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EP4294695B1 - Véhicule ferroviaire à couplage tampon central - Google Patents

Véhicule ferroviaire à couplage tampon central Download PDF

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Publication number
EP4294695B1
EP4294695B1 EP22710068.2A EP22710068A EP4294695B1 EP 4294695 B1 EP4294695 B1 EP 4294695B1 EP 22710068 A EP22710068 A EP 22710068A EP 4294695 B1 EP4294695 B1 EP 4294695B1
Authority
EP
European Patent Office
Prior art keywords
coupling
rail vehicle
kps
support
collision
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
EP22710068.2A
Other languages
German (de)
English (en)
Other versions
EP4294695A1 (fr
Inventor
Stephan Drexler
Ignacio Garcia Francisco
Marcus Körner
Jörg MELDE
Hannes Peer
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 Mobility GmbH
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Filing date
Publication date
Application filed by Siemens Mobility GmbH filed Critical Siemens Mobility GmbH
Publication of EP4294695A1 publication Critical patent/EP4294695A1/fr
Application granted granted Critical
Publication of EP4294695B1 publication Critical patent/EP4294695B1/fr
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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
    • B61G11/00—Buffers
    • B61G11/16—Buffers absorbing shocks by permanent deformation of buffer element

Definitions

  • the invention relates to a rail vehicle with a central buffer coupling.
  • Central buffer couplings are used in passenger and freight transport and absorb both tractive forces and impact or shear forces from interconnected rail vehicles during operation.
  • Such rail vehicles are, for example, DE 20 2004 014 532 known.
  • FIG 5 and FIG 6 show in two views a central buffer coupling MPK according to a known state of the art.
  • the central buffer coupling MPK has as elements a coupling head KPK, a rod-shaped coupling shaft KPS, a coupling pin KPB and a spring mechanism FDW.
  • the coupling head KPK of a rail vehicle is designed for connection to a coupling head of another rail vehicle (not shown here).
  • the coupling head KPK is connected to a first side of a rod-shaped coupling shaft KPS.
  • the second side of the coupling shaft which is opposite the first side of the coupling shaft KPS, is movably mounted and penetrates into the spring mechanism FDW and is guided by it.
  • the spring mechanism FDW is connected at one end END to a car body (not shown here) of the rail vehicle and includes a spring or elastic fastening of the second end of the coupling shaft KPS inside the spring mechanism FDW.
  • the spring mechanism FDW is designed in such a way that tensile forces or compressive forces acting between the coupled rail vehicles via the coupling head KPK and the coupling shaft KPS are absorbed and, if necessary, transmitted to the car body in a dampened manner.
  • the FDW spring mechanism has energy absorption elements, for example, which are used to absorb or convert kinetic energy acting on the FDW spring mechanism via the KPS coupling shaft in the event of a collision.
  • the energy absorption elements are permanently plastically deformed.
  • the central buffer coupling MPK is mounted so that it can rotate around a vertical axis via the coupling bolt KPB. This ensures that power is transmitted between the coupled rail vehicles when cornering.
  • the central buffer coupling MPK or more precisely its coupling shaft KPS, is supported downwards in a vertical direction by a pendulum support PAS.
  • the pendulum support PAS ensures that the central buffer coupling MPK assumes a target position in a horizontal direction when the rail vehicle is in operation and not coupled.
  • the pendulum support PAS is primarily used to support the dead weight of the central buffer coupling MPK when uncoupled.
  • the pendulum support PAS also allows horizontal movement of the coupling shaft KPS within specified limits.
  • the pendulum support For example, PAS is connected to the car body of the rail vehicle via supports (not shown here).
  • crossbeam support the coupling shaft of the central buffer coupling rests on a crossbeam.
  • the crossbeam is designed to provide spring support for the coupling shaft in the vertical direction and is connected to the car body of the rail vehicle, for example via supports.
  • the spring mechanism is integrated into the clutch shaft.
  • FIG 7 shows a central buffer coupling MPK7 on a rail vehicle SFZ7 including support ABS7 according to the state of the art.
  • FIG 8 shows a central buffer coupling MPK8 on a rail vehicle SFZ8 including support ABS8 according to the state of the art.
  • the MPK8 central buffer coupling shown here has a draw hook on its coupling head or in its surroundings as an additional coupling element of a screw coupling.
  • Such an MPK8 central buffer coupling is called a "mixed train coupling" because it enables two types of coupling.
  • a coupling with a rail vehicle is made via the FIG 5 or FIG 6
  • the central buffer coupling described above is also possible.
  • center buffer couplings For center buffer couplings, a new standard (EN 15227:2020, "Railway applications - Requirements for collision safety of rail vehicle bodies") sets increased requirements for the collision safety of locomotives and rail vehicles. Compared to previous designs, the center buffer coupling must be designed to absorb increased impact energy or kinetic energy in order to be classified as "collision-proof".
  • the invention relates to a rail vehicle with a central buffer coupling.
  • the central buffer coupling has a coupling head, a rod-shaped coupling shaft and a spring mechanism as elements.
  • the coupling head is designed for connection to a coupling head of another rail vehicle.
  • the coupling head is connected to a first side of the coupling shaft
  • a second side of the coupling shaft extends into the spring mechanism and is mounted and secured therein in such a way that, during the operational operation of the rail vehicle, impact forces or tensile forces acting on the coupling head are elastically absorbed by the spring mechanism, which is connected to a wagon load of the rail vehicle, and transferred to the wagon body.
  • a support is coupled to the coupling shaft and connected to the car body. It is designed to support the coupling shaft vertically in order to provide it with spring support in a vertical downward direction. In addition, it is designed to support the dead weight of the elements of the central buffer coupling in order to realize or ensure a horizontal alignment of the central buffer coupling during operation of the rail vehicle.
  • a collision element is arranged between the support and the car body, which is connected both to the support and to the car body - preferably this is a fixed but detachable connection.
  • the collision element has the functionality of a so-called "crash box” and a deformation area that is irreversibly deformed in a predetermined manner by kinetic energy that is transferred to the collision element in the event of a collision via the central buffer coupling and the coupled support.
  • the deformation area In the event of a collision between the rail vehicle and another rail vehicle, the deformation area provides an additional path along which the deformation of the deformation area occurs.
  • the collision element has a first flange, via which the collision element is firmly but detachably connected to a front panel of the car body by a screw connection.
  • the collision element has a second flange which is opposite to the first flange, wherein the second flange is firmly but detachably connected to the support by a screw connection.
  • the deformation region is arranged between the first flange and the second flange.
  • the screw connections mentioned are designed in such a way that the collision element can be replaced after a collision.
  • the collision element at least partially encompasses the coupling shaft in order to enable a horizontal movement of the coupling shaft (KPS) to a predetermined extent.
  • the support at least partially encompasses the coupling shaft in order to enable a horizontal movement of the coupling shaft to a predetermined extent.
  • the support is coupled to the coupling shaft.
  • this coupling is implemented by at least partially enclosing the coupling shaft with the support.
  • the coupling shaft executes a longitudinal movement in the direction of the rail vehicle or in the direction of the car body of the rail vehicle.
  • the coupling head In the event of a collision, the coupling head is pressed onto the support. The associated kinetic energy of the collision is transferred to the collision element via the support, in order to trigger the deformation of the deformation area.
  • the spring mechanism has energy absorption elements which are designed in such a way that, in the event of a collision, kinetic energy transmitted to the spring mechanism via the coupling shaft irreversibly plastically deforms the energy absorption elements for energy compensation.
  • the central buffer coupling is part of a mixed train coupling.
  • the support is designed as a pendulum support or as a beam support, which are each arranged at least partially under the coupling shaft.
  • the present invention enables cost-effective retrofitting of rail vehicles that are already in operation to increase collision safety.
  • the present invention enables easy replacement of damaged components, in particular the collision element, and thus simple and quick repair.
  • the present invention enables a standardized energy consumption, which takes place via non-reversible energy consumption elements.
  • the present invention can be used or retrofitted with standardized but different central buffer couplings, the construction of which is identical with the exception of the coupling heads.
  • the present invention can also be used for so-called “mixed train couplings", in which geometric dependencies of the central buffer coupling to the associated side buffers must be observed.
  • the present invention avoids a conceivable alternative extension of the coupling shaft, which would be extremely difficult to implement due to the resulting increased leverage forces and torques on the components of the central buffer coupling.
  • FIG 1 shows in a first example the invention using a central buffer coupling MPK with pendulum support.
  • the central buffer coupling MPK has as elements a coupling head KPK, a rod-shaped coupling shaft KPS, a coupling pin KPB and a spring mechanism FDW.
  • the coupling head KPK is designed for connection to a coupling head of another rail vehicle.
  • the coupling head KPK is connected to a first side of a rod-shaped coupling shaft KPS.
  • the second side of the coupling shaft which is opposite the first side of the coupling shaft KPS, is movably mounted and penetrates into the spring mechanism FDW and is guided by it.
  • the spring mechanism FDW is connected at one end END to a car body WK of the rail vehicle and includes a spring-loaded or elastic fastening of the second end of the coupling shaft KPS inside the spring mechanism FDW.
  • the spring mechanism FDW is designed in such a way that tensile forces or compressive forces acting between the coupled rail vehicles via the coupling head KPK and the coupling shaft KPS are absorbed and, if necessary, transmitted to the car body WK in a dampened manner.
  • the MPK central buffer coupling is mounted so that it can rotate around a vertical axis via a coupling bolt (not shown here). This ensures that power is transmitted between the coupled rail vehicles when cornering.
  • the central buffer coupling MPK or more precisely its coupling shaft KPS, is supported vertically and downwards in a spring-loaded manner via a support PAS, which is designed here as a pendulum support.
  • the PAS pendulum support ensures that the MPK central buffer coupling assumes a predetermined target position in a horizontal direction on the rail vehicle when the rail vehicle is in operative and uncoupled operation.
  • the pendulum support PAS also allows horizontal movement of the coupling shaft KPS within specified limits.
  • the pendulum support PAS is connected to a front plate FP of the car body WK of the rail vehicle via a collision element CB referred to as a "crash box".
  • the collision element CB also includes the coupling shaft KPS, corresponding to the pendulum support PAS, so that the vertical or horizontal movement of the coupling shaft KPS can take place to the predetermined extent.
  • the central buffer coupling MKP is in a normal position here, i.e. the coupling head KPK has a predetermined distance to the pendulum support PAS in relation to the direction of travel of the rail vehicle.
  • FIG 2 shows with reference to FIG 1 Details of the associated collision element CB.
  • the collision element CB has a first flange FL1, via which the collision element CB is connected to the front plate FP and thus to the car body WK of the rail vehicle.
  • the collision element CB has a second flange FL2 which is opposite to the first flange FL1.
  • the collision element CB is connected to the pendulum support PAS via flange FL2.
  • the collision element CB also has transverse stops QAS, which are arranged and designed such that the horizontal movement of the coupling shaft KPS is limited, preferably limited in a spring-loaded manner.
  • the collision element CB has a deformation area DB designed for a collision.
  • the deformation area DB provides an additional path along which the deformation of the deformation area DB occurs. This supports the conversion of kinetic energy into deformation energy in the event of a collision.
  • FIG 3 shows with reference to FIG 1 and FIG 2 Elements of the invention in a further detailed representation.
  • FIG 1 the central buffer coupling MPK in the normal position, in which the coupling head KPK has a predetermined distance to the pendulum support PAS, shows FIG 3 now the position of the central buffer coupling MPK in the event of a collision, whereby the collision here occurs, for example, parallel to the direction of travel of the rail vehicle and thus essentially parallel to the horizontal alignment of the central buffer coupling MPK.
  • the collision energy acts as kinetic energy on the coupling head KPK of the central buffer coupling MPK.
  • the center buffer coupling MKP is thereby subjected to a longitudinal movement LBW in the direction of the car body WK of the rail vehicle.
  • the coupling head KPK is pressed or pushed onto the pendulum support PAS by this longitudinal movement LBW.
  • the associated kinetic energy is transferred to the collision element CB, which is attached to the car body WK or to its front plate FP.
  • the deformation area DB is thereby compressed to FIG 2 to provide the additional route described.
  • the kinetic energy is additionally transferred to the spring mechanism FDW via the coupling shaft KPS of the center buffer coupling MPK.
  • Energy absorption elements are arranged in this spring mechanism FDW, which are permanently plastically deformed by the kinetic energy. This means that the kinetic energy is absorbed or consumed in connection with the wagon load WK to which the spring mechanism is attached.
  • FIG 4 shows in a second example the invention using a mixed train coupling GZK.
  • the mixed train coupling GZK has the above-described central buffer coupling MPK.
  • On or in the area of the coupling head KPK are elements of a screw coupling, for example a towing hook.

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

Claims (8)

  1. Véhicule ferroviaire
    - avec un couplage tampon central (MPK) présentant comme éléments une tête d'attelage (KPK), un arbre d'attelage en forme de tige (KPS) et un ressort (FDW),
    - dans lequel la tête d'attelage (KPK) est conçue pour être liée à une tête d'attelage d'un autre véhicule ferroviaire,
    - dans lequel la tête d'attelage (KPK) est liée à un premier côté de l'arbre d'attelage (KPS) et dans lequel un second côté de l'arbre d'attelage (KPS) s'enfonce dans le ressort (FDW) et y est positionné et fixé de telle sorte qu'en mode de fonctionnement du véhicule ferroviaire, des forces de compression ou d'extension s'exerçant sur la tête d'attelage (KPK) sont absorbées élastiquement par le ressort (FDW) lié à la carrosserie de wagon (WK) du véhicule ferroviaire, et sont transmises à la carrosserie de wagon (WK),
    - avec un support (PAS)
    - couplé à l'arbre d'attelage (KPS) et lié à la carrosserie de wagon (WK),
    - qui est conçu pour soutenir verticalement l'arbre d'attelage (KPS) pour le soutenir en direction verticale vers le bas en faisant ressort,
    - qui est conçu pour porter le poids propre des éléments du couplage tampon central (MPK) pour réaliser une orientation horizontale du couplage tampon central (MPK) en mode de fonctionnement du véhicule ferroviaire,
    - un élément de collision (CB) étant disposé entre le support (PAS) et la carrosserie de wagon (WK), qui est lié à la fois au support (PAS) et à la carrosserie de wagon (WK),
    - l'élément de collision (CB) présentant une zone de déformation (DB) conçue de telle sorte qu'en cas de collision, une énergie cinétique transmise via l'arbre d'attelage (KPS) et via le support couplé (PAS) à l'élément de collision (CB) déforme irréversiblement la zone de déformation (DB) d'une manière prédéterminée.
  2. Véhicule ferroviaire selon la revendication 1, caractérisé en ce que
    - l'élément de collision (CB) présente une première bride (FL1) par laquelle l'élément de collision (CB) est lié fermement mais de façon amovible à un plaque avant (FP) de la carrosserie de wagon (WK) via un raccord vissé,
    - l'élément de collision (CB) présente une seconde bride (FL2) opposée à la première bride (FL1),
    - la zone de déformation (DB) est disposée entre la première bride et la seconde bride,
    - la seconde bride (FL2) est liée fermement mais de façon amovible au support (PAS) par un raccord vissé,
    - les raccords vissés sont conçus de telle sorte qu'il soit possible de changer l'élément de collision (CB) après une collision.
  3. Véhicule ferroviaire selon l'une des revendications précédentes, caractérisé en ce que l'élément de collision (CB) comprend au moins partiellement l'arbre d'attelage (KPS) pour permettre un mouvement horizontal de l'arbre d'attelage (KPS) dans une mesure prédéterminée.
  4. Véhicule ferroviaire selon l'une des revendications précédentes, caractérisé en ce que le support (PAS) comprend au moins partiellement l'arbre d'attelage (KPS) pour permettre un mouvement horizontal de l'arbre d'attelage (KPS) dans une mesure prédéterminée.
  5. Véhicule ferroviaire selon l'une quelconque des revendications précédentes, caractérisé en ce que
    - l'attelage du support (PAS) avec l'arbre d'attelage (KPS) est réalisé du fait que le support (PAS) comprend au moins partiellement l'arbre d'attelage (KPS), de telle sorte que
    - en cas de collision, l'arbre d'attelage (KPS) effectue un mouvement longitudinal (LBW) en direction du véhicule ferroviaire ou en direction de la carrosserie de wagon (WK) du véhicule ferroviaire, suite à quoi la tête d'attelage (KPK) est appuyée sur le support (PAS) et, via le support (PAS), l'énergie cinétique correspondante issue de la collision est transmise à l'élément de collision (CB) pour y déclencher la déformation de la zone de déformation (DB).
  6. Véhicule ferroviaire selon l'une quelconque des revendications précédentes, caractérisé en ce que le ressort présente des éléments consommateurs d'énergie conçus de sorte qu'une énergie de compression transmise au ressort (FDW) via l'arbre d'attelage (KPS) en cas de collision déforme de façon plastique et irréversible les éléments consommateurs d'énergie à fins de compensation d'énergie.
  7. Véhicule ferroviaire selon l'une quelconque des revendications précédentes, caractérisé en ce que le couplage tampon central (MPK) fait partie d'un couplage mécanique mixte (GZK).
  8. Véhicule ferroviaire selon l'une quelconque des revendications précédentes, caractérisé en ce que le support (PAS) est conçu comme un support pendulaire ou un support à balancier, disposé respectivement au moins partiellement sous l'arbre d'attelage (KPS).
EP22710068.2A 2021-04-07 2022-03-03 Véhicule ferroviaire à couplage tampon central Active EP4294695B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102021203426.8A DE102021203426A1 (de) 2021-04-07 2021-04-07 Schienenfahrzeug mit Mittelpufferkupplung
PCT/EP2022/055372 WO2022214246A1 (fr) 2021-04-07 2022-03-03 Véhicule ferroviaire à couplage tampon central

Publications (2)

Publication Number Publication Date
EP4294695A1 EP4294695A1 (fr) 2023-12-27
EP4294695B1 true EP4294695B1 (fr) 2024-11-27

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP22710068.2A Active EP4294695B1 (fr) 2021-04-07 2022-03-03 Véhicule ferroviaire à couplage tampon central

Country Status (7)

Country Link
US (1) US20240199094A1 (fr)
EP (1) EP4294695B1 (fr)
CN (1) CN117098702B (fr)
DE (1) DE102021203426A1 (fr)
ES (1) ES3037343T3 (fr)
PL (1) PL4294695T3 (fr)
WO (1) WO2022214246A1 (fr)

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS49138507U (fr) * 1973-03-29 1974-11-28
DE20009859U1 (de) * 2000-05-31 2001-10-11 SAB Wabco BSI Verkehrstechnik Products GmbH, 42859 Remscheid Vorrichtung zur elastischen Lagerung des Kupplungsarmes einer Mittelpufferkupplung an einem Schienenfahrzeug
DE202004014532U1 (de) * 2004-09-16 2006-02-02 Faiveley Transport Remscheid Gmbh Federwerkseinbaukasten
EP2594452B1 (fr) * 2011-11-21 2014-01-08 Voith Patent GmbH Dispositif d'embrayage pour la zone frontale d'un véhicule guidé sur rails
EP2617622B1 (fr) * 2012-01-17 2016-06-01 Voith Patent GmbH Dispositif de soutien vertical d'une barre d'attelage
CN103625502B (zh) 2013-10-18 2016-05-25 中车青岛四方机车车辆股份有限公司 一种轨道车辆前端吸能装置
EP3245114B1 (fr) 2015-03-17 2019-03-13 Siemens Mobility GmbH Véhicule ferroviaire, notamment locomotive
CN205396117U (zh) * 2016-02-29 2016-07-27 中车齐齐哈尔车辆有限公司 铁路车辆的车钩缓冲装置、钩尾框托板组件、磨耗板
EP3934961A1 (fr) 2019-03-06 2022-01-12 Voith Patent GmbH Dispositif de support et de centrage destiné à un bras d'attelage d'un attelage ferroviaire automatique
CN111452822B (zh) * 2020-04-16 2021-08-24 中车长江车辆有限公司 一种缓冲装置、车钩以及铁路货车
CN112124353B (zh) * 2020-09-22 2022-03-18 中车唐山机车车辆有限公司 一种轨道车辆及其车体和车钩承载结构

Also Published As

Publication number Publication date
EP4294695A1 (fr) 2023-12-27
CN117098702A (zh) 2023-11-21
US20240199094A1 (en) 2024-06-20
WO2022214246A1 (fr) 2022-10-13
PL4294695T3 (pl) 2025-04-07
CN117098702B (zh) 2026-01-16
ES3037343T3 (en) 2025-10-01
DE102021203426A1 (de) 2022-10-13

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