EP4326595A1 - Dispositif de traction et de tampon pour accouplement de chemin de fer, et accouplement de chemin de fer - Google Patents

Dispositif de traction et de tampon pour accouplement de chemin de fer, et accouplement de chemin de fer

Info

Publication number
EP4326595A1
EP4326595A1 EP22718238.3A EP22718238A EP4326595A1 EP 4326595 A1 EP4326595 A1 EP 4326595A1 EP 22718238 A EP22718238 A EP 22718238A EP 4326595 A1 EP4326595 A1 EP 4326595A1
Authority
EP
European Patent Office
Prior art keywords
pressure plate
draw
sub
axial direction
connection
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
EP22718238.3A
Other languages
German (de)
English (en)
Inventor
Martin Schüler
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.)
Voith Patent GmbH
Original Assignee
Voith Patent 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 Voith Patent GmbH filed Critical Voith Patent GmbH
Publication of EP4326595A1 publication Critical patent/EP4326595A1/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G9/00—Draw-gear
    • B61G9/04—Draw-gear combined with buffing appliances
    • B61G9/06—Draw-gear combined with buffing appliances with rubber springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G9/00—Draw-gear
    • B61G9/04—Draw-gear combined with buffing appliances
    • B61G9/08—Draw-gear combined with buffing appliances with fluid springs or fluid shock-absorbers; Combinations thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G9/00—Draw-gear
    • B61G9/12—Continuous draw-gear combined with buffing appliances, e.g. incorporated in a centre sill
    • B61G9/14—Continuous draw-gear combined with buffing appliances, e.g. incorporated in a centre sill with rubber springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G9/00—Draw-gear
    • B61G9/12—Continuous draw-gear combined with buffing appliances, e.g. incorporated in a centre sill
    • B61G9/16—Continuous draw-gear combined with buffing appliances, e.g. incorporated in a centre sill with fluid springs or fluid shock-absorbers; Combinations thereof

Definitions

  • the present invention relates to a draw and buffing device for a train coupling, in particular a central buffer coupling, and a train coupling with such a draw and buffing device.
  • Generic pulling and buffing devices are used in train couplings in order to cushion train shocks and pressure shocks. They have a spring device that transmits tensile forces and compressive forces between opposite first and second connections of the draw and buffer device.
  • DE 20 2004 014 532 U1 discloses a spring mechanism installation box with a spring mechanism that is articulated on the one hand to a coupling arm and on the other hand to an installation box screwed to a stop plate of the vehicle with screws, with compressive forces being transmitted via a tension/pressure piece, a spring, a rear plate and a housing to which the compression stops are transmitted to the vehicle, and tensile forces are transmitted to the compression stops via a pivot pin, the housing, the back plate, the spring, and the tension-compression piece.
  • the single spring transmits tensile and compressive forces.
  • a disadvantage of a draw and buffer device of the type shown with one or more springs that are subjected to the full tensile force and compressive force in both axial directions is the load change with a zero crossing in the spring, which has an unfavorable effect on the tensile dynamics.
  • the spring deflection cannot be changed without changing the spring characteristics, which makes it difficult to install such spring mechanism installation boxes in different train couplings, since additional spacers must be provided for a comparatively large installation space in order to introduce the compressive forces into the car structure. This is associated with effort and additional weight of the draw and buffing gear.
  • WO 2013/040119 A1 discloses the combination of an elastomer part with friction damping for a draw and buffer device of a train coupling.
  • a pressure plate is provided at both ends of a stack of elastomer elements, so that pressure forces are transmitted over the entire elastomer stack both in the direction of tension and in the direction of pressure.
  • the spring deflection is therefore identical in both axial directions and the draw and buffer device must be supplemented with spacers or the like when installed in different environments.
  • EP 1 225 114 B1 discloses a pulling and buffering device for a central buffer coupling, in which a coupling arm or coupling shaft is supported by a joint on a pivot bolt, with the tensile force being transmitted via the pivot bolt, an upper chord, a lower chord, an end plate, a play suspension on the train side, a stop plate and a spring system are transferred to a pressure plate, which is supported against train stops on the vehicle.
  • the coupling shaft transfers the pressure force via a joint play absorber without play to the pivot pin, which is supported on the pressure plate, whereby the pressure plate compresses the spring system and transmits the pressure forces via the stop plate against the pressure stops on the vehicle.
  • the spring system is loaded in both directions over the full spring stroke.
  • WO 2016/026708 A1 discloses a pull and buffer device for a train coupling with a reversible and an irreversible energy absorption device.
  • the energy absorbing device with irreversible Energy absorption is connected in series with the reversible energy absorption device, with the energy absorption device being irreversibly deformed or destroyed with irreversible energy consumption when a predefined maximum tensile/impact force is exceeded.
  • EP 1 732798 B1 discloses a heavy-duty, long-stroke friction clutch hitch assembly for absorbing both trailer and train loads applied to a center sill member of a rail vehicle during train formation and rail operation of the train formation, having a friction clutch mechanism with several pairs of plate members and a wedge member to absorb thermal energy generated during closure of the friction clutch tractor assembly.
  • US Pat. No. 6,681,943 B2 discloses a generic draw and buffer device for a train coupling with the features summarized in the preamble of claim 1.
  • the pulling and buffering device has two spring elements arranged one behind the other in the axial direction, which are compressed together in series in the direction of thrust, i.e. when compressive force is transmitted from one vehicle to the next, whereas only one of the two spring elements is compressed in the pulling direction. This is accomplished by positioning an end plate of a crosshead between the two spring members.
  • the coupling shaft engages with a coupling shaft bolt on the traverse and a pressure plate is arranged within the traverse so that it can be displaced in the axial direction and has a contact surface for the coupling shaft, so that the coupling shaft can transmit compressive forces via the contact surface to the pressure plate and the pressure plate can transmit the compressive force via the transmits the first spring element arranged within the traverse, the end plate and the second spring element arranged outside of the traverse to a corresponding second connection on a vehicle structure.
  • the contact surface facing the coupling shaft The pressure plate is concave and the front side of the clutch shaft has an opposite, correspondingly convex surface, so that when the clutch shaft is twisted over the clutch bolt in relation to the pressure plate, no transverse forces can be transferred to the pressure plate apart from residual frictional forces.
  • the pressure plate can thus be moved within the traverse without lateral forces.
  • the coupling shaft pulls the crossbar via the coupling shaft bolt against the spring force of the spring element arranged inside the crossbar, with the spring element arranged outside the crossbar being relieved.
  • the spring deflections are different in the two axial directions.
  • US Pat. No. 1,303,943 A discloses a pulling and buffering device for a train coupling, in which friction damping and spring damping are arranged one behind the other.
  • the coupling stem is rigidly connected to a housing that houses a compression spring.
  • the housing is pivotally connected to a fork, which forms part of the friction damping.
  • the task is to specify a draw and buffer device for a drawbar coupling, in particular a center buffer coupling, which advantageously enables the provision of different spring deflections in the direction of tension and compression and at the same time enables an integrated, easy-to-manufacture and easy center reset that can be carried out as easily as possible without an additional installation space.
  • the object according to the invention is achieved by a draw and buffer device for a train coupling, in particular a central buffer coupling, with the features of claim 1.
  • the dependent claims describe advantageous and particularly expedient refinements of the invention.
  • a draw and buffing device for a train coupling, which is suitable for a coupling for mechanically coupling two carriages of a rail vehicle, which is particularly suitable for a central buffer coupling, but can also be used in a side buffer, for example as a long spring mechanism in a side buffer, is characterized by a small housing, low weight and easy adaptability to different installation spaces, without having to provide comparatively heavy spacers.
  • the housing described below and optionally other components of the draw and buffer device can be produced from sheet metal parts, which can be produced, for example, by stamping or flame cutting.
  • the spring stroke, particularly in the push direction can easily be increased without the need to also increase the spring stroke in the pull direction. This serves to increase load securing by reducing acceleration and end forces due to greater energy absorption in the event of coupling and shunting impacts.
  • a draw and buffing device for a train coupling, in particular a central buffer coupling, has a first connection for a coupling shaft and a second connection, which is used to attach the Pulling and buffing gear is carried out on a vehicle structure, for example on a vehicle frame or car body of a rail vehicle.
  • a spring device which transmits tensile forces and compressive forces between the first connection and the second connection, as well as a first pressure plate for introducing compressive forces in a first axial direction into the spring device and a second pressure plate for introducing compressive forces in a second axial direction, which the first axial direction is opposite, in the spring means.
  • the first pressure plate is arranged at a first axial end of the spring device and the second pressure plate is arranged at a distance from the first pressure plate in the first axial direction and is connected to the first connection in a tension-proof manner.
  • the at least essentially flat contact surface of the first pressure plate which is directed in the second axial direction, can be tilted relative to the opposite contact surface of the clutch shaft.
  • the first pressure plate can be rotated relative to the clutch shaft.
  • the clutch shaft can be rotated about a clutch shaft bolt relative to the first pressure plate.
  • Such a clutch shaft bolt may be located away from the first pressure plate in the second axial direction.
  • the spring device has at least two damping and/or resilient sub-devices arranged one behind the other in the first axial direction, and the second pressure plate is arranged in series with the first sub-device and the second sub-device so as to transmit compressive force between the sub-devices in the first axial direction.
  • the first pressure plate has a free, at least essentially flat contact surface, which is directed in the second axial direction, for free contact with an opposite contact surface of the clutch shaft and the second
  • the pressure plate is arranged on the first connection such that it can pivot about a first axis of rotation, which is parallel to this planar contact surface of the first pressure plate.
  • the two at least essentially flat contact surfaces of the first pressure plate and the clutch shaft bear against one another in the pressure direction, advantageously prestressed by the spring device, the two at least essentially flat contact surfaces tilt relative to one another when the clutch shaft is deflected from its central position, which results in a restoring moment, which acts to return the coupling stem to its center position, i.e. to the fully axially aligned position.
  • the preferably pressurized but free contact of the two at least essentially flat surfaces and the possibility of tilting of the two at least essentially flat surfaces relative to one another thus represents a center reset integrated in the draw and buffer device.
  • the second pressure plate can be pivoted about the axis of rotation parallel to the contact surface of the first pressure plate.
  • the first sub-device of the spring device which is positioned between the first pressure plate and the second pressure plate, is loaded exclusively in compression both in the case of tensile stress and in the event of impact stress.
  • the second pressure plate can, for example, have a through-opening through which a tie rod is guided, which receives and preferably pretensions the first sub-device and the second sub-device of the spring device on both sides of the second pressure plate.
  • the second pressure plate advantageously has two pivot pins arranged on opposite sides, which engage in an upper chord and a lower chord of a housing which forms the first connection at one axial end.
  • the engagement of the second pressure plate with the pivots in the housing can preferably be provided in the region of the second opposite axial end of the housing.
  • a third pressure plate is preferably provided on a second axial end of the spring device, opposite the first axial end.
  • the third pressure plate is connected to the second connection in a pressure-resistant and, in particular, tensile manner or in a limitedly displaceable manner in the first and second axial direction.
  • the third pressure plate can be connected to the second connection such that it can pivot about a second axis of rotation that is parallel to the first axis of rotation.
  • the second pressure plate is preferably held in an articulated manner in this and the first partial device of the spring device is preferably arranged inside the housing.
  • the first pressure plate can be mounted in the housing between the first connection and the second pressure plate so as to be reciprocally displaceable in the first and second axial direction, with the housing preferably forming a linear guide for the first pressure plate.
  • the first pressure plate preferably has, in the second axial direction, in addition to the illustrated at least essentially flat contact surface, a front stop surface for at least one vehicle stop of a vehicle provided with the coupling shaft.
  • the side with the contact surface and the contact surface is stepped, for example with a central protruding area that forms the flat contact surface, and with an outer area that encloses the central area on both sides or over the entire circumference and that forms the at least one end contact surface.
  • the first connection is preferably formed by a coupling shaft bolt, which is mounted in the housing in a stationary and rotatable manner, for example.
  • the stationary arrangement does not rule out a small axial play, for example a maximum of 1 cm in each axial direction, in particular a maximum of 5 mm, 3 mm, 2 mm or less.
  • displaceability of the coupling shaft bolt in the housing can be considered, with the displaceability preferably being limited in both axial directions.
  • the displaceability in the axial direction is then generally greater than half the diameter or the diameter of the coupling shaft bolt.
  • the first sub-device or the second sub-device of the spring device is particularly favorably permanently pressure-biased. Particularly preferably, both sub-devices are permanently pressurized.
  • the first sub-device and the second sub-device can, for example, form a stroke in the first axial direction of more than 110 mm, in particular more than 120 mm or more than 130 mm.
  • the first sub-device and the second sub-device have stroke lengths of different lengths.
  • the first sub-device has a shorter stroke distance than the second sub-device.
  • the first partial device and the second partial device can preferably each be designed as a compression spring, for example made of a polymer.
  • at least one of the two sub-devices, for example the second sub-device is designed as a damper.
  • the respective other partial device, in particular the first partial device can preferably be designed as a compression spring, in particular made of a polymer.
  • a train coupling according to the invention in particular a central buffer coupling, has a coupling shaft which has at least one im essentially flat contact surface and which can be pivoted about a vertical axis, as well as a draw and buffer device according to the invention of the type shown, wherein the contact surface of the first pressure plate, in particular subjected to a compressive force in the second axial direction by the spring device, rests freely on the contact surface of the coupling shaft .
  • the coupling shaft can transmit the pressure forces, which are transmitted from one vehicle to the other vehicle via the train coupling, via the first and the second pressure plate to the two sub-devices of the spring device, which then work synchronously according to one embodiment. It is not necessary for the coupling shaft bolt to be mounted in a slot, as was previously the case. Rather, the coupling shaft bolt can be arranged so that it is resistant to tension and pressure relative to the second pressure plate, for example if the coupling shaft bolt and the second pressure plate are held stationary in the housing in both axial directions.
  • a play in the coupling joint can ensure that both partial devices are always subjected to compressive force at the same time.
  • Tensile forces that are transmitted from one vehicle to the other vehicle via the train coupling, on the other hand, are only transmitted via the first sub-device, with the second sub-device preferably remaining pressure-biased.
  • the second sub-device can be prestressed significantly higher than the first spring device, so that normal traction loads in the direction of tension and compression are cushioned by the first sub-device, whereas the second sub-device, which is then designed in particular as a damper, only in the compression direction in the event of comparatively larger coupling impacts and strong ones Traction change works.
  • Such a two-stage preload reduces load change reactions in ferry operation.
  • FIG. 1 shows a three-dimensional representation of a draw and buffer device in a train coupling
  • FIG. 2 shows the draw and buffer device from FIG. 1 in a vertical sectional view
  • FIG. 3 shows the draw and buffer device from FIG. 1 in a horizontal plan view
  • FIG. 4 shows an enlarged view of the draw and buffer device from FIG. 1;
  • FIG. 5 shows a tie rod with the second pressure plate and the two sub-devices of the draw and buffer device according to FIGS. 1 to 4;
  • FIG. 6 shows an alternative embodiment of the draw and buffer device with a damper as the second sub-device
  • FIG. 7 shows a vertical sectional view of the draw and buffer device from FIG. 6;
  • FIG. 8 shows a horizontal plan view of the draw and buffer device from FIG. 6;
  • FIG. 9 shows a three-dimensional representation of a draw and buffer device in a train coupling according to a further embodiment;
  • FIG. 10 shows a three-dimensional representation of a draw and buffer device in a train coupling according to yet another embodiment
  • FIG. 11 shows the draw and buffer device from FIG. 9 in a vertical sectional view
  • FIG. 12 shows the draw and buffer device from FIG. 9 in a horizontal plan view.
  • FIG. 1 an embodiment of a draw and buffing device according to the invention and further components of a train coupling according to the invention are shown in broken lines.
  • the train coupling has a coupling shaft 3 which is articulated with a coupling shaft bolt 14 in a housing 10 of the draw and buffer device so that it can be pivoted about a vertical axis 19 .
  • the housing 10 accordingly forms a first connection 1 for the coupling shaft 3, it being possible to transmit tensile forces and compressive forces in opposite axial directions via the first connection 1.
  • the second connection 2 of the draw and buffer device, with which the draw and buffer device is attached to a vehicle structure, is formed by a console 20 which can be attached, for example, to a vehicle body or vehicle frame, in particular screwed on.
  • the drawgear is located in a vehicle interface 21, e.g. UIC-530 vehicle interface shown by a double-dot chain line.
  • Vehicle stops 13 are provided in the area of the first connection 1, with which compressive forces can be transmitted to the draw and buffer device, as will be explained below.
  • the tensile forces in the area of the first connection 1 are transmitted via the coupling shaft bolt 14 .
  • a third pressure plate 7 which is articulated, i.e. pivotable about a second axis of rotation 18, which is oriented vertically, in the console 20 for limited displacement in both axial directions.
  • the third pressure plate could also be rigidly connected to the console 20 or be formed by it, for example as shown below with reference to a further exemplary embodiment and FIGS.
  • a first pressure plate 5 is reciprocally displaceable in both axial directions.
  • the first pressure plate 5 has an at least essentially flat contact surface 5.1 directed toward the clutch shaft 3, on which the clutch shaft 3 rests with an end-side at least essentially flat contact surface 3.1. Due to the fact that the two at least essentially flat contact surfaces 3.1, 5.1 rest freely against one another, being prestressed against one another by the spring device 4, when the coupling shaft 3 is pivoted about the vertical axis 19 from its center position shown, they can tilt against one another and thus Apply restoring force to the coupling shaft 3.
  • the spring device 4 has a first sub-device 4.1 and a second sub-device 4.2, each in the form of a compression spring, in particular a polymer compression spring, in the exemplary embodiment shown in FIGS.
  • the first pressure plate 5 is at the end of both partial devices 4.1, 4.2 on the side of the first port 1 is arranged, a second pressure plate 6 is arranged in the axial direction from the first port 1 to the second port 2 between the two sub-equipment 4.1 and 4.2.
  • the second pressure plate 6 is mounted in the housing 10 such that it can pivot about a vertical first axis of rotation 17, which is parallel to the contact surface 5.1, so that no transverse forces are transmitted to the spring device 4 via the second pressure plate 7 either.
  • the first pressure plate 5 is preferably not pivotable.
  • the second pressure plate 6 is connected to the first connection 1 , that is to say the coupling shaft bolt 14 and thus the coupling shaft 3 , via the housing 10 , here with an upper section and a lower section, in a tensile and pressure-resistant manner.
  • the third pressure plate 7 is supported by the second partial device 4.2 of the spring device 4 against the second pressure plate 6 in a pressure-biased manner.
  • the first sub-device 4.1 is also positioned between the first pressure plate 5 and the second pressure plate 6 under pressure.
  • the compressive prestresses are achieved by the tie rod 22, which is guided through an inner bore in the second pressure plate 6 and through the two sub-devices 4.1, 4.2 and is connected to the first pressure plate 5 and the third pressure plate 7 with high tensile strength.
  • the first pressure plate 5 is thus arranged on the first axial end 8 of the spring device 4 and the third pressure plate 7 is arranged on the second axial end 9 of the spring device 4 .
  • the first pressure plate 5 is mounted in the housing 10 by means of a linear guide 11 and, in addition to the contact surface 5.1, has stop surfaces 12 which are directed in the same direction and against which the vehicle stops 13 strike when the first pressure plate 5 is arranged in its maximum end position, which has been moved to the first connection 1. If the draw and buffer device is subjected to pressure, the coupling shaft 3 presses the first pressure plate 5 via the compression spring 15, which forms the first sub-device 4.1, the second pressure plate 6, the compression spring 15, which forms the second sub-device 4.2, and the third pressure plate 7 against the console 20, so that pressure forces can be transmitted mechanically.
  • the coupling shaft 3 pulls the housing 10 via the coupling shaft bolt 14 and thus the second pressure plate 6 against the compressive force of the first partial device 4.1 and the first pressure plate 5 against the vehicle stops 13, so that the tensile force is cushioned.
  • the second partial device 4.2 is only slightly relieved and the tensile force is transmitted to the bracket 20 via the tie rod 22 and the third pressure plate 7.
  • the arrangement of the second pressure plate 6 can be seen again in FIG. 5, which forms the first axis of rotation 17 with a lower and an upper pin, in that these pins are rotatably mounted in the housing 10 (not shown).
  • the exemplary embodiment according to FIGS. 6 to 8 differs from the exemplary embodiment according to FIGS Compression spring 15 is formed. Furthermore, the damper 16 is rigidly connected to the bracket 20 so that the bracket 20 forms the third pressure plate 7 . Alternatively, a third pressure plate 7 could also be connected to the console 20 in an articulated manner, for example pivotable about a vertical axis of rotation.
  • the damper 16 is advantageously connected in series with the compression spring 15 and only responds to comparatively larger pressure surges. Tensile forces are advantageously not transmitted via the hydraulic damper 16, at least to a large extent.
  • the compression spring 15 can be designed, for example, as a polymer spring, and the damper 16 can be designed as a gas-hydraulic or fluid-elastomeric damper. If the damper preload is significantly higher than the spring preload, normal traction loads in the pull and push direction are absorbed by the spring 15, while the damper 16 only acts in the push direction for higher dome impacts and strong traction changes. This two-stage preload reduces load change reactions in ferry operation.
  • the coupling shaft 3 is in turn rotatably mounted in the housing 10 of the draw and buffer device in an articulated manner about the coupling shaft bolt 14 and can thus be pivoted about a vertical axis 19 .
  • the housing 10 can be designed, for example, as a sheet metal construction.
  • the first partial device 4.1 has a stroke of 40 mm and the second partial device 4.2 has a stroke of 110 mm
  • the first partial device 4.1 according to the embodiment in Figures 9, 11 and 12 in particular have a stroke of 60 mm and the second partial device 4.2 has a stroke of 90 mm.
  • a total stroke of 150 mm in the compression direction is thus achieved in both embodiments, but in the first embodiment a stroke of 40 mm in the pulling direction and in the second embodiment a stroke of 60 mm in the pulling direction.
  • the spring device 4 is preferably arranged completely inside the housing 10.
  • the housing 10 has a comparatively open design.
  • the housing 10 in turn forms a first connection 1 for transmitting tensile and compressive forces to the housing 10 .
  • Compressive forces can be transmitted from the clutch shaft 3 via the first pressure plate 5 via the compression spring 15, which forms the first partial device 4.1, the second pressure plate 6, the compression spring 15, which forms the second partial device 4.2, and the third pressure plate 7 onto the vehicle stops 13 in the area of the second connection 2 of the draw and buffer gear.
  • the coupling shaft 3 pulls the housing 10 via the coupling shaft bolt 14 and thus the second pressure plate 6 against the compressive force of the first partial device 4.1 and the first pressure plate 5 against the vehicle stops 13 in the area of the first connection 1 of the draw and buffer device, so that the Tensile force is transmitted mechanically.
  • the second partial device 4.2 is relieved to a greater or lesser extent and the prestressing force of the spring 4.2 and thus the installation dimension of the conditioned spring are held by the plate 6 and plate 7, with the upper chord 23 and lower chord 24 supporting the plate 7 and the tie rod 22 only having a guiding function of the Federn takes over.
  • the third pressure plate 7 may protrude radially into a recess in the housing 10, so that the housing 10 can exert a tensile force on the third pressure plate 7 in the second axial direction when the housing 10 is displaced in the second axial direction.
  • the third pressure plate 7 is connected with high tensile strength to the vehicle stops 13 in the area of the second connection 2 of the draw and buffer device, so that the tensile forces are transmitted from the third pressure plate 7 to the vehicle stops 13 .
  • the second pressure plate 6 is in turn advantageously mounted in a stationary manner in the housing 10 so that it always moves together with the housing 10 .
  • the housing 10 has an upper chord 23 and a lower chord 24 for this purpose, in which the coupling shaft bolt 14 is held, in particular in a form-fitting manner and/or in a stationary manner, as well as two side parts 25 which are attached from the side to the upper chord 23 and the lower chord 24 mounted, in particular screwed, which hold the second pressure plate 6 immovably in the axial direction.
  • the second pressure plate 6 engages in corresponding recesses in the side parts 25 .
  • the first pressure plate 5 can be held in the upper chord 23 and in the lower chord 24 in a longitudinally displaceable manner (displaceable in the axial direction), in particular again in a corresponding recess.
  • the upper chord 23 and the lower chord 24 accordingly form a linear guide 11 for the first pressure plate 5 .
  • the upper chord 23 and the lower chord 24 can form the illustrated stop for the third pressure plate 7 .
  • the upper chord 23, the lower chord 24 and the side parts 25 can all be designed as sheet metal parts.
  • the clutch shaft bolt 14 can also move together with the housing 10 and together with the clutch shaft 3 in the first axial direction, so that the clutch shaft bolt 3 does not move in one Slot in the housing 10 must be performed.
  • the two sub-devices 4.1, 4.2 work synchronously during the transmission of the compressive force, that is to say the compression springs 15 are deflected at the same time.
  • the stroke of the first partial device 4.1 can be ensured via a play in the coupling joint, in particular between the coupling shaft bolt 14 and the components in the coupling shaft 3 surrounding it.
  • Such kinematics can advantageously also be achieved in the embodiment according to FIGS.
  • FIG. 10 is identical in terms of functionality to that of FIGS. 9, 11 and 12. Only here the housing 10 is advantageously produced as a cast and/or forged component, in particular with an upper chord 23 and a lower chord 24 which are screwed together are.
  • the second pressure plate (not visible) can, for example, be designed in one piece with the housing 10 or, in turn, be inserted in it in a form-fitting manner.

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  • Mechanical Engineering (AREA)
  • Springs (AREA)

Abstract

L'invention concerne un dispositif de traction et de tampon pour un accouplement de chemin de fer, comprenant : une première liaison pour une broche d'accouplement et une seconde liaison pour fixer le dispositif de traction et de tampon à une structure de véhicule ; un réseau de ressorts qui transmet des forces de traction et de compression entre la première liaison et la seconde liaison ; un premier plateau de pression pour appliquer des forces de compression dans une première direction axiale et un second plateau de pression pour appliquer des forces de compression dans une seconde direction axiale, qui est opposée à la première direction axiale, lesdites forces de compression étant appliquées au réseau de ressorts ; le réseau de ressorts comprenant au moins deux sous-réseaux amortisseurs et/ou élastiques disposés l'un derrière l'autre dans la première direction axiale, et le second plateau de pression est disposé dans la première direction axiale entre les sous-réseaux, en série avec le premier sous-réseau et le second sous-réseau, de sorte qu'il transmet une force de compression. Le dispositif de traction et de tampon selon l'invention est caractérisé en ce que le premier plateau de pression a une extrémité libre, au moins une face de contact sensiblement plate faisant face à la deuxième direction axiale, permettant la mise en contact libre d'une face de contact diamétralement opposée de la broche d'accouplement, et le second plateau de pression est relié à la première liaison de manière à pouvoir pivoter autour d'un premier axe de rotation parallèle à la face de contact du premier plateau de pression.
EP22718238.3A 2021-04-19 2022-04-14 Dispositif de traction et de tampon pour accouplement de chemin de fer, et accouplement de chemin de fer Pending EP4326595A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102021109784 2021-04-19
PCT/EP2022/060003 WO2022223426A1 (fr) 2021-04-19 2022-04-14 Dispositif de traction et de tampon pour accouplement de chemin de fer, et accouplement de chemin de fer

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Publication Number Publication Date
EP4326595A1 true EP4326595A1 (fr) 2024-02-28

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EP22718238.3A Pending EP4326595A1 (fr) 2021-04-19 2022-04-14 Dispositif de traction et de tampon pour accouplement de chemin de fer, et accouplement de chemin de fer

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EP (1) EP4326595A1 (fr)
DE (1) DE102022109189A1 (fr)
WO (1) WO2022223426A1 (fr)

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