of the pin 5 in the recess 4 can be seen.
• Fig.3 shows an example and schematic of an emergency safety device in its installed position at the transition between two rail vehicles. The emergency safety device 1 is off Fig.1 shown in a mounted position at the transition between a first rail vehicle 9 and a second rail vehicle 10, the first guide device 2, ie its console 7, being fastened to the car body of the first rail vehicle 9 on its end face. The second guide device 3 is also attached to the car body of the second rail vehicle 10 on its end face. Furthermore, a roll support is arranged at this coupling point, so one of the rail vehicles 9, 10 is a sedan car without a chassis. This anti-roll support comprises a first anti-roll support console 11, a second anti-roll support console 12 and a wishbone 13 extending between the anti-roll support consoles 11, 12. The transverse arm 13 is rotatably connected to the anti-roll support consoles 11, 12, the anti-roll support consoles 11, 12 are fixed and generally detachably connected to the rail vehicles 9, 10. If the anti-roll support fails, for example due to the wishbone 13 breaking, the sedan chair is held in the recess 4 by means of the pin 5 and is protected from falling over.
• Fig.4 shows an example and schematic emergency safety device with a trajectory. It is an excerpt of the transition between two Rail vehicles Fig.3 shown, the mathematically determined trajectory 14 of the center of the pin 5 being shown as a dotted line. This trajectory 14 describes all the resulting positions of the center of the pin 5 given the given geometry of the roll support and all possible pitch or yaw angles of the rail vehicles to one another. It can be seen that contactless guidance of the pin 5 in the recess 4 is possible otherwise these components would collide during operation and impermissible restraint forces would arise. The recess 4 must be designed in such a way that this lack of contact must be present at every angle between the rail vehicles. The recess 4 can be designed oval, as in the exemplary embodiment shown; it is not necessary to adapt the recess 4 to the trajectory 14, ie to design the complex curve shape as the circumferential line of the recess 4 accordingly. To clarify the trajectory 14, all other reference numbers are in Fig.4 not shown.

List of designations

1

Emergency safety device

2

First management facility

3

Second management facility

4

recess

5

Cones

6

Fasteners

7

console

8th

leadership part

9

First rail vehicle

10

Second rail vehicle

11

First roll support console

12

Second anti-roll support console

13

wishbone

14

Trajectory curve

Claims (4)

1. Safety catch facility (1) for two rail vehicles (9, 10), which are coupled to one another by means of a ball joint, wherein one of the rail vehicles (9, 10) is a coach car without running gear and wherein the rail vehicles (9, 10) are connected via an anti-roll brace (11, 12, 13), wherein a first guide facility (2) is embodied for arrangement on a first rail vehicle (9) and which comprises a recess (4), and
   a second guide facility (3), which is embodied for arrangement on a second rail vehicle (10) and which comprises a pin (5), wherein the pin (5) is guided in the recess (4) in a contact-free manner in the usage position installed on the rail vehicles.
2. Safety catch facility (1) for two rail vehicles (9, 10), which are coupled to one another by means of a ball joint, according to claim 1,
   characterised in that the pin (5) is guided in the recess (4) in a contact-free manner at any operationally permissible pitch or heading angle between the rail vehicles (9, 10).
3. Safety catch facility (1) for two rail vehicles (9, 10), which are coupled to one another by means of a ball joint, according to claim 1 or 2,
   characterised in that the first guide facility (2) and the second guide facility (3) is embodied for detachable fastening to the assigned rail vehicles (9, 10) in each case by means of a screw connection.
4. Safety catch facility (1) for two rail vehicles (9, 10), which are coupled to one another by means of a ball joint, according to one of claims 1 to 3,
   characterised in that the safety catch facility is embodied for arrangement on the end face in the roof region on the rail vehicles (9, 10).

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