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EP4339062B1 - Procédé de centrage ou de déviation d'une tête d'attelage d'un véhicule ferroviaire, et dispositif de support pour la mise en oeuvre du procédé - Google Patents

Procédé de centrage ou de déviation d'une tête d'attelage d'un véhicule ferroviaire, et dispositif de support pour la mise en oeuvre du procédé Download PDF

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Publication number
EP4339062B1
EP4339062B1 EP23190073.9A EP23190073A EP4339062B1 EP 4339062 B1 EP4339062 B1 EP 4339062B1 EP 23190073 A EP23190073 A EP 23190073A EP 4339062 B1 EP4339062 B1 EP 4339062B1
Authority
EP
European Patent Office
Prior art keywords
contact surface
support device
connection element
support unit
support
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.)
Active
Application number
EP23190073.9A
Other languages
German (de)
English (en)
Other versions
EP4339062A1 (fr
Inventor
Stefan FAAS
Fabian HENCHE
Tristan SCHAEFER
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.)
Faiveley Transport Schwab AG
Original Assignee
Faiveley Transport Schwab AG
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 Faiveley Transport Schwab AG filed Critical Faiveley Transport Schwab AG
Publication of EP4339062A1 publication Critical patent/EP4339062A1/fr
Application granted granted Critical
Publication of EP4339062B1 publication Critical patent/EP4339062B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G9/00—Draw-gear
    • B61G9/04—Draw-gear combined with buffing appliances
    • 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
    • B61G7/12—Adjustable coupling bars, e.g. for centralisation purposes

Definitions

  • the invention relates to a method for centering or deflecting a coupling head of a rail vehicle, in which a connecting member between the pulling and pushing device and the coupling head rests centered on a support surface of a support device; as well as a support device according to the preamble of claim 3.
  • a well-known facility according to the publication EP 3 792 137 A1 comprises a box-shaped spacer element as a distance bridge, which is connected at the front to a support element that supports a drawbar in an articulated manner and can be fastened at the back in a vehicle recess of the rail vehicle.
  • a connecting arm is provided that is aligned parallel to the drawbar and has a guide rod and a compression spring that coaxially surrounds it.
  • the guide rod is attached at one end to a protruding part on the drawbar and at the other end is mounted axially displaceably and pivotably in a laterally protruding hub in the support element.
  • the compression spring is supported on both sides in such a way that it is supported on the one hand on the support element at this hub and on the other hand on the guide rod at this part. to generate a supporting pressure force. This means that a deflection of the pull rod is only possible with a high level of force. Additional support devices are available from DE 12 75 085 B , RU 174 001 U1 , RU 191553 U1 and DE 20 2019 005407 U1 known.
  • the invention is based on the object of creating a method and a support device for centering or deflecting a coupling head according to the type mentioned at the beginning, in which the connecting member can be pivoted laterally in a simple manner by manual actuation during coupling or uncoupling.
  • the support surface in its middle is intended as a centering support for the connecting link and can be changed into this approximately horizontal orientation.
  • the housing expediently has a base part that can be fastened to the vehicle and a pocket with the support unit that is adjustable in height relative to the base part, wherein a spring arrangement is integrated in the interior of the housing, by means of which the pocket is resiliently supported on the base part and enables a resilient support of the connecting element on the support unit.
  • Fig. 1 shows a device 20 with a pulling and pushing device of a coupling with a coupling head 35, in particular of a not further described
  • a device 20 is particularly suitable for freight wagons in which vehicle recesses are provided in a vehicle body, in each of which the device with the pulling and pushing device can be mounted.
  • This device 20 consists of a housing structure 25 intended as a distance bridge, a pull rod mounted in this by an indicated support element 24, spring elements 23 arranged in a row on this, a coupling or connecting head 26 connected at the front and a wedge arrangement 27 at the rear for clamping the device 20 in a frame 21 of the vehicle body.
  • a connecting link 22 is mounted in an articulated manner around a vertical axis on a pin 29 of the coupling or connecting head 26, to which the coupling head 35 is attached at the front.
  • This connecting link 22 rests centered on a support surface 16 of a support device 10.
  • this connecting link could be equipped with an extension arm, a fastening element for a coupling or the like instead of the coupling head 35.
  • This connecting link could also be a pull rod.
  • the coupling head 35 shown is not explained in detail. Please refer to the document EP-A-1 894 808 , in which such a device is presented in detail. It comprises a housing 36 with a front wall 37 forming an abutment surface for a flat support of a similar abutment surface of a coupling head of another rail vehicle to be coupled. A connection flange is arranged on the rear of the housing 36, which can be fixed to the connecting link 22, or a one-piece housing is provided which can be fastened directly to the connecting link.
  • a known locking and unlocking mechanism is integrated in the housing 36, which includes a protruding adjustable pull rod 38 for locking and unlocking, which protrudes through a flange 39 at the abutting surface and in which a projection 39' of the flange 39 is assigned to the side as a centering aid.
  • a round recess 49 is cut out next to this flange, which is intended to receive a flange of the coupling head to be coupled, from which such a pull rod 38 can be inserted into this recess 49 for locking.
  • line connections 51, levers 52 for manual uncoupling and a guide element 53 for pre-centering with the coupling head to be connected are provided.
  • the coupling or connecting head 26 and the housing structure 25 are formed with corresponding sliding guides 54, 55, through which the coupling or connecting head 26 and with it the pull rod are guided longitudinally in the housing structure 25.
  • this wedge arrangement 27 is provided on the rear of the housing structure 25, in which two wedges 46 are provided, each of which is in contact with a wedge surface on an end web 48 of the housing structure 25.
  • the wedges 46 can be adjusted in height by means of preferably a screw or the like.
  • the rear sides of the wedges 46 are wedged with a corresponding wall of the frame 21 of the vehicle body.
  • the housing structure 25 is between these wedges 46 and not shown in detail. clamping jaws which engage the front ends 25' of the housing structure 25.
  • the support device 10 is provided with a multi-part housing 11 that can be attached to the front of the frame 21 of the vehicle and a support unit 15 with a support surface 16 that protrudes from its upper side.
  • This support surface 16 is formed by partial surfaces 16' that rise outwards by a few degrees ⁇ , for example 3 to 20°, on both sides from the center 15' of the two-part support unit 15.
  • the connecting member 22, which is round or similar in cross-section, rests on the support surface 16 on the underside and, due to gravity, always centers itself in the middle of the support surface, as shown in Fig. 3 is indicated.
  • This multi-part housing 11 has a base part 18 that can be attached to the frame 21 of the vehicle, a pocket 19 that is adjustable in height with the support unit 15 and a spring arrangement with two compression springs 28 in it.
  • the pocket 19 surrounds the base part 18 and is optionally guided lengthwise on it by guide cams 31, each with an air gap or a small amount of play.
  • the pocket 19 can be adjusted upwards at stops 33 on its wall 34 by stop bolts 32 on the base part 18 and downwards to a limited extent on the lower wall 11'.
  • the base part 18 is provided with fastening wings 18' that protrude on both sides and are attached to the front of the frame 21. At least one fastening wing 18' is attached to this front side 21' in such a way that a free space is left next to it. for an opening 56 for the passage of at least one line guide (not shown in detail), for example a brake line.
  • the pocket 19 is supported on the base part 18 in a spring-loaded manner by these compression springs 28 arranged parallel to one another. At least one screw bolt 58 secured to the pocket 19 protrudes through the compression springs 28, with a nut 59 engaging below the wall 11' of the base part 18 for adjusting the height of the support unit 15 and thus of the connecting link 22. In the assembled state, the nut 59 is secured by a lock nut or self-locking to prevent rotation. This height adjustment can of course be designed using other means than those shown.
  • the housing could also contain just one compression spring or just one screw bolt 58, or more than two of them.
  • connecting link 22 This causes the connecting link 22 to rest resiliently on the centering support unit 15.
  • the connecting link 22, which is usually in contact with the support unit 15 is also pivoted horizontally around the vertical axis at the pin 29 when the coupled rail vehicles travel in a curve, thereby pressing the support unit 15 and with it the pocket 19 downwards against the compression springs 28.
  • the connecting link 22 returns to the centered position.
  • this support surface 16 of the support device 10 can be changed from the centering of the connecting member 22 set in the normal operating state to an approximately horizontal orientation and consequently the connecting member 22 can be pivoted horizontally in one direction or the other on the support surface 17.
  • This formed horizontal support surface 17 can then be adjusted back to the orientation that centers the connecting member 22.
  • This manipulation can therefore be carried out in a very simple manner, in which the connecting link 22 and with it the coupling head 35 can be easily pivoted by hand from the center in one or the other horizontal direction, so that coupling can be carried out easily, particularly when the two coupling heads 35 to be coupled are not on the same axis but are at an angle to one another due to the position of the vehicles in a curve.
  • the rail vehicles can be easily coupled in stations or when shunting on straight tracks, but as mentioned, it can happen that in exceptional cases the vehicles have to be coupled or uncoupled on the track in a curve and this can be carried out with a few manual movements and little effort using the method according to the invention.
  • a manually height-adjustable lifting element 12 is arranged in the housing 11 in such a way that it can be lifted with its upper support surface 17 into a position protruding from the support surface 16 of the support unit 15 and in the process its support surface 17 is converted at least in the central region from this V-shape into the approximately horizontal orientation in which it takes over the support of the connecting member 22 when lifting and enables this pivotable deflection of the connecting member approximately in a horizontal direction.
  • This lifting element 12 extending through the housing 11 is associated with an actuatable adjusting member 14 and a sliding shoe 13 arranged above the pocket 19 in a recess 13' in the middle 15' of the support unit 15.
  • the latter can be lifted by the adjusting member 14, which is designed for example as a screw with a hexagon 14' or the like, into this protruding position in which this sliding shoe 13 supports the connecting member 22 on its horizontal support surface 17, while it is sunk into this recess 13' when lowered, until the connecting member rests on the support unit 15 again.
  • Fig. 4 and Fig. 5 show a support device 40 which is in itself the same as that according to Fig. 3 is designed. Therefore, only the differences are explained below and the same reference numerals are used for the same components as in the support device 10.
  • a variant of a lifting member 42 is formed by a rotatable longitudinal element 44 running horizontally parallel above the pocket 19 with a support surface 47 and at least one adjusting member 43 that can be actuated by this.
  • the longitudinal element 44 extends in such a way horizontally through a central recess 45 in the support unit 15, so that in the normal operating state shown it forms a recess 44' on the upper side within the central recess 45.
  • the connecting link 22 is therefore centered on the underside of this support surface 16 and is always located in the middle of the support surface due to gravity, which is designed in the same way as the support device 10.
  • the adjusting links 43 attached to both sides at the ends of the longitudinal element 44 are arranged outside the housing 11, hanging approximately vertically downwards. They are preferably designed as pivot levers with handles and are placed so that they are easily accessible for the operating personnel to manipulate.
  • the angle of rotation of such a pivot lever can be approximately 180° upwards, whereby after coupling and pivoting up it automatically pivots back down into the position shown due to gravity.
  • the longitudinal element 44 can be rotated from the starting position shown by one of the adjusting members 43 by approximately 90° or up to approximately 180°, and the support surface 47 of the longitudinal element 44 thereby reaches a protruding position in the recess 45 and causes the connecting member 22 to be lifted off and supported on this horizontal support surface 47 of the longitudinal element 44.
  • This enables the connecting member 22 and with it the coupling head to be pivoted manually in an easy-to-handle manner.
  • the longitudinal element 44 can then be rotated back downwards by actuating one of the adjusting members 43, and in the process this flattening 44' on the longitudinal element 44 moves upwards into the recess 45 of the support unit 15, so that the connecting member 22 rests on the support unit 15 again.
  • the pocket and the base part of the housing could be formed in one piece and only the support unit at the top would be guided lengthways in the housing and held so that it could be adjusted upwards or downwards by at least one spring element.
  • the support device could also be designed in other variants, for example by using only a pivoting disc with a flat cutout instead of the longitudinal element.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Cleaning, Maintenance, Repair, Refitting, And Outriggers (AREA)
  • Braking Arrangements (AREA)

Claims (13)

  1. Procédé de centrage ou respectivement de déviation d'une tête d'attelage d'un véhicule ferroviaire, dans lequel un élément (22) de liaison s'appuie, avec centrage au milieu, entre un dispositif de traction et de choc et la tête (35) d'attelage sur une surface (16) d'appui d'un dispositif (10, 40) de support, caractérisé en ce que
    l'on fait passer cette surface (16) d'appui du dispositif (10, 40) de support du centrage au milieu, réglé dans l'état de fonctionnement à une orientation à peu près horizontale et il s'ensuit que l'on fait pivoter horizontalement dans l'un ou l'autre sens l'élément (22) de liaison sur la surface (17, 47) d'appui, et en ce que
    l'on ramène cette surface (17, 47) d'appui du dispositif (10, 40) de support dans l'orientation centrant au milieu l'élément (22) de liaison.
  2. Procédé suivant la revendication 1, caractérisé en ce que l'on peut faire passer la surface (17, 47) d'appui par un organe (12, 42) de levage pouvant être actionné, de préférence manuellement, dans le dispositif (22) de support du centrage au milieu à l'orientation à peu près horizontale et la déviation de l'organe (22) de liaison, pour un attelage de la tête (35) d'attelage à un véhicule ferroviaire à atteler, s'effectue manuellement, en particulier lorsque deux véhicules ferroviaires à atteler et ainsi leurs têtes (35) d'attelage n'ont pas le même axe, mais font un angle l'un par rapport à l'autre.
  3. Dispositif de support pour effecteur le procédé suivant la revendication 1 ou 2, caractérisé en ce que
    le dispositif de support est pourvu d'un boîtier (11) pouvant être fixé au véhicule ferroviaire et d'une unité (15) de support en saillie sur sa face supérieure et ayant une surface (16) d'appui, dans lequel cette surface (16) d'appui est définie en son milieu comme surface de centrage de l'élément (22) de liaison et peut être mise dans une orientation à peu près horizontale, de manière à ce qu'une déviation de l'élément (22) de liaison s'appliquant à la surface (17, 47) d'appui puisse s'effectuer à peu près dans la direction horizontale.
  4. Dispositif de support suivant la revendication 3, caractérisé en ce que
    la surface (16) d'appui de l'unité (15) de support est formée par respectivement des surfaces (16') partielles s'élevant des deux côtés de son milieu vers l'extérieur de l'horizontale par degrés angulaires, de sorte que cet élément (22) de liaison, constitué en section transversale de manière circulaire ou analogue, s'appuie par sa face inférieure sur la surface (16) d'appui et est ainsi toujours centré au milieu de la surface (16) d'appui.
  5. Dispositif de support suivant la revendication 3 ou 4, caractérisé en ce qu'
    un organe (12) de levage réglable en hauteur, de préférence manuellement, est disposé dans le boîtier (11), de manière à pouvoir être levé, par sa surface (17) supérieure d'appui, dans une position en saillie par rapport à la surface (16) d'appui de l'unité (15) de support, et de manière ainsi à faire passer sa surface (17, 47) d'appui au moins dans la partie au milieu dans une direction a peu près horizontale, dans laquelle, lors du levage, il prend en charge le support de l'élément (22) de liaison et rend possible cette déviation à pivotement de l'élément de liaison à peu près dans la direction horizontale.
  6. Dispositif de support suivant l'une des revendications 3 à 5, caractérisé en ce que
    le boîtier (11) a une partie (18) de base pouvant être fixée au véhicule et une poche (19) réglable en hauteur par rapport à celle-ci et ayant l'unité (15) de support, dans lequel, à l'intérieur du boîtier (11), est intégré un agencement de ressort, par lequel la poche (19) est supportée de manière élastique sur la partie (18) de base et rend possible un appui élastique de l'élément (22) de liaison sur l'unité (15) de support de centrage.
  7. Dispositif de support suivant l'une des revendications 3 à 6, caractérisé en ce que
    cet organe (12) de levage s'étendant dans le boîtier (11) est pourvu d'un élément (14) de réglage pouvant être actionné et d'un patin (13) monté au-dessus de la poche (19) dans un évidement (13') au milieu de l'unité (15) de support et ayant la surface (17) d'appui, dans lequel ce patin (13) peut être soulevé par l'élément (14) de réglage dans cette position en saillie, et ainsi soulève et supporte l'élément (22) de liaison sur sa surface (17) d'appui horizontale, pendant qu'il est guidé lors de l'abaissement entre l'unité (15) de support, appuie celui-ci jusqu'à ce que l'élément (22) de liaison revienne sur l'unité (15) de support.
  8. Dispositif de support suivant l'une des revendications 3 à 6, caractérisé en ce que
    l'organe (42) de levage est formé d'un longeron (44) tournant, s'étendant horizontalement et ayant la surface (47) d'appui, et d'au moins un élément (43) de réglage, pouvant actionner celui-ci, dans lequel le longeron (44) s'étend dans un évidement (45) de milieu de l'unité (15) de support, de manière à ce que la surface (47) d'appui du longeron (44), ou bien vienne dans cette position en saillie dans l'évidement (45) et que l'élément (22) de liaison soit appuyé sur cette surface (47) d'appui horizontale, ou bien une cavité (44') du longeron (44) soit, par rotation du longeron, dans l'évidement (45) de l'unité (15) de support, mise en position de manière à ce que l'élément (22) de liaison s'appuie à nouveau sur l'unité (15) de support.
  9. Dispositif de support suivant la revendication 8, caractérisé en ce que
    le longeron tournant s'étendant horizontalement de l'élément (42) de levage est disposé au-dessus de la poche (19) du boîtier (11) dans l'unité (15) de support.
  10. Dispositif de support suivant la revendication 8 ou 9, caractérisé en ce que
    respectivement un élément (43) de réglage sous la forme d'un levier pivotant est articulé, de préférence des deux côtés, à respectivement une extrémité du longeron (44) tournant, dans lequel l'élément (43) de réglage peut, respectivement d'une position initiale dirigée vers le bas, dans laquelle l'élément (22) de liaison s'appuie sur l'unité (15) de support, être pivoté d'un angle de, par exemple, 90° ou d'à peu près 180°, de manière à ce que l'élément de liaison s'appuie sur la surface (47) d'appul Horizontale du longeron (44).
  11. Dispositif de support suivant l'une des revendications 3 à 10, caractérisé en ce qu'
    un réglage en hauteur de l'unité (15) de support et ainsi de l'élément (22) de liaison est intégré dans le boîtier (11) pouvant être fixé au véhicule.
  12. Dispositif de support suivant la revendication 11, caractérisé en ce que,
    par l'agencement de ressort équipé d'au moins un ressort (28) de compression, pénètre à l'intérieur du boîtier (11) respectivement au moins un boulon (58) fileté fixé à la poche (19) avec un écrou (59) attaquant en-dessous de la paroi (11') de la partie (18) de base pour le réglage en hauteur de l'unité (15) de support et ainsi de l'élément (22) de liaison.
  13. Dispositif de support suivant l'une des revendications 3 à 12, caractérisé en ce qu'
    au moins une aile (18') de fixation, s'éloignant de la partie (18) de base du boîtier (11), peut être fixée du côté avant à la caisse du véhicule, de manière à ce qu'il y ait à côté un espace libre pour au moins une ouverture (56) pour le passage d'au moins un guidage d'une ligne, par exemple d'une ligne de freinage.
EP23190073.9A 2022-09-13 2023-08-07 Procédé de centrage ou de déviation d'une tête d'attelage d'un véhicule ferroviaire, et dispositif de support pour la mise en oeuvre du procédé Active EP4339062B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CH001066/2022A CH720030A2 (de) 2022-09-13 2022-09-13 Verfahren zum Zentrieren bzw. Auslenken vorzugsweise eines Kupplungskopfs eines Schienenfahrzeugs, sowie eine Abstützvorrichtung zur Durchführung des Verfahrens.

Publications (2)

Publication Number Publication Date
EP4339062A1 EP4339062A1 (fr) 2024-03-20
EP4339062B1 true EP4339062B1 (fr) 2025-03-05

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ID=87557451

Family Applications (1)

Application Number Title Priority Date Filing Date
EP23190073.9A Active EP4339062B1 (fr) 2022-09-13 2023-08-07 Procédé de centrage ou de déviation d'une tête d'attelage d'un véhicule ferroviaire, et dispositif de support pour la mise en oeuvre du procédé

Country Status (5)

Country Link
EP (1) EP4339062B1 (fr)
CH (1) CH720030A2 (fr)
ES (1) ES3027961T3 (fr)
FI (1) FI4339062T3 (fr)
PL (1) PL4339062T3 (fr)

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
BE625340A (fr) * 1961-12-02
CH703319B1 (de) 2006-08-29 2011-12-30 Schwab Verkehrstechnik Ag Kupplungskopf für Schienenfahrzeuge.
RU174001U1 (ru) * 2017-06-26 2017-09-25 Закрытое акционерное общество "Ресурс" Центрирующее устройство автосцепки железнодорожного транспортного средства
DE202019005407U1 (de) * 2019-03-06 2020-07-09 Voith Patent Gmbh Abstütz- und Zentriervorrichtung für einen Kupplungsarm einer automatischen Zugkupplung
RU191553U1 (ru) * 2019-04-08 2019-08-12 Закрытое акционерное общество "Ресурс" Центрирующее устройство складывающееся для автосцепки железнодорожного транспортного средства
PL3792137T3 (pl) 2019-09-12 2023-08-28 Faiveley Transport Schwab AG Urządzenie do uchwytu urządzenia pociągowo-zderznego sprzęgu, zwłaszcza pojazdu szynowego

Also Published As

Publication number Publication date
PL4339062T3 (pl) 2025-08-04
CH720030A2 (de) 2024-03-28
FI4339062T3 (fi) 2025-05-30
EP4339062A1 (fr) 2024-03-20
ES3027961T3 (en) 2025-06-17

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