EP4294695A1 - Véhicule ferroviaire à couplage tampon central - Google Patents

Véhicule ferroviaire à couplage tampon central

Info

Publication number
EP4294695A1
EP4294695A1 EP22710068.2A EP22710068A EP4294695A1 EP 4294695 A1 EP4294695 A1 EP 4294695A1 EP 22710068 A EP22710068 A EP 22710068A EP 4294695 A1 EP4294695 A1 EP 4294695A1
Authority
EP
European Patent Office
Prior art keywords
coupling
kps
rail vehicle
support
collision
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
EP22710068.2A
Other languages
German (de)
English (en)
Inventor
Stephan Drexler
Ignacio Garcia Francisco
Marcus Körner
Jörg MELDE
Hannes Peer
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 EP4294695A1 publication Critical patent/EP4294695A1/fr
Pending legal-status Critical Current

Links

Classifications

    • 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
    • B61G11/00—Buffers
    • B61G11/16—Buffers absorbing shocks by permanent deformation of buffer element

Definitions

  • FIG. 5 and FIG. 6 show two views of a central buffer clutch MPK according to the prior art.
  • the central buffer coupling MPK has as elements a hitch head KPK, a rod-shaped coupling shaft KPS, a coupling bolt KPB and a spring mechanism FDW.
  • the coupling head KPK is connected to a first side of a rod-shaped coupling shaft KPS. Its second side, which is opposite the first side of the coupling shaft KPS, is movably mounted in the spring mechanism FDW and is guided by it.
  • the spring mechanism FDW is connected at one end END to a car body (not shown here) of the rail vehicle and includes a resilient or elastic fastening of the second end of the clutch shaft KPS inside the spring mechanism FDW.
  • the spring mechanism FDW has, for example, energy consumption elements, with the help of which, in the event of a collision, kinetic energy acting on the spring mechanism FDW via the coupling shaft KPS is consumed or converted.
  • the energy absorbing elements are permanently plastically deformed.
  • the central buffer coupling MPK is rotatably mounted about a vertical axis via the coupling bolt KPB. This ensures power transmission between the coupled rail vehicles when cornering.
  • the central buffer coupling MPK or more precisely its coupling shaft KPS, is resiliently supported downwards in the vertical direction, for example via a pendulum support PAS.
  • the pendulum support PAS ensures that the central buffer coupling MPK assumes a desired position in a horizontal direction when the rail vehicle is operational and not coupled.
  • the pendulum support PAS also allows a horizontal movement of the coupling shaft KPS within specified limits.
  • the pen PAS support is connected to the car body of the rail vehicle via a carrier (not shown here), for example.
  • FIG. 7 shows a central buffer coupling MPK7 on a rail vehicle SFZ7 including support ABS7 according to the state of the art.
  • FIG. 8 shows a central buffer coupling MPK8 on a rail vehicle SFZ8 including support ABS8 according to the state of the art.
  • the center buffer coupling MPK8 shown here has a towing hook on its coupling head or in its vicinity as an additional coupling element of a screw coupling.
  • Such a central buffer coupling MPK8 is referred to as a "mixed train coupling" because it enables two types of coupling.
  • the invention relates to a rail vehicle with a central buffer coupling.
  • the elements of the central buffer coupling are a coupling head, a rod-shaped coupling body and a spring mechanism.
  • the coupling head is designed for connection to a coupling head of another rail vehicle.
  • the coupling head is connected to a first side of the coupling connected.
  • a second side of the coupling shaft dips into the spring mechanism and is mounted and fastened therein in such a way that during operation of the rail vehicle, impact forces or tensile forces acting on the coupling heads are elastically absorbed by the spring mechanism, which is connected to a carriage load of the rail vehicle, and transferred to the carriage body will.
  • a support is coupled to the coupling shaft and connected to the car body. It is designed for vertical support of the coupling shaft in order to resiliently support it downwards in the vertical direction. In addition, it is designed to carry the dead weight of the elements of the central buffer coupling in order to realize or ensure a horizontal alignment of the central buffer coupling during operation of the rail vehicle.
  • the collision element has a deformation area that is irreversibly deformed in a predetermined manner by kinetic energy that is transferred to the collision element via the central buffer coupling and the coupled support in the event of a collision.
  • the deformation area In the event of a collision of the rail vehicle with another rail vehicle, the deformation area provides an additional path along which the deformation area is deformed. This supports the conversion of kinetic energy into deformation energy in the event of a collision.
  • the collision element has a second flange opposite the first flange, the second flange being fixedly but releasably connected to the support by a screw connection.
  • the deformation area is arranged between the first flange and the second flange.
  • the screw connections mentioned are designed in such a way that the collision element can be replaced after a collision.
  • the collision element encompasses the coupling shaft at least partially in order to enable a horizontal movement of the coupling shaft (KPS) to a predetermined extent.
  • the support at least partially encompasses the coupling shaft in order to allow a horizontal movement of the coupling shaft to a predetermined extent.
  • the support is coupled to the coupling shaft.
  • this coupling is realized by the at least partially enclosing of the coupling shaft by the support.
  • the coupling shaft performs a longitudinal movement in the direction of the rail vehicle or in the direction of the car body of the rail vehicle.
  • the coupling head is pressed onto the support.
  • the associated kinetic energy of the collision is transferred to the collision element via the support in order to trigger the deformation of the deformation area there.
  • the support is designed as a pendulum support or as a beam support, each of which is arranged at least partially under the coupling shaft.
  • the present invention enables rail vehicles that are already in operation to be retrofitted at low cost to increase collision safety.
  • the present invention enables standardized energy consumption, which takes place via non-reversible energy consumption elements.
  • the present invention can be used or retrofitted with standardized, but different, central buffer couplings whose construction is identical with the exception of the coupling heads.
  • FIG. 1 shows the invention using a central buffer coupling MPK with pendulum support.
  • the central buffer coupling MPK has as elements a hitch head KPK, a rod-shaped coupling shaft KPS, a coupling bolt KPB and a spring mechanism FDW.
  • the spring mechanism FDW is connected at one end END to a car body WK of the rail vehicle and contains a resilient or elastic fastening of the second end of the coupling shaft KPS inside the spring mechanism FDW.
  • the central buffer coupling MPK is supported by a support PAS, which is designed here by way of example as a pendulum support, in the vertical direction and downwards.
  • the pendulum support PAS ensures that the central buffer coupling MPK assumes a predetermined desired position in a horizontal direction on the rail vehicle during operative and non-coupled operation of the rail vehicle.
  • the pendulum support PAS also allows a horizontal movement of the coupling shaft KPS within specified limits.
  • the collision element CB also includes the coupling shaft KPS, corresponding to the pendulum support PAS, so that the vertical or horizontal movement of the coupling shaft KPS can take place to a predetermined extent.
  • the central buffer coupling MKP is in a normal position here, i.e. the coupling head KPK has a predetermined distance from the pendulum support PAS in relation to the direction of travel of the rail vehicle.
  • FIG. 2 shows details of the associated collision element CB with reference to FIG.
  • the collision element CB has a first flange FL1, via which the collision element CB is connected to the front panel FP and thus to the car body WK of the rail vehicle.
  • the collision element CB has a deformation area DB designed for a collision.
  • the deformation area DB provides an additional distance along which the deformation of the deformation area DB takes place. This supports the conversion of kinetic energy into deformation energy in the event of a collision.
  • FIG. 3 shows elements of the invention in a further detailed illustration.
  • FIG 1 shows the central buffer coupling MPK in the normal position, in which the coupling head KPK is at a predetermined distance from the pendulum support PAS
  • FIG 3 now shows the position of the central buffer coupling MPK in the event of a collision, with the collision occurring here as an example parallel to the direction of travel of the rail vehicle and thus essentially parallel to the horizontal alignment of the central buffer coupling MPK.
  • the collision energy acts as kinetic energy on the clutch head KPK of the central buffer clutch MPK.
  • the central buffer coupling MKP is thereby subjected to a longitudinal movement LEW in the direction of the car body WK of the rail vehicle.
  • the coupling head KPK is pressed or pushed onto the pendulum support PAS by this longitudinal movement LEW.
  • the associated kinetic energy is transferred to the collision element CB, which is attached to the car body WK or to its front panel FP.
  • the deformation area DB is thus compressed in order to make the additional distance described in FIG. 2 available.
  • the kinetic energy is also transferred via the KPS coupling shaft of the MPK central buffer coupling to the FDW spring mechanism.
  • Energy absorbing elements are arranged in this spring mechanism FDW, which are permanently plastically deformed by the kinetic energy. As a result, the kinetic energy in connection with the carriage loads WK, to which the spring mechanism is attached, is consumed or absorbed.
  • FIG. 4 shows the invention using a mixed train clutch GZK.
  • the mixed train coupling GZK has the MPK described above with telbuffer coupling.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Dampers (AREA)

Abstract

L'invention concerne un véhicule ferroviaire à couplage tampon central. Le couplage tampon central (MPK) présente une tête de couplage (KPK), un arbre de couplage en forme de tige (KPS) et un mécanisme à ressort (FDW) en tant qu'éléments. La tête de couplage (KPK) est conçue pour être reliée à une tête de couplage d'un autre véhicule ferroviaire et est reliée à l'arbre de couplage (KPS). Ledit arbre est inséré dans le mécanisme à ressort (FDW) et est monté et fixé dans celui-ci de sorte que, pendant le fonctionnement du véhicule ferroviaire, des forces d'impact ou des forces de traction agissant sur la tête de couplage (KPK) sont élastiquement absorbées par le mécanisme à ressort (FDW) et transférées à une carrosserie de wagon (WK). Un support (PAS) est couplé à l'arbre de couplage (KPS) et est relié à la carrosserie de wagon (WK). Un élément de collision (CB), qui est relié de façon rigide mais amovible à la fois au support (ABS) et à la carrosserie de wagon (WK), est agencé entre le support (ABS) et la carrosserie de wagon (WK). L'élément de collision (CB) présentant une région de déformation (DB) qui est conçue de sorte que l'énergie cinétique, qui est transférée à l'élément de collision (CB) par l'intermédiaire de l'arbre de couplage (KPS) et par l'intermédiaire du support couplé (PAS) en cas de collision, déforme de manière irréversible la région de déformation (DB) d'une manière prédéterminée.
EP22710068.2A 2021-04-07 2022-03-03 Véhicule ferroviaire à couplage tampon central Pending EP4294695A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102021203426.8A DE102021203426A1 (de) 2021-04-07 2021-04-07 Schienenfahrzeug mit Mittelpufferkupplung
PCT/EP2022/055372 WO2022214246A1 (fr) 2021-04-07 2022-03-03 Véhicule ferroviaire à couplage tampon central

Publications (1)

Publication Number Publication Date
EP4294695A1 true EP4294695A1 (fr) 2023-12-27

Family

ID=80739031

Family Applications (1)

Application Number Title Priority Date Filing Date
EP22710068.2A Pending EP4294695A1 (fr) 2021-04-07 2022-03-03 Véhicule ferroviaire à couplage tampon central

Country Status (5)

Country Link
US (1) US20240199094A1 (fr)
EP (1) EP4294695A1 (fr)
CN (1) CN117098702A (fr)
DE (1) DE102021203426A1 (fr)
WO (1) WO2022214246A1 (fr)

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS49138507U (fr) * 1973-03-29 1974-11-28
DE20009859U1 (de) * 2000-05-31 2001-10-11 Sab Wabco Bsi Verkehrstechnik Vorrichtung zur elastischen Lagerung des Kupplungsarmes einer Mittelpufferkupplung an einem Schienenfahrzeug
DE202004014532U1 (de) * 2004-09-16 2006-02-02 Faiveley Transport Remscheid Gmbh Federwerkseinbaukasten
PL2594452T3 (pl) * 2011-11-21 2014-05-30 Voith Patent Gmbh Zespół sprzęgu dla czołowej strony pojazdu prowadzonego po torze
PL2617622T3 (pl) * 2012-01-17 2017-08-31 Voith Patent Gmbh Urządzenie do pionowego podpierania drążka sprzęgu
CN103625502B (zh) 2013-10-18 2016-05-25 中车青岛四方机车车辆股份有限公司 一种轨道车辆前端吸能装置
CA2979924C (fr) 2015-03-17 2019-01-15 Siemens Aktiengesellschaft Vehicule ferroviaire, notamment locomotive
EP3934961A1 (fr) 2019-03-06 2022-01-12 Voith Patent GmbH Dispositif de support et de centrage destiné à un bras d'attelage d'un attelage ferroviaire automatique

Also Published As

Publication number Publication date
WO2022214246A1 (fr) 2022-10-13
DE102021203426A1 (de) 2022-10-13
CN117098702A (zh) 2023-11-21
US20240199094A1 (en) 2024-06-20

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