EP4339059A1 - Attelage central pour véhicule ferroviaire et véhicule ferroviaire doté d'un tel attelage central - Google Patents

Attelage central pour véhicule ferroviaire et véhicule ferroviaire doté d'un tel attelage central Download PDF

Info

Publication number
EP4339059A1
EP4339059A1 EP23194365.5A EP23194365A EP4339059A1 EP 4339059 A1 EP4339059 A1 EP 4339059A1 EP 23194365 A EP23194365 A EP 23194365A EP 4339059 A1 EP4339059 A1 EP 4339059A1
Authority
EP
European Patent Office
Prior art keywords
actuating element
buffer coupling
offset
bearing
threaded spindle
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
EP23194365.5A
Other languages
German (de)
English (en)
Inventor
Erich Fuderer
Tomasz NIEPALA
Harry-Werner Kraus
Cheng Liu
Juriy Meshenberg
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.)
Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
Original Assignee
Knorr Bremse Systeme fuer Schienenfahrzeuge 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 Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH filed Critical Knorr Bremse Systeme fuer Schienenfahrzeuge GmbH
Publication of EP4339059A1 publication Critical patent/EP4339059A1/fr
Pending legal-status Critical Current

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G3/00—Couplings comprising mating parts of similar shape or form which can be coupled without the use of any additional element or elements
    • B61G3/16—Couplings comprising mating parts of similar shape or form which can be coupled without the use of any additional element or elements with coupling heads rigidly connected by rotatable hook plates or discs and balancing links, the coupling members forming a parallelogram, e.g. "Scharfenberg" type
    • B61G3/20—Control devices, e.g. for uncoupling

Definitions

  • the invention relates to a central buffer coupling of a rail vehicle according to the preamble of claim 1.
  • the invention also relates to a rail vehicle with such a central buffer coupling.
  • the coupling process is based on the Scharfenberg coupling principle.
  • the Scharfenberg coupling is well known. It is a rigid center buffer coupling.
  • the energy required for the coupling process is provided by the speed of the car to be coupled during a coupling process.
  • Figure 1 shows a schematic top view of an internal structure of a center buffer coupling 1 according to the prior art in a release position.
  • the center buffer clutch 1 comprises a housing 1a, a hook disk 2 with a drive section 3 and an output section 4, an eyelet 5 and an actuator 6 'with an actuating element 7' designed as a push rod.
  • a pneumatic cylinder is used as an actuator 6'. Due to the design, during the release process not only pressure forces arise on the piston rod, ie actuating element 7', of the pneumatic cylinder, but also moments which cause corresponding guiding and frictional forces in the cylinder.
  • the push rod as the actuating element 7' of the cylinder or actuator 6' is pushed out by means of pneumatically provided energy and thereby rotates the hook disk 2 of the Scharfenberg coupling about a pivot axis 2a in the releasing direction.
  • a frictional force arises in a contact point 8 of the contact point between a drive section 3 of the hook disk 2 of the Scharfenberg coupling and a free end of the actuating element 7 'of the cylinder.
  • This frictional force increases in proportion to the pressure force on the actuating element 7'.
  • the pressure force in turn increases almost proportionally with the stroke of the actuating element 7 '.
  • the torque MR resulting from the frictional force on the actuating element 7' increases disproportionately.
  • Figure 2-3 Schematic views of a contact point of the hook disk 2 and actuator 6 'of the center buffer clutch 1 Figure 1 According to the state of the art.
  • Figure 2 shows an overview with the hook disk 2 and the actuator 6 'in the release position of the center buffer clutch 1, where Figure 3 an enlarged section IV Figure 2 a contact point 8 represents the contact point.
  • the contact point 8 between the actuating element 7 'and the hook disk 2 moves beyond the central axis 6a of the actuating element 7' in the area of the maximum stroke. This creates an offset between the line of action of the pressure force and the central axis 6a of the actuating element 7 '.
  • the contact point 8 lies on a contact circle 8a around the pivot axis 2a of the hook disk 2.
  • the offset a is the distance between an intersection A 'of the radius R of the contact circle 8a with the central axis 6a of the actuating element 7' and the end point A of the radius R of the contact circle 8a, i.e. with the contact circle 8a itself.
  • the offset b is the distance between an intersection B 'of the radius R of the contact circle 8a with the central axis 6a of the actuating element 7' and the end point B of the radius R of the contact circle 8a, i.e. with the contact circle 8a itself.
  • the end point B is simultaneous here the contact point 8.
  • the object of the invention is to create an improved central buffer coupling with an electromechanical actuator of a rail vehicle, in which the above-mentioned disadvantages with regard to the moments that occur are reduced, and where the wear on the mechanical components such as the hook disk and the actuating element (push rod or pressure pipe ) is avoided or significantly reduced.
  • Another object is to provide an improved rail vehicle with such a center buffer coupling.
  • One idea behind the invention is to reduce the frictional forces and to design the kinematics of the system (hook disk, threaded spindle) in such a way that the torque MDK on the threaded spindle towards the end of the stroke is as low as possible.
  • a center buffer coupling according to the invention of a rail vehicle comprises a housing, a hook disk with a drive section and a pivot axis, and an actuator with an actuating element, the actuating element interacting with the drive section of the hook disk at a contact point.
  • the contact point has a bearing that is designed as a roller bearing.
  • a significant advantage here is that no frictional forces occur in the contact point, in contrast to the prior art, but only rolling frictional forces.
  • the frictional forces can thus be significantly reduced, while at the same time wear on the hook disk and actuating element as well as on the actuator can be advantageously reduced and a service life can be increased.
  • a rail vehicle according to the invention has the center buffer coupling described above.
  • the contact point lies on a contact circle around the pivot axis of the hook disk, with a roller of the bearing designed as a roller bearing contacting the actuating element in this contact point.
  • a roller bearing is advantageously available as a commercially available, high-quality component at low cost.
  • a further embodiment provides that a roller of the bearing designed as a roller bearing contacts a print head of the actuating element.
  • the print head can advantageously be provided with a special surface in the area of contact, which additionally reduces the rolling friction of the roller bearing.
  • the actuator has a ball screw drive with a threaded spindle and a spindle nut.
  • a kinematics of threaded spindle, actuating element and hook washer is designed such that an offset between a bearing axis of the bearing and a central axis of threaded spindle and actuating element is averaged in a working range from clutch open to hook washer locked, the offset being the distance between one Intersection A' of the radius R of the contact circle with the central axis of the actuating element and the end point A of the radius R of the contact circle, and where the offset is the distance between an intersection B' of the radius R of the contact circle with the central axis of the actuating element and the end point B of the Radius R of the contact circle is, where the end point B is the contact point.
  • the torque MDK on the threaded spindle is low towards the end of the stroke of the threaded spindle or the actuating element. This reduces wear and increases service life.
  • the offset a and the offset b both have almost similar length values in the radial direction in relation to the pivot axis the hook washer, as this ensures an even load.
  • the actuator is an electromechanical actuator with an electric motor. This is advantageous because electric motors are available on the market inexpensively in a variety of designs with different strengths and designs.
  • the electric motor is a direct current motor, with a motor axis of the electric motor running parallel to a common central axis of the threaded spindle and the actuating element.
  • a direct current motor can advantageously be reversed in its direction of rotation by simply reversing the polarity of its operating voltage. This can be advantageously easily implemented using standard electrical/electromechanical/electronic components.
  • the electric motor is designed as a hollow shaft motor in the form of a permanently excited synchronous motor, with a motor torque acting directly on a spindle nut of the threaded spindle, an advantageously compact design is possible.
  • Figure 4 shows a schematic top view and partial sectional view of an internal structure of an exemplary embodiment of a center buffer coupling 1 according to the invention in a release position.
  • Figure 5-6 show schematic views of a contact point of the hook disk 2 and actuator 6 of the center buffer clutch 1 Figure 4 represents.
  • Figure 5 shows an overview with the hook disk 2 and the actuator 6 in the release position of the center buffer coupling 1, where Figure 6 an enlarged section VI Figure 5 a contact point 8 represents the contact point.
  • the central buffer coupling 1 (Scharfenberg coupling) (called DAC or DAK) is designed for use in freight wagons. With the use of the DAC in the freight wagons, they will also be electrified. The DAC should therefore not be released pneumatically, as is the case with central buffer couplings in passenger transport, but electrically.
  • the center buffer clutch 1 comprises a housing 1, a hook disk 2 with a pivot axis 2a, a drive section 3 and an output section 4, an eyelet 5 and an electromechanical actuator 6 with an actuating element 7, a threaded spindle 12, an electric motor 10 and a motor brake 11.
  • the actuating element 7 is designed here as a pressure pipe.
  • the electromechanical actuator 6 has a ball screw drive that is driven by an electric motor.
  • the ball screw includes the threaded spindle 12 and a spindle nut 7b, which is firmly connected to the actuating element 7 and is guided in a rotationally fixed manner in the actuator 6 so that it can be moved longitudinally in a manner not described in detail.
  • the electric motor 10 is operatively connected to the threaded spindle 12 via a gear 10b.
  • the gear 10b can be, for example, a spur gear.
  • ball screws are sensitive to moments (such as those that arise in pneumatic cylinders).
  • the contact point with the contact point 8 has a bearing 9 with a bearing axis 9a.
  • the bearing 9 is a roller bearing with a roller and is rotatably arranged in the drive section 3 of the hook disk 2.
  • the bearing axis 9a runs parallel to the pivot axis 2a of the hook disk 2.
  • the contact point 8 lies on the contact circle 8a around the pivot axis 2a of the hook disk 2. In this contact point 8, the roller of the bearing 9 contacts a print head 7a of the actuating element 7.
  • the kinematics of threaded spindle 12, actuating element 7 and hook disk 2 is designed such that the offset between the center of the roller bearing, i.e. the bearing axis 9a of bearing 9, and the central axis 6a of threaded spindle 12 and actuating element 7 in a working range of a) clutch open (X°) to b) hook washer 2 locked (Y°) is centered. This is preferably the case in the area of the maximum stroke of the actuating element 7 and threaded spindle 12.
  • the offset a is the distance between an intersection A 'of the radius R of the contact circle 8a with the central axis 6a of the actuating element 7' and the end point A of the radius R of the contact circle 8a, i.e. with the contact circle 8a itself.
  • the offset b is the distance between an intersection B 'of the radius R of the contact circle 8a with the central axis 6a of the actuating element 7' and the end point B of the radius R of the contact circle 8a, i.e. with the contact circle 8a itself.
  • the end point B is simultaneous here the contact point 8.
  • the offset "a” and the offset “b” both have essentially the same length values in the radial direction with respect to the pivot axis 2a of the hook disk 2.
  • Figure 7 shows a schematic top view and partial sectional view of an internal structure of a variant of the exemplary embodiment of the center buffer coupling 1 according to the invention Figure 4-6 in a coupling position of the hook disk 2.
  • the actuator 6 has an electric motor 13, which is designed as a hollow shaft motor in the form of a permanently excited synchronous motor.
  • the motor torque acts directly on the spindle nut 7b of the threaded spindle 12.
  • the threaded spindle 12 itself is guided in a longitudinally displaceable manner by means of two parallel guide rods 14, 15, which absorb the resulting moments
  • Figure 8 represents a schematic, enlarged side view of the electromechanical actuator 6 Figure 4 represents.
  • the electric motor 10 with the motor brake 11 are arranged here in relation to the threaded spindle 12 with the actuating element 7 in such a way that the common motor axis 10a of the electric motor 10 and the motor brake 11 runs parallel to the common central axis 6a of the threaded spindle 12 and the actuating element 7.
  • the transmission 10b is a single-stage spur gear.
  • the transmission 10b can also consist of more stages.
  • the gear 10b can also have other gearing, for example helical gearing.
  • the bearing 8 designed as a roller bearing has several rollers. Balls are also possible, for example.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transmission Devices (AREA)
EP23194365.5A 2022-09-15 2023-08-30 Attelage central pour véhicule ferroviaire et véhicule ferroviaire doté d'un tel attelage central Pending EP4339059A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102022123657.9A DE102022123657A1 (de) 2022-09-15 2022-09-15 Mittelpufferkupplung für ein Schienenfahrzeug und Schienenfahrzeug mit einer solchen Mittelpufferkupplung

Publications (1)

Publication Number Publication Date
EP4339059A1 true EP4339059A1 (fr) 2024-03-20

Family

ID=87863621

Family Applications (1)

Application Number Title Priority Date Filing Date
EP23194365.5A Pending EP4339059A1 (fr) 2022-09-15 2023-08-30 Attelage central pour véhicule ferroviaire et véhicule ferroviaire doté d'un tel attelage central

Country Status (2)

Country Link
EP (1) EP4339059A1 (fr)
DE (1) DE102022123657A1 (fr)

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5503280A (en) * 1994-04-26 1996-04-02 Westinghouse Air Brake Company Timed thrust uncoupling mechanism for passenger transit type railway cars
EP3476688A1 (fr) * 2017-04-18 2019-05-01 Qingdao Sri Technology Co., Ltd. Mécanisme de commande de dételage d'attelage

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5503280A (en) * 1994-04-26 1996-04-02 Westinghouse Air Brake Company Timed thrust uncoupling mechanism for passenger transit type railway cars
EP3476688A1 (fr) * 2017-04-18 2019-05-01 Qingdao Sri Technology Co., Ltd. Mécanisme de commande de dételage d'attelage

Also Published As

Publication number Publication date
DE102022123657A1 (de) 2024-03-21

Similar Documents

Publication Publication Date Title
EP0975498B1 (fr) Systeme de frein de stationnement pour vehicules
EP2934975B1 (fr) Unité de freinage destinée à un véhicule et véhicule muni de ladite unité de freinage
DE102016011361A1 (de) Elektronische scheibenbremse
EP2593393B1 (fr) Treuil
DE102016011301A1 (de) Elektronische Scheibenbremse
DE19648581A1 (de) Scheibenbremse mit Feststellbremsfunktion
WO2004091986A1 (fr) Frein de stationnement pourvu d'un dispositif a cables
EP1054180A2 (fr) Frein à disque avec fonction de freinage de stationnement
EP4339059A1 (fr) Attelage central pour véhicule ferroviaire et véhicule ferroviaire doté d'un tel attelage central
DE19519310A1 (de) Differentialgetriebe für einen elektromotorisch betriebenen Bremsaktor
DE102019208451A1 (de) Lenkgetriebe für ein Kraftfahrzeug
DE10234738B4 (de) Aktuator
EP1881922A2 (fr) Entrainement de pompe pour la pompe d'un ralentisseur
EP3929059A1 (fr) Chariot de convoyage
EP0878368B1 (fr) Unité d'entraínement pour véhicules ferroviaires
EP2951073B1 (fr) Unité de freinage destinée à un véhicule et véhicule muni de ladite unité de freinage
WO2013087359A2 (fr) Unité d'entraînement
DE102022117331B3 (de) Längenverstellbare Bedieneinheit und Steer-By-Wire-System
EP3877233B1 (fr) Transmission pour un véhicule ferroviaire
EP1943133B1 (fr) Frein hydrodanmique
DE102021004338A1 (de) Hinterradlenkung für ein Fahrzeug
AT68469B (de) Kurbelantrieb für gleichzeitig wirkende und zur Fortbewegung von Lasten und dgl. dienende Rollen oder Rader.
EP3147173A1 (fr) Frein a main pour wagon ferroviaire
DE102021213456A1 (de) Spindelantrieb sowie Verfahren zum Betreiben eines solchen
DE102020130318A1 (de) Betätigungsvorrichtung für eine Fahrzeugbetriebsbremse zur Betätigung eines Bremskolbens

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION HAS BEEN PUBLISHED

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC ME MK MT NL NO PL PT RO RS SE SI SK SM TR