EP3168108B1 - Dispositif d'accouplement pour vehicule sur rails et vehicule sur rails dote d'un tel dispositif d'accouplement - Google Patents

Dispositif d'accouplement pour vehicule sur rails et vehicule sur rails dote d'un tel dispositif d'accouplement Download PDF

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Publication number
EP3168108B1
EP3168108B1 EP15194737.1A EP15194737A EP3168108B1 EP 3168108 B1 EP3168108 B1 EP 3168108B1 EP 15194737 A EP15194737 A EP 15194737A EP 3168108 B1 EP3168108 B1 EP 3168108B1
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Prior art keywords
rail
coupling
coupling apparatus
rail vehicle
coupling element
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EP15194737.1A
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German (de)
English (en)
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EP3168108A1 (fr
Inventor
Enrico Studer
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G1/00—Couplings comprising interengaging parts of different shape or form and having links, bars, pins, shackles, or hooks as coupling means

Definitions

  • the invention relates to a coupling device for rail vehicles according to the preamble of the independent claim.
  • the invention further relates to a rail vehicle with at least one coupling device according to the invention.
  • the technical environment for example, is based on the US 2170924 A referred.
  • Coupling devices are used in rail vehicles to connect locomotives and / or cars to trains. Different coupling devices are used. A basic distinction is made between screw couplings and middle buffer couplings.
  • a screw coupling comprises at least one pull hook on each end face of the rail vehicle, to which the actual coupling comprising a pull bracket and a spindle is attached.
  • the drawbar of one rail vehicle must be hooked into the pull hook of the other vehicle and the coupling shortened by turning the spindle.
  • a screw coupling can only transmit tensile forces.
  • rail vehicles equipped with a screw coupling are always provided with spring buffers which can transmit the compressive forces which occur, for example, when braking or pushing.
  • different arrangements of the screw coupling and the spring buffer are possible.
  • the pull hook is arranged in the center and the spring buffers are arranged on either side of it.
  • a central buffer coupling with a central spring buffer is usually used, with the screw coupling below or in duplicate is arranged on the side.
  • a disadvantage of a screw coupling or center buffer coupling is the impossible transfer of pressure or impact force without a spring buffer, the manual actuation that is necessary, that there are limits to compatibility due to the different arrangement of spring buffers and pulling hooks, and that lateral forces are generated during bends when transferring pressure and shock force , which must be limited to ensure derailment security.
  • An automatic or semi-automatic central buffer coupling combines the functions of traction and pressure and shock force transmission and is located in the center of the front of the rail vehicle.
  • Such center buffer clutches reduce the coupling effort and can also have electrical and pneumatic clutches.
  • the coupling device according to the invention is suitable for rail vehicles with at least one buffer and at least one associated traction transmission device.
  • buffer refers to elements which are used to transmit pressure and impact forces while a tensile force is transmitted by means of the tensile force transmission device.
  • a tensile force transmission device is a device which serves to transmit tensile forces between rail vehicles connected thereto.
  • Such a tensile force transmission device is preferably designed as a screw coupling.
  • the coupling device comprises a coupling element for connection to a second, compatible coupling element of another rail vehicle.
  • the coupling device can have a single coupling element which combines the properties of two compatible coupling elements.
  • the coupling element is preferably designed such that it can be connected to a central buffer coupling.
  • the coupling element of a rail vehicle comprises the essential elements of the coupling element of the rail vehicle with the central buffer coupling.
  • the coupling element can be designed as a coupling head of an automatic or semi-automatic central buffer coupling.
  • the coupling device according to the invention further comprises an arcuate rail on which the coupling element is movably arranged.
  • the arc-shaped rail is preferably designed in such a way that positive locking is ensured in both directions of travel of the rail vehicle between the arc-shaped rail and the coupling element, the coupling element being displaceable in other directions.
  • the arcuate rail can also be fastened to the rail vehicle by means of fastening means.
  • the arc-shaped rail serves to allow the coupling element to move freely, which is necessary when cornering or when changing slopes, since otherwise the forces that occur can destroy the coupling device or, in the worst case, lead to derailment of the rail vehicle, and allow a transmission of forces as with a ordinary middle buffer coupling.
  • the arc-shaped rail is preferably releasably attachable to the rail vehicle in order to enable the rail vehicle to be converted quickly and, if necessary, to be able to easily remove the coupling device according to the invention.
  • the arc-shaped rail can be attached indirectly to the rail vehicle via the tensile force transmission device and the coupling element.
  • a special configuration of the curved rail and coupling element allows the curved rail to be fastened to the rail vehicle without, however, the fastening means, be it in whole or in part, having to be arranged directly on the rail vehicle.
  • the arcuate rail can be fastened to the rail vehicle by a pressing force, the pressing force being generated by tensioning the coupling element by means of the train transmission device.
  • the arc-shaped rail can be inserted, for example, into the already existing openings of the rail vehicle via connecting pieces, in order to be able to form a positive connection transverse to the pressing force and to achieve self-positioning.
  • the curved rail can be attached directly to the rail vehicle via the traction force transmission device.
  • the fastening means can be part of the arcuate rail.
  • the arcuate rail can be fastened to the rail vehicle by a contact pressure, the contact pressure being generated by tensioning the arcuate rail itself by means of the train transmission device.
  • the arc-shaped rail can also be inserted here, for example, into the already existing openings of the rail vehicle, in order to be able to form a positive connection transverse to the contact pressure and to achieve self-positioning.
  • the center of the arc of the arc-shaped rail preferably coincides essentially with a pivot point of the tensile force transmission device agree if the curved rail has been installed as intended.
  • the tensile force transmission device is designed as a screw coupling
  • the center of the arc of the arcuate rail and the pivot point of the screw coupling preferably match.
  • the center of the arc of the arc-shaped rail can essentially coincide with a pivot point of a bogie or lie on a wheel axis of the rail vehicle.
  • the center of the arc of the arcuate rail can coincide with a pivot point of an automatic or semi-automatic central buffer coupling which can be retrofitted.
  • the fastening means can further preferably comprise a recess in the arcuate rail, the recess being designed to accommodate at least a part of the tensile force transmission device and / or the coupling element.
  • a recess in the arcuate rail the recess being designed to accommodate at least a part of the tensile force transmission device and / or the coupling element.
  • Such an embodiment is particularly advantageous if the arcuate rail is attached to the rail vehicle by pressing force.
  • the recess thus forms a passage for the tensile force transmission device and / or the coupling element or parts thereof, so that the curved rail is pressed against the rail vehicle by tensioning the coupling element by means of the tensile force transmission device.
  • the fastening means can have areas for at least partially accommodating the buffer.
  • the buffer When attached to the buffer, its buffer effect can be used.
  • the need for additional buffer elements for the coupling device according to the invention is thus eliminated.
  • the buffer can also only serve as an abutment for the arcuate rail and / or as a centering element.
  • receiving areas for the buffer can be present, for example. By pressing the rail against the rail vehicle, a positive connection transverse to the contact pressure and self-positioning of the curved rail is achieved via the receiving areas.
  • the arcuate rail preferably has a curved contact surface for the coupling element.
  • a curved contact surface is understood to mean a curvature of the arcuate rail in the vertical direction.
  • the curvature can preferably produce a convexity or a concavity of the arcuate rail.
  • the coupling element is designed accordingly and can slide along the curved contact surface in order to enable optimum power transmission even when driving over a change of slope.
  • the coupling element is connected to the arcuate rail via a sliding element.
  • the assembly effort of a coupling device according to the invention can be reduced, since when the type of coupling is changed, not the entire coupling device but only the coupling element has to be replaced.
  • the sliding element can further preferably have grooves in which a side region of the curved rail engages.
  • the coupling element is preferably arranged so that it can be displaced substantially horizontally and / or vertically in the sliding element when it is installed as intended.
  • the connecting section between the sliding element and the coupling element is formed accordingly by a suitable construction. This can be done in addition to the design variants mentioned above or alternatively.
  • the contact surface of the arcuate rail and / or the surface of the sliding element, which in the intended state interacts with the contact surface of the arcuate rail, are preferably made of a material with a low coefficient of friction manufactured to further improve the sliding properties
  • the sliding element and / or the arcuate rail can additionally or alternatively have support rollers in order to support the sliding.
  • the curved rail can have sections by means of which the curved rail can be fastened to a frame of the rail vehicle.
  • the arcuate rail can in particular have supports and the like, which interact with elements already present in the rail vehicle, such as openings, projections, depressions, etc., and allow the arcuate rail to be fastened and / or positioned.
  • the curved rail can preferably have adjustable stop elements for limiting the movement of the coupling element and / or the sliding element along the curved rail.
  • stop elements which can be fastened to the arcuate rail.
  • stop elements can also be present on the sliding element and / or on the coupling element, which can likewise restrict the freedom of movement of the coupling element.
  • the invention further relates to a rail vehicle with at least one coupling device according to the invention.
  • the present invention is not only suitable for rail vehicles but can also be used with corresponding changes familiar to the person skilled in the art for model railroad vehicles.
  • FIG. 1 to 3 A first embodiment of a coupling device 1 according to the invention is shown, which is indicated by the arrow 1.
  • the coupling device 1 is arranged on a rail vehicle 15 and 15 ′ and serves to connect two adjacent rail vehicles 15. That in the Figures 1 to 3
  • the exemplary embodiment shown in each case comprises two coupling devices 1 of identical design, so that only one coupling device 1 is described in detail below. The same applies accordingly to the construction of the rail vehicles 15 and 15 '.
  • the coupling device 1 comprises an arcuate rail 5 in the intended, assembled state, which is provided with two webs 13 at its two ends.
  • the webs 13 serve as spacers to a frame 14 of the respective one Rail vehicle 15.
  • the webs 13 can be provided with fastening means, for example with a quick-release fastener or a flange, in order to fasten the rail 5 to the rail vehicle 15.
  • the webs 13 can also be inserted into openings in the frame 14 and secured there. Alternatively, it can be attached using contact pressure.
  • the rail vehicle 15 shown in FIGS. 3 to 3 is a classic rail vehicle with a screw coupling arranged in the center with a pull hook 3 and buffers 2 arranged on the side.
  • the rail 5 has a curved contact surface 9.
  • a sliding element 10 is also provided with a sliding surface designed in accordance with the curvature of the contact surface 9, so that the sliding element 10 and the rail 5 are movable relative to one another.
  • a recess 7 (more visible in Figure 5 ) available, which serves to carry out a U-shaped bracket 6.
  • the bracket 6 has a thread at both ends.
  • the sliding element 10 also has openings which serve to pass through the ends of the bracket 6.
  • the bracket 6 and the curved contact surface 9 allow pivoting of the sliding element 10 along the rail 5, such as in the Figure 3 shown.
  • a coupling element 4 is fastened to the sliding element 10, which can be designed, for example, as a Scharfenberg coupling and which allows the rail vehicle 15 to be connected to a rail vehicle 15 'provided with such a coupling, as in FIGS Figures 4 and 5 shown.
  • the coupling elements 4 and 4 ' can also be formed in one piece, so that a separation on the coupling element is not possible.
  • the rail 5 can be fastened as in FIGS Figures 6 , 7 , 8th , 10th and 11 respectively.
  • the rail 5 is biased and fastened with two brackets 6 and 6 'against the central buffer 2 with the aid of screw nuts 16.
  • the schematically illustrated coupling element 4 is connected to the rail 5 via a likewise schematically illustrated sliding element 10 and is mounted in a sliding manner.
  • the rail can, as in the Figures 7 and 8 shown, can be provided with a buffer receptacle 8.
  • the buffer receptacle 8 engages behind the head of the middle buffer 2.
  • the curvature of the rail 5 is selected accordingly, depending on the type of rail vehicle and the type of coupling element 4.
  • FIG. 9 an exemplary arrangement of the sliding element 10 is shown schematically.
  • a side region 12 of the rail 5 serves as a guide for a groove 11 of the sliding element 10, so that so that the sliding element 10 can slide along the rail 5.
  • the sliding element 10 or the side region 12 of the rail 5 can have support rollers or the like, which simplify the pivoting. Since the sliding element 10 can thus only pivot about an axis, the sliding element 10 can also be provided with further means which enable pivoting about another axis.
  • the in the Figure 9 Fastening option shown is particularly suitable in an embodiment as in the Figures 6 , 7 , 8th , 10th and 11 shown.
  • FIG. 10 and 11 Another variant of the coupling device 1 is shown.
  • the rail vehicle 15 is equipped with a central buffer 6, as in FIG Figure 6 shown.
  • the rail vehicle 15 ' is, however, with a central buffer coupling, as shown in FIG Figure 4 known, provided.
  • the coupling element 4 is in Figure 10 however, rigidly connected to the rail 5, so that the entire rail 5 is displaced when cornering.
  • the coupling element 4 is connected to the rail 5 by means of a sliding element 10 and is mounted in a sliding manner, so that when cornering the Figure 11 shown displacement of the coupling element 4 with sliding element 10 results.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Railway Tracks (AREA)

Claims (13)

  1. Dispositif d'accouplement (1) pour véhicules sur rails, comprenant au moins un tampon (2) et au moins un dispositif de transfert de force de traction associé (3), le dispositif d'accouplement (1) comprenant :
    - un élément d'accouplement (4) pour la liaison à un deuxième élément d'accouplement compatible (4') d'un autre véhicule sur rails,
    - un rail de forme courbe (5) sur lequel est disposé de manière déplaçable l'élément d'accouplement (4),
    caractérisé en ce que le rail (5) peut être fixé au véhicule sur rails par des moyens de fixation (6), indirectement par le biais du dispositif de transfert de force de traction (3) et de l'élément d'accouplement (4), ou directement par le biais du dispositif de transfert de force de traction (3).
  2. Dispositif d'accouplement (1) selon la revendication 1, caractérisé en ce que dans l'état monté conforme, le centre (M) de l'arc du rail (5) coïncide essentiellement avec un centre de rotation du dispositif de transfert de force de traction (3).
  3. Dispositif d'accouplement (1) selon la revendication 1, caractérisé en ce que dans l'état conforme, le centre (M) de l'arc du rail (5) coïncide essentiellement avec un centre de rotation d'un bogie ou est situé sur un essieu de roues du véhicule sur rails.
  4. Dispositif d'accouplement (1) selon la revendication 1, dans lequel le rail (5) peut être fixé au véhicule sur rails par des moyens de fixation (6) indirectement par le biais du dispositif de transfert de force de traction (3) et de l'élément d'accouplement (4), caractérisé en ce que les moyens de fixation (6) comprennent un évidement (7) dans le rail (5), lequel est réalisé pour recevoir au moins une partie du dispositif de transfert de force de traction (3).
  5. Dispositif d'accouplement (1) selon l'une quelconque des revendications précédentes, caractérisé en ce que les moyens de fixation (6) présentent des régions (8) pour recevoir au moins en partie le tampon (2).
  6. Dispositif d'accouplement (1) selon l'une quelconque des revendications précédentes, caractérisé en ce que le rail (5) présente une surface de contact cintrée (9) pour l'élément d'accouplement (4).
  7. Dispositif d'accouplement (1) selon l'une quelconque des revendications précédentes, caractérisé en ce que l'élément d'accouplement (4) est connecté au rail (5) par le biais d'un élément de glissement (10).
  8. Dispositif d'accouplement (1) selon la revendication 7, caractérisé en ce que l'élément de glissement (10) présente des rainures (11) dans lesquelles s'engage une région latérale (12) du rail (5).
  9. Dispositif d'accouplement (1) selon l'une quelconque des revendications 7 et 8, caractérisé en ce que l'élément d'accouplement (4), dans l'état monté conforme, est disposé de manière déplaçable essentiellement horizontalement et/ou verticalement dans l'élément de glissement (10).
  10. Dispositif d'accouplement (1) selon l'une quelconque des revendications 7 à 9, caractérisé en ce que l'élément de glissement (10) présente des galets de support.
  11. Dispositif d'accouplement (1) selon l'une quelconque des revendications précédentes, caractérisé en ce que le rail (5) présente des portions (13) par le biais desquelles le rail (5) peut être fixé à un châssis (14) du véhicule sur rails.
  12. Dispositif d'accouplement (1) selon l'une quelconque des revendications précédentes, caractérisé en ce que le rail (5) présente des éléments de butée réglables pour limiter le déplacement le long du rail (5) de l'élément d'accouplement (4) et/ou de l'élément de glissement (10).
  13. Véhicule sur rails comprenant au moins un dispositif d'accouplement (1) selon l'une quelconque des revendications précédentes.
EP15194737.1A 2015-11-16 2015-11-16 Dispositif d'accouplement pour vehicule sur rails et vehicule sur rails dote d'un tel dispositif d'accouplement Active EP3168108B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP15194737.1A EP3168108B1 (fr) 2015-11-16 2015-11-16 Dispositif d'accouplement pour vehicule sur rails et vehicule sur rails dote d'un tel dispositif d'accouplement

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP15194737.1A EP3168108B1 (fr) 2015-11-16 2015-11-16 Dispositif d'accouplement pour vehicule sur rails et vehicule sur rails dote d'un tel dispositif d'accouplement

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EP3168108A1 EP3168108A1 (fr) 2017-05-17
EP3168108B1 true EP3168108B1 (fr) 2020-06-10

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EP15194737.1A Active EP3168108B1 (fr) 2015-11-16 2015-11-16 Dispositif d'accouplement pour vehicule sur rails et vehicule sur rails dote d'un tel dispositif d'accouplement

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Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT523840B1 (de) * 2020-11-11 2021-12-15 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh Kupplung zur Durchführung eines Abhängeversuchs

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR406726A (fr) * 1908-09-04
US2170924A (en) * 1937-01-02 1939-08-29 Chrysler Corp Vehicle draft means
DE2559591A1 (de) * 1975-07-12 1977-05-18 Unkel & Meyer Kupplung
ES2334170T3 (es) * 2007-04-25 2010-03-05 Voith Patent Gmbh Acoplamiento automatico articulado.

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
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