EP3837149B1 - Véhicule ferroviaire avec arrangement de protection contre la neige pour une zone d'attelage du véhicule ferroviaire - Google Patents

Véhicule ferroviaire avec arrangement de protection contre la neige pour une zone d'attelage du véhicule ferroviaire Download PDF

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Publication number
EP3837149B1
EP3837149B1 EP19786489.5A EP19786489A EP3837149B1 EP 3837149 B1 EP3837149 B1 EP 3837149B1 EP 19786489 A EP19786489 A EP 19786489A EP 3837149 B1 EP3837149 B1 EP 3837149B1
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EP
European Patent Office
Prior art keywords
rail vehicle
coupling
sfz
kup
die2
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
EP19786489.5A
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German (de)
English (en)
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EP3837149A1 (fr
Inventor
Stefan Hintermeir
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
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Siemens Mobility GmbH
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Publication date
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Publication of EP3837149A1 publication Critical patent/EP3837149A1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories
    • 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
    • B61G7/00—Details or accessories
    • B61G7/14—Safety devices

Definitions

  • the invention relates to a rail vehicle that runs in snowy areas.
  • the coupling arranged there is designed for coupling other rail vehicles (e.g. for coupling to a traction vehicle of another rail vehicle combination) and is used accordingly.
  • couplings must be able to pivot horizontally and vertically in certain areas in order to enable the coupling process or to be able to operate in curves and switch areas.
  • 5 and 6 each show a rail vehicle SFZ6, SFZ7 with couplings KUP6, KUP7 and with coupling areas KUPB6, KUPB7 that are completely snowed in or iced over.
  • FIG 7 shows a first embodiment of an American locomotive as a rail vehicle SFZ8.
  • FIG. 8 shows a second embodiment of a German Intercity ICE as a rail vehicle SFZ9.
  • the rail vehicle SFZ9 is designed in the coupling area KUPB9 with a short coupling (concealed here) and with a small front opening FROE9.
  • This configuration is complex, since a construction with front flaps FKL9 is required in order to reduce or entirely prevent the penetration of snow in the coupling area KUPB9.
  • This configuration is used in particular in high-speed trains, since here the front flap construction offers advantages in terms of snow and also in terms of aerodynamics.
  • FIG 9 shows a third embodiment of a traction vehicle or rail vehicle SFZ10 of a German city railway.
  • the rail vehicle SFZ 10 has a manually removable snow protection system in the coupling area KUPB10, which is designed here as a cover hood AH10.
  • the cover hood AH10 is slipped over the coupling KUP10 and then covers it at least partially.
  • Such a cover AH10 is, for example, made of a strong, ie mechanically resilient, tarpaulin material, as is also used in trucks to cover loads.
  • Such a snow protection system is very cost-effective, but requires time and manual labor for assembly and disassembly by operating personnel during the coupling process.
  • a clutch area KUPB11 can be seen in detail, which can be filled with snow and thus clogged. You can also see a coupling joint KUPG11, which is arranged in the coupling area KUPB11 and is connected to the coupling KUP11 11 works together.
  • the front flap module provides a coupling shaft, a coupling device accommodated in the coupling shaft and at least one front flap which can be moved using front flap kinematics and can at least partially cover the coupling shaft.
  • the front hatch module is provided with a covering device arranged on the coupling shaft and having a covering which is detachably fastened to the coupling shaft on the one hand and to the coupling device on the other hand.
  • the invention relates to a rail vehicle having the features of claim 1.
  • the coupling is designed in such a way that the rail vehicle can be connected via the coupling to a correspondingly designed coupling of another rail vehicle.
  • the coupling is preferably movably mounted within the indentation, so that the coupling can be pivoted horizontally and vertically in a predetermined angular range for the purpose of the coupling process or for the purpose of negotiating curves and switch areas with the other rail vehicle.
  • the coupling thus has respective angular positions for the coupling process and during operation of the connected rail vehicles.
  • the indentation is at least partially surrounded by a fixed housing.
  • the coupling is protected in the indentation area by the fixed housing.
  • the opening of the fixed housing is firmly connected circumferentially to a sealing element, the first sealing element, so that the sealing element is also fixed or rigid via the connection.
  • the first sealing element has a snow-tight transition to the housing.
  • the first sealing element is preferably made of flexible rubber.
  • the sealing element of the housing is preferably designed as a hollow chamber profile or as a bead.
  • the coupling is connected to a second sealing element that at least partially surrounds the coupling.
  • the second sealing element has a snow-tight transition to the clutch.
  • the second sealing element is rotatably connected to the coupling, this connection preferably being designed as a swivel joint.
  • the rotatability of the second sealing element and the positions and shapes of the two sealing elements ensure that the sealing element of the coupling is always coupled to the sealing element of the housing when the coupling is in different angular positions.
  • the second sealing element is preferably designed as a hollow chamber profile or as a bead.
  • the two sealing elements at least partially overlap and are movably in contact with one another.
  • the two sealing elements are pressed against one another by their respective positions.
  • a frictional connection is preferably implemented between the two sealing elements.
  • the second sealing element is preferably made of a flexible rubber.
  • the second sealing element has flexible collars which are arranged in the area around the coupling and additionally seal this area.
  • These flexible cuffs are preferably made of rubber.
  • the two sealing elements seal the opening against snow, which works reliably with every movement of the coupling.
  • Translational movements of the coupled rail vehicles are absorbed in the direction of the longitudinal axis of the rail vehicles by pressing in the hollow chamber profiles or the beads with simultaneous sealing.
  • the hollow chamber profiles or beads slide on top of each other and thus absorb these movements while at the same time sealing.
  • the arrangement according to the invention can be both implemented and retrofitted at low cost and with little effort.
  • the arrangement according to the invention ensures that the operational readiness of rail vehicles is increased in the harsh winter months without requiring any manual intervention.
  • the arrangement according to the invention reduces downtimes of rail vehicles that are caused by couplings blocked by snow.
  • FIG 1 shows a first detailed view of the arrangement according to the invention.
  • a coupling area KUPB of a rail vehicle SFZ is shown.
  • the rail vehicle SFZ has on its front side an indentation EINE that is to be protected from snow and in which a coupling KUP of the rail vehicle SFZ is at least partially arranged.
  • a fixed enclosure EINH at least partially encompasses the indentation EINE.
  • the housing EINH has an opening OFF in the direction of travel of the rail vehicle SFZ, from which the coupling KUP partially protrudes in a predetermined angular position in order to enable a coupling process with another rail vehicle.
  • the opening OFF of the fixed housing EINH is firmly connected all the way around to a first sealing element DIE1.
  • the first sealing element DIE1 is designed as a flexible hollow chamber profile.
  • the size of the OFF opening is dimensioned in such a way that the KUP clutch can carry out all movements arising from operation.
  • the housing EINH is permanently connected to the front of the rail vehicle SFZ and cannot move relative to the rail vehicle.
  • the OFF opening, together with the surrounding sealing element DIE1, is also dimensioned in such a way that the KUP coupling can carry out all the necessary movements during operation.
  • FIG 2 shows with partial reference to FIG 1 a second detailed view of the arrangement according to the invention.
  • a second sealing element DIE2 is rotatably connected to the clutch KUP.
  • the second sealing element DIE2 at least partially encompasses the clutch KUP.
  • the second sealing element DIE2 is designed as a flexible hollow chamber profile.
  • the second sealing element DIE2 is connected to the clutch KUP by a rotary joint DRG.
  • the second sealing element DIE2 has flexible collars FMS, which are arranged in the area around the clutch KUP and additionally seal the transition to the clutch KUP.
  • the flexible sleeves FMS have a frame FMSR all around, which is used to connect them to the hollow chamber profile.
  • a coupling joint KUPG via which the coupling KUP is fastened in the indentation EINE of the rail vehicle SFZ via a joint, can also be seen.
  • this joint see also the coupling joint KUPG11 of 10 ) it is possible that the coupling KUP assumes different angular positions for the execution of the coupling process and while driving connected rail vehicles.
  • the rotatably movable second sealing element DIE2 causes it to repeatedly align itself with the first sealing element DIE1 when the clutch KUP rotates about a vertical axis.
  • the two sealing elements DIE1, DIE2 at least partially overlap in the area of the opening OFF with different angular positions of the clutch KUP.
  • the two sealing elements DIE1, DIE2 are coupled to one another by pressure and thereby protect the opening OFF from snow penetrating.
  • the rotatably movable second sealing element DIE2 causes it to repeatedly align itself with the first sealing element DIE1 when the clutch KUP rotates about a vertical axis, while at the same time the ability to seal is retained.
  • FIG 4 shows with reference to 1 to 3 an advantageous development of the arrangement according to the invention.
  • This embodiment addresses the case where two rail vehicles, which are in a narrow curve of track to one another, are coupled to one another.
  • the rotary joint DRG is slidably mounted along the longitudinal axis of the clutch KUP.
  • a compression or tension spring FED holds the swivel joint DRG in position and limits the compressive or pressing force of the two sealing elements DIE1, DIE2.
  • the two sealing elements DIE1, DIE2 are coupled to one another, in particular when the second sealing element DIE2 is in the compressed state.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Sealing Devices (AREA)
  • Seal Device For Vehicle (AREA)
  • Railway Tracks (AREA)
  • Mechanical Operated Clutches (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Claims (13)

  1. Véhicule ferroviaire (SFZ) avec un agencement de protection contre la neige pour une zone d'attelage (KUPB) du véhicule ferroviaire (SFZ),
    - dans lequel le véhicule ferroviaire (SFZ) présente sur un côté frontal une échancrure (EINB) à protéger de la neige,
    - dans lequel un attelage (KUP) du véhicule ferroviaire (SFZ) est agencé au moins partiellement dans l'échancrure (EINB),
    - dans lequel une enceinte fixe (EINH) comprend au moins partiellement l'échancrure (EINB),
    - dans lequel l'enceinte (EINH) présente une ouverture (OFF) dans le sens de marche du véhicule ferroviaire (SFZ), à partir de laquelle l'attelage (KUP) fait partiellement saillie dans une position angulaire prédéterminée, afin de rendre possible une opération d'attelage avec un autre véhicule ferroviaire,
    - dans lequel l'ouverture (OFF) de l'enceinte fixe (EINH) est reliée à demeure à un premier élément d'étanchéité (DIE1) sur toute sa périphérie,
    - dans lequel un second élément d'étanchéité (DIE2) est relié à l'attelage (KUP) de manière à pouvoir tourner et le second élément d'étanchéité (DIE2) contourne au moins partiellement l'attelage,
    - dans lequel les deux éléments d'étanchéité (DIE1, DIE2) se chevauchent au moins partiellement dans la zone de l'ouverture (OFF) dans différentes positions angulaires de l'attelage (KUP),
    - dans lequel les deux éléments d'étanchéité (DIE1, DIE2) sont couplés l'un à l'autre par pression afin de protéger l'ouverture (OFF) contre une pénétration de neige.
  2. Véhicule ferroviaire (SFZ) selon la revendication 1, dans lequel au moins un élément d'étanchéité (DIE1, DIE2) est conçu flexible.
  3. Véhicule ferroviaire (SFZ) selon la revendication 1 ou 2, dans lequel le premier élément d'étanchéité (DIE1) est réalisé sous la forme d'un profilé creux flexible et/ou d'un renflement flexible.
  4. Véhicule ferroviaire (SFZ) selon la revendication 1 ou 2, dans lequel le second élément d'étanchéité (DIE2) est réalisé sous la forme d'un profilé creux flexible et/ou d'un renflement flexible.
  5. Véhicule ferroviaire (SFZ) selon la revendication 2, dans lequel le premier élément d'étanchéité (DIE1) et/ou le second élément d'étanchéité (DIE2) est réalisé en un caoutchouc flexible.
  6. Véhicule ferroviaire (SFZ) selon la revendication 1, dans lequel le second élément d'étanchéité (DIE2) est relié à l'attelage (KUP) par une articulation rotative (DRG).
  7. Véhicule ferroviaire (SFZ) selon la revendication 1, dans lequel le second élément d'étanchéité (DIE2) comprend des manchons flexibles (FMS) qui sont agencés dans la zone autour de l'attelage (KUP) et rendant en outre étanche la transition vers l'attelage (KUP).
  8. Véhicule ferroviaire (SFZ) selon la revendication 7, dans lequel les manchons flexibles (FMS) sont réalisés en caoutchouc.
  9. Véhicule ferroviaire (SFZ) selon la revendication 3 ou 4, dans lequel les profilés creux ou les renflements sont formés de telle sorte que des déplacements de translation de véhicules ferroviaires attelés dans la direction de l'axe longitudinal des véhicules ferroviaires sont absorbés par un enfoncement des profilés creux ou des renflements avec une étanchéité simultanée.
  10. Véhicule ferroviaire (SFZ) selon la revendication 3 ou 4, dans lequel les profilés creux ou les renflements sont formés de telle sorte que lors de déplacements latéraux des véhicules ferroviaires attelés transversalement à l'axe longitudinal, les profilés creux ou les renflements glissent les uns sur les autres et acceptent ainsi ces déplacements tout en assurant simultanément l'étanchéité.
  11. Véhicule ferroviaire (SFZ) selon la revendication 3 ou 4, dans lequel les profilés creux ou les renflements sont formés de telle sorte que, lors de déplacements angulaires des véhicules ferroviaires attelés les uns par rapport aux autres, les profilés creux ou les renflements sont enfoncés à des degrés différents afin d'accepter les déplacements relatifs qui surviennent tout en assurant simultanément l'étanchéité.
  12. Véhicule ferroviaire (SFZ) selon la revendication 1, dans lequel l'attelage (KUP) est conçu de telle sorte que le véhicule ferroviaire peut être relié par l'intermédiaire de l'attelage (KUP) à un attelage conçu de manière correspondante du véhicule ferroviaire supplémentaire.
  13. Véhicule ferroviaire (SFZ) selon la revendication 1, dans lequel l'attelage(KUP) est monté mobile à l'intérieur de l'échancrure (EINB), de sorte que pour le but de l'opération d'attelage avec le véhicule ferroviaire supplémentaire, l'attelage peut pivoter horizontalement et verticalement dans une plage angulaire prédéterminée.
EP19786489.5A 2018-10-15 2019-10-01 Véhicule ferroviaire avec arrangement de protection contre la neige pour une zone d'attelage du véhicule ferroviaire Active EP3837149B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018217594 2018-10-15
PCT/EP2019/076533 WO2020078711A1 (fr) 2018-10-15 2019-10-01 Arrangement de protection contre la neige pour une zone d'attelage d'un véhicule ferroviaire

Publications (2)

Publication Number Publication Date
EP3837149A1 EP3837149A1 (fr) 2021-06-23
EP3837149B1 true EP3837149B1 (fr) 2023-08-23

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Application Number Title Priority Date Filing Date
EP19786489.5A Active EP3837149B1 (fr) 2018-10-15 2019-10-01 Véhicule ferroviaire avec arrangement de protection contre la neige pour une zone d'attelage du véhicule ferroviaire

Country Status (9)

Country Link
US (1) US20220063683A1 (fr)
EP (1) EP3837149B1 (fr)
CN (1) CN112912298B (fr)
CA (1) CA3116222C (fr)
DK (1) DK3837149T3 (fr)
ES (1) ES2956097T3 (fr)
FI (1) FI3837149T3 (fr)
PL (1) PL3837149T3 (fr)
WO (1) WO2020078711A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114025719A (zh) 2019-06-11 2022-02-08 康沃特克科技公司 与导管产品一起使用的尿液收集袋、包含该尿液收集袋的套件及其方法
SE2051360A1 (en) * 2020-11-20 2022-05-21 Dellner Couplers Ab Front cover for a rail vehicle coupler
DE102021212354A1 (de) * 2021-11-03 2023-05-04 Siemens Mobility GmbH Schienenfahrzeug für Regionalverkehr

Family Cites Families (10)

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Publication number Priority date Publication date Assignee Title
CN201049637Y (zh) * 2005-06-30 2008-04-23 德尔纳车钩公司 前盖系统
TW200940387A (en) * 2008-03-31 2009-10-01 Kayaba Industry Co Ltd Eyelet element of horizontally arranged damper
FR2934550B1 (fr) * 2008-08-04 2013-06-28 Alstom Transport Sa Vehicule ferroviaire.
DE102010023318A1 (de) * 2010-06-10 2011-12-15 Voith Patent Gmbh Vorrichtung zum Verschwenken einer oder mehrerer Bugklappen eines spurgeführten Fahrzeuges sowie Bugklappenmodul
PL2524850T3 (pl) * 2011-05-20 2014-08-29 Voith Patent Gmbh Urządzenie do uszczelniania w razie potrzeby otworu zapewnionego w czołowym obszarze pojazdu trakcyjnego, moduł czołowy z takim urządzeniem i pojazd szynowy z tego rodzaju modułem czołowym
SE535890C2 (sv) * 2011-06-09 2013-02-05 Ego Int Bv Koppelhuvud med koppelhus tillverkat av plåt.
CN102632906B (zh) * 2012-04-17 2014-09-10 青岛思锐科技有限公司 带过载保护的紧凑式缓冲器
DE102015214606A1 (de) * 2015-07-31 2017-02-02 Siemens Aktiengesellschaft Bugklappenmodul
EP3231685B1 (fr) * 2016-04-11 2021-10-06 Dellner Couplers AB Tampon approprié pour réduire l'accumulation de neige sur la surface d'une tête d'attelage d'un train
DE102016210642A1 (de) * 2016-06-15 2017-12-21 Voith Patent Gmbh Abdeckung für einen Kupplungskopf einer Kupplungsanordnung und insbesondere einen Kupplungskopf einer Mittelpufferkupplung

Also Published As

Publication number Publication date
PL3837149T3 (pl) 2024-02-26
WO2020078711A1 (fr) 2020-04-23
EP3837149A1 (fr) 2021-06-23
CA3116222C (fr) 2023-08-29
DK3837149T3 (da) 2023-11-06
US20220063683A1 (en) 2022-03-03
CN112912298B (zh) 2023-08-04
ES2956097T3 (es) 2023-12-13
CA3116222A1 (fr) 2020-04-23
CN112912298A (zh) 2021-06-04
FI3837149T3 (fi) 2023-11-15

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