WO2011138399A1 - Coupling for rail vehicles, in particular for recovering a rail vehicle which is incapable of moving under its own force - Google Patents

Abstract

The invention relates to a coupling arrangement for a rail vehicle (1) for coupling the rail vehicle to a second rail vehicle (2), in particular for recovering a second rail vehicle (2) which is incapable of moving under its own force, wherein the arrangement has: a coupling rod (11) for mechanically connecting and as a result coupling the rail vehicles (1, 2), a supporting structure (17, 35) by means of which the coupling rod (11) can be connected to the rail vehicle (1), wherein the coupling rod (11) can be pivoted in relation to the supporting structure (17, 35), with the result that the coupling rod (11) can correspondingly pivot when the rail vehicles (1, 2) which are coupled to one another travel around a bend, at least one spring device (21, 30) which is mounted on the supporting structures (17, 35) and is arranged in such a way that, at least in a first predefined operating state of the arrangement, the coupling rod (11) can be exclusively moved by said arrangement into a predefined range of pivoted positions relative to the supporting structure (17, 35) and can remain in the predefined range of pivoted positions exclusively as a result of this, that a force is applied via the coupling rod (11) to the spring device (21, 30), with the result that a corresponding opposing force which is generated by the spring device (21, 30) would, given a reduction in the applied force, pivot the coupling rod (11) in the direction of a neutral position in which the coupling rod (11) would be oriented with its longitudinal axis in the direction of travel of the coupled rail vehicles (1, 2) in the case of straight-ahead travel.

Description

 Coupling of rail vehicles, in particular for recovery of a non-self-propelled rail vehicle

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. For putting in, 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.

Furthermore, 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.

When it is desired to recover a rail vehicle that is no longer self-propelled, it is known to couple a wheeled rail vehicle and either tow or push the non-drivable rail vehicle. In some situations, it is not possible or only with great effort to tow the non-mobile rail vehicle. A pushing of the non-mobile rail vehicle can therefore not be avoided in all cases.

If tight curves are driven when pushing the non-moving rail vehicle, transverse forces are introduced into the sliding rail vehicle, which are directed transversely to the longitudinal axis of the rail vehicle. The longitudinal axis of the

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.

In some railway networks there are tight curves on slopes. If, therefore, the non-propelled rail vehicle is pushed uphill through the tight bend, the force acting on the sliding rail vehicle via the clutch increases considerably, namely, the downhill force. Accordingly, the increased

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.

It is an object of the present invention to provide a clutch assembly

Specify rail vehicle with such a clutch assembly, a method for operating coupled rail vehicles and a manufacturing method for producing such a clutch assembly or such a rail vehicle, which reduce the risk of derailment in the clutch mode.

According to a basic idea of the present invention, 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. However, it is preferred that 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. On particularly preferred embodiments will be discussed in more detail.

The spring device is now used or arranged such that at a

Cornering with derailment danger, the coupling device has a force on the

Spring device exerts which generates the counterforce. This is based on the finding that the coupling device when cornering has a different position and orientation with respect to the supporting parts of the sliding vehicle, as is the case when driving straight ahead. Therefore, when the coupled rail vehicles enter a curve, the position and orientation of the vehicle changes

Coupling device. In this case, 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

As a result, 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. Preferably, not only 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

Embodiment will be explained in more detail, but may be a part of

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. In particular, 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.

In 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 , In contrast, although a vibration damper can resist deformation and also generate a counterforce. However, the counterforce decreases in contrast to the spring device with continued exposure to external forces. Another feature that the

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. In contrast, a vibration damper dissipates mechanical energy, especially in heat. In particular, the following is proposed: A clutch 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 arrangement comprising:

 a coupling rod for mechanically connecting and thereby coupling the rail vehicles,

 a load-bearing construction, over which the coupling rod with the

 Rail vehicle is connectable, wherein the coupling rod is pivotable relative to the supporting structure, so that the coupling rod at

 Cornering the mutually coupled rail vehicles can pivot accordingly

 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

 Direction of travel of the coupled rail vehicles when driving straight ahead would be oriented.

Each coupling device for coupling two on a rail track

one behind the other moving rail vehicles has a coupling rod. 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.

Conversely, the sliding rail vehicle experiences the corresponding counterforce.

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. In particular, 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.

In the first predetermined operating state, d. H. When a lateral force directed to the outside of the curve is to be reduced, compensated or overcompensated, the coupling rod exerts a force on the spring device in the predetermined range of pivot positions. Optionally, there is 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

Rail vehicle is pulled. In both cases, the forces to be transmitted via the coupling rod to the rail vehicle are lower, so that the transverse force is lower.

In particular, the coupling rod may have a recess which can be covered with a cover, wherein the recess in the first predetermined

Operating state is covered with the cover, so that the force is exerted on the cover over the spring device. In this embodiment, 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

predetermined operating state in the predetermined range of pivot positions can be brought.

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. In a preferred embodiment z. B. 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. In particular, 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

Coupling rod changes.

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. For example, in the piston / cylinder unit, which will be discussed in more detail, 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.

In particular, the spring device can only be coupled to the coupling rod and / or generate the counterforce when the

Coupling rod is located in swivel positions or moves in which the Coupling rod is pivoted from the neutral position in the direction in the opposite direction, the counter-force of the spring device acts. In the case of the two operating states (see above), this applies only to the first operating state in which the counterforce is to be generated by the spring device. In the second predetermined operating state, 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.

As already mentioned, is preferably on the other side of the

Coupling rod another feather device, so that curves of both directions can be traversed. In particular, 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

arranged opposite side of the coupling rod, so that for pivoting the coupling rod in a second predetermined range of pivotal positions, which is achieved by pivoting in the opposite direction from the neutral position, a force to be exerted on the second spring means. In particular, the second predetermined range of pivot positions with respect to

Neutral position axisymmetric to the first predetermined range of

Pivoting positions can be arranged.

In particular, 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. Such a configuration makes it possible to arrange the pressure vessel in a different area than the part of the spring device, which experiences the force of the coupling rod. In particular, with two spring means arranged on opposite sides of the coupling bar for cornering in different directions, it is possible to have the same pressure vessel for both

Use spring devices. In particular, it is also possible that the

Pressure vessel only in case of need, if the resistance force of the spring devices is required, to the cylinders of the spring device or spring devices

is connected. If the fluid in the cylinder interior does not communicate with the pressurized gas in the pressure vessel, the piston and cylinder of the spring device may be in a relative position in which the

Coupling rod without contact to the piston / cylinder unit within 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. In general terms, the state of the spring device is changed to the interaction between the coupling rod and spring device in the predetermined range of

To change swivel positions, in particular such that no more force is exerted by the coupling rod on the spring device.

The scope of the invention also includes a rail vehicle with a

Clutch assembly in any of the embodiments described in this specification. In particular, in this case the supporting structure which is part of the coupling arrangement is connected to supporting parts of the rail vehicle or the supporting structure of the coupling arrangement carrying the coupling rod is itself part of the supporting structure of the rail vehicle.

Furthermore, 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

 Spring means generated counterforce in a reduction of the applied force would swing the coupling rod in the direction of a neutral position in which the coupling rod coupled with its longitudinal axis in the direction of travel of the

 Rail vehicles would be oriented when driving straight ahead.

Embodiments of the method and advantages will be apparent from the description of the coupling arrangement. Also included within the scope of the invention is a method of manufacturing a clutch assembly, particularly the clutch assembly in any of the configurations described in this specification. The

Manufacturing process includes in particular the following steps:

 Providing a coupling rod and a supporting structure,

 Attaching the coupling rod to the supporting structure so that the coupling rod is pivotable relative to the supporting structure and the coupling rod coupled together when cornering

 Rail vehicles can pivot accordingly

 Attaching at least one spring device to the supporting structure such that the coupling rod at least in a first predetermined

 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.

Embodiments and advantages of the manufacturing process will be apparent from the

Description of the coupling arrangement.

Furthermore, the scope of the invention includes a method for producing a

Railway vehicle, wherein the coupling device in one of the embodiments, in described in this description, is attached to supporting parts of the rail vehicle. In particular, 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.

Embodiments will now be described with reference to the accompanying drawings. The individual figures of the drawing show:

Fig. 1 is a plan view of parts of two coupled together

 Rail vehicles,

Fig. 2, two coupling rods, each at one of the two together

 Coupling rail vehicles are pivotally mounted and for the

Coupling operation are connected to each other,

3 is a plan view of the supporting structure of a coupling arrangement, wherein the coupling rod is shown in a folded state,

4 schematically shows an embodiment of a spring device which has a piston /

 Cylinder unit, wherein the spring means for putting off a

 Having a pressure vessel in which a gas is under pressure,

Fig. 5 shows a preferred embodiment of a coupling rod and the

 Spring means

 6 shows a longitudinal section through the piston / cylinder unit of FIG. 5

 Spring means

 Fig. 7 is a plan view of a part of the coupling rod of Fig. 5 shown

 Coupling arrangement, wherein the coupling rod is shown partially cut open,

 Fig. 8 is a horizontal section through a preferred embodiment of a

 Coupling arrangement with a coupling rod and a spring device having a piston / cylinder unit, in a first pivotal position of the coupling rod near the neutral position,

 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 /

 Cylinder unit has been moved.

 Fig. 1 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. As parts of the coupling devices in each case 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

are connected and pivotable at its other end with a carrying

Construction are connected.

As can be seen on the curved course of the rail with the rails 4a, 4b, 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.

If the vehicle 2 does not contribute to the drive, ie, is pushed by the vehicle 1, and if the right-hand curve leads uphill, a particularly large force F _{s is} transmitted from the vehicle 2 to the vehicle 1 via the coupling rods 12, 11. This force is shown to the right of the front in the direction of travel end of the vehicle 1 in Fig. 1. This force F _s can be transformed into a vector by a vector decomposition

Force component F _L , which acts in the longitudinal direction of the vehicle 1, and a Force component F _q , which acts transversely to the direction of travel of the vehicle 1, to be disassembled. This transverse force F _q acts on the attachment of the coupling rod 1 1 on the vehicle. 1 It generates a torque on the vehicle 1, since the wheels are in the direction of travel further back. In Fig. 1, the first, in the direction of travel front bogie with the axes 6, 9 is shown. The axis lying in front in the direction of travel 6 has the wheels 7 for driving on the left rail 4b and 8 for driving on the

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

Therefore, as is indicated in the front region of the vehicle 1, right and left of the coupling rod 1 1 spring means 21 a, 21 b arranged. In the illustrated cornering, the vehicle 2 via the coupling rod 12 and the coupling rod 1 1 exerts a force on the right spring means 21 a. This force is therefore exerted on the spring means 21 a, because the coupling rod 1 1 in the illustrated

Swivel position against the spring means 21 a presses and deforms them. Therefore, the lateral force F _q is reduced, compensated or overcompensated, unlike in the vector decomposition. In other words, due to the exercise of power on the

Spring means 21 a between the vehicles 2, 1 no resultant force in the direction of the left axes of the coupling rods 12, 1 1, but a resultant force approximately in the direction of the longitudinal axis of the vehicle. 1 Deviations of the resulting force from this longitudinal direction may be due to the fact that the lateral force F _{q is} not fully compensated or overcompensated.

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. The

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. Down in Fig. 3 is 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. In an impact on the bumper 42, 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. 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

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. In the unit 21, it 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. To the right of the piston 24 is located in the cylinder interior 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. 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. By the unit 21, 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.

In Fig. 4, a pressure gauge 291 is still shown, which is connected via a connecting line 27 to the liquid line 26. Furthermore, 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. For this purpose, further, not shown in detail in Fig. 4 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

Coupling device. 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. Further For example, 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

Through hole 51, which is a recess. On this recess 51, the piston rod 22 of the piston / cylinder unit 21 a is directed with its longitudinal axis. This unit 21a may in particular be the unit 21a of FIG. The unit 21 a further includes a cylinder 23 which terminates at a mounting portion 25 of the unit 21 a. About this mounting portion 25, the unit 21 a about a vertical pivot axis pivotally connected to the supporting structure of

Rail vehicle to be connected. 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

Representation in Fig. 4.

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. At 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 closer to the attachment portion 17 arranged longitudinal portion 33 has, as in Fig. 5, a recess 51 which is recognizable in the area shown cut. In addition, it is shown in FIG. 7 that the recess 51 can be closed by a cover or a cover 53. By a double arrow is indicated that 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). With 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 and the impact on the unit 21. In Fig. 8 is 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. However, 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. Straight lines extending from the vertical pivot axis R of the coupling rod 32, 33 at different angles to the direction of

Neutral position extend are designated with the respective angle 6 °, 20 ° or 40 °.

In Fig. 9, the longitudinal axis LA of the coupling rod 32, 33 is aligned with the 6 ° line, d. H. the coupling rod 32, 33 is pivoted by 6 ° from the neutral position from the top to the right. In this pivotal position of the longitudinal portion 33 passes through the cover 53 in contact with the free end of the piston rod 22. To the

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. If the initial resistance of the spring device acting at the 6 ° line is overcome, the force increases only slightly as the pivoting angle increases. By adjusting the gas pressure when the piston rod is not pressed in (see FIG. 9) and by adjusting the area of the piston which is displaceably mounted in the pressure vessel 30 (see piston 29 in FIG. 4), 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 Schwenkwinkelabhängigkeit is adjustable, the adjustment for larger portions of the entire temperature range can be maintained. In order to adapt the characteristic, in particular the initial pressure in the 6 ° -switch line, 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.

In Fig. 1 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.

The same pivot position assumes the coupling rod 32, 33 in the illustration of FIG. 12. However, the cover 53 is folded away from the recess 51, so that the piston rod 22 can extend through the recess 51 therethrough. Therefore, the coupling rod 32, 33 exerts no force on the unit 21. This operating mode is selected when no lateral forces are expected in the coupling operation, which can lead to a derailment of the rail vehicle.

Claims

claims 1 . Coupling arrangement for a rail vehicle (1) for coupling the  Rail vehicle with a second rail vehicle (2), in particular for recovering a non-self-propelled second rail vehicle (2), the arrangement comprising:  - A coupling rod (31) for mechanical connection and thereby to  Coupling the rail vehicles (1, 2),  - A supporting structure (17, 35) via which the coupling rod (31) with the rail vehicle (1) is connectable, wherein the coupling rod (31) relative to the supporting structure (17, 35) is pivotable, so that the coupling rod (31 ) when cornering the mutually coupled rail vehicles (1, 2) can pivot accordingly,  - At least one spring means (21, 30) which is attached to the supporting structures (17, 35) and which is arranged such that the coupling rod (31) at least in a first predetermined operating state of the arrangement exclusively in a predetermined range of pivoting positions can be brought relative to the supporting structure (17, 35) and can remain exclusively in the predetermined range of pivotal positions that on the coupling means (31) on the spring means (21, 30) a force is exerted, so that a corresponding one of the  Spring device (21, 30) generated counterforce in a reduction of  applied force the coupling rod (31) would pivot in the direction of a neutral position in which the coupling rod (31) with its longitudinal axis in the direction of travel of the coupled rail vehicles (1, 2) would be oriented in straight travel. 2. Coupling arrangement according to the preceding claim, wherein the  Spring device (21, 30) is not permanently coupled to the coupling rod (31). 3. Coupling arrangement according to the preceding claim, wherein the  Spring device (21, 30) is only then coupled to the coupling rod (31) and generates the counterforce when the coupling rod (31) in Pivoting positions are located or moved, in which the coupling rod (31) from the Neutral position is pivoted in the direction in the opposite direction, the counter-force of the spring means (21, 30) acts. 4. Coupling arrangement according to one of the preceding claims, wherein the  Coupling rod (31) has a recess (51) which is coverable with a cover (53), wherein the recess (51) in the first predetermined  Operating state with the cover (53) is covered, so that the force on the cover (53) on the spring means (21, 30) is applied. 5. Coupling arrangement according to the preceding claim, wherein the recess (51) in a second predetermined operating state is not or only partially covered by the cover (53) and wherein the spring means (21, 30) in the predetermined range of pivot positions in the recess ( 51) protrudes, so that the coupling rod (31) without a force to exert on the spring means or can be brought under exercise of a smaller force on the spring means (21, 30) than in the first predetermined operating state in the predetermined range of pivoting positions. 6. Coupling arrangement according to one of the preceding claims, wherein the  Spring means (21, 30) is a first spring means (21 a) which is arranged on a first side of the coupling rod (31), so that for pivoting the  Coupling rod (31) in the predetermined range of pivotal positions a force on the first spring means (21 a) is exercised, and wherein the arrangement comprises a second spring means (21 b) which is arranged on an opposite side of the coupling rod (31), so that for panning the  Coupling rod (31) in a second predetermined range of  Pivot positions, which is achieved from the neutral position by pivoting in the opposite direction, a force on the second spring means (21 b) is exercised. 7. Coupling device according to one of the preceding claims, wherein the  Spring means (21, 30) comprises a piston / cylinder unit (21), wherein upon pivoting of the coupling rod (31) while exerting a force on the Coupling rod (31) on the spring means (21, 30) of the piston (24) and the cylinder (23) against a spring force are moved relative to each other, wherein the Cylinder (23) is filled with a liquid and wherein the cylinder interior is connected via a fluid line (26) with a pressure vessel (30) in which the liquid presses against a pressurized volume of gas. 8. rail vehicles with a coupling arrangement according to one of the preceding claims. 9. Procedure for reducing the risk of derailment when operating  coupled rail vehicles, wherein a first rail vehicle (1) via a coupling rod (31) with a second rail vehicle (2) is coupled, in particular for recovering the non-self-propelled by the second  Rail vehicle, wherein:  - A spring means (21, 30) is used, which is connected to a supporting  Constructions of the first rail vehicle (1) is mounted and is in the pivoting range of the coupling rod (31),  - During a cornering of the mutually coupled rail vehicles (1, 2) of the second rail vehicle (2) via the coupling rod (31) a force on the spring means (21, 30) is applied, so that a corresponding of the spring means (21, 30) generated counterforce with a reduction of the applied force, the coupling rod (31) would pivot in the direction of a neutral position in which the coupling rod (31) with its longitudinal axis in the direction of travel of the coupled rail vehicles (1, 2) would be oriented when driving straight ahead. 10. The method according to the preceding claim, wherein the spring means (21, 30) is not permanently coupled to the coupling rod (31). 1 1. Method according to the preceding claim, wherein the spring device (21, 30) is only coupled to the coupling rod (31) and generates the counterforce when the coupling rod (31) is in pivotal positions or moves, in which the coupling rod (31) the neutral position is pivoted in the direction in the opposite direction, the counterforce of the  Spring device (21, 30) acts. 12. The method according to any one of the preceding claims, wherein to reduce the risk of derailing a recess (51) in the coupling rod (31) with a Cover (53) is covered and the force on the cover (53) on the spring means (21, 30) is applied. 13. The method according to the preceding claim, wherein the recess (51) in another operating state is not or only partially covered with the cover (53) and wherein thereby the spring means (21, 30) is allowed hineingeuragen into the recess (51) in that the coupling rod (31) can be exerted on the spring device (21, 30) without a force or can be pivoted on the spring device (21, 30) while applying a smaller force. 14. The method according to any one of the preceding claims, wherein as part of  Spring means (21, 30) a piston / cylinder unit (21) is used, wherein upon pivoting of the coupling rod (31) while exerting a force on the coupling rod (31) on the spring means (21, 30) of the piston (24) and the Cylinders (23) are moved relative to each other against a spring force, wherein a liquid located in the cylinder interior communicates via a fluid line with a pressurized gas volume.