EP4255789A1 - Dispositif d'accrochage pour un accouplement de manoeuvre - Google Patents

Dispositif d'accrochage pour un accouplement de manoeuvre

Info

Publication number
EP4255789A1
EP4255789A1 EP21839858.4A EP21839858A EP4255789A1 EP 4255789 A1 EP4255789 A1 EP 4255789A1 EP 21839858 A EP21839858 A EP 21839858A EP 4255789 A1 EP4255789 A1 EP 4255789A1
Authority
EP
European Patent Office
Prior art keywords
stop
shunting
stop element
coupling
lock
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.)
Pending
Application number
EP21839858.4A
Other languages
German (de)
English (en)
Inventor
Sebastian BLETH
Jörg MELDE
Jörg PFORR
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens Mobility GmbH
Original Assignee
Siemens Mobility GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens Mobility GmbH filed Critical Siemens Mobility GmbH
Publication of EP4255789A1 publication Critical patent/EP4255789A1/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61J—SHIFTING OR SHUNTING OF RAIL VEHICLES
    • B61J99/00—Subject matter not provided for in other groups of this subclass
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G1/00—Couplings comprising interengaging parts of different shape or form and having links, bars, pins, shackles, or hooks as coupling means
    • B61G1/02—Couplings comprising interengaging parts of different shape or form and having links, bars, pins, shackles, or hooks as coupling means having links or bars coupling or uncoupling by rotating around a transverse horizontal axis
    • B61G1/06—Couplings comprising interengaging parts of different shape or form and having links, bars, pins, shackles, or hooks as coupling means having links or bars coupling or uncoupling by rotating around a transverse horizontal axis and coupling when the coupling halves are pushed together
    • B61G1/08—Control devices therefor
    • 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 safety catch for a shunting coupling, in particular with reduced lateral play and a spring-loaded stop.
  • the invention also includes a rail vehicle with such a safety device and a method for locking a shunting coupling.
  • shunting couplers e.g. B. a shunting coupler RK 900
  • the shunting coupling can be secured in a parking position or be locked.
  • the shunting coupling is generally pivoted from the shunting position (horizontal alignment of the shunting coupling) upwards into the parking position (vertical alignment of the shunting coupling).
  • the swiveling of the shunting coupling into the parking position usually takes place by means of a hydraulic or pneumatic lifting cylinder to which pressure is applied. This causes the coupling to swing into an almost vertical position. At an angle of approx. A mechanical lock of the coupling engages at 80 ° to the horizontal, but the shunting coupling should be swiveled further up to 90 ° into the parking position, otherwise the shunting couplings of the two shunting locomotives that are coupled to each other would collide in double traction.
  • the shunting coupler is additionally secured by a safety catch.
  • a safety element in the form of a bolt, a chain o. uh . appropriate . If necessary, the clutch is readjusted manually pressed behind. The lifting cylinder may only be vented again after this safety measure has been taken.
  • the lifting cylinder When the shunting coupling is lowered from the parking position into the shunting position, the lifting cylinder is initially pressurized again and the safety device of the safety gear is removed. Then the pressure in the lifting cylinder is reduced and at the same time the mechanical unlocking of the coupling is actuated so that it can swing down by gravity.
  • the fixed stop in conjunction with the large lateral play can also mean that the shunting coupler cannot be pivoted safely from its vertical parking position into the shunting position (position ready for coupling). The coupling then remains in the parking position despite being actuated for lowering and must be pushed manually from there.
  • the operator can go up and hit the hitch to lower it . This is not possible on vehicles without a cross bridge, so that the clutch can only be pushed manually from below (e.g. from the Bern area). This represents a significant hazard for the operator.
  • the safety device has three closed sides and one open side (for introducing the shunting coupling), and preferably has a U-profile, in particular an angular one.
  • this safety gear is arranged as intended on a shunting locomotive, the end stop is located on the locomotive-side part of the interior.
  • the lock on the open side is initially open and is then closed by the locking mechanism in order to prevent the shunting coupling from falling out of the parking position.
  • the open side must of course be big enough for the shunting coupler to fit through in order to be picked up by the safety gear at all.
  • the shunting coupling is not part of the safety gear, its known dimensions were used to dimension it.
  • the passage "that a predefined shunting coupler can be moved into the interior area through the open side” means only that the open side has a predefined dimension, which corresponds to the previously known thickness or the previously known circumference of a predetermined shunting coupler.
  • the dimensioning of the open side can also be given in absolute terms as at least 100 mm, in particular at least 150 mm. Since common shunting couplings rarely have a diameter of more than 400 mm at the point in question, the maximum dimension for the dimensioning is preferably less than 500 mm, in particular less than 300 mm.
  • the safety catch has at least one elastic and/or elastically mounted stop element on one of the stops (ie the end stop and/or at least one of the side stops). Due to these stop elements, a shunting coupling introduced into the interior has significantly reduced play in comparison to previous safety gears. Movement of a shunting coupling in the safety gear can thus be reduced to a minimum, as will be explained in more detail below.
  • the passage "elastic and/or elastically mounted stop element” means that the stop element itself can be elastic, or the stop element can be inelastic, but is then mounted elastically, or the stop element can be mounted elastically and additionally elastically.
  • a rail vehicle according to the invention is in particular a shunting locomotive and includes a safety gear according to the invention (instead of a conventional safety gear).
  • the safety gear corresponds to a preferred embodiment in which the end stop is equipped with an elastically mounted stop element which is designed in such a way that there is a shunting coupling beyond the lock (of course only if this is open ) can press through the open side of the safety gear .
  • the procedure includes the following steps :
  • the stop element on the end stop thus ensures mechanical tension with which the shunting coupling in the safety gear is pressed against the lock. If the lock is now opened again, the spring-loaded stop element pushes the shunting coupling a little past the locking point through the open side. This means that manual movement of the shunting coupling out of the parking position is no longer necessary, which is very beneficial for occupational safety.
  • the shunting coupler (which as said does not form part of the invention) is well known in the prior art. It has the usual components, in particular a lifting cylinder.
  • the lifting cylinder Due to a lack of leverage, the lifting cylinder is often not able to move the shunting coupler out of the parking position (90° to the shunting position), but instead requires the shunting coupler to be inclined slightly to the vertical (e.g. 85°). In order to move it there, it has hitherto been moved manually in the prior art, as explained above. With the spring-loaded stop element at the end stop, the invention allows an “automated” movement of the shunting coupling if it has been moved to the parking position according to the method according to the invention. It should also be noted that, according to the specifications of the prior art, when lowering the shunting coupling the lifting cylinder must be pressurized The shunting coupling does not tilt from the parking position to the shunting position, but is
  • a preferred safety device comprises at least one
  • Buffer element has a modulus of elasticity greater than 0.05 GPa and less than 10 GPa. Its modulus of elasticity is preferably less than 6 GPa and/or greater than 0.1 GPa.
  • a buffer element Preferred materials from which a buffer element can be made are elastomers, e.g. rubber or silicone (individually or in combination), but springs made of steel or plastic can also be used, e.g. spiral or leaf springs.
  • elastomers e.g. rubber or silicone (individually or in combination)
  • springs made of steel or plastic can also be used, e.g. spiral or leaf springs.
  • At least one stop element is elastically mounted by means of a spring or an elastic buffer element (as described above).
  • This mounting is preferably designed in such a way that a shunting coupling located in the interior of the safety gear can be pushed out (at least partially) from the interior through the open side.
  • the stop element in question is preferably designed (and the safety device is attached in such a way) that a shunting coupling can be moved from a parking position by the spring-loaded stop element to an angle of inclination of less than 87° to the horizontal, in particular less than 85° , or even less than 80°, to the horizontal.
  • a movement of the elastically mounted stop element is guided in the direction of the spring force of the spring or of the elastic buffer element by means of a guide element.
  • a guide element This has the advantage that tilting of the stop element and thus blocking of the movement is prevented.
  • At least one of the guide elements is preferably arranged next to the spring or the elastic buffer element.
  • at least one of the guide elements is surrounded by a spring. So it can z.
  • spring-loaded bolts ensure guidance and simultaneous elastic mounting of the stop element. However, reliable guidance can also be achieved by guide elements that are present independently of the spring-loaded mounting.
  • both the right side stop and the left side stop each have an elastic stop element.
  • the stop elements are preferably located opposite one another on a line, which has the advantage that no oblique moment of force acts on a shunting coupling through the stop elements.
  • the stop elements are particularly preferably arranged in such a way that they positively hold a shunting coupling to the right and left.
  • the shunting coupling should therefore not have any play to the right or left, but should be held firmly between the stop elements. Slipping backwards and forwards (towards the end stop or away from it) should preferably be possible, however, since in this way an elastically mounted stop element described above can push the clutch out of the safety gear (at least partially).
  • the safety catch comprises a locking mechanism which is shaped in such a way that it can close the open side of the safety catch, the locking mechanism preferably comprising a bolt and/or a chain.
  • the locking mechanism particularly preferably has a (particularly elastic) element for protecting others Elements of the locking and the shunting coupling.
  • the bolt is surrounded by an elastic protective layer or at least one protective layer made of plastic.
  • a part of a stop element facing away from the respective stop has a spherical shape, ie z.
  • B the shape of a hemisphere.
  • a stop element preferably has the shape of a hemisphere placed on a cylindrical base.
  • a stop element can also simply have the form of an elastic plate.
  • At least one stop element is screwed to the safety gear.
  • a screw is preferably arranged in the center of the stop element.
  • several screws can also be arranged mirror-symmetrically to a central plane or rotationally symmetrically to the center point of the stop element.
  • an elastically mounted stop element is arranged on the end stop, the spring-loaded movement of which is preferably guided by means of guide elements.
  • the stop element preferably also has an (elastic) buffer element on its side facing the inner area.
  • the stop element is elastically mounted on the end stop to such an extent that it can push a predetermined shunting coupling out of a parked position when a lock on the safety gear is opened.
  • the rear stop for a shunting coupling (end stop) is elastic, as already described above made movable. The shunting coupling is pivoted into the parking position against this spring-loaded stop. When lowering, the spring force of the stop element causes the shunting coupling to be reliably pushed out of the parking position.
  • the safety gear according to the invention can be used to reduce the transverse movement of the shunting coupling to a minimum in the parking position. This significantly reduces the mechanical loads on the safety gear itself. Furthermore, the shunting coupling can be pivoted down safely from the parking position into a position ready for coupling (shunting position).
  • FIG. 1 shows a rail vehicle with a shunting coupler in a safety gear according to the prior art
  • FIG. 2 shows a safety catch according to the prior art
  • FIG. 3 shows an exemplary embodiment of a safety gear according to the invention
  • Figure 4 shows a shunting coupling in a preferred
  • FIG. 5 schematically shows the course of a method according to the invention.
  • FIG. 1 shows a rail vehicle 1, here the front section of a shunting locomotive, with a shunting coupler 2 in a safety gear 3 according to the prior art.
  • the shunting coupling 2 is here in parking position, d. H . tilted up 90° compared to the shunting position.
  • two shunting locomotives can also be coupled together without their shunting couplers 2 colliding while driving.
  • the shunting coupler 2 is slightly tilted to one side of the locomotive (to the right in the picture).
  • the shunting coupling 2 has some play on the other side of the safety gear 3, so that it could also tilt obliquely to the other side. This happens when the rail vehicle with the shunting coupler 2 in the parking position were to drive around a curve.
  • FIG. 2 shows a safety catch 3 according to the prior art.
  • the safety device 10 here has a safety catch 11 made of steel, which has an end stop 12 on the locomotive side (back left) and a side stop 13 on each of the two sides, so that an angular U-profile with an inner region B is formed. So that a shunting coupling 2 in the parking position (see FIG. 1) cannot tilt out, a lock 14 in the form of a bolt and a chain (for safety) is arranged at a distance from the end stop 12 between the two side stops 13 .
  • the ends of the side stops 13 are shaped as oblique guides 19 which form a funnel.
  • Figure 3 shows an embodiment of a safety gear 10 according to the invention. This looks similar to the safety gear 3 according to the prior art and also has the components shown in Figure 2, but includes additional components which securely hold a shunting coupling in the parking position and reduce play reduce minimum.
  • the safety catch according to the invention comprises a stop element 15b on the end stop 12, which is provided here with a spring 16 and a plate (e.g. made of plastic, e.g. rubber) as a buffer element 5, and on the two side stops 13 further stop elements 15a, which here can be used as buffer elements 5 can be made of rubber.
  • the stop elements 15a on the side stops 13 ensure that a shunting coupling 2 in the inner area B, ie in the parking position (see also FIG. 4), cannot tilt to the left and right, but is always held upright.
  • the stop element 15b on the end stop 12 not only ensures that a shunting coupling is held in a form-fitting manner, but also has another very advantageous function. Which can be derived from Figure 4.
  • Figure 4 shows a shunting coupler 2 in the parking position in a preferred safety gear 10 according to Figure 3.
  • the stop element 15b on the end stop 12 is now pushed backwards because it is being pushed backwards (towards the attachment 18) by the shunting coupler .
  • the shunting coupler 2 is not only pressed against the lock 14, which ensures a good hold, the shunting coupler 2 is also pushed forward by the springs 16 (see FIG. 3) after the lock 14 has been opened, so that it no longer has to be moved out of the parking position manually.
  • Two guide elements 17 ensure trouble-free movement of the stop element 15b on the end stop 12 , the screws on which the springs 16 are guided can also be regarded as guide elements 17 .
  • the method according to the invention was used to achieve this position.
  • FIG. 5 schematically shows the sequence of a method according to the invention for locking the shunting coupling 2 in a safety gear 10 as shown in FIG.
  • the shunting coupling 2 is pushed from a shunting position A into a parking position B by means of a lifting cylinder 4 , during which it is moved into the interior area of the safety gear 10 (curved arrow). Shortly before the parking position is reached (indicated by dashed lines), it hits the stop element 15b on the end stop 12 (see also FIG. 3) and pushes it backwards (straight arrow) against the spring force of its elastic bearing with the shunting coupling 2 . The lock 14 on the open side is then closed (see closed lock 14 in FIG. 3), so that the shunting coupling 2 is pressed against the lock 14 by the spring force of the elastically mounted stop element 15b.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Dampers (AREA)
  • Automotive Seat Belt Assembly (AREA)
  • Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)

Abstract

L'invention concerne un dispositif d'accrochage (10) pour un un accouplement de manoeuvre (2), comprenant un corps d'accrochage (11) pourvu d'une butée d'extrémité (12), d'une butée latérale côté droit (13), et d'une butée latérale côté gauche (13) qui forment ensemble un corps de maintien qui présente une région intérieure (B) délimitée sur trois côtés et dont un côté est ouvert, mais peut être fermé par un verrou (14), ledit côté ouvert étant dimensionné de sorte qu'un accouplement de manoeuvre spécifié (2) peut être déplacé dans la région intérieure (B) par le côté ouvert, le dispositif d'accrochage (10) présentant au moins un élément d'arrêt élastique et/ou monté élastiquement (15a, 15b) sur l'une des butées (12, 13). L'invention concerne en outre un véhicule ferroviaire comprenant un tel dispositif d'accrochage et un procédé de verrouillage d'un accouplement de manoeuvre.
EP21839858.4A 2021-02-01 2021-12-14 Dispositif d'accrochage pour un accouplement de manoeuvre Pending EP4255789A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102021200863.1A DE102021200863A1 (de) 2021-02-01 2021-02-01 Fangvorrichtung für eine Rangierkupplung
PCT/EP2021/085691 WO2022161690A1 (fr) 2021-02-01 2021-12-14 Dispositif d'accrochage pour un accouplement de manoeuvre

Publications (1)

Publication Number Publication Date
EP4255789A1 true EP4255789A1 (fr) 2023-10-11

Family

ID=79287738

Family Applications (1)

Application Number Title Priority Date Filing Date
EP21839858.4A Pending EP4255789A1 (fr) 2021-02-01 2021-12-14 Dispositif d'accrochage pour un accouplement de manoeuvre

Country Status (4)

Country Link
EP (1) EP4255789A1 (fr)
CN (1) CN116802105A (fr)
DE (1) DE102021200863A1 (fr)
WO (1) WO2022161690A1 (fr)

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE597726C (de) * 1934-05-30 Arn Jung Rangierkupplung fuer Verschiebelokomotiven
DE660884C (de) * 1935-04-02 1938-06-13 Friedrich Witte Dipl Ing Rangierkupplung fuer Lokomotiven
NL89118C (fr) * 1954-06-24
FI85250C (fi) * 1990-03-14 1992-03-25 Teijo Saalasti Koppel foer linjekoerning.
DE19620068C1 (de) 1996-05-20 1997-05-22 Bergische Stahlindustrie Kupplungsanordnung für Schienenfahrzeuge, insbesondere Rangierlokomotiven
DE102018116201A1 (de) 2018-07-04 2020-01-09 Voith Patent Gmbh Zugstange für eine Kupplung sowie entsprechende Kupplung

Also Published As

Publication number Publication date
US20240034369A1 (en) 2024-02-01
CN116802105A (zh) 2023-09-22
WO2022161690A1 (fr) 2022-08-04
DE102021200863A1 (de) 2022-08-04

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