WO2011138399A1 - Accouplement de véhicules ferroviaires, en particulier pour dépanner un véhicule ferroviaire ne pouvant pas se déplacer de lui-même - Google Patents

Accouplement de véhicules ferroviaires, en particulier pour dépanner un véhicule ferroviaire ne pouvant pas se déplacer de lui-même Download PDF

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Publication number
WO2011138399A1
WO2011138399A1 PCT/EP2011/057211 EP2011057211W WO2011138399A1 WO 2011138399 A1 WO2011138399 A1 WO 2011138399A1 EP 2011057211 W EP2011057211 W EP 2011057211W WO 2011138399 A1 WO2011138399 A1 WO 2011138399A1
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WO
WIPO (PCT)
Prior art keywords
coupling rod
coupling
force
spring means
rail vehicle
Prior art date
Application number
PCT/EP2011/057211
Other languages
German (de)
English (en)
Inventor
Rudolf Huber
Jani Dede
Original Assignee
Bombardier Transportation 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
Family has litigation
First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=44350638&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=WO2011138399(A1) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by Bombardier Transportation Gmbh filed Critical Bombardier Transportation Gmbh
Priority to EP11718085.1A priority Critical patent/EP2566740B1/fr
Priority to RU2012140368/11U priority patent/RU136409U1/ru
Priority to CA2800336A priority patent/CA2800336A1/fr
Publication of WO2011138399A1 publication Critical patent/WO2011138399A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories
    • B61G7/08—Adjustable coupling heads
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
    • B61D15/06—Buffer cars; Arrangements or construction of railway vehicles for protecting them in case of collisions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G5/00—Couplings for special purposes not otherwise provided for
    • B61G5/02—Couplings for special purposes not otherwise provided for for coupling articulated trains, locomotives and tenders or the bogies of a vehicle; Coupling by means of a single coupling bar; Couplings preventing or limiting relative lateral movement of vehicles

Definitions

  • the invention relates to a coupling arrangement for a rail vehicle for coupling the rail vehicle with a second rail vehicle, in particular for recovering a non-self-propelled second rail vehicle.
  • the invention further relates to a rail vehicle with such a coupling arrangement.
  • the invention relates to a method for reducing the risk of derailment in the operation of coupled rail vehicles, wherein a first rail vehicle is coupled via a coupling rod with a second rail vehicle, in particular for recovering the non-self-propelled second rail vehicle.
  • the invention relates to a method for producing the coupling arrangement and for producing a rail vehicle with such a coupling arrangement.
  • the rail vehicles are in particular light rail vehicles, such. B. trams.
  • Rail vehicle is the axis in a horizontal plane, which is oriented in the direction of travel when driving straight ahead. The tighter the curves driven in push mode, the greater the proportion of lateral force.
  • the transverse force can therefore reach a strength that the outside wheel of the first, in the direction of travel front axle with sufficient force pushes outwards against the rail, so that it comes to an upgrade of the wheel and even derailment.
  • a spring device is provided. This is understood to mean a device which experiences an elastic, reversible change in shape under the action of an external force and therefore generates a corresponding counterforce in accordance with Newton's law.
  • the deformation can z. B. be the elastic deformation of solid material, for. B. a helical spring or arrangement of leaf springs.
  • the spring device has a piston / cylinder unit, wherein piston and cylinder perform a relative movement during the deformation. In this case, preferably a gas volume is compressed, so that the resulting increased gas pressure causes the counterforce.
  • a gas volume is compressed, so that the resulting increased gas pressure causes the counterforce.
  • the spring device is now used or arranged such that at a
  • the coupling device has a force on the
  • the coupling device interacts with the spring device by exerting the force required for the deformation of the spring device on this.
  • the spring device mounted on the sliding vehicle is arranged in particular on the inside of the curve of the coupling device. in the
  • the coupling device transmits a force via the spring device to the sliding rail vehicle and thereby the above-mentioned lateral force is reduced, compensated or even overcompensated.
  • a spring device is provided on the sliding rail vehicle, but at least a second spring device, so that for curves of both directions (right and left curves) each have a spring means is provided which reduces the lateral force, which would act without the spring means, compensated or overcompensated.
  • the spring device has at least one part which is arranged on the inside of the curve of the coupling device. On this part, the force is exerted by the coupling device.
  • the source of the force is the pushed rail vehicle, which in turn is supported on the rails of the rail track. It is possible that on the inside of the curve of the coupling device, the entire
  • Spring device is arranged. As with a particularly preferred
  • Spring means are located in another area which is not on the inside of the curve of the coupling device and / or not between the coupling device and supporting parts of the rail vehicle.
  • this other part of the spring device may be that part which is responsible for the deformation of the spring
  • Spring device opposes a resistance and therefore also causes the counterforce. This part is z. B. a compressed gas tank.
  • the spring device is a device that can undergo a reversible deformation in contrast to a vibration damper, wherein the counterforce that is generated by the spring device, with decreasing externa ßeren forces causes the original, undeformed state is reached again ,
  • the counterforce decreases in contrast to the spring device with continued exposure to external forces.
  • a clutch arrangement for a vibration damper Distinguishing spring device from a vibration damper, the property of the spring device to store the mechanical energy required in the deformation of the spring device and release again when the deformation is reversed.
  • a vibration damper dissipates mechanical energy, especially in heat.
  • Rail vehicle for coupling the rail vehicle with a second
  • Rail vehicle in particular for recovering a non-self-propelled second rail vehicle, the arrangement comprising:
  • At least one spring device mounted on the supporting structures and arranged such that the coupling rod can be brought into a predetermined range of pivotal positions relative to the supporting structure, at least in a first predetermined operating condition of the assembly, and thereby exclusively in the
  • predetermined range of pivot positions may remain that a force is exerted on the spring device via the coupling rod, so that a corresponding force generated by the spring device would pivot in a reduction of the applied force, the coupling rod in the direction of a neutral position in which the coupling rod with its longitudinal axis in
  • a coupling rod is understood to be an elongated element of the coupling device, wherein forces are transmitted in the longitudinal direction of the coupling rod when the other rail vehicle is pushed or pulled. In the case of the sliding vehicle this transmits in the longitudinal direction of the coupling rod that force on the other rail vehicle, which leads to the sliding of the rail vehicle.
  • the supporting structure may in particular be parts of the car body of the rail vehicle and / or additional parts that are fixed to the vehicle Car body are connected.
  • the supporting structure will be designed to initiate the forces transmitted via the coupling device in the rail vehicle so that no unintentional deformations occur and the
  • Coupling device is supported stable.
  • the predetermined range of pivotal positions of the coupling rod which differs from other pivotal positions in that a force is exerted on the spring device within the predetermined range of the coupling rod, preferably does not start in the neutral position (ie at the pivot position corresponding to the direction of straight ahead ). This is based on the idea that when cornering with a large radius of curvature no compensation of the outside of the curve directed transverse force is required. Rather, the predetermined range of pivot position z. B. only begin at a pivot position, wherein the longitudinal axis of the coupling rod forms an angle of at least 4 °, in particular 6 ° with the direction of the neutral position.
  • the coupling rod exerts a force on the spring device in the predetermined range of pivot positions.
  • a second predetermined operating condition in which no force or less force is to be exerted on the spring device by the coupling rod in the predetermined range of pivot positions, as is the case in the first predetermined operating state.
  • the second predetermined operating state allows z. B. a clutch operation in which the preceding vehicle still contributes to the drive itself or the non-drivable second
  • the coupling rod may have a recess which can be covered with a cover, wherein the recess in the first predetermined
  • the second predetermined operating state can be adjusted by the fact that the recess is not or only partially covered by the cover. Therefore, the spring device in protrude the predetermined range of pivoting positions in the recess, so that the coupling rod without a force to exert on the spring means or under exercise of a smaller force on the spring means than in the first
  • the cover need not be located completely outside the recess when covering the recess. Rather, the cover may at least partially extend in the recess when it covers them.
  • the cover has at least in a partial region of a curved shape, wherein the curvature extends at least partially within the recess and cooperates with a part of the spring means which is also curved at its free end and in the manner of a ball joint (such. the human hip joint) at the
  • Curved surface of the cover can roll. This enables the spring means and the cover to effectively cooperate with each other at the various pivot positions in the predetermined range of pivot positions.
  • the spring device (this does not apply only to the curved cover embodiment described herein) may be pivotally connected to the supporting structure so that it can pivot relative to the supporting structure as the pivotal position of the pivotal body moves
  • the spring device is or is not permanently with the particular
  • Coupled coupling rod This can be achieved in particular in that the spring device is not permanently in contact with the coupling rod.
  • the piston rod may have a free end which points to the coupling rod but does not touch the coupling rod when the coupling rod is in the neutral position for driving straight ahead. This has the particular advantage that the spring device is not mechanically stressed when no counterforce on the coupling rod to be exercised by the spring means.
  • the spring device can only be coupled to the coupling rod and / or generate the counterforce when the
  • the counter-force of the spring device acts.
  • the spring device is preferably also not coupled to the coupling rod (in particular not in contact with the coupling rod), when the coupling rod is in pivotal positions or moves, in which the coupling rod is pivoted from the neutral position in the direction whose opposite direction in the first predetermined operating state, the counter-force of the spring device acts.
  • Coupling rod another feather device so that curves of both directions can be traversed.
  • the two spring devices are of the same type and function in the same manner.
  • the first spring device is arranged on a first side of the coupling rod, so that a force is exerted on the first spring device for pivoting the coupling rod in the predetermined range of pivot positions.
  • the second spring device is on the
  • Pivoting positions can be arranged.
  • the spring means may comprise a piston / cylinder unit, wherein when pivoting the coupling rod while exerting a force on the
  • Coupling rod to the spring means of the piston and the cylinder are moved against a spring force relative to each other, wherein the cylinder is filled with a liquid and wherein the cylinder interior is connected via a fluid line to a pressure vessel in which the liquid presses against a pressurized volume of gas.
  • a pressure vessel in which the liquid presses against a pressurized volume of gas.
  • the piston and cylinder of the spring device may be in a relative position in which the
  • predetermined range of pivot positions is pivotally. This possibility offers an alternative to the cover of the recess in the coupling rod in order to select a second predetermined operating state.
  • the state of the spring device is changed to the interaction between the coupling rod and spring device in the predetermined range of
  • the scope of the invention also includes a rail vehicle with a
  • the scope of the invention includes a method for reducing the risk of derailing when operating coupled rail vehicles, wherein a first rail vehicle is coupled via a coupling rod to a second rail vehicle, in particular for recovering the non-self-propelled second rail vehicle, wherein:
  • a spring device is used, which is attached to a load-bearing structures of the first rail vehicle and in the swivel range of
  • Coupling rod is located, during cornering of the coupled rail vehicles of the second rail vehicle via the coupling rod, a force is exerted on the spring means, so that a corresponding one of the
  • Rail vehicles would be oriented when driving straight ahead.
  • Manufacturing process includes in particular the following steps:
  • Rail vehicles can pivot accordingly
  • Operating condition of the assembly can be brought thereby exclusively in a predetermined range of pivotal positions relative to the supporting structure and can remain solely in the predetermined range of pivotal positions that a force is exerted on the spring means via the coupling rod, so that a corresponding generated by the spring means Counterforce with a reduction of the applied force would swing the coupling rod in the direction of a neutral position in which the coupling rod with its longitudinal axis in the direction of the coupled
  • Rail vehicles would be oriented when driving straight ahead.
  • the scope of the invention includes a method for producing a
  • the coupling device in one of the embodiments, in described in this description is attached to supporting parts of the rail vehicle.
  • the supporting structure of the coupling assembly is connected to a supporting structure of the rail vehicle or is part of the supporting structure of the rail vehicle.
  • Fig. 1 is a plan view of parts of two coupled together
  • Coupling rail vehicles are pivotally mounted and for the
  • FIG. 3 is a plan view of the supporting structure of a coupling arrangement, wherein the coupling rod is shown in a folded state
  • FIG. 4 schematically shows an embodiment of a spring device which has a piston /
  • Fig. 5 shows a preferred embodiment of a coupling rod
  • FIG. 6 shows a longitudinal section through the piston / cylinder unit of FIG. 5
  • Fig. 7 is a plan view of a part of the coupling rod of Fig. 5 shown
  • Fig. 8 is a horizontal section through a preferred embodiment of a
  • FIG. 9 is an illustration of the arrangement of FIG. 8, but with the
  • Coupling rod is in a pivot position in which it has contact with the piston rod of the piston / cylinder unit, but the piston rod has not been moved in the direction of the cylinder,
  • Fig. 10 shows the arrangement of Fig. 8 and Fig. 9, but wherein the coupling rod in a
  • Pivoting position is in which the piston rod has been moved and therefore the Piston in the cylinder interior in the direction of attachment of the piston /
  • FIG. 1 the arrangement of FIGS. 8 to 10, but wherein the coupling rod is in the pivoting position with the greatest possible angle between the longitudinal axis of the coupling rod and the direction of the neutral position, so that the piston rod and the piston as far as possible in the direction of attachment of the piston - / cylinder unit have been moved,
  • FIG. 12 shows the arrangement from FIGS. 8 to 11 in the embodiment shown in FIG.
  • Pivot position, but with a recess in the coupling rod is open, so that the piston rod extends through the recess and the piston rod and the piston have not been moved in the direction of attachment of the piston / cylinder unit.
  • Fig. 1 shows a first rail vehicle 1 and a second rail vehicle 2, which are coupled together via a coupling device.
  • coupling rods 1 1, 12 can be seen in Fig., Which at their free end, approximately in the middle between the rail vehicles 1, 2 with each other
  • the coupled vehicles 1, 2 are in a cornering.
  • the direction of travel is in FIG. 1 from bottom to top, as indicated by an arrow designated PR. Therefore, the vehicles 1, 2 are on a journey in a right turn of the rail track.
  • the coupling rods 1 1, 12 are therefore not aligned with their longitudinal axes in the direction of the longitudinal axes of the rail vehicles 1, 2, but pivoted viewed from the vehicle 1 in the direction of travel to the right.
  • Running rail 4a The torque generated by the lateral force F q causes a transverse force F q 'at the location of the wheel 7 which is greater than the transverse force F q . This force can lead to the rising of the wheel 7 on the upper edge of the left rail 4 b and thus derailment of the vehicle. 1
  • Fig. 2 shows schematically the mutually facing ends of the rail vehicles 1, 2 with the thereto pivotally mounted coupling rods 1 1, 12.
  • the coupling portion of the coupling rod 1 1 is denoted by the reference numeral 14.
  • Fastening portions of the coupling rods 1 1, 12 are each designated by the reference numeral 17.
  • Fig. 3 shows a plan view of parts in the front region of a rail vehicle.
  • the direction of travel extends in the plan view of FIG. 3 from bottom to top or from top to bottom.
  • a bumper 42 which extends convexly curved over a substantial part of the width of the rail vehicle.
  • the bumper 42 is fixed at its opposite ends in each case on a shock-consuming element 41 a, 41 b.
  • the impact energy can be at least partially consumed by the consuming elements 41 a, 41 b, ie converted into deformation energy and heat energy, so that the impact is not or only partially on the illustrated in Fig. 3 supporting structure of the rail vehicle is transmitted.
  • a cross member 35 From the supporting structure, a cross member 35, two approximately in the end regions of the cross member 35 attached thereto longitudinal beams 36a, 36b and diagonal supports 37a, 37b shown extending from the cross member 35 diagonally outward Shen in the direction of the consuming elements 41.
  • An element 39a, 39b is arranged on each of these diagonal supports 37a, 37b on the inside, ie on the mutually facing sides of the diagonal supports 37.
  • the element 39a shown on the right in Fig. 3 forms a stopper A, while on the other element 39b a tab 40 for fixing the free end of the coupling rod 31 is attached.
  • the coupling rod 31 is collapsible by being pivoted about a vertically extending pivot axes of a joint 38 in the central region of the coupling rod 31 and about a pivot axis R in the attachment region of the coupling rod 31.
  • Fig. 3 shows the folded position, in which the closer to the coupling rod 31
  • Mounting portion 17 lying portion 33 of the coupling rod 31 abuts (or almost abuts), while the further away from the mounting portion 17 lying portion 32 of the coupling rod 31 is fixed with its free end to the tab 40.
  • Fig. 4 shows schematically a piston / cylinder unit 21, which is part of a spring device.
  • the unit 21 may be z. B. to the device 21 a or 21 b shown in Fig. 1 act.
  • the unit 21 is pivotally attached via a bracket 25 to the supporting structure of the rail vehicle, for. B. as shown in one of Figs. 8 to 12 is shown.
  • the piston 24 of the unit 21 is located in the cylinder interior of the cylinder 23 and is slidably mounted in the longitudinal direction of the cylinder interior. With the piston 24, the piston rod 22 is connected, resulting from the
  • Cylinder interior out in the illustration of FIG. 4 extends to the left.
  • a liquid for. B. suitable for hydraulic equipment hydraulic oil.
  • a liquid line 26 is connected to the Cylinder interior connected, so that upon movement of the piston 24 in a manner which reduces the volume of liquid in the cylinder interior, liquid flows from the cylinder interior into the conduit 26.
  • the other end of the conduit 26 is connected to a pressure vessel.
  • Within the pressure vessel there is a further piston 29, which is displaceably mounted in the longitudinal direction.
  • the piston 29 separates a volume of gas (to the right in FIG. 4) from the volume of fluid (left in FIG. 4) which is connected to the end of the fluid line 26.
  • the piston 24 of the unit 21 By the mentioned movement of the piston 24 of the unit 21, therefore, liquid is pressed into the liquid volume of the pressure vessel 30, whereby the piston 29 moves and reduces the gas volume. This increases the gas pressure and exerts a counter force on the liquid from the piston 24.
  • the liquid line 26 and the pressure vessel 30, therefore, a total of one spring device is realized. In this case, only the unit 21 must be located in the region in which the piston rod exerts a force on the spring device.
  • the pressure vessel 30 may be z. B. above the height level of the unit 21 are located approximately in the region of the longitudinal center axis of the rail vehicle.
  • a pressure gauge 291 is still shown, which is connected via a connecting line 27 to the liquid line 26.
  • a valve 28 is shown, which allows fluid to be discharged from the liquid line 26 or into the line and thus into the cylinder 23 and / or to introduce the liquid volume of the pressure vessel 30.
  • the valve 28 allows the pressure vessel 30 to be connected via the liquid line 26 to the unit 21 when required, namely when derailing of the vehicle is possible and therefore the spring force of the spring device is needed. Conversely, if the spring device is not needed, the pressure vessel 30 can be disconnected.
  • valves, in particular in the liquid line 26, are closed, so that not all the liquid must be removed.
  • Fig. 5 shows a three-dimensional representation of a coupling rod 31 with a coupling portion 34 at the free end for coupling with another
  • the coupling rod 31 in turn has a longitudinal portion 33 which is pivotally connected about a vertical pivot axis with a mounting portion 17.
  • This mounting portion 17 is connected to the supporting structure of a rail vehicle to attach the coupling rod thereto.
  • the coupling rod 31 has a portion 32 extending farther from the attachment portion 17, which leads to the free end.
  • the portion 33 which is closer to the mounting portion 17, has a
  • the unit 21 a further includes a cylinder 23 which terminates at a mounting portion 25 of the unit 21 a.
  • a vertical pivot axis pivotally connected to the supporting structure of
  • the liquid line 26 is connected to the interior of the cylinder 23 and leads from there to the pressure vessel 30.
  • the unit 21 a, the liquid line 26 and the pressure vessel 30 correspond to z. B. the
  • Fig. 6 shows a longitudinal section through a piston / cylinder unit 21, z. B.
  • the unit 21 a in Fig. 1 and / or Fig. 5.
  • the piston rod 22 extends in its longitudinal direction to the left in Fig. 6 to its free end, which cooperates with the piston rod if necessary.
  • the piston 24 is in its left stop position, d. H. in the position in which no or no sufficiently large force is exerted on the piston rod 22 to move the piston rod 22 and piston rod 24 to the right.
  • a connection opening 20 is shown, at which the top right in Fig. 6, a connection opening 20 is shown, at which the
  • Liquid line 26 (eg Fig. 5) can be connected.
  • Fig. 7 shows a part of a coupling rod, for. 5.
  • the recess 51 can be closed by a cover or a cover 53.
  • the cover 53 also folded away from the recess 51 and / can be folded out, in the position shown further to the right.
  • the surface of the cover 53 extends into the interior of the recess 51 and is rounded there, so that the free end z. 6 can cooperate with the cover 53 at different orientations of the longitudinal axis of the piston rod 22 relative to the coupling rod, as shown in Fig. 6.
  • “Interaction” means that the coupling rod on the cover 53 can exert a force on the piston rod 22, the force acting substantially in the longitudinal direction of the piston rod 22.
  • Figures 8 to 12 show an arrangement with a coupling rod 32, 33, for example, the coupling rod 31 shown in Fig. 5, wherein only one
  • Section of the coupling rod 32, 33 is shown, which extends from the mounting portion 17 in the direction of the coupled other vehicle.
  • the assembly further comprises a piston / cylinder unit 21, for example, the unit 21 a of Fig. 5.
  • the unit 21 is pivotally attached via a mounting portion 25 to a projecting portion 57 of the supporting structure of the rail vehicle.
  • the projecting part 57 is attached to an oblique to the direction of travel (the direction of travel is horizontal in Figs. 8 to 12).
  • the supporting part 58 of the mounting portion 17 of the coupling rod 32, 33 is firmly connected.
  • the pressure vessel 30 and the liquid line 26 are shown schematically.
  • FIGS. 8 to 12 serve to illustrate different rotational positions of the
  • Coupling rod 32, 33 aligned with its longitudinal axis LA approximately in the horizontal direction, d. H. in the neutral position.
  • the recess 51 in the longitudinal section 33 is closed by the cover 53.
  • the cover 53 and the free end of the piston rod 22 of the unit 21 are not in contact with each other in the neutral position.
  • Neutral position extend are designated with the respective angle 6 °, 20 ° or 40 °.
  • Coupling rod 32, 33 to be able to pivot further in the direction of the 20 ° line, a corresponding force must be exerted by the cover 53 on the piston rod 22.
  • the force to be overcome is determined by the corresponding pressure of the gas in the pressure vessel 30. Since the volume change of the gas volume (see, for example, the gas volume to the right of the piston 29 in Fig. 4) is approximately inversely proportional to the pressure increase of the gas, but there is already a pressure of the gas in the pressure vessel 30 prevails, the coupling rod 32, 33 can move the piston rod 22 with a force in the direction of the mounting portion 25 of the unit 21, which does not increase greatly.
  • the force increases only slightly as the pivoting angle increases.
  • the desired characteristic of the unit 21 can be determined applied force depending on the pivot angle of the coupling rod can be adjusted.
  • Other influencing factors are the type of gas in the pressure vessel and the temperature. It has been found, however, that in a wide temperature range in which the operation of rail vehicles is possible, in each case a suitable for preventing the derailment characteristic of the force Schwenkwinkeljankeit is adjustable, the adjustment for larger portions of the entire temperature range can be maintained.
  • liquid can be taken or added, in particular with the arrangement shown in FIG. 4 or a similar arrangement, so that the initial pressure changes accordingly.
  • Fig. 10 shows the pivotal position in which the longitudinal axis of the coupling rod 32, 33 extends in the direction of the 20 ° line, d. H.
  • the coupling rod is pivoted by 20 °. It can be seen that the piston has already been displaced within the cylinder 23 by one distance.
  • Fig. 1 the coupling rod 32, 33 is shown in the pivoting position with the maximum pivot angle of 40 °. Accordingly, the piston is within the cylinder 23 at the stop or almost at the stop, which is defined by the end of the cylinder interior.

Abstract

L'invention concerne un agencement d'accouplement pour un véhicule ferroviaire (1), pour accoupler le véhicule ferroviaire à un deuxième véhicule ferroviaire (2), en particulier pour dépanner un deuxième véhicule ferroviaire (2) ne pouvant pas se déplacer de lui-même. L'agencement présente : une barre d'accouplement (11) pour relier mécaniquement et donc accoupler les véhicules ferroviaires (1, 2), une construction porteuse (17, 35), par le biais de laquelle la barre d'accouplement (11) peut être reliée au véhicule ferroviaire (1), la barre d'accouplement (11) pouvant pivoter par rapport à la construction porteuse (17, 35), de sorte que la barre d'accouplement (11), lors de déplacements en virage des véhicules ferroviaires (1, 2) accouplés l'un à l'autre, puisse pivoter de manière correspondante, au moins un dispositif de suspension (21, 30) qui est monté sur les constructions porteuses (17, 35) et qui est disposé de telle sorte que la barre d'accouplement (11) puisse être montée au moins dans un premier état de fonctionnement prédéfini de l'agencement exclusivement dans une plage prédéfinie de positions de pivotement par rapport à la construction porteuse (17, 35) et puisse rester exclusivement dans la plage prédéfinie de positions de pivotement, par le fait qu'une force est exercée par le biais de la barre d'accouplement (11) sur le dispositif de suspension (21, 30), de sorte qu'une force conjuguée correspondante produite par le dispositif de suspension (21, 30), en cas de réduction de la force exercée, fasse pivoter la barre d'accouplement (11) dans la direction d'une position neutre, dans laquelle la barre d'accouplement (11) serait orientée avec son axe longitudinal dans la direction de conduite des véhicules ferroviaires accouplés (1, 2) en cas de déplacement en ligne droite.
PCT/EP2011/057211 2010-05-05 2011-05-05 Accouplement de véhicules ferroviaires, en particulier pour dépanner un véhicule ferroviaire ne pouvant pas se déplacer de lui-même WO2011138399A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP11718085.1A EP2566740B1 (fr) 2010-05-05 2011-05-05 Accouplement de véhicules ferroviaires, en particulier pour dépanner un véhicule ferroviaire ne pouvant pas se déplacer de lui-même
RU2012140368/11U RU136409U1 (ru) 2010-05-05 2011-05-05 Сцепление рельсовых транспортных средств, прежде всего для эвакуации не способного к движению своими силами рельсового транспортного средства
CA2800336A CA2800336A1 (fr) 2010-05-05 2011-05-05 Accouplement de vehicules ferroviaires, en particulier pour depanner un vehicule ferroviaire ne pouvant pas se deplacer de lui-meme

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE201010019905 DE102010019905A1 (de) 2010-05-05 2010-05-05 Kupplung von Schienenfahrzeugen, insbesondere zum Bergen eines nicht aus eigener Kraft fahrfähigen Schienenfahrzeugs
DE102010019905.2 2010-05-05

Publications (1)

Publication Number Publication Date
WO2011138399A1 true WO2011138399A1 (fr) 2011-11-10

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Application Number Title Priority Date Filing Date
PCT/EP2011/057211 WO2011138399A1 (fr) 2010-05-05 2011-05-05 Accouplement de véhicules ferroviaires, en particulier pour dépanner un véhicule ferroviaire ne pouvant pas se déplacer de lui-même

Country Status (5)

Country Link
EP (1) EP2566740B1 (fr)
CA (1) CA2800336A1 (fr)
DE (1) DE102010019905A1 (fr)
RU (1) RU136409U1 (fr)
WO (1) WO2011138399A1 (fr)

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CN112896224A (zh) * 2021-02-04 2021-06-04 中车青岛四方车辆研究所有限公司 车钩及其锁定方法

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Publication number Priority date Publication date Assignee Title
AT16474U1 (de) * 2018-04-27 2019-10-15 Bombardier Transp Gmbh Crashkonzept Stadt-Regio-Fahrzeug

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CA2800336A1 (fr) 2011-11-10
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DE102010019905A1 (de) 2011-11-10
EP2566740A1 (fr) 2013-03-13

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