EP4112415B1 - Coupling device with clamp - Google Patents

Description

The invention relates to a coupling device for connecting wagon elements of a freight wagon, comprising a coupling rod and two directional joints arranged at the ends of the coupling rod for connecting the coupling rod to a wagon element in each case.

In the field of couplings for railroad cars, a distinction is made between couplings for passenger cars and freight cars. Couplings between passenger cars are equipped with a particularly large number of functions, for example to achieve rapid decoupling or power transmission. However, this makes couplings between passenger cars extremely expensive and they are not usually used for freight cars. The requirements placed on the coupling between wagon elements of a freight wagon are, in particular, a low cost factor and easy maintenance, while at the same time the coupling mechanisms must, however, meet particularly high technical requirements.

These coupling mechanisms must, among other things, ensure the transmission of both tensile forces and shearing or impact forces and also provide the necessary flexibility of the connection in order to enable cornering, for example. Furthermore, it is advantageous that shocks or jerky tensile loads occurring during operation between the individual freight cars are cushioned by the coupling mechanisms in order to prevent premature component fatigue.

In the prior art, coupling rods are usually designed in one piece. To connect car elements of a freight car, each of the directional joints is subsequently connected to one of the car elements. Since the assembly point of the directional joints on the carriage elements is not easily accessible and is covered by other components of the carriage element, the coupling rods usually have to be assembled on the carriage elements in a workshop. It is therefore usually not possible to dismantle the coupling rods quickly in an emergency.

A solution to this problem is for example from the EP 1 247 715 A1 known, which provides a flange in the middle of the coupling rod. In practice, however, it has been found that such a connection due to the axially running screws firstly it is too unstable and secondly it is extremely difficult to open, so this solution has not proven itself.

The documents are also state-of-the-art DE 102017110325 A and WO 2010034719 A1 known, each reveal two-piece coupling rods. The coupling rods each consist of two hollow rods (which is filled with electrical lines in the latter document), which are connected by means of a clamp. In both documents, the clamp has a simple, circumferential engagement in the respective hollow rod.

It is therefore the object of the invention to solve the problems of the prior art and to create an improved coupling rod for wagon elements of a freight wagon.

This object is achieved by a coupling device having the features of claim 1.

The openable form-fitting clamp has the advantage that it encloses the coupling rod over a large area and therefore creates improved power transmission. The flange connection known from the prior art, in which the force is only transmitted via the screws in the flange, can therefore be dispensed with. Since the clamp engages directly in the grooves or engages over the webs, the clamp itself can absorb the forces that occur. The connecting elements on the clamp usually do not absorb any forces, but only serve to keep the clamp closed.

At this point it should be pointed out that clamp connections from other technical areas are not directly applicable to the connection of wagon elements of a freight train. The clamps of the present invention are dimensioned such that they are designed for a coupling device with a maximum tensile force of 1500 kN and a maximum compressive force of 2000 kN. Furthermore, the clamps are dimensioned for at least a bending moment around the vehicle's transverse axis of 3000 Nm and a bending moment around the vehicle's vertical axis of 1500 Nm. As a result, the clamps are extremely solid and weigh around 35 kg. In order for the clamp to be able to absorb the maximum tensile force mentioned, at least two circumferential grooves or webs are provided per coupling rod part, so that the clamp preferably engages in at least four grooves or at least four webs.

In a preferred embodiment, the clamp comprises two clamp halves which, when the clamp is in the closed state, preferably together form a substantially cylindrical outer shape of the clamp. The clamp formed from two clamp halves has proven particularly useful for the present application, since the number of individual parts can be kept as low as possible.

In order to close the clamp, i.e. to connect the two clamp halves to one another, the clamp preferably has at least four connecting holes running normal to the coupling rod, of which, when the clamp is closed, at least two are on the side of the first coupling rod part and at least two on the Side of the second coupling rod part are arranged, each of the connecting holes passing through both clamp halves. This makes it possible that no connecting elements such as buckles or a separate flange connection between the clamp halves have to be arranged outside the buckle, which could be the case in alternative embodiments. The clamp halves are preferably loose when the clamp is in the open state, i.e. they are not connected by means of a hinge, as this would be disadvantageous due to the great weight of the clamp. In other variants, however, a hinge could also be provided.

In the embodiment mentioned, it is also preferred if, in the closed state of the clip, a screw is guided through one of the connecting holes and locked in the connecting hole by means of a nut. Alternatively, bolted connections or the like could be provided.

In order to keep the outer diameter and thus the weight of the clamp as small as possible, the connecting holes can run at least partially through the grooves or alongside the webs. This means that the connecting holes can be routed further inside the clamp, making the design even more compact without having to arrange the connecting elements on the outside of the clamp.

In a further embodiment, the end faces of the coupling rod parts can each have an opposite blind hole for a centering pin, the centering pin is preferably provided with a through hole with an internal thread. This allows the coupling rod parts to be put together before the clamp is put on and closed. This is extremely advantageous because of the great weight of the coupling device--approximately 250 kg in one embodiment--since manual movement of the coupling rod parts is very difficult. The through hole with an internal thread allows the centering pin to be removed more easily from the blind hole, even if the centering pin sticks slightly in the blind hole or is rusted in it.

In general, the second ends of the coupling rod parts can be shaped as desired, for example asymmetrically, if the clamp is designed accordingly. However, it is preferred if the second end of the first coupling rod part is constructed in the same way as the second end of the second coupling rod part. This allows the clamp to be symmetrical and prevents accidental misalignment of the clamp.

Since the clamp connection, in contrast to a flange connection, can absorb greater bending moments, the coupling device according to the invention can also be used for other purposes. Particularly preferably, the coupling device further comprises an extension rod and two clamps, one of the clamps being designed to positively connect the second end of the first coupling rod part to a first end of the extension rod and the other of the clamps being designed to connect the second end of the second Coupling rod part to be connected in a form-fitting manner to a second end of the extension rod. The extension bar can be used, for example, when one or both of the wagon elements is loaded with a particularly long load that is over the wagon elements. So far, no solution has been found for these cases. Although the coupling device could theoretically have been replaced with a longer coupling device, this would have required a complete replacement in a workshop. Furthermore, overly long coupling devices were simply not available on the market, so this option was not available either. In contrast to this, the solution according to the invention with an extension rod creates a particularly quick and uncomplicated possibility for extending the distance between two wagon elements of the freight wagon.

In general, the ends of the coupling rod parts and the extension rod can in turn be configured as desired if appropriate clamps are provided. However, one end of the extension rod is preferably structurally identical to the second end of the first coupling rod part and one end of the extension rod constructed identically to the second end of the second coupling rod part, wherein the further clamp is constructed identically to the first-mentioned clamp. This can result in fewer extension rod installation errors and fewer types of clamps to provide.

In a particularly preferred embodiment, the extension rod is between 600 mm and 1200 mm long, preferably between 800 mm and 1000 mm long. With these lengths, on the one hand a sufficient lengthening can be achieved, but the extension rod does not exceed a certain maximum length, which would lead to an excessive bending moment.

• Figur 1 zeigt eine Kupplungsvorrichtung mit einer Kuppelstange und zwei Richtgelenken in einer perspektivischen Ansicht.
• Figur 2 zeigt einen Kraftübertragungskörper der erfindungsgemäßen Kupplungsvorrichtung in einer Draufsicht.
• Figur 3 zeigt den Kraftübertragungskörper von Figur 2 in einer Perspektivansicht.
• Figur 4 zeigt die einstückigen Federpakete von Figur 1 in einer Perspektivansicht.
• Figur 5 zeigt die einstückigen Federpakete von Figur 1 in einer Seitenansicht.
• Figur 6 zeigt einen Ausschnitt der einstückigen Federpakete im Detail.
• Figur 7 zeigt die Anordnung der Komponenten der Richtgelenkte auf der Kuppelstange in einer Schnittansicht.
• Figur 8 zeigt eine weitere Ausführungsform eines einstückigen Federpakets.
• Figur 9 zeigt eine trennbare Kuppelstange in einer Perspektivansicht.
• Figur 10 zeigt die Kuppelstange von Figur 9 in einer Schnittansicht.
• Figur 11 zeigt ein Detail der Kuppelstange von Figur 9 in einer Schnittansicht.
• Figur 12 zeigt eine Kupplungsvorrichtung mit einer zusätzlichen Verlängerungsstange.

Advantageous and non-limiting embodiments of the invention are explained in more detail below with reference to the drawings.

• figure 1 shows a coupling device with a coupling rod and two directional joints in a perspective view.
• figure 2 shows a power transmission body of the clutch device according to the invention in a plan view.
• figure 3 shows the power transmission body of figure 2 in a perspective view.
• figure 4 shows the one-piece spring assemblies from figure 1 in a perspective view.
• figure 5 shows the one-piece spring assemblies from figure 1 in a side view.
• figure 6 shows a section of the one-piece spring assemblies in detail.
• figure 7 shows the arrangement of the components of the directional linkage on the coupling rod in a sectional view.
• figure 8 shows another embodiment of a one-piece spring assembly.
• figure 9 shows a separable coupling rod in a perspective view.
• figure 10 shows the coupling rod from figure 9 in a sectional view.
• figure 11 shows a detail of the coupling rod from figure 9 in a sectional view.
• figure 12 shows a coupling device with an additional extension rod.

figure 1 shows a coupling device 1 for connecting wagon elements of a freight wagon with a coupling rod 2 and two directional joints 3. The coupling rod 2 is, for example, 2000 mm to 3000 mm long, preferably 2500 mm to 2700 mm long, and can be designed as a solid component or at least partially tubular. The directional joints 3 are arranged at the ends of the coupling rod 2 , ie one of the directional joints 3 is arranged in a region of each end 4 of the coupling rod 2 . The

Alignment joints 3 are used to connect the coupling rod 2 to a carriage element, which is not visible in the figures. The directional joints 3 can, for example, be connected to the carriage elements via a swivel joint, not shown in the figures, in order to ensure the necessary mobility of the connection. Other options for connecting the coupling rod 2 to a carriage element are generally known to those skilled in the art.

Each of the directional joints 3 comprises at least one essentially flat force transmission body 5. Furthermore, the directional joints 3 each comprise two one-piece spring assemblies 6, 7, explained in more detail below, two spring contact washers 8, 9 and a threaded sleeve 10. Usually, the directional joints 3 shown here only comprise these components and no other components such as pushed-on separating sleeves or the like.

The power transmission body 5 is at a substantially right angle to and aligned with an in figure 1 visible coupling rod axis A of the coupling rod 2 and for this purpose has an inner recess 11 running parallel to the coupling rod axis A. When the term "axial" is used herein, reference is made to the coupling rod axis A. The inner recess is the same size as or larger than the diameter of the coupling rod 2 at the point at which the force transmission body 5 is to be mounted, ie on the end section 22 (explained in more detail below). figure 7 and 10 ).

The force transmission body 5 is essentially flat, i.e. it has a longitudinal side L that runs parallel to the axis A of the coupling rod and is shorter than the transverse sides Q of the force transmission body 5 that run normal to the axis A of the coupling rod.

In one embodiment variant of the coupling device 1 according to the invention, the force transmission body 5 can be tilted by a certain angular range from the specified right angle to the coupling rod axis A when a torque is exerted on the force transmission body 5, for example by a wagon element of the freight wagon that is connected to the force transmission body 5. In order to achieve this, the power transmission body 5 is mounted on the coupling rod 2 by means of two O-rings 12, as shown in FIG figure 7 is evident. As a result, compared to the solutions known from the prior art, a much simpler mounting can be achieved, with the mounting of the force transmission body 5 on the coupling rod 2 being articulated at the same time and remains vibration-compensating. As in figure 7 the O-rings 12 are shown spaced apart axially and are arranged in the inner recess 11 of the force transmission body 5, which can have, for example, two grooves 13 in order to receive the O-rings 12 and thereby hold them in position.

Alternatively, instead of the O-rings 12, a ball joint can be provided, which can either be integrated in the force transmission body 5 or provided in a separate component, which in turn is introduced into the force transmission body 5.

To connect the force transmission body 5 to the carriage element, the force transmission body 5 has fastening holes 14 on at least two opposite transverse sides Q of the force transmission body 5, i.e. the force transmission body 5 has four transverse sides Q each running normal to the coupling rod axis A, with the fastening holes 14 along at least two opposite four transverse sides are arranged. The drilling axis of the fastening holes 14 runs parallel to the coupling rod axis A.

This is also in figure 2 visible, which shows a plan view of the power transmission body 5 along the axis A of the coupling rod. This enables a resilient and long-lasting connection between the car elements, which at the same time has a high level of operational safety. In other embodiments, the mounting holes 14 could be located along all four transverse sides Q.

In one embodiment, the force transmission body 5 has a reduced thickness 15 in the area of the fastening holes 14, i.e. those transverse sides Q of the force transmission body 5 on which the fastening holes 14 are provided are thinner than the center of the force transmission body 5 on which the inner recess 11 is located . In other embodiments, however, the force transmission body 5 could also be designed with a uniform thickness.

As in Figure 1 and Figure 3 shown, the power transmission body 5 has, for example, a first surface 16 arranged essentially at a right angle to the coupling rod axis 6 and a second surface 17 opposite the first surface 16 . The first surface 16 can be flat throughout, and the second surface 17 has a depression 18 running along the transverse side Q in the region of the two opposite transverse sides Q of the force transmission body 5, on which the fastening holes 14 are arranged. The recess 18 is shown in detail in figure 3 evident which shows one of the directional joints 3 in a larger representation. The indentation 18 can be designed, for example, as a milling on the transverse sides Q on the second surface 17 . This achieves the advantage that more space is available on the transverse sides Q of the force transmission body 5, on which the fastening holes 14 are arranged, to attach screw connections, bolts or similar connecting means to the force transmission body 5 in order to connect it to a carriage element. The second surface 17 of the force transmission body 5 is preferably arranged facing away from a central area Z of the coupling rod 2 . This is also in Figure 1 and Figure 3 evident.

As in figure 2 As can be seen, the fastening holes 14 are preferably designed as through holes in the force transmission body 5 . In addition, the fastening holes 14 are preferably arranged in a row along the opposite sides Q of the power transmission body 5 . This achieves a uniform force distribution in the force transmission body 5 . Four fastening holes 14 are particularly preferably provided on the two opposite transverse sides Q. The fastening holes 14 can have a diameter of 20 mm to 30 mm, preferably 24 mm to 28 mm, particularly preferably essentially 26 mm. Furthermore, the fastening holes 14 in said row can each have a spacing of 64 mm, measured from the center to the center of the fastening holes 14. The two rows can in turn be at a normal distance of about 260 mm. Exemplary dimensions for the transverse sides Q are 314 mm x 266 mm, with the rows being along the shorter transverse sides Q. Along the longitudinal side L, the force transmission body can have a maximum thickness of 60 mm, for example, with the reduced thickness being able to be 50 mm. The length of the depression 18 in the direction of the opposite depression 18 can be, for example, 40 to 50 mm, preferably 55 mm, and have an additional curvature that lengthens the depression 18 .

The Figures 4 and 5 show the one-piece spring assemblies 6, 7, which are used as damping elements. The spring assemblies 6, 7 each have a plurality of metal discs 19, which are connected by an elastomeric plastic 20, which can be, for example, vulcanized natural rubber or vulcanized synthetic rubber such as silicone rubber. The elastomeric plastic 20 can either be prefabricated as a ring and glued to the metal disks 19 in order to produce the one-piece spring assemblies 6, 7, or the elastomeric plastic 20 can be vulcanized directly onto the metal disks 19. In the finished state, the elastomeric plastic 20 thus adheres to the Metal discs 19, so that the one-piece spring packs 6, 7 are compact, prefabricated components. At the end, the one-piece spring packs 6, 7 each have a metal disc 19 and no plastic, which facilitates installation in the coupling device 1. Essentially any number of metal discs 19 can be provided inside the one-piece spring assemblies 6 , 7 . Overall, the one-piece spring assemblies 6, 7 have, for example, at least two, at least three, at least four, at least five or at least six metal disks 19, each of which is separated by an elastomeric plastic 20.

From the Figures 4 and 5 It can also be seen that the metal discs 19 of the spring assemblies 6, 7 facing the force transmission body 5 can be provided with outwardly projecting pins 21. In this case, the power transmission body 5 has additional, diametrically opposed holes (not shown). In the assembled state, the pins 21 can thus protrude into the force transmission body 5 in order to prevent relative rotation of the spring assemblies 6 , 7 with respect to the force transmission body 5 . Alternatively, the power transmission body 5 could also have pins that protrude in the direction of the spring assemblies 6, 7 and engage in holes in the spring assemblies 6, 7. Alternatively or additionally, provision can be made for the spring assemblies 6, 7 to have pins directed in the direction of the spring contact disks 8, 9, which protrude into holes in the spring contact disks 8, 9, or vice versa.

Alternatively or additionally, a rotation of the spring packs 6, 7 can be prevented if the elastomeric plastic 20 of the spring packs 6, 7 comes to rest directly on the coupling rod 2. For this purpose, the elastomeric plastic 20 can have an inside diameter d1 that is smaller than an inside diameter d2 of the metal disks 19. This is the case, for example figure 6 visible, in which a one-piece spring assembly 6, 7 is shown. Out of figure 6 it can also be seen that the elastomeric plastic 20 can have a chamfer where it comes into contact with the elastomeric plastic 20 . On the one hand, this favors the production of the spring assemblies 6, 7 and, on the other hand, the behavior of the spring assemblies 6, 7 under compressive and tensile loads.

figure 7 shows the arrangement of the components of the directional joints 3 on the coupling rod 2 in detail. It can be seen at the outset that the coupling rod 2 has an end section 22 at the end, on which the directional joint 3 is arranged. The end section 22 has a smaller diameter than the central area Z. For example, the diameter of the central area Z is essentially 130 mm and the diameter in the end area is essentially 80 mm. The coupling rod 2 is usually symmetrical designed so that it has a first end section 22, a central area Z and a second end section 22 in the axial direction. The length of the end sections 22 can be, for example, 600 to 900 mm, preferably essentially 740 mm. The length of the central area Z can be 1000 to 1400 mm, for example, preferably essentially 1200 mm.

Since the diameter of the end area 22 is smaller than the diameter of the central area Z, there is a vertical side surface 23 at the transition from the end area 22 to the central area Z, on which the directional joint 3 can be supported under pressure. However, since this side surface 23 has an outside diameter which is generally smaller than the outside diameter of the metal disks 19, a spring contact disk 8 is provided in order to promote the force of the directional joint 3 in the coupling rod 2. The spring contact disk 8 thus has an outside diameter on one side which essentially corresponds to the outside diameter of the coupling rod 2 in the central area Z and on the other side an outside diameter which essentially corresponds to the outside diameter of the outer metal disks 19 of the spring assemblies 6, 7. In other embodiments, the first spring contact washer 8 can have a uniform outer diameter, which can correspond to the outer diameter of the metal washers 19, for example.

To construct a directional joint 3, a first spring washer 8 is first slid onto the end section 22, then the first spring assembly 6, the force transmission body 5 and the second spring assembly 7. In order to fix these components, a second spring washer 9 is slid onto the end section 22 and fixed with the threaded sleeve 10 on the coupling rod 2. In order to lock the threaded sleeve 10 on the end section 22 of the coupling rod 2, the end section 22 has a thread on the end facing away from the central region Z of the coupling rod 2, onto which the threaded sleeve 10 can be screwed. In order to achieve proper prestressing of the directional joint 3, the directional joint 3, without the threaded sleeve 10, is usually subjected to a compressive force before the threaded sleeve 10 is screwed on.

Said second spring contact disk 9 in turn has the purpose of promoting a force transmission from the threaded sleeve 10 to the second spring assembly 7 . The second spring contact disk 9 thus has an outside diameter on one side which essentially corresponds to the outside diameter of the threaded sleeve 10 and on the other side an outside diameter which essentially corresponds to the outside diameter of the outer metal disks 19 of the spring assemblies 6 , 7 . In other embodiments, the first spring washer 8 have a uniform outside diameter, which can correspond to the outside diameter of the metal disks 19, for example.

Like in particular figure 5 As can be seen, the two spring packs 6, 7 can be designed differently, for example with different types of elastomeric plastic 20 and/or with a different number of metal discs 19. As a result, the first spring pack 6 can be subjected to a specific compressive load and the second spring pack 7 are dimensioned to a specific tensile load. However, the two spring assemblies 6, 7 are preferably of the same design, ie they have the same number of similar metal discs 19 with elastomeric plastic 20 in between, the elastomeric plastic 20 of both spring assemblies 6, 7 having the same mechanical properties. The reason for this is that despite the generally different requirements for the tensile and compressive loads, the same spring assemblies 6, 7 are used in order to have to provide fewer different spare parts. As a result, the clutch device 1 can be serviced more easily, since a spring assembly 6 designed for a compressive load cannot be accidentally confused with a spring assembly 7 designed for a tensile load.

The elastomeric plastic 20 can also be provided with a corresponding color that can indicate a predetermined mechanical property of the entire spring assembly 6, 7. This allows the spring assemblies 6, 7 to be coded so that it can be determined at first glance which spring assembly 6, 7 corresponds to which maximum tensile load or compressive load. Of course, this only makes sense with one-piece spring assemblies 6, 7, since the elastomeric plastic 20 cannot be replaced and therefore the spring assemblies 6, 7 cannot be subsequently "recoded" if individual components of the spring assemblies 6, 7 are replaced .

In the aforementioned embodiments, the one-piece spring assembly is formed by providing at least two metal discs 19, each of which is spaced apart by a plastic 20 or plastic ring, i.e. metal discs 19 and plastic rings are provided alternately, which are permanently connected to one another by gluing or vulcanizing , whereby a metal disc 19 is always provided on the outside. There are no metal discs 19 next to each other without a plastic ring 20 in between.

In another, in figure 8 illustrated embodiment, individual spring part elements can be prepared in advance and then welded together to to produce the one-piece spring element 6, 7. A spring sub-element consists of two metal discs 19 and a plastic 20, ie a plastic ring, which is glued on or vulcanized on between them. To produce the one-piece spring assembly 6, 7, at least two, at least three or at least four of these partial spring elements are provided and each welded to one another, for example by means of a circumferential weld seam S or several spot welds.

The Figures 9, 10 and 11 show that the coupling rod 2 of the coupling device 1 does not have to be manufactured in one piece, but can be separated in the central area Z, ie the coupling rod 2 comprises a first coupling rod part T1 and a second coupling rod part T2. The two coupling rod parts T1, T2 are preferably of the same length and particularly preferably of the same design, ie symmetrical, so that no confusion can occur during assembly. Alternatively, coupling rod parts T1, T2 of different lengths or structurally different could also be used. The aim is for the two carriage elements connected by the coupling device 1 to be able to be separated quickly, which is not easily possible at the connection points between the force transmission body 5 and carriage elements which are usually covered by other components.

Both coupling rod parts T1, T2 each have a first end, which also forms the respective end 4 of the coupling rod 3 and carries the respective directional joint 3.

Furthermore, the coupling rod parts T1, T2 each have a second end 24 opposite the first end 4 for connection to the respective other coupling rod part T1, T2. The second ends 24 are usually located in the central region Z of the coupling rod 2 and have end faces S1, S2 which are complementary to one another, for example are each normal to the axis A of the coupling rod. If the two end faces are placed directly against one another, the coupling rod 2 is formed.

To connect the two coupling rod parts T1, T2 at the second ends 24, the coupling device 1 comprises an openable clip 25, which engages over the second ends 24 and connects them to one another in a form-fitting manner, as explained below. The term openable is understood to mean that the clip 25 can assume at least two operating states. In the first operating state, the clip 25 is closed and connects the two coupling rod parts T1, T2. In the second operating state, the clip 25 is open and releases the coupling rod parts T1, T2 so that they can be separated from one another.

In order to achieve the positive connection, the second ends 24 of the coupling rod parts T1, T2 each have at least one circumferential groove 26 and/or a circumferential web (not shown). A groove 26 is understood to mean a depression with respect to a diameter of the coupling rod 2 in the central area Z, which is spaced apart from the respective end face S1, S2, and a web is an elevation with respect to a diameter of the coupling rod 2 in the central area Z. Since a groove 26 passes through simple, local peripheral milling of the coupling rod 2 can be achieved, this embodiment is preferred over a web. However, the measures explained below with regard to the groove 26 could also be applied to a web.

In order to connect the two coupling rod parts T1, T2 in a form-fitting manner, the clamp 25 can have an inner profile which essentially corresponds to the outer profile of the two coupling rod parts T1, T2 placed one on top of the other at the second ends 24. If the clip 25 is placed over the two coupling rod parts T1, T2 and closed, the clip 25 engages in the grooves 26 in such a way that the coupling rod parts T1, T2 cannot detach from one another, i.e. cannot move in opposite directions with respect to the coupling rod axis A . This is achieved in that the clip 26 comprises, for example, two circumferential webs 27 which engage in the groove 26 of the first and second coupling rod parts T1, T2 and preferably rest against the side walls of the groove 26. For this purpose, the clamp 25 can, but does not have to, as mentioned above, have an inner profile that is complementary to the coupling rod parts T1, T2.

As in the Figures 9 and 10 shown, the two coupling rod parts T1, T2 each comprise not only one groove 26, but also two or more grooves 26, which are spaced apart from one another in the direction of the coupling rod axis A. At least two grooves 26 are usually provided, since this promotes the power transmission from the two coupling rod parts T1, T2 via the clamp 25. With a single groove 26, the force transmission surface could be too small for the tensile forces that occur.

As already mentioned above, the clip 25 can be opened or closed, so that the two coupling rod parts T1, T2 can be separated from one another and connected to one another as desired. For this purpose, the clamp 25 consists, for example, as illustrated, of two oppositely identical clamp halves 28. If the clamp halves 28 are assembled in order to close the clamp 25, they together have a cylindrical outer shape, for example, as illustrated. In the open state of the clamp 25, the clamp halves are usually loose. Alternatively, these could still be connected via a hinge in the open state.

In order to connect the two clamp halves 28 to one another, they can have at least four connecting holes 29 running normal to the coupling rod A, of which, in the closed state of the clamp 25, at least two are on the side of the first coupling rod part T1 and at least two on the side of the second coupling rod part T2 are arranged, each of the connecting holes 29 passing through both clamp halves 28. Two of the connecting holes 29 are preferably located opposite one another at the same height as the axis A of the coupling rod. It goes without saying that each connecting hole 29 passes through both clamp halves 28 so that they can be connected.

Subsequently, bolts, screws or similar fasteners 30 can be pushed through the connecting holes 29 to close the clamp. For example, screws can be passed through the connecting holes 29 and locked in the connecting hole 29 by means of a nut.

These connecting holes 29 have the particular advantage that the connecting elements 30 can be guided into the connecting holes 29 from a direction normal to the coupling rod axis A, which makes it much easier to close the clamp 25, since there is often not enough space between the wagon elements of the freight wagon to be connected. to insert connecting elements along the connecting rod axis A into the connecting holes 29.

Said connecting holes 29 can essentially be at any desired distance from the coupling rod axis A, so that the connecting holes 29 can also be arranged completely outside the diameter of the central region Z of the coupling rod 2, for example. The connecting holes 29 can also be arranged closer to the coupling rod axis A and can run at least partially through the grooves 26 in the closed state of the clamp 25, as is shown in figure 11 as can be seen, run at least partially within the diameter of the central region Z.

In order to facilitate the connection of the coupling rod parts T1, T2 before the clip 25 is fitted and closed, the end faces S1, S2 can each have an opposite blind hole for a centering pin 31. So that the centering pin 31 can be easily removed from the blind hole even after a long period of time, the centering pin 31 can have a continuous hole with an internal thread. As a result, a pin with the opposite thread can be inserted into the hole and convey the centering pin 31 out of the blind hole as soon as the pin is present at the bottom of the blind hole.

In the Figures 9 to 11 the coupling rod parts T1, T2 are each designed symmetrically in order to ensure mutual compatibility or interchangeability and thereby in particular to simplify maintenance. At least for this purpose, the second end 24 of the first coupling rod part T1 is designed to be structurally identical to the second end 24 of the second coupling rod part T2. Alternatively, the second ends 24 of the first and second coupling rod parts T1, T2 could also be designed asymmetrically, in which case, depending on the shape of the second ends 24, an asymmetrical clamp can also be used.

figure 12 shows that the possibility of connecting the coupling rod parts T1, T2 created by the clip 25 has the further advantage that the distance between the wagon elements of the freight wagon to be connected can also be increased. For this purpose an extension rod 32 can be provided which can be placed between the coupling rod parts T1, T2. So that the extension rod 32 can be connected to the coupling rod parts T1, T2, it has a first end that is identical in construction to the second end 24 of the first coupling rod part T1, and a second end that is identical in construction to the second end 24 of the second coupling rod part T2 is executed. At least one further clamp 33 is provided here, with the two clamps 25, 33 each being designed to connect the second end 24 of the first coupling rod part T1 and the first end of the extension rod 32 and the second end 24 of the second coupling rod part T1 and the second end of the To connect extension rod 32 positively to each other, as explained above for the two second ends 24 of the coupling rod parts T1, T2.

It can be seen that the two second ends 24 of the coupling rod parts T1, T2 and the two ends of the extension rod 32 are particularly preferably designed in the same way, so that the two clamps 25, 33 can be constructed in the same way. In addition, the extension rod 32 preferably has an outer diameter which essentially corresponds to the outer diameter of the coupling rod 2 in the central region Z.

In other embodiments, however, the extension rod 32 can also have differently shaped ends, for which purpose separate clamps can be used in order to once again achieve a positive connection between the coupling rod parts T1, T2 and the extension rod 32.

The extension rod 32 has the purpose that the coupling device 1 can be quickly extended without the goods wagon being taken to a workshop would have to replace the entire coupling device 1 with a longer coupling device. Here, too, it is advantageous that the clamps 25, 33 can be opened and closed more quickly than the connection between the force transmission body 5 and the respective carriage element, since this connection point is usually covered by other components.

At this point it should be noted that the connection through the clamps 25, 33, in particular in combination with the extension rod 32, brings about a synergy effect, since the greater length brought about by the extension rod 32 also leads to greater bending moments. In particular, these bending moments can be absorbed better by clamps 25, 33 than is possible, for example, with a flange connection, where bending moments are primarily absorbed by the screws in the flange.

The coupling device 1 described above is designed as described for connecting two car elements of a freight car. For this purpose, the coupling device 1 can be designed, for example, for a maximum tensile force (maximum tensile force) of 1500 kN and a maximum compressive force (maximum compressive force) of 2000 kN, it being possible, of course, to deviate from these values. Since the one-piece spring assembly 7 facing away from the central region Z is provided for absorbing tensile force, it is designed for the maximum tensile force mentioned. The one-piece spring assembly 6 facing the central area Z is provided for absorbing the compressive force and can therefore be designed for the maximum compressive force mentioned. The different requirements can result in differently designed, one-piece spring assemblies 6 , 7 , which include, for example, a different number of metal disks 19 and thus also a different number of elastomeric plastics 20 between the metal disks 19 . In order to reduce the number of different components in the coupling device 1 and thus reduce the risk of confusion during production and maintenance, both one-piece spring assemblies 6, 7 can be designed the same and thus designed for the higher of the maximum tensile force or maximum compressive force. So that it can be determined at first glance which one-piece spring assembly 6, 7 is designed for which mechanical load, as already mentioned above, at least one of the plastics can be provided with a color code that is representative of the respective mechanical load for which the respective one-piece spring assembly 6, 7 is designed. For example, the one-piece spring assembly 6 designed for the maximum compressive force of 2000 kN can be colored red and that designed for the maximum tensile force of 1500 kN one-piece spring assembly 7 can be colored green, the invention of course not being limited to specific colors.

Furthermore, the coupling device 1 described above can be designed for a maximum bending moment about the vehicle transverse axis of 3000 Nm and for a maximum bending moment about the vehicle vertical axis of 1500 Nm. The selection of the diameter of the coupling rod and other dimensions can easily be determined by the person skilled in the art on the basis of these requirements. As a rule, the structure described above results in a coupling device 1 with a weight of 200 kg - 300 kg, e.g. 250 kg for typical requirements in rail freight transport. Said clamp 25 usually has a weight of 30 kg - 40 kg, essentially 35 kg, whereby each clamp half 28 can weigh 17 kg, for example.

The invention described herein is not limited to the embodiment of the directional joints 3 described above. In particular, the clamp connection could also be used in coupling devices 1 in which the spring assemblies are not manufactured in one piece and/or in which the force transmission body is designed differently. This would not depart from the scope of the appended claims.

Claims (10)

1. A coupling device (1) for connecting wagon elements of a freight wagon, comprising a coupling rod (2) and two directional joints (3) arranged at the ends of the coupling rod (2) for connecting the coupling rod (2) to one wagon element each,

   the coupling rod (2) comprising a first coupling rod part (T1) and a second coupling rod part (T2),

   both coupling rod parts (T1, T2) each having a first end with one of the directional joints (3) and a second end (24) opposite the first end for connection to the respective other coupling rod part (T1, T2),

   the coupling rod parts (T1, T2) each having at least one circumferential groove (26) and/or a circumferential web at the second end (24),

   the coupling device (1) furthermore having an openable clamp (25) for positively connecting the two coupling rod parts (T1, T2),

   with the clamp (25) in the closed state encompassing both the second end (24) of the first coupling rod part (T1) and the second end (24) of the second coupling rod part (T2), thereby engaging into the grooves (26) or, respectively, engaging over the webs for positively connecting the coupling rod parts (T1, T2), and the clamp (25) in the opened state releasing the two coupling rod parts (T1, T2) in order to separate them,

   at least two circumferential grooves (26) or, respectively, webs being provided per coupling rod part (T1, T2) and the clamp (25) engaging into the at least four grooves (26) or, respectively, engaging over the at least four webs.
2. A coupling device (1) according to claim 1, wherein the clamp (25) comprises two clamp halves (28) which, preferably in a closed state of the clamp (25), jointly form an essentially cylindrical external shape of the clamp (25).
3. A coupling device (1) according to claim 2, wherein the clamp (25) has at least four connecting holes (29) extending normally to the coupling rod (2), of which, in the closed state of the clamp (25), at least two are arranged on the side of the first coupling rod part (T 1) and at least two are arranged on the side of the second coupling rod part (T2), each of the connecting holes (29) penetrating the two clamp halves (28).
4. A coupling device (1) according to claim 3, wherein, in the closed state of the clamp (25), one connecting element (30) each, preferably a screw, is guided through one of the connecting holes (29) and is locked in the connecting hole (29) by means of a nut.
5. A coupling device (1) according to claim 3 or 4, wherein the connecting holes (29) extend at least partially through the grooves (26) or alongside the webs.
6. A coupling device (1) according to any of claims 1 to 5, wherein the end faces (S1, S2) of the coupling rod parts (T1, T2) each have a opposite blind hole for a centering pin (31), the centering pin preferably being provided with a through hole having an internal thread.
7. A coupling device (1) according to any of claims 1 to 6, wherein the second end (24) of the first coupling rod part (T1) is designed structurally identically to the second end (24) of the second coupling rod part (T2).
8. A coupling device (1) according to any of claims 1 to 7, further comprising an extension rod (32) and two clamps (25, 33), with one of the clamps (25) being designed for positively connecting the second end (24) of the first coupling rod part (T1) to a first end of the extension rod (32) and the other one of the clamps (25) being designed for positively connecting the second end (24) of the second coupling rod part (T2) to a second end of the extension rod (32).
9. A coupling device (1) according to claim 8, wherein one end of the extension rod (32) is designed structurally identically to the second end (24) of the first coupling rod part (T1) and one end of the extension rod (32) is designed structurally identically to the second end (24) of the second coupling rod part (T1) and wherein the two clamps (25, 33) have a structurally identical design.
10. A coupling device (1) according to any of claims 1 to 9, wherein the extension rod (32) has a length of between 600 mm and 1200 mm.

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