EP3245114A1 - Véhicule ferroviaire, notamment locomotive - Google Patents

Véhicule ferroviaire, notamment locomotive

Info

Publication number
EP3245114A1
EP3245114A1 EP15710766.5A EP15710766A EP3245114A1 EP 3245114 A1 EP3245114 A1 EP 3245114A1 EP 15710766 A EP15710766 A EP 15710766A EP 3245114 A1 EP3245114 A1 EP 3245114A1
Authority
EP
European Patent Office
Prior art keywords
coupling
vehicle
support
vehicle body
crossbar
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.)
Granted
Application number
EP15710766.5A
Other languages
German (de)
English (en)
Other versions
EP3245114B1 (fr
Inventor
Manuel Kroiß
Alexander Trachtenherz
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.)
Siemens Mobility GmbH
Original Assignee
Siemens AG
Siemens Corp
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 Siemens AG, Siemens Corp filed Critical Siemens AG
Priority to PL15710766T priority Critical patent/PL3245114T3/pl
Publication of EP3245114A1 publication Critical patent/EP3245114A1/fr
Application granted granted Critical
Publication of EP3245114B1 publication Critical patent/EP3245114B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories
    • B61G7/10—Mounting of the couplings on the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G9/00—Draw-gear
    • B61G9/20—Details; Accessories
    • B61G9/22—Supporting framework, e.g. cradles; Spring housings

Definitions

  • the invention relates to a rail vehicle, in particular ei ⁇ ne locomotive, comprising a vehicle body, a central ⁇ buffer coupling with a hinged to the vehicle body and a coupling head bearing coupling shaft, and a coupling lungsabstützung, a sprung crossbar for support having the coupling shaft.
  • the coupling head is pushed in the direction of the vehicle body, wherein the crossbar constitutes an obstacle which prevents uncontrolled impact energy absorption by deformation of an energy dissipation arrangement of the rail vehicle.
  • the folding mechanism of this known supporting device is structurally very complex.
  • the invention has for its object to solve the underlying ⁇ ing problem in a simple manner.
  • the object is achieved by a railway vehicle of the type mentioned at the outset a ⁇ with the indicator in the specified Patentanspru ⁇ ches 1 features.
  • the clutch support has two holding plates fastened to the vehicle body.
  • the cross-beam has two guide grooves extending in the spring direction, wherein each one of the retaining plates is engaged in such a form-fitting manner in each egg ⁇ ne of the guide grooves, that the cross beam is guided in the spring direction and movable laterally therefrom.
  • an attachment of the coupling support on the vehicle body is provided with simple and inexpensive parts, which allows a secure guidance of the Federbe ⁇ movement of the crossbar.
  • each of the holding ⁇ plates on a predetermined breaking point represent demolition edges of the holding plates, on which, in the event of a vehicle collision, a coupling head pushed onto the transverse bar destroys the holding plates in order to release an escape path for the central buffer coupling.
  • the clutch includes a support via spring elements on coupled to the crossbar base plate which rests on the vehicle body and is positively fixed by means of the Garble ⁇ surface.
  • the fixation of the base plate can, for example, by the holding plates molded Hal ⁇ tenasen which engage positively in recesses in the base plate, be accomplished.
  • the base plate of the hitch be ⁇ tion support is thus held vertically between the holding plates and the vehicle body and transversely thereto by the positive connection between retaining lugs and recesses.
  • Rail vehicle is on a top of the crossbar a sliding plate as a support surface for the coupling shaft is arranged ⁇ .
  • This causes a sliding movement of the coupling shaft Tes ⁇ light on the crossbar with low frictional resistance, whereby the movements of the coupling shaft during operation of the rail vehicle ⁇ can run undisturbed.
  • the vehicle body on a Frontausneh- tion for the implementation of the coupling shaft the clear width is greater than the length of the front of her arranged Querbal ⁇ kens.
  • Each of the retaining plates has a fastening section for fastening the retaining plate to the vehicle body and a projection section protruding into the front recess for engagement of the retaining plate in the guide groove.
  • the predetermined breaking points of the retaining plates extend in the region of an edge of the front recess. The supernatant portion of a retaining plate at the trailing edge, in the event of a vehicle collision sheared during Befest Trentsab ⁇ section of the retaining plate on the vehicle body remains.
  • the edge of the front recess is formed by a Aufkletterschutz worn of the vehicle body. It comprises two vertical supporting beam laterally of Frontaus ⁇ recess, a cross bar, the support beams above the front recess connecting with projecting ribs and the supporting member below the front recess connecting carrier plate for mounting on Räumschilden.
  • each of the retaining plates is fastened with its attachment portion to each one of the support beams.
  • the base plate rests on the carrier plate only.
  • the structure of the anti-climber below the coupling support is not weakened by this type of attachment, where significant vertical forces occur in the event of a collision.
  • the vehicle body has an energy dissipation arrangement.
  • This can be plastically deformed in a vehicle collision to receive kinetic energy along a Verfor ⁇ mung path.
  • the predetermined breaking points of Holding plates and the energy dissipation arrangement are designed in such a way that, in the event of a vehicle collision, an undisturbed deformation of the energy dissipation arrangement takes place despite destruction of the holding plates by a coupling head abutting the transverse bar.
  • FIG. 1 shows a front region of a rail vehicle according to the invention in a perspective view from above
  • FIG. 1 shows a perspective view from above and FIG. 3 shows the coupling support from FIG. 2 in a perspective view
  • a rail vehicle for example a locomotive, comprises a vehicle body 2 supported on landing gears (not shown). Only the front end of a lower frame is shown here of the vehicle body 2.
  • the rail comprises vehicle 1 is a central buffer coupling 3 with a clutch ⁇ shaft 5, the vehicle-near end is hinged via a non Darge ⁇ notified coupling joint centrally on the vehicle body 2 and the vehicle-remote end of which carries a coupling head.
  • the rail vehicle 1 For the vertical support of the coupling shaft 5, the rail vehicle 1 comprises a coupling support 6, which according to FIG. 2 and FIG. 3 has a sprung transverse bar 7.
  • the crossbar 7 is arranged behind the coupling head 4 below the coupling shaft 5 and extends horizontally and transversely to a vehicle longitudinal axis on its beam length L.
  • a sliding plate 8 is arranged from a slidable material as a bearing surface for the coupling shaft 5, so that this in arching and hori zontal ⁇ pivotally in joint operations of the railway vehicle 1 easy.
  • the coupling support on a coupled via spring elements 17 with the cross beam 7 ⁇ base plate 21 of the Anlagenkas ⁇ rests on a support plate 28 least the second
  • the crossbar 7 can thereby perform a spring movement relative to the base plate 21 in a vertical spring direction F.
  • the transverse bar 7 is designed as a downwardly open box, in each of which a pair of spring elements 17 designed as helical springs dive in at both ends.
  • the spring elements 17 are guided by spring guides 18 which are locked in place via plug-in receptacles 19 introduced into bores in the base plate 21.
  • the bias of Federele ⁇ elements 17 is adjustable by spring tensioner 20 in the form of a spring length influencing adjusting nut.
  • the spring tensioners 20 may, contrary to the illustrated embodiment, also be arranged within the spring elements 17, that is to say above the base plate 21.
  • the coupling support 6 has two Hal ⁇ tebleche 11, via which it is connected to the vehicle body 2.
  • the retaining plates 11 are plate-shaped and extend in a common plane perpendicular to the vehicle longitudinal axis.
  • the holding plates 11 in the embodiment according to FIG. 1 are cut off horizontally at their upper edge.
  • the vehicle body 2 has in the illustrated embodiment of FIG 1, a front recess 23 for the implementation of the coupling shaft 5, whose inside width W is greater than the length L of the arranged in front of them crossbar 7.
  • Each of the retaining plates 11 has a fastening section 12 for fastening the retaining plate 11 on the vehicle body 2 and a projection section 13 projecting into the front recess 23.
  • the larger area compared to the supernatant sections 13 mounting portions 12 of the retaining plates 11 are penetrated by mounting holes 15, by the screw, not shown for attaching the retaining plates 11 are guided on support beams 25 of the vehicle body 2.
  • the projecting portions 13 of the holding plates 11 engage in a form-fitting manner in guide grooves 10 of the crossbar 7.
  • the crossbar 7 at its lateral longitudinal ends U-shaped guide rails 9, in which the vertically durau ⁇ fenden guide grooves 10 are incorporated.
  • the mutually facing edges of the two retaining plates 11 thus form a guide for the vertical spring movement of the crossbar 7, in which the transverse bar 7 is guided in the spring direction F and movable laterally to this.
  • Positive locking and spring force cause a self-retaining spring centering.
  • the holding plates 11 are trapezoidal and project with their upper edge vertically beyond the transverse bar 7, where pretensioning devices 30 are fastened to the holding plates 11.
  • the biasing means 30 comprises a screw having a vertically adjustable Si ⁇ cherungsbolzen which supply a vertical stop for the Federbewe- of the cross beam 7 forms.
  • the resting on the support plate 28 base plate 21 has at its front ends each have a recess 22, in each of which a protruding at a lower end of the Matterstandsab- section 13 of a holding plate 11 retaining lug 16 protrudes positively.
  • the base plate 21 is held by the retaining plates 11 down on the support plate 28 and fixed by the positive connection between retaining lugs 16 and recesses 22 in horizontal directions.
  • Each of the retaining plates 11 has a predetermined breaking point 14 in the region of an edge of the front recess 23.
  • the predetermined breaking point 14 forms a trailing edge of the retaining plates 11 between fastening ⁇ tion section 12 and protrusion section 13 in the event of a vehicle collision, in which the central buffer 3 pushed through an obstacle in the direction of the vehicle body 2 while the coupling head 4 abuts against the front side of Querbal ⁇ kens 7.
  • the target ⁇ breaking points 14 of the retaining plates 11 and the energy dissipation arrangement are designed so that in a vehicle collision despite destruction of the retaining plates 11 by the abutting the crossbar 7 coupling head 4 undisturbed deformation of the energy dissipation arrangement can be done.
  • the path for the transverse bar 7 and thus for the center buffer coupling 3 supported thereon is released.
  • the Aufklettertik worn 24 has a support bracket 25 above the front recess 23 connecting cross bar 26 with protruding ribs 27, in which interlock corresponding ribs of a colliding vehicle and thus prevents it climbing up.
  • the retaining plates 11 are fastened with their attachment portions 12 on the facing in the direction of travel sides of the support bracket 25, while the base plate 21 rests on the support plate 28 only. By this type of attachment a weakening of the anti-climber 24 is avoided under the coupling support 6.
  • the attachment points are also very accessible for assembly and maintenance purposes.
  • the attachment can be realized by simple and therefore inexpensive parts.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Dampers (AREA)

Abstract

L'invention concerne un véhicule ferroviaire (1), notamment une locomotive, comportant une caisse (2), un attelage à tampon central (3) pourvu d'une barre d'attelage (5) articulée sur la caisse (2) et portant une tête d'attelage (4), et un support d'attelage (6) pourvu d'une ferme transversale (7) montée sur ressorts pour supporter la barre d'attelage (5). On obtient une fixation simple du support d'attelage (6) à la caisse (2) du fait que le support d'attelage (6) présente deux tôles de maintien (11) fixées à la caisse (2) et la ferme transversale (7) présente deux rainures de guidage (10) s'étendant dans la direction ressort (F), respectivement une tôle de maintien (11) s'encastrant par complémentarité de forme dans respectivement une rainure de guidage (10) de telle manière que la ferme transversale (7) est guidée de manière mobile et latérale dans la direction ressort (F), et du fait que chaque tôle de maintien (11) présente une zone de rupture de consigne (14).
EP15710766.5A 2015-03-17 2015-03-17 Véhicule ferroviaire, notamment locomotive Active EP3245114B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL15710766T PL3245114T3 (pl) 2015-03-17 2015-03-17 Pojazd szynowy, a w szczególności lokomotywa

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/EP2015/055538 WO2016146170A1 (fr) 2015-03-17 2015-03-17 Véhicule ferroviaire, notamment locomotive

Publications (2)

Publication Number Publication Date
EP3245114A1 true EP3245114A1 (fr) 2017-11-22
EP3245114B1 EP3245114B1 (fr) 2019-03-13

Family

ID=52692628

Family Applications (1)

Application Number Title Priority Date Filing Date
EP15710766.5A Active EP3245114B1 (fr) 2015-03-17 2015-03-17 Véhicule ferroviaire, notamment locomotive

Country Status (8)

Country Link
US (1) US10589761B2 (fr)
EP (1) EP3245114B1 (fr)
AU (1) AU2015387110B2 (fr)
CA (1) CA2979924C (fr)
ES (1) ES2729861T3 (fr)
PL (1) PL3245114T3 (fr)
RU (1) RU2668011C1 (fr)
WO (1) WO2016146170A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU2756118C1 (ru) * 2018-07-30 2021-09-28 Сименс Мобилити Гмбх Опора сцепки для средней буферной сцепки рельсового транспортного средства
AU2018439289B2 (en) * 2018-08-30 2021-09-16 Crrc Zhuzhou Locomotive Co., Ltd. Rail vehicle and coupling box thereof
DE102019105619A1 (de) * 2019-03-06 2020-09-10 Voith Patent Gmbh Abstütz- und Zentriervorrichtung für einen Kupplungsarm einer automatischen Zugkupplung
DE102021203426A1 (de) * 2021-04-07 2022-10-13 Siemens Mobility GmbH Schienenfahrzeug mit Mittelpufferkupplung
DE102023131785A1 (de) * 2023-11-15 2025-05-15 Voith Patent Gmbh Abstützvorrichtung für einen Kupplungsarm einer automatischen Zugkupplung

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4032017A (en) * 1975-04-29 1977-06-28 Southern Railway Company Adjustable bracket assembly for a rail car coupler
US4706826A (en) * 1985-04-22 1987-11-17 Mcconway & Torley Corporation Striker carrier having an adjustable wear plate for a railway coupler
RU2263039C2 (ru) 2002-09-05 2005-10-27 Открытое акционерное общество "Всероссийский научно-исследовательский институт транспортного машиностроения" Центрирующее устройство автосцепки железнодорожного транспортного средства
US7837046B2 (en) * 2006-09-15 2010-11-23 Holland, L.P. Coupler carrier with improved lug structure for railroad cars
US7690314B2 (en) * 2007-04-12 2010-04-06 Siemens Industry, Inc. Rail car collision system
RU66293U1 (ru) 2007-05-30 2007-09-10 Закрытое Акционерное Общество Научно-производственное объединение "Транспортная Механика" Автоматическая сцепка подвижного состава железнодорожного транспорта и ее центрирующее устройство
PL2093123T3 (pl) * 2008-02-25 2011-02-28 Voith Patent Gmbh Urządzenie podporowe do podpierania w pionie cięgła oraz zastosowanie urządzenia podporowego w pojeździe torowym
JP4732486B2 (ja) 2008-06-17 2011-07-27 株式会社日本製鋼所 鉄道車両用胴受装置
RU113705U1 (ru) 2011-04-07 2012-02-27 Виктор Артемович Малафеев Центрирующее устройство жесткой сцепки железнодорожного транспортного средства
PL2999609T3 (pl) * 2013-09-27 2020-03-31 Siemens Mobility GmbH Pojazd szynowy z całkowicie wsuwającym się sprzęgiem

Also Published As

Publication number Publication date
AU2015387110A1 (en) 2017-09-07
PL3245114T3 (pl) 2019-08-30
AU2015387110B2 (en) 2018-10-04
WO2016146170A1 (fr) 2016-09-22
EP3245114B1 (fr) 2019-03-13
US20180093681A1 (en) 2018-04-05
CA2979924C (fr) 2019-01-15
ES2729861T3 (es) 2019-11-06
US10589761B2 (en) 2020-03-17
RU2668011C1 (ru) 2018-09-25
CA2979924A1 (fr) 2016-09-22

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