RU2590802C2 - System for disconnecting overload safety separated due to failure during collision of middle buffer railway vehicle coupler - Google Patents

Abstract

FIELD: machine building.

SUBSTANCE: invention relates to coupling devices and can be used in rail vehicles. System to deflect separated due to failure of transfer safety lock (9) during collision middle buffer coupling (4) of rail vehicle (1) includes plate (2) coupling and fixed on plate (2) coupling holder (3) coupling. In plate (2) coupling recess (12), through which at failure of transfer safety lock (9) passes coupling (4). Behind recess (12) there is shear plate (5), which is connected with holder (3) coupling and plate (2) coupling with help of connecting elements (6). Passing through recess (12) coupling (4) divides connecting elements (6) to shear plate (5) and holder (3) coupling become freely movable.

EFFECT: possibility of separation of coupling and optimising effect of emergency elements.

7 cl, 12 dwg

Description

FIELD OF THE INVENTION

The invention relates to a system for deflecting an overload fuse separated due to a failure in a collision of an average buffer coupling of a rail vehicle.

State of the art

Modern passenger rail vehicles are equipped on the front side with energy-absorbing so-called emergency elements, which, during a head-on collision, dissipate a significant part of the kinetic energy and thereby provide less force acting on passengers and the car body, thereby reducing the risk of injuring passengers. In a head-on collision with another rail vehicle, the hitch first collides. Such couplings, in particular in short-range vehicles, trams and subway trains, are often made in the form of an average buffer coupling. Typically, these couplers comprise damping and / or spring elements, which, when the length is reduced in the longitudinal direction, take at least part of the collision energy. If the reduction in energy in the couplers is not enough, which often occurs at high collision speeds between vehicles, then emergency elements (deforming elements) must come into action. The goal is to absorb the residual kinetic energy and it is especially important that parallel load paths are not created by introducing forces in inappropriate places, since in this case unacceptably large forces can arise in certain places of the vehicle structure, and the accelerations affecting passengers also increase . Therefore, it is often envisaged that a hitch in a collision that carries too much energy to be damped with damping and / or spring elements of the hitch is separated from the car body with the help of a given slice and is no longer involved in the process of further deformation. For this it is necessary that in the direction towards the middle of the car there should be sufficient free space into which the cut-off coupling can deviate. If there is no such free space, for example, since other components of the vehicle are mounted in this place, it is not advisable to use such a safe collision with a cut-off hitch in a collision.

SUMMARY OF THE INVENTION

Therefore, the invention is based on the task of creating a connection for a shear hitch of a rail vehicle that does not have sufficient axial free space in the direction of the middle of the car to receive the sheared hitch.

The problem is solved using a system with the features of paragraph 1 of the claims, as well as a rail vehicle, according to paragraph 7 of the claims. Preferred embodiments are the subject of the dependent claims.

In accordance with the main idea of the invention, a system is proposed for rejecting an overload fuse separated by a failure during a collision of an average buffer coupling of a rail vehicle, comprising a coupling plate and a coupling holder fixed to this plate, wherein a recess is provided in the coupling plate through which if the overload fuse fails, the hitch passes, while behind this recess there is a shear plate, which is connected to the hitch holder and the hitch plate using ü of connecting elements, and at the same time, the coupling passing through the recess separates the connecting elements, while the shear plate and the coupling holder become freely movable. Due to this free mobility, which is limited only by the size and shape of the recess in the hitch plate, the direction of movement of the detached hitch is deviated, in particular down (in the direction of the railroad track).

Due to this, the advantage is achieved that also under locally constrained conditions that exclude the purely axial (in the longitudinal direction of the rail vehicle) direction of movement of the hitch separated from the collision, the hitch can be separated, in particular, the separated hitch does not create a parallel the path of the load, and thus emergency elements can act optimally.

According to the invention, a shear plate is provided which is located behind (in the direction of the middle of the car) of the hitch plate (on which the hitch is fixed). The hitch plate has a recess in the area of the shear plate, which is shaped so that the cut hitch can pass through the recess and can also deviate downward. It is essential that the shear plate is fixed to the hitch plate using the same fastening means as the hitch holder, on which the hitch itself is fixed. This ensures that in a collision both the shear plate and the hitch holder are simultaneously separated from the hitch plate, and due to this, the hitch is no longer held by the hitch holder in a certain horizontal position. Thus, the freely movable hitch, which becomes due to this, falls down and does not collide in the longitudinal direction with the structural elements of the wagon or chassis.

In another embodiment, the invention provides an arrangement of the stop in the space of movement of the separated shear plate, which affects the direction of movement of the shear plate. Due to this, the position of the separated shear plate can be oriented in a collision so that it is inclined relative to the direction of motion of the separated coupling and due to this, simultaneously closes the structural elements of the carriage carriage or chassis as a screen. In addition, an inclined lying separated shear plate facilitates the vertical movement of the hitch. This, in particular, is preferable, since due to this, vertical forces act on the hitch, which are many times greater than the force of gravity, due to which the deflection movement of the separated hitch is accelerated. In addition, this ensures that the connection between the hitch plate and the hitch holder is directly interrupted. This is significant because these structural elements, for example, on the basis of a layer of varnish or rust, can adhere to each other. The vertical forces caused by the oblique shear plate immediately interrupt these couplers.

In another modification of the invention, the shear plate is provided with a hook-shaped protrusion that provides mechanical interaction with the stop. Due to this, the advantage is achieved that the preferred inclined position of the shear plate is reliably ensured.

It is essential to supply the connecting elements, by means of which the shear plate, the hitch plate and the hitch holder are connected, with a place of a given destruction. This place of a given destruction should be so large that the expected labor force in no way leads to the destruction of the place of a given destruction, however, the forces that arise during a collision immediately destroy the place of a given destruction. The place of a given destruction should be located inside the connecting elements so that they do not adversely affect the free mobility, in particular of the hitch holder, after the destruction of the place of a given destruction. It is advisable to place a predetermined fracture of the connecting elements in the area of the contact surfaces between the hitch plate and the hitch holder.

Screw connections can preferably be used as connecting elements, since this makes it possible to easily remove the structural elements, in particular the hitch holder, for maintenance purposes. In addition, the screws can be well equipped with the desired location for a given failure anywhere, for example, by reducing the cross section.

The processes in a collision equipped with the subject invention of a rail vehicle are as follows:

- collision of couplings with each other,

- complete deviation (respectively, full spring deflection) of possibly available reversible or non-reversible damping elements in the coupler (for example, elastomer, spring, hinge);

- excess force initiating overload fuse (for example, integrated into the elastomer, spring, hinge shear device);

- hitch to the shear plate;

- the application of pressure to the shear plate, which exceeds the load of the failure of the connecting elements of the shear plate, the failure of the places of a given destruction of the connecting elements;

- release of shear plate and hitch holder;

- shift of the shear plate penetrating further by the hitch to the intended (inclined) end position, while the control of the movement is supported, possibly by means of a stop and a hook-like protrusion,

- deviation of the coupling on the shear plate in the final position and thereby preventing a collision with the fixed structural elements of the carriage of the wagon or undercarriage;

- the hitch and the hitch holder are free and do not participate in the further deformation process.

Brief Description of the Drawings

The drawings show as an example:

FIG. 1 - rail vehicle with a hitch;

FIG. 2 - coupling connection when the overload fuse has tripped;

FIG. 3 - coupling coupling according to the invention;

FIG. 4 - connection of the hitch, according to the invention, when the overload fuse has tripped;

FIG. 5 - connection of the hitch according to the invention, when the overload fuse is activated, the hitch is fully retracted;

FIG. 6 - place of a given destruction - detail A;

FIG. 7 - coupling connection, in an oblique projection from front to bottom;

FIG. 8 - coupling coupling, in an oblique projection from front to top;

FIG. 9 - coupling connection, in an oblique projection from the rear;

FIG. 10 - connection of the hitch in an undestroyed state, in an oblique projection from the rear;

FIG. 11 - connection of the hitch in an undestroyed state, in side view;

FIG. 12 - connection of the hitch in a destroyed state, in side view.

The implementation of the invention

In FIG. 1 is an exemplary and schematic illustration of a hitch-mounted rail vehicle. A rail vehicle 1 is shown, which has an average buffer hitch 4, a deformable member 11, and a hitch plate 2. The hitch plate 2 is part of the carriage carriage and is fixedly connected to it, through the hitch plate 2, the working forces (tensile and compression forces), which are transmitted by the hitch 4, are sent to the rail vehicle. The hitch 4 is connected to the hitch plate 2 using the hitch holder 3. This hitch holder 3 allows the hitch 4 to be deflected horizontally and vertically, as required when driving in corners and for engaging with other vehicles. In addition, this coupling connection may contain reversible or non-reversible damping elements, and is also equipped with an overload fuse, which in case of collision separates the coupling 4 from the holder 3 of the coupling. In the example shown, a structural member 10, for example a longitudinal connecting plate of a rotary trolley, is provided in a position that limits the axial free movement of the hitch. This structural element 10 is fixedly connected to the carriage of the carriage, so that in a collision in which an overload fuse is triggered, along with the path provided by the passage of force (through the deformable element), another parallel path of passage of force (through the coupling 4 and structural element 10 )

In FIG. 2 shows, by way of example and schematically, the coupling of the hitch with the overload fuse activated, according to the prior art. The coupling of FIG. 1. The hitch holder 3 is fixed by means of the connecting elements 6 to the hitch plate 2. The hitch plate 2 contains a recess 12 through which the hitch 4 passes and is blocked on the structural member 10. Deviation is not possible from this position, since the hitch 4 is still guided by the hitch holder 3 and can only perform axial movements.

In FIG. 3 shows, by way of example and schematically, the coupling of a coupling according to the invention. A coupling connection is shown in detail, which, as shown in FIG. 2 exemplary embodiment, has a hitch plate. A structural element 10 is also provided here, which limits the axial mobility of the hitch 4. The hitch 4 is shown in operating position and is connected via an overload fuse 9 to the hitch holder 3. Other structural elements, such as hinges, spring and damping elements, etc., are not shown for simplicity. Behind the hitch plate 2 is a shear plate 5, which is connected to the hitch plate 2 and the hitch holder 3 by means of connecting elements 6. Plate 2 has a recess 12, which is larger than that shown in FIG. 2 example, and, in particular, goes further down (in the direction of the railroad tracks). The shear plate 5 has a hook-shaped protrusion 8, which is shaped so that it can interact with the stop 7 (for example, with a rod located transverse to the longitudinal direction).

In FIG. 4 shows, by way of example and schematically, the coupling of the hitch with the overload fuse activated. The hitch connection of FIG. 3, in this case, during the collision, an overload fuse 9 is activated, and the hitch 4 hits the shear plate 5, and it separates the connecting elements 6 using the places of a given destruction. The shear plate is shown in the final position, which it assumes due to the interaction between the stop 7 and hook ledge 8.

In FIG. 5 shows, by way of example and schematically, the coupling of the hitch with the overload fuse activated and the hitch fully retracted. The hitch connection of FIG. 4 in the further course of the collision. The hitch 4 using the shear plate 5 in an inclined position is deflected and thereby deviated from the structural element 10. While the hitch 4 is shifted downward in the recess 12, the hitch holder 3 still surrounds the hitch 4. However, since the connecting elements 6 are separated in their places specified destruction, the holder 3 of the hitch can be shifted vertically.

In FIG. 6 shows, by way of example and schematically, a predetermined fracture site in the form of part A of FIG. 4, on an enlarged scale. The section of the hitch plate 2 and the hitch holder 3 is shown in the area of one connecting element 6. The predetermined destruction point of each connecting element 6 is located so that there is no interference with the vertical movement of the hitch holder 3 after separation of these places of the given destruction. For this, it is necessary to provide for places of a predetermined destruction within the portion of the connecting element 6 lying in the hitch holder 3 of the coupling element 6. This ensures that parts of the divided connecting element 6 do not get stuck in the hole of the coupling plate 2 and do not adversely affect the vertical mobility of the coupling holder 3. The second remaining part of the connecting element 6, which is not shown in FIG. 6, is forcibly pulled out of the hole due to the movement of the shear plate 5 during the collision and cannot adversely affect the vertical mobility of the hitch holder 3.

In FIG. 7 shows, by way of example and schematically, the coupling of a coupling according to the invention in an oblique projection from front to bottom. A sectional view of the hitch connection in the longitudinal direction is shown. Other structural elements, such as a hitch or vehicle structural elements, are not shown for the sake of simplicity. The hitch plate 2 has a recess 12 located at the rear of the shear plate 5 shown in the final position to which it comes in the course of a collision. Structural element 10 (shown as an example of a longitudinal grip of the chassis) is provided in the continuation of the coupling axis. This structural element 10 prevents further axial movement of the hitch towards the middle of the car, so that the hitch is deflected by means of a shear plate 5 and a recess 12 in order to ensure further passage. The stop 7 provides reliable adoption of the shear plate 5 of the desired end position.

In FIG. 8 shows, by way of example and schematically, the coupling of the coupling according to the invention in an oblique projection from front to top. The hitch connection of FIG. 7 in an oblique projection from front to top. The shear plate 5 has reinforcing ribs on the opposite side of the hitch, which increase the bending strength of the shear plate 5. This ensures that the shear plate 5 does not bend under the force exerted by the collision, and this force is sufficiently directed to the connecting elements 6, due to what is the simultaneous destruction of all places of a given destruction in the connecting elements 6.

In FIG. 9 shows, by way of example and schematically, the coupling of a coupling according to the invention in an oblique rear view. The hitch connection of FIG. 7 in an oblique projection from behind.

In FIG. 10 shows, by way of example and schematically, the coupling of the hitch according to the invention in an idle state in an oblique rear view. The hitch connection of FIG. 7 in an oblique projection from the back, while the shear plate 5 is in the initial position. The connecting elements are not broken. The shear plate 5 does not completely close the recess 12 and is located at a distance from the stop 7.

In FIG. 11 shows, by way of example and schematically, a coupling of a coupling according to the invention, in an idle state, in a side view. The hitch connection of FIG. 10 in side view.

In FIG. 12 shows, by way of example and schematically, the coupling of the coupling according to the invention, in the activated state, in side view. The hitch connection of FIG. 10 is a side view, with the shear plate 5 being in the final position.

List of items

1 Rail vehicle

2 hitch plate

3 hitch holder

4 Hitch

5 Shear plate

6 Connecting element

7 Emphasis

8 hook ledge

9 Overload fuse

10 structural element

11 Damping element

12 notch.

Claims (7)

1. A system for deflecting an overload fuse (9) detached due to a failure during a collision of a middle buffer coupling (4) of a rail vehicle (1), comprising a coupling plate (2) and a holder (3 mounted on this coupling plate (2)) ) hitch, characterized in that in the plate (2) of the hitch there is a recess (12) through which, when the overload fuse (9) fails, the hitch (4) passes, while a shear plate (5) is located behind this recess (12) which is connected to the hitch holder (3) and the hitch plate (2) using single elements (6), while the coupling (4) passing through the recess (12) separates the connecting elements (6), whereby the shear plate (5) and the coupling holder (3) become freely movable. 2. The system according to claim 1, characterized in that there is a stop (7), which determines the direction of movement of the separated shear plate (5). 3. The system of claim 2, characterized in that the shear plate (5) has a hook-shaped protrusion (8), which is designed for mechanical interaction with the stop (7). 4. The system according to any one of claims 1 to 3, characterized in that the connecting elements (6) are made in the form of screw connections with a place of a given destruction. 5. The system according to claim 4, characterized in that the places of a given destruction of the connecting elements (6) are located in the area of contact surfaces between the plate (2) of the coupling and the holder (3) of the coupling. 6. The system according to claim 5, characterized in that the shear plate (5) completely closes the recess (12) with undamaged connecting elements (6). 7. A rail vehicle (1) comprising a system for deflecting an overload fuse (9) separated by a failure during a collision of the middle buffer coupler (4) according to any one of claims 1 to 6.

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