EP4008602B1 - Kupplung für schienenfahrzeug und schienenfahrzeug mit einer kupplung - Google Patents

Kupplung für schienenfahrzeug und schienenfahrzeug mit einer kupplung Download PDF

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Publication number
EP4008602B1
EP4008602B1 EP20211246.2A EP20211246A EP4008602B1 EP 4008602 B1 EP4008602 B1 EP 4008602B1 EP 20211246 A EP20211246 A EP 20211246A EP 4008602 B1 EP4008602 B1 EP 4008602B1
Authority
EP
European Patent Office
Prior art keywords
coupler
deflector plate
rear portion
joint
front surface
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
EP20211246.2A
Other languages
English (en)
French (fr)
Other versions
EP4008602C0 (de
EP4008602A1 (de
Inventor
Jacek SKOWRONEK
Martin Holm
Tomasz Czerwinski
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.)
Dellner Couplers AB
Original Assignee
Dellner Couplers AB
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
Priority to EP20211246.2A priority Critical patent/EP4008602B1/de
Application filed by Dellner Couplers AB filed Critical Dellner Couplers AB
Priority to CN202180041986.5A priority patent/CN115697812A/zh
Priority to PCT/EP2021/065189 priority patent/WO2021249956A1/en
Priority to PCT/EP2021/065186 priority patent/WO2021249954A1/en
Priority to US18/008,885 priority patent/US20230211814A1/en
Priority to CN202180041764.3A priority patent/CN115697811A/zh
Priority to US18/008,890 priority patent/US20230211815A1/en
Publication of EP4008602A1 publication Critical patent/EP4008602A1/de
Application granted granted Critical
Publication of EP4008602C0 publication Critical patent/EP4008602C0/de
Publication of EP4008602B1 publication Critical patent/EP4008602B1/de
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
    • B61G7/14—Safety devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F19/00—Wheel guards; Bumpers; Obstruction removers or the like
    • B61F19/04—Bumpers or like collision guards
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories
    • B61G7/08—Adjustable coupling heads

Definitions

  • the invention pertains to a coupler for a rail vehicle.
  • the invention also pertains to a rail vehicle with a coupler.
  • Such coupler comprises:
  • One coupler of this type may be attached to an end of a first rail vehicle and a second coupler of this type may be attached to an end of a further rail vehicle that is arranged neighboring the first rail vehicle.
  • the rail vehicles may further have bumpers attached to them.
  • One problem associated with such configuration is seen when a rail vehicle with the first coupler attached to it in a pivoted position has travelled in the direction of the further rail vehicle with the second coupler attached to it in a pivoted position and has crashed into that further rail vehicle (as shown in Fig. 2A ) with such force that the energy absorbers were not able to absorb all the crash energy (as shown in Fig. 2B ).
  • the forward end of the first coupler may hit the forward end of the second coupler, which may cause damage to one or both couplers while the vehicles continue to move towards each other and it may limit the energy absorbing efficiency of the energy absorbers during the end phase of the crash (which may even lead to damage of other vehicle elements).
  • CH 376 956 A discloses a coupling for railroad cars, in particular for narrow-gauge railways, comprising a coupling head 3 of a central coupling and a buffer plate 4 of a central buffer offset by 90 relative to the coupling head 3 and connected to the coupling head 3, the coupling head 3 and the buffer plate 4 being rotatable about a bearing pin 5 of the coupling arm 1 so that they can be alternately and optionally brought into the clutch position.
  • US 2 287 954 A discloses a pilot coupler comprising a shank 23 which is pivotally connected to a yoke 20 by means of a vertical pin 24, wherein a door 41 is fixed to the coupler and tis shank by means of webs 42 to eliminate any projecting parts while the coupler is in retracted position.
  • the problem to be solved is to provide a coupler that does not disrupt operation of elements of the train that absorb crash energy during a crash scenario.
  • the basic idea of the invention is to provide a coupler deflecting device which is arranged and designed to deflect the coupler in a pivoted position when it comes into contact with another coupler.
  • Such a coupler deflecting device an be a deflector plate arranged on a deflector plate holder at the forward end of the rear portion, said deflector plate having a front surface that is substantially vertical and inclined at an acute angle with respect to the longitudinal axis of the rear portion. The deflector plate deflects the coupler in a pivoted position when it comes into contact with another coupler.
  • the front surface of the deflector plate is curved such that the inclination angle increases in a direction away from the longitudinal axis of the rear portion.
  • the curvature allows a controlled deflection of the deflector plates when brought into contact with each other.
  • the front surface of the deflector plate comprises a top portion that is located above the rear joint portion.
  • the front surface of the deflector plate comprises a bottom portion that is located below the rear joint portion.
  • the front surface of the deflector plate comprises a side portion that is located aside the rear joint portion.
  • the front surface of the deflector plate comprises a combination of at least two of: a front portion, a side portion and a bottom portion.
  • the front surface of the deflector plate is smooth. This facilitates for the front surfaces of two couplers, when in contact, to slide along each other.
  • the deflector plate holder may be mounted on the rear portion.
  • the deflector plate holder is mounted on the forward end of the rear portion.
  • the deflector plate holder and the rear portion are two different parts. This has the advantage that the deflector plate holder might be replaced by a new deflector plate holder if it was impaired by a collision with a mating coupler. The same applies to the deflector plate which in a preferred embodiment might be replaceable together with the holder. A complete reparation or replacement of the whole coupler is not necessary when the damage is limited to these parts.
  • the deflector plate holder and the rear portion might be detachably (e.g. by screws) or permanently (e.g. by welding) connected to each other. In an alternatively embodiment the holder might be a part of the rear portion, preferably forming a single piece with the rear portion.
  • the deflector plate holder is mounted on the joint, preferably on a rear joint portion that is non-pivotably arranged on the rear portion.
  • the deflector plate holder can be permanently fixed to the joint.
  • the deflector plate holder can be releasably fixed to the joint and/or releasably fixed to the rear portion.
  • the deflector plate holder can have sliding rails that cooperate with sliding rails on the rear portion that allow the deflector plate holder to be slid onto the rear portion.
  • the invention further pertains to a rail vehicle having a coupler according to the invention attached to said rail vehicle.
  • Fig. 1 shows a schematic perspective view of a coupler 1 according to the prior art and Figs. 2A-2B show a first coupler arranged next to a second coupler during a possible crash scenario.
  • the couplers 1 are for a rail vehicle.
  • the first coupler 1 will be attached to an end of one rail vehicle.
  • the second coupler 1 will be attached to an end of a further rail vehicle that is arranged neighboring the first rail vehicle.
  • the rail vehicles may further have bumpers attached to them.
  • the couplers 1 each comprise:
  • Fig. 3 shows a schematic perspective view of a coupler according to the invention and Figs. 4A-4D show a first coupler according to the invention arranged next to a second coupler according to the invention in various operational states.
  • the couplers 1 are for a rail vehicle.
  • the first coupler 1 will be attached to an end of a rail vehicle.
  • the second coupler 1 will be attached to an end of a further rail vehicle that is arranged neighboring the one car.
  • the couplers 1 each comprise
  • the couplers 1 according to the invention further each comprise a deflector plate 11, as shown in details in one embodiment in Fig. 5 .
  • the deflector plate 11 has a front surface 13 that is arranged in front of the forward end 7 of the rear portion 6.
  • the deflector plate 11 can be fixed (e.g. welded) to the rear portion 6 or attached to the rear portion 6 in a removable manner (e.g. by screws).
  • the front surface 13 is substantially vertical and inclined at an acute angle ⁇ with respect to the longitudinal axis A of the rear portion.
  • the front surface 13 may be curved such that the inclination angle ⁇ increases in a direction away from the longitudinal axis A.
  • the deflector plate 11 is arranged on a deflector plate holder 12 to which the front surface 13 is fixed.
  • the holder 12 may be fixed to a rear joint portion 14 that is non-pivotably arranged at the forward end of the rear portion 6.
  • the deflector plate 11 is shaped such as not to be an obstacle to the pivotal movement of the front portion 2 with respect to the rear portion 6.
  • Figs. 6A-6H show schematically, in a front view, various possible shapes of the front surface 13 of the deflector plate 11.
  • the front surface 13 may include a top portion 15 that is located above the rear joint portion 14.
  • the front surface 13 may include a bottom portion 16 that is located below the rear joint portion 14.
  • the front surface 13 may include a top portion 15 that is located above the rear joint portion 14 and a side portion 17 that is located aside the rear joint portion 14.
  • the front surface 13 may include a top portion 15 that is located above the rear joint portion 14 and a side portion 17 that is located aside the rear joint portion 14 and a bottom portion 16 that is located below the rear joint portion 14.
  • FIG. 6A-6D Further variants are also possible including a combination of features shown in Figs. 6A-6D , such as shown in Figs. 6E, 6F, 6G, 6H or others.
  • the front surface 13 of the deflector plate 11 may be smooth so as to facilitate for the front surfaces of two couplers, when in contact, to slide along each other.
  • the length L of the front surface 13 is preferably such that, as a result of sliding the deflector plates 11 along each other as shown in Figs. 4C , the rear portion 6 of the coupler pivots to such an extent that further movement of one coupler towards another coupler is possible without the couplers interfering with each other, as shown in Fig. 4D .
  • Fig. 4A shows the couplers 1 in a first operational state. This could be the state, where a rail vehicle with the first coupler attached to it is parked next to a further rail vehicle with the second coupler attached to it.
  • Fig. 4B shows the couplers 1 in a second operational state. This could be the state, where a rail vehicle with the first coupler attached to it has travelled in the direction of the further rail vehicle with the second coupler attached to it and crashes into the further rail vehicle such that the bumpers absorb some energy of the crash and the deflector plates 11 of the first coupler and the second coupler come into contact with each other.
  • Fig. 4C shows the couplers 1 in a third operational state, which may follow the second operational case in case not all energy of the crash was absorbed by the bumpers and the first vehicle continues to travel in the direction of the second vehicle.
  • the deflector plates 11 of the first coupler and the second coupler are still in contact with each other and in sliding motion with respect to each other, such that they move sidewards and the rear portions 6 of the couplers pivot about their respective pivot anchors 9.
  • Fig. 4D shows the couplers 1 in a fourth operational state, which may follow the third operational case in case the remaining energy of the crash has been still not absorbed and the vehicles continue motion, while the couplers continue to move sidewards, the deflector plates slide along each other until they get out of contact, such that the vehicles may still continue their movement while the couplers are pivoted to such an extend that the continuing movement of the vehicles (at least to some extend) does not cause interference between the couplers.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Dampers (AREA)
  • Body Structure For Vehicles (AREA)

Claims (12)

  1. Kupplung (1) zum Kuppeln eines Schienenfahrzeugs mit einem anderen Schienenfahrzeug, umfassend einen Befestigungsarm zum Befestigen der Kupplung an einem Schienenfahrzeug, einen Kupplungsarm und ein Gelenk (10), wobei der Befestigungsarm und der Kupplungsarm über das Gelenk (10) so miteinander verbunden sind, dass der Befestigungsarm und der Kupplungsarm relativ zueinander beweglich sind und der Kupplungsarm in eine Schwenkstellung gebracht werden kann; dadurch gekennzeichnet, dass die Kupplung ferner eine Kupplungsablenkvorrichtung umfasst, die so angeordnet und ausgebildet ist, dass sie die Kupplung in eine Schwenkstellung ablenkt, wenn sie mit einer anderen Kupplung in Kontakt kommt.
  2. Kupplung (1) nach Anspruch 1, wobei
    - der Kupplungsarm einen vorderen Abschnitt (2) mit einem vorderen Ende (3) und einem hinteren Ende (4) und einen Kupplungskopf (5) aufweist, der am vorderen Ende (3) des vorderen Abschnitts (2) angeordnet ist,
    - der Befestigungsarm einen hinteren Abschnitt (6) mit einem vorderen Ende (7) und einem hinteren Ende (8), der sich entlang einer Längsachse (A) vom hinteren Ende (8) zum vorderen Ende (7) erstreckt, und einen am hinteren Ende (8) des hinteren Abschnitts (6) angeordneten Schwenkanker (9) aufweist, wobei der Schwenkanker (9) zur Befestigung an einem Wagen eines Schienenfahrzeugs konfiguriert ist,
    - das Gelenk (10) dazu dient, das hintere Ende (4) des vorderen Abschnitts (2) mit dem vorderen Ende (7) des hinteren Abschnitts (6) zu verbinden, wobei das Gelenk (10) so konfiguriert ist, dass es dem vorderen Abschnitt (2) ermöglicht, in Bezug auf den hinteren Abschnitt (6) um eine Schwenkachse (B) zu schwenken, die senkrecht zu der Längsachse (A) ist, und zwar aus einer Betriebsstellung, in der der vordere Abschnitt (2) und der hintere Abschnitt (6) so ausgerichtet sind, dass sich der vordere Abschnitt (2) in einer Vorwärtsrichtung von dem hinteren Abschnitt (6) erstreckt, in eine Schwenkstellung, in der der vordere Abschnitt (2) um die Schwenkachse (B) geschwenkt wird, so dass sich der vordere Abschnitt (2) in einem Winkel vom hinteren Abschnitt (6) erstreckt,
    dadurch gekennzeichnet, dass die Kupplungsablenkvorrichtung eine Ablenkplatte (11) umfasst, die an einem Ablenkplattenhalter (12) am vorderen Ende (7) des hinteren Abschnitts (6) angeordnet ist, wobei die Ablenkplatte (11) eine vordere Fläche (13) aufweist, die im Wesentlichen vertikal und in einem spitzen Winkel (α) in Bezug auf die Längsachse (A) des hinteren Abschnitts (6) geneigt ist.
  3. Kupplung nach Anspruch 2, wobei die vordere Fläche (13) der Ablenkplatte (11) so gekrümmt ist, dass der Neigungswinkel (α) in einer Richtung weg von der Längsachse (A) des hinteren Abschnitts (6) zunimmt.
  4. Kupplung nach Anspruch 2 oder 3, wobei die vordere Fläche (13) der Ablenkplatte (11) einen oberen Abschnitt (15) aufweist, der sich oberhalb des hinteren Gelenkabschnitts (14) befindet.
  5. Kupplung nach einem der Ansprüche 2 bis 4, wobei die vordere Fläche (13) der Ablenkplatte (11) einen unteren Abschnitt (16) aufweist, der unterhalb des hinteren Gelenksabschnitts (14) angeordnet ist.
  6. Kupplung nach einem der Ansprüche 2 bis 5, wobei die vordere Fläche (13) der Ablenkplatte (11) einen seitlichen Abschnitt (17) aufweist, der neben dem hinteren Gelenksabschnitt (14) angeordnet ist.
  7. Kupplung nach einem der Ansprüche 2 bis 6, wobei die vordere Oberfläche (13) der Ablenkplatte (11) glatt ist, so dass die vorderen Flächen (13) von zwei Kupplungen (1), wenn sie in Kontakt sind, aneinander entlang gleiten können.
  8. Kupplung nach einem der Ansprüche 2 bis 7, wobei der Ablenkplattenhalter (12) an dem hinteren Abschnitt (6) befestigt ist.
  9. Kupplung nach einem der Ansprüche 2 bis 7, wobei der Ablenkplattenhalter (12) am Gelenk (10), vorzugsweise an einem hinteren Gelenkabschnitt (14), der nicht schwenkbar am hinteren Abschnitt (6) angeordnet ist, befestigt ist.
  10. Kupplung nach einem der Ansprüche 2 bis 9, wobei die Ablenkplatte (11) am hinteren Abschnitt (6) befestigt ist.
  11. Kupplung nach einem der Ansprüche 2 bis 10, wobei die Ablenkplatte (11) am hinteren Abschnitt (6) abnehmbar angebracht ist.
  12. Schienenfahrzeug, an dem eine Kupplung nach einem der vorhergehenden Ansprüche angebracht ist.
EP20211246.2A 2020-06-08 2020-12-02 Kupplung für schienenfahrzeug und schienenfahrzeug mit einer kupplung Active EP4008602B1 (de)

Priority Applications (7)

Application Number Priority Date Filing Date Title
EP20211246.2A EP4008602B1 (de) 2020-12-02 2020-12-02 Kupplung für schienenfahrzeug und schienenfahrzeug mit einer kupplung
PCT/EP2021/065189 WO2021249956A1 (en) 2020-06-08 2021-06-07 Coupler for a rail vehicle and rail vehicle with a coupler
PCT/EP2021/065186 WO2021249954A1 (en) 2020-06-08 2021-06-07 Coupler for a rail vehicle and a rail vehicle with a coupler
US18/008,885 US20230211814A1 (en) 2020-06-08 2021-06-07 Coupler for a rail vehicle and a rail vehicle with a coupler
CN202180041986.5A CN115697812A (zh) 2020-06-08 2021-06-07 用于轨道车辆的联接器和具有联接器的轨道车辆
CN202180041764.3A CN115697811A (zh) 2020-06-08 2021-06-07 用于轨道车辆的联接器和具有联接器的轨道车辆
US18/008,890 US20230211815A1 (en) 2020-06-08 2021-06-07 Coupler for a rail vehicle and rail vehicle with a coupler

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP20211246.2A EP4008602B1 (de) 2020-12-02 2020-12-02 Kupplung für schienenfahrzeug und schienenfahrzeug mit einer kupplung

Publications (3)

Publication Number Publication Date
EP4008602A1 EP4008602A1 (de) 2022-06-08
EP4008602C0 EP4008602C0 (de) 2024-03-06
EP4008602B1 true EP4008602B1 (de) 2024-03-06

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Application Number Title Priority Date Filing Date
EP20211246.2A Active EP4008602B1 (de) 2020-06-08 2020-12-02 Kupplung für schienenfahrzeug und schienenfahrzeug mit einer kupplung

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EP (1) EP4008602B1 (de)

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2287954A (en) * 1940-03-15 1942-06-30 Buckeye Steel Castings Co Locomotive pilot coupler structure
CH376956A (de) * 1960-02-19 1964-04-30 Inventio Ag Kupplung für Eisenbahnwagen
DE502007001729D1 (de) * 2007-04-25 2009-11-26 Voith Patent Gmbh Automatische Knickkupplung

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EP4008602C0 (de) 2024-03-06
EP4008602A1 (de) 2022-06-08

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