EP0060775A1 - Combined coupling and buffing device for a railway vehicle - Google Patents

Combined coupling and buffing device for a railway vehicle Download PDF

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Publication number
EP0060775A1
EP0060775A1 EP19820400430 EP82400430A EP0060775A1 EP 0060775 A1 EP0060775 A1 EP 0060775A1 EP 19820400430 EP19820400430 EP 19820400430 EP 82400430 A EP82400430 A EP 82400430A EP 0060775 A1 EP0060775 A1 EP 0060775A1
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EP
European Patent Office
Prior art keywords
chassis
auxiliary frame
zone
articulation
frame
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP19820400430
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German (de)
French (fr)
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EP0060775B1 (en
Inventor
André Gabriel Louis Baronnet
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.)
Rail Chimie SA
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Rail Chimie SA
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
Priority claimed from FR8104929A external-priority patent/FR2501609A1/en
Priority claimed from FR8115087A external-priority patent/FR2515126A2/en
Application filed by Rail Chimie SA filed Critical Rail Chimie SA
Priority to AT82400430T priority Critical patent/ATE13841T1/en
Publication of EP0060775A1 publication Critical patent/EP0060775A1/en
Application granted granted Critical
Publication of EP0060775B1 publication Critical patent/EP0060775B1/en
Expired legal-status Critical Current

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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
    • B61G9/045—Draw-gear combined with buffing appliances with only metal springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F1/00—Underframes
    • B61F1/08—Details
    • B61F1/10—End constructions

Definitions

  • the automatic coupling is not yet generalized, but it seems eminently desirable to immediately benefit the so-called classic couplings from the results of studies relating to the automatic coupling, and possibly even to prepare vehicles equipped with 'classic couplings so that they can receive later without significant modifications automatic couplings to replace their initial classic couplings.
  • the object of the present invention is to propose such new arrangements, this invention therefore relating to a combined coupling and buffering device of a railway vehicle, consisting of an auxiliary frame which is mounted on the chassis of the vehicle, is capable of taking compression support on this chassis and supports lateral buffers for resumption of compression buffering forces, and, by a traction coupling.
  • the auxiliary frame is supported, by a thrust zone, on a support zone of the chassis passing through the plane longitudinal median of said chassis, said thrust and support zones being shaped so as to allow a variation in orientation of the auxiliary frame substantially equal to a pivoting about the vertical geometric axis of said support zone.
  • two wagons 1, 2 have their chassis 3, 4, which rest on rails 5 by axles 6, respectively.
  • a cross member 7, 8 of the chassis 3, 4 constitutes the mechanically resistant element closest to the end 9, 10 of the wagon 1, 2, but nevertheless set back relative to this end.
  • auxiliary frame 11, 12 is mounted at each end 9, 10 of the wagons 1, 2, being able to pivot in a horizontal plane, its pivoting being, moreover, limited by means of springs 14, 15 coupled between this auxiliary frame 11, 12 and the corresponding chassis 3, 4.
  • Each frame has a generally triangular isosceles shape, the beam 16, 17 constituting the base of the triangle, elastically supporting (18) two lateral buffers 19.
  • the top of each triangle opposite to the beam 16, 17 is constituted by a pushing piece 20, 21 which is arranged opposite a support zone 22, 23 of the chassis 3, 4, disposed in the center of the resistant cross member 7, 8, the thrust assembly constituting a straightening articulation prescribed for the "International" type coupling.
  • the rails 5 represented constitute a curve of the railway track, and the wagon 1 pushes the wagon 2, so that, on the one hand, a compressive force is developed between the buffers 19 of the two auxiliary frames 11, 12, of on the other hand, each of these auxiliary frames has substantially pivoted by an angle B, such that their two beams 16, 17 are substantially parallel, the direction of the compression forces being that of the straight line D joining the two support zones 22, 23 of the two chassis 3, 4.
  • FIGS. 2, 3 and 4 The details of the construction of an end of a chassis 3 equipped with the wagon 1 are shown in FIGS. 2, 3 and 4.
  • the springs 14 are oriented perpendicular to the longitudinal plane 24, being coupled between the ends 27 of the beam 16 and the chassis 3.
  • the latter has its end delimited by two horizontal sheets 26 between which is disposed the beam 16, which rests on the lower sheet 26, being held there by means of leaf springs 28 interposed between its upper face 29 and the sheet 26 upper, a clearance K being provided between these two surfaces.
  • the traction hook 30, which allows the coupling of the vehicle to another vehicle, is mounted (31) on the auxiliary frame 11, in the central position, between the two lateral buffers 19, the assembly without modification of the unified traction.
  • a material pivot axis 32 passes through, on the one hand, practically without play, bearings 33 formed in two parallel plates 34 integral with the crosspiece 7, between which is inserted the end 35 of the auxiliary frame 11 which carries the pushing piece 20, on the other hand, a buttonhole 36 formed in this end 35.
  • Lateral operating clearances J and j 21 and a clearing J 3 in the direction parallel to the longitudinal plane 24 are provided between the material axis 32 and the edges of the buttonhole 36.
  • the clearing J 3 is such that, when the frame auxiliary undergoes a thrust in the direction of arrow G (FIG. 3), therefore a thrust corresponding to a compression force of one or two buffers 19, its thrust part 20 is in thrust support on the area of support 22 of the cross-member 7, the buttonhole transmitting no thrust force due to the non-zero value of the clearance J 3 .
  • FIG. 5 shows an alternative embodiment of the arrangement already described, in which the beam 16 of the auxiliary frame has its ends engaged at the interior of U constituting the sides of the end of the chassis 3.
  • Two angles 37 are fixed on the underside of the beam 16, while coil springs 38 are interposed between these angles 37 and the lower branches 39 of the U , obviously fulfilling the same function as the leaf springs 28 of the first embodiment.
  • the thrust force G acts on the central region of the cross member 7, and not on a lateral region of the end 9 of the chassis 3. This contributes to a second reduction in the value of the moment generated by the forces of compression.
  • the freedom of orientation of the auxiliary frame 11 causes a reduction in the angle of the direction of the straight line D relative to the longitudinal plane 24, and, consequently, another reduction in the moment of the compressive forces, so that this moment, following these happy reductions, reaches a value low enough to be no longer dangerous as regards the maintenance of rail vehicles on rails 5, even during compression forces developed in the curves of the track railroad.
  • the action of the straightening joint of the "automatic coupling" type further reduces the shifting component.
  • the springs 14 obviously contribute to the automatic return to the middle position of the auxiliary frame 11.
  • the springs 28 or 38 make it possible to filter, at least momentarily, the forces transmitted to the auxiliary frame 11 before their transmission to the chassis 3, and to the wheels of the axle 6. This is, in particular, to filter the forces which could cause the unballasting of one of the wheels of the axle, precisely under the effect of the possible forces of compression thrust between two vehicles. In addition, there is a reduction in beat noise from the auxiliary frame 11 on the chassis 3.
  • the traction forces of the chassis 3, transmitted by the traction hook 30 to the auxiliary frame 11, and, by this auxiliary frame to the material axis 32, and thus to the chassis 3, are also centered, taking into account the position of the axis 32. They act near the cross-member 7, therefore of the axle 6, which, here again, is a guarantee of reduction of the parasitic moment tending to cause the possible tilting of the vehicle.
  • the proposed arrangement is therefore good, also from this point of view.
  • the overhang of the end 9 of the chassis 3 relative to the axle 6 can be relatively large, given the postponement of the cross member 7 near this axle.
  • the distance between the axles of the two ends of the chassis 3 can therefore be reduced, or else the wheelbase of the vehicle can be reduced, which facilitates the passage of the vehicle in curves with a small radius.
  • the auxiliary frames are manufactured independently of the complete chassis of the vehicles and can also be stored independently, while at the same time being at least partially standardized therefore of different types in reduced number, these characteristics being also advantageous.

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

Abstract

1. Combined attachment and buffer device for railway vehicle, constituted by an auxiliary frame (11) which is mounted on the vehicle chassis (3), which is adapted to rest under compression on said chassis, supports lateral buffers (19) absorbing the colliding forces under compression, and rests, via a thrusting zone (20) on a supporting zone (22) of the chassis (3) which traverses the longitudinal median plane (24) of said chassis, and by a traction attachment (30), said thrusting (20) and supporting (22) zones being shaped so as to allow a variation of the orientation of the auxiliary frame substantially equal to a pivoting movement about the vertical geometrical axis of said supporting zone (22), the assembly being designed to operate as a rectifying articulation in conformity with the international regulations on automatic attachments, whereas an articulation pin (32) traverses the auxiliary frame (11) and the chassis (3), characterized in that the assembly of the articulation pin (32) with at least one (35-11) of said two pieces (auxiliary frame (11) and chassis (3)) is achieved with a play (J1 , J2 , J3 ) such that the compression forces in the case of collision, are transmitted by the auxiliary frame (11) to the chassis (3) solely by the thrusting zone (20) of the auxiliary frame resting against the supporting zone (22) of the chassis, always with the rectifying articulation effect.

Description

L'étude de l'attelage automatique des véhicules ferroviaires se poursuit depuis plusieurs années et a permis de mettre en évidence des avantages parmi lesquels certains influent sur le comportement de ces véhicules sous l'effet d'efforts de compression. De tels efforts sont développés lors de la poussée d'un train par une locomotive ou encore lors du freinage d'un train, soit en alignement, soit en courbe.The study of automatic coupling of railway vehicles has been going on for several years and has made it possible to highlight advantages, some of which influence the behavior of these vehicles under the effect of compression forces. Such efforts are developed when a train is pushed by a locomotive or when a train is braking, either in alignment or in a curve.

Les avantages de l'attelage automatique mis en évidence en ce qui concerne leur fonctionnement pendant de telles manoeuvres sont en rapport avec la position du dispositif d'attelage qui, d'une part, est placé en position axiale par rapport à l'axe longitudinal du véhicule, d'autre part, a sa zone de transmission des efforts rapprochée de l'essieu le plus proche par rapport aux configurations des attelages classiques.The advantages of the automatic coupling highlighted with regard to their operation during such maneuvers are related to the position of the coupling device which, on the one hand, is placed in an axial position relative to the longitudinal axis of the vehicle, on the other hand, has its force transmission zone closer to the nearest axle compared to the configurations of conventional couplings.

Certes, l'attelage automatique n'est pas encore généralisé, mais il paraît éminemment souhaitable de faire bénéficier dès maintenant les attelages, dits classiques, des résultats des études relatives à l'attelage automatique, et, éventuellement même de préparer les véhicules équipés d'attelages classiques pour qu'ils puissent recevoir ultérieurement sans modifications importantes des attelages automatiques en remplacement de leurs attelages classiques initiaux.Admittedly, the automatic coupling is not yet generalized, but it seems eminently desirable to immediately benefit the so-called classic couplings from the results of studies relating to the automatic coupling, and possibly even to prepare vehicles equipped with 'classic couplings so that they can receive later without significant modifications automatic couplings to replace their initial classic couplings.

Le but de la présente invention est de proposer de telles nouvelles dispositions, cette invention étant donc relative à un dispositif combiné d'attelage et de tamponnement d'un véhicule ferroviaire, constitué par un bâti auxiliaire qui est monté sur le châssis du véhicule, est susceptible de prendre appui de compression sur ce châssis et supporte des tampons latéraux de reprise des efforts de tamponnement en compression, et, par un attelage de traction.The object of the present invention is to propose such new arrangements, this invention therefore relating to a combined coupling and buffering device of a railway vehicle, consisting of an auxiliary frame which is mounted on the chassis of the vehicle, is capable of taking compression support on this chassis and supports lateral buffers for resumption of compression buffering forces, and, by a traction coupling.

Le bâti auxiliaire prend appui, par une zone de poussée, sur une zone d'appui du châssis passant par le plan longitudinal médian dudit châssis, lesdites zones de poussée et d'appui étant conformées de manière à permettre une variation d'orientation du bâti auxiliaire sensiblement égale à un pivotement autour de l'axe géométrique vertical d e ladite zone d'appui.The auxiliary frame is supported, by a thrust zone, on a support zone of the chassis passing through the plane longitudinal median of said chassis, said thrust and support zones being shaped so as to allow a variation in orientation of the auxiliary frame substantially equal to a pivoting about the vertical geometric axis of said support zone.

Les avantageuses dispositions suivantes sont, en outre, de préférence adoptées :

  • - le bâti auxiliaire supporte deux tampons, cependant que lesdits deux tampons et la zone de poussée sont disposés aux sommets d'un triangle sensiblement isocèle ;
  • - le bâti auxiliaire est monté mobile horizontalement entre deux éléments du châssis espacés verticalement et est guidé par ces éléments du châssis ;
  • - un organe souple de reprise d'efforts dans la direction verticale peut être interposé entre le bâti auxiliaire et le châssis ;
  • - l'organe de reprise d'efforts est constitué par au moins un ressort interposé entre l'un des deuxdits éléments du châssis et le bâti auxiliaire ;
  • - des ressorts de rappel en position sont attelés entre le bâti auxiliaire et le châssis, un au moins de chaque côté du bâti auxiliaire ;
  • - chaque ressort de rappel est orienté obliquement par rapport au plan longitudinal médian du châssis ;
  • - un axe d'articulation, vertical, traverse le bâti auxiliaire et le châssis dans les parties de ces pièces, dans lesquelles est situé l'axe géométrique du pivotement éventuel du bâti auxiliaire par rapport au châssis ;
  • - le montage de l'axe d'articulation avec au moins l'une des deuxdites pièces -bâti auxiliaire et châssis- est réalisé avec un jeu tel que les efforts de compression lors d'un tamponnement sont transmis par le bâti auxiliaire au châssis uniquement par appui de la zone de poussée du bâti auxiliaire sur la zone d'appui du châssis ;
  • - l'axe d'articulation traverse avec jeu une boutonnière, dont est muni le bâti auxiliaire, ledit jeu étant situé au moins du côté dudit axe d'articulation orienté vers les tampons ;
  • - l'attelage de traction est monté sur le bâti auxiliaire lui-même, l'axe d'articulation transmettant les efforts éventuels de traction entre le bâti auxiliaire et le châssis.
In addition, the following advantageous arrangements are preferably adopted:
  • - The auxiliary frame supports two buffers, while said two buffers and the thrust zone are arranged at the vertices of a substantially isosceles triangle;
  • - The auxiliary frame is mounted movable horizontally between two elements of the chassis spaced vertically and is guided by these elements of the chassis;
  • - a flexible force recovery member in the vertical direction can be interposed between the auxiliary frame and the chassis;
  • - The force recovery member is constituted by at least one spring interposed between one of the two said elements of the chassis and the auxiliary frame;
  • - return springs in position are coupled between the auxiliary frame and the chassis, at least one on each side of the auxiliary frame;
  • - Each return spring is oriented obliquely to the median longitudinal plane of the chassis;
  • - An articulation axis, vertical, crosses the auxiliary frame and the chassis in the parts of these parts, in which is located the geometric axis of the possible pivoting of the auxiliary frame relative to the chassis;
  • - The mounting of the articulation axis with at least one of the two said parts - auxiliary frame and chassis - is carried out with a clearance such that the compression forces during buffering are transmitted by the auxiliary frame to the chassis only by pressing the thrust zone of the auxiliary frame on the support zone of the chassis;
  • - the hinge pin crosses with clearance a buttonhole, which is provided with the auxiliary frame, said clearance being located at least on the side of said articulation axis oriented towards the buffers;
  • - The traction coupling is mounted on the auxiliary frame itself, the hinge pin transmitting any traction forces between the auxiliary frame and the chassis.

L'invention sera mieux comprise, et des caractéristiques secondaires et leurs avantages apparaîtront au cours de la description de réalisations donnée ci-dessous à titre d' exemple.The invention will be better understood, and secondary characteristics and their advantages will appear during the description of embodiments given below by way of example.

Il est entendu que la description et les dessins ne sont donnés qu'à titre indicatif et non limitatif.It is understood that the description and the drawings are given for information only and are not limiting.

Il sera fait référence aux dessins annexés, dans lesquels :

  • - la figure 1 est une vue en plan de deux dispositifs d'attelage de wagons conformes à l'invention ;
  • - la figure 2 est une vue en plan d'une variante conforme à l'invention d'un dispositif d'attelage et de tamponnement ;
  • - la figure 3 est une vue d'un détail du dispositif de la figure 2 ;
  • - la figure 4 est une vue suivant flèche F de la figure 2 ; et,
  • - la figure 5 est une vue analogue à celle de la figure 4, d'une autre variante de réalisation conforme à l'invention.
Reference will be made to the accompanying drawings, in which:
  • - Figure 1 is a plan view of two wagon coupling devices according to the invention;
  • - Figure 2 is a plan view of a variant according to the invention of a coupling and buffering device;
  • - Figure 3 is a view of a detail of the device of Figure 2;
  • - Figure 4 is a view along arrow F of Figure 2; and,
  • - Figure 5 is a view similar to that of Figure 4, of another alternative embodiment according to the invention.

Suivant le schéma de la figure 1, deux wagons 1, 2 ont leur châssis 3, 4, qui reposent sur des rails 5 par des essieux 6, respectivement. Une traverse 7, 8 du châssis 3, 4 constitue l'élément mécaniquement résistant le plus proche de l'extrémité 9, 10 du wagon 1, 2, mais néanmoins en retrait par rapport à cette extrémité.According to the diagram in FIG. 1, two wagons 1, 2 have their chassis 3, 4, which rest on rails 5 by axles 6, respectively. A cross member 7, 8 of the chassis 3, 4 constitutes the mechanically resistant element closest to the end 9, 10 of the wagon 1, 2, but nevertheless set back relative to this end.

Un bâti auxiliaire 11, 12 est monté à chaque extrémité 9, 10 des wagons 1, 2, en pouvant pivoter dans un plan horizontal , son pivotement étant, par ailleurs, limité au moyen de ressorts 14, 15 attelés entre ce bâti auxiliaire 11, 12 et le châssis correspondant 3, 4. Chaque bâti a une forme générale triangulaire isocèle, la poutre 16, 17 constituant la base du triangle, supportant élastiquement (18) deux tampons latéraux 19. Le sommet de chaque triangle opposé à la poutre 16, 17 est constitué par une pièce de poussée 20, 21 qui est disposée en regard d'une zone d'appui 22, 23 du châssis 3, 4, disposée au centre de la traverse résistante 7, 8, l'ensemble de poussée constituant une articulation redresseuse prescrite pour l'attelage type "International".An auxiliary frame 11, 12 is mounted at each end 9, 10 of the wagons 1, 2, being able to pivot in a horizontal plane, its pivoting being, moreover, limited by means of springs 14, 15 coupled between this auxiliary frame 11, 12 and the corresponding chassis 3, 4. Each frame has a generally triangular isosceles shape, the beam 16, 17 constituting the base of the triangle, elastically supporting (18) two lateral buffers 19. The top of each triangle opposite to the beam 16, 17 is constituted by a pushing piece 20, 21 which is arranged opposite a support zone 22, 23 of the chassis 3, 4, disposed in the center of the resistant cross member 7, 8, the thrust assembly constituting a straightening articulation prescribed for the "International" type coupling.

Les rails 5 représentés constituent une courbe de la voie ferrée, et le wagon 1 pousse le wagon 2, de sorte que, d'une part, un effort de compression est développé entre les tampons 19 des deux bâtis auxiliaires 11, 12, d'autre part, chacun de ces bâtis auxiliaires a sensiblement pivoté d'un angle B, tel que leurs deux poutres 16, 17 soient sensiblement parallèles, la direction des efforts de compression étant celle de la droite D joignant les deux zones d'appui 22, 23 des deux châssis 3, 4.The rails 5 represented constitute a curve of the railway track, and the wagon 1 pushes the wagon 2, so that, on the one hand, a compressive force is developed between the buffers 19 of the two auxiliary frames 11, 12, of on the other hand, each of these auxiliary frames has substantially pivoted by an angle B, such that their two beams 16, 17 are substantially parallel, the direction of the compression forces being that of the straight line D joining the two support zones 22, 23 of the two chassis 3, 4.

Les points suivants doivent être notés :

  • - chaque traverse 7, 8 du châssis est voisine d'un essieu 6 (ou d'un groupe de roues) ;
  • - l'axe de pivotement de chaque bâti auxiliaire 11, 12 coîncide généralement avec le centre de la surface sphérique de la zone d'appui 22, 23, contenu lui-même dans le plan longitudinal médian 24, 25 du châssis 3, 4 correspondant ;
  • - les ressorts 14, 15 sont obliques par rapport aux- dits plans longitudinaux 24, 2 5" orientés vers les zones d'appui 22, 23>au nombre de deux par bâti, un de chaque côté du plan longitudinal correspondant ;
  • - les pivotements qui ont été mentionnés, sont en réalité des déplacements, qui peuvent être seulement proches sans être nécessairement exactement égaux à des rotations, notamment sous l'action de l'articulation redresseuse.
The following points should be noted:
  • - Each cross member 7, 8 of the chassis is close to an axle 6 (or a group of wheels);
  • the pivot axis of each auxiliary frame 11, 12 generally coincides with the center of the spherical surface of the support zone 22, 23, itself contained in the median longitudinal plane 24, 25 of the corresponding chassis 3, 4 ;
  • - The springs 14, 15 are oblique with respect to said longitudinal planes 24, 25 " oriented towards the support zones 22, 23 > two in number per frame, one on each side of the corresponding longitudinal plane;
  • - The pivots which have been mentioned, are in reality displacements, which can be only close without necessarily being exactly equal to rotations, in particular under the action of the straightening articulation.

Les détails de réalisation de la constitution d'une extrémité d'un châssis 3 équipé, du wagon 1, sont représentés sur les figures 2, 3 et 4. On retrouve les éléments déjà mentionnés, en notant cependant que, dans cette réalisation,' les ressorts 14 sont orientés perpendiculairement au plan longitudinal 24, étant attelés entre les extrémités 27 de la poutre 16 et le châssis 3. Celui-ci a son extrémité délimitée par deux tôles horizontales 26 entre lesquelles est disposée la poutre 16, qui repose sur la tôle 26 inférieure, y étant maintenue au moyen de ressorts à lames 28 interposés entre sa face supérieure 29 et la tôle 26 supérieure, un jeu K étant prévu entre ces deux surfaces.The details of the construction of an end of a chassis 3 equipped with the wagon 1 are shown in FIGS. 2, 3 and 4. We find the elements already mentioned, noting however that in this embodiment, ' the springs 14 are oriented perpendicular to the longitudinal plane 24, being coupled between the ends 27 of the beam 16 and the chassis 3. The latter has its end delimited by two horizontal sheets 26 between which is disposed the beam 16, which rests on the lower sheet 26, being held there by means of leaf springs 28 interposed between its upper face 29 and the sheet 26 upper, a clearance K being provided between these two surfaces.

Le crochet de traction 30, qui permet l'attelage du véhicule à un autre véhicule, est monté (31) sur le bâti auxiliaire 11, en position centrale, entre les deux tampons latéraux 19, l'ensemble sans modification de la traction unifiée.The traction hook 30, which allows the coupling of the vehicle to another vehicle, is mounted (31) on the auxiliary frame 11, in the central position, between the two lateral buffers 19, the assembly without modification of the unified traction.

Par ailleurs, un axe matériel de pivotement 32 traverse, d'une part, pratiquement sans jeu, des paliers 33 ménagés dans deux plaques parallèles 34 solidaires de la traverse 7, entre lesquelles est introduite l'extrémité 35 du bâti auxiliaire 11 qui porte la pièce de poussée 20, d'autre part, une boutonnière 36 ménagée dans cette extrémité 35.Furthermore, a material pivot axis 32 passes through, on the one hand, practically without play, bearings 33 formed in two parallel plates 34 integral with the crosspiece 7, between which is inserted the end 35 of the auxiliary frame 11 which carries the pushing piece 20, on the other hand, a buttonhole 36 formed in this end 35.

Des jeux de fonctionnement latéraux J et j 21 et un jeu J3 dans la direction parallèle au plan longitudinal 24, sont ménagés entre l'axe matériel 32 et les bords de la boutonnière 36. Le jeu J3 est tel que, lorsque le bâti auxiliaire subit une poussée dans le sens de la flèche G (figure 3), donc une poussée correspondant à un effort de compression d'un, ou des deux tampons 19, sa pièce de poussée 20 est en appui de poussée sur la zone d'appui 22 de la traverse 7, la boutonnière ne transmettant aucun effort de poussée du fait de la valeur non nulle du jeu J 3.Lateral operating clearances J and j 21 and a clearing J 3 in the direction parallel to the longitudinal plane 24 are provided between the material axis 32 and the edges of the buttonhole 36. The clearing J 3 is such that, when the frame auxiliary undergoes a thrust in the direction of arrow G (FIG. 3), therefore a thrust corresponding to a compression force of one or two buffers 19, its thrust part 20 is in thrust support on the area of support 22 of the cross-member 7, the buttonhole transmitting no thrust force due to the non-zero value of the clearance J 3 .

Par contre, lorsqu'un effort de traction est transmis au bâti auxiliaire 11 par le crochet de traction 30, dans le sens de la flèche H (figure 3), le bâti auxiliaire 11 est légèrement déplacé dans le sens de cette flèche H, vient dans la position représentée en pointillés sur la figure 3, l'autre bord axial de la boutonnière 36 étant alors en appui de traction sur l'axe matériel 32.On the other hand, when a traction force is transmitted to the auxiliary frame 11 by the traction hook 30, in the direction of the arrow H (FIG. 3), the auxiliary frame 11 is slightly displaced in the direction of this arrow H, comes in the position shown in dotted lines in FIG. 3, the other axial edge of the buttonhole 36 then being in traction support on the material axis 32.

Sur la figure 5, est représentée une variante de réalisation de la disposition déjà décrite, dans laquelle la poutre 16 du bâti auxiliaire a ses extrémités engagées à l'intérieur de U constituant les côtés de l'extrémité du châssis 3. Deux cornières 37 sont fixées sur la face inférieure de la poutre 16, cependant que des ressorts à boudin 38 sont interposés entre ces cornières 37 et les branches inférieures 39 des U, remplissant évidemment la même fonction que les ressorts à lames 28 de la première réalisation.FIG. 5 shows an alternative embodiment of the arrangement already described, in which the beam 16 of the auxiliary frame has its ends engaged at the interior of U constituting the sides of the end of the chassis 3. Two angles 37 are fixed on the underside of the beam 16, while coil springs 38 are interposed between these angles 37 and the lower branches 39 of the U , obviously fulfilling the same function as the leaf springs 28 of the first embodiment.

Le fonctionnement des dispositions représentées est le suivant.The operation of the represented provisions is as follows.

Les efforts de compression agissant sur les tampons, ne sont pas transmis à l'extrémité du châssis 3 comme dans les dispositifs classiques, antérieurs, mais sont transmis à la traverse 7 par la pièce de poussée 20. Cette traverse 7 étant placée à une distance m de la zone de réaction des roues de l'essieu 6 sur les rails 5 considérablement inférieure à la distance séparant l'extrémité 9 du châssis 3 de cette zone de réaction des roues, toutes choses étant égales par ailleurs, le moment dû à la poussée de compression est lui-même considérablement inférieur à la valeur qu'il a dans les dispositions antérieures.The compression forces acting on the buffers, are not transmitted to the end of the chassis 3 as in conventional devices, prior, but are transmitted to the cross member 7 by the pushing piece 20. This cross member 7 being placed at a distance m of the reaction zone of the wheels of the axle 6 on the rails 5 considerably less than the distance separating the end 9 of the chassis 3 from this reaction zone of the wheels, all other things being equal, the moment due to the Compression thrust is itself considerably lower than the value it has in previous arrangements.

De plus, l'effort de poussée G agit sur la zone centrale de la traverse 7, et non sur une zone latérale de l'extrémité 9 du châssis 3. Ceci contribue à une deuxième réduction de la valeur du moment engendré par les efforts de compression.In addition, the thrust force G acts on the central region of the cross member 7, and not on a lateral region of the end 9 of the chassis 3. This contributes to a second reduction in the value of the moment generated by the forces of compression.

Enfin, la liberté d'orientation du bâti auxiliaire 11 provoque une réduction de l'angle de la direction de la droite D par rapport au plan longitudinal 24, et, par suite, une autre réduction du moment des efforts de compression, si bien que ce moment, à la suite de ces heureuses réductions, atteint une valeur suffisamment faible pour n'être plus dangereuse en ce qui concerne le maintien des véhicules ferroviaires sur les rails 5, même lors d'efforts de compression développés dans les courbes de la voie ferrée. L'action de l'articulation redresseuse du type "attelage automatique" réduit encore la composante de ripage.Finally, the freedom of orientation of the auxiliary frame 11 causes a reduction in the angle of the direction of the straight line D relative to the longitudinal plane 24, and, consequently, another reduction in the moment of the compressive forces, so that this moment, following these happy reductions, reaches a value low enough to be no longer dangerous as regards the maintenance of rail vehicles on rails 5, even during compression forces developed in the curves of the track railroad. The action of the straightening joint of the "automatic coupling" type further reduces the shifting component.

On constate, par ailleurs, que le remplacement éventuel ultérieur du bâti auxiliaire 11 par un dispositif d'attelage automatique est simplifié, notamment par la présence dans les deux cas, de la traverse résistante 7, qui est déjà en retrait par rapport à l'extrémité 9 du châssis 3.We note, moreover, that the possible subsequent replacement of the auxiliary frame 11 by an automatic coupling device is simplified, in particular by the presence in both cases, of the resistant cross member 7, which is already set back relative to the end 9 of the chassis 3.

Les ressorts 14 contribuent évidemment au rappel automatique en position médiane du bâti auxiliaire 11.The springs 14 obviously contribute to the automatic return to the middle position of the auxiliary frame 11.

Les ressorts 28, ou 38, rendent possible le filtrage, au moins momentané, des efforts transmis au bâti auxiliaire 11 avant leur transmission au châssis 3, et aux roues de l'essieu 6. Il s'agit, en particulier, de filtrer les efforts qui pourraient provoquer le délestage d'une des roues de l'essieu, précisément sous l'effet des efforts éventuels de poussée de compression entre deux véhicules. De plus, il y a réduction des bruits de battement du bâti auxiliaire 11 sur le châssis 3.The springs 28 or 38 make it possible to filter, at least momentarily, the forces transmitted to the auxiliary frame 11 before their transmission to the chassis 3, and to the wheels of the axle 6. This is, in particular, to filter the forces which could cause the unballasting of one of the wheels of the axle, precisely under the effect of the possible forces of compression thrust between two vehicles. In addition, there is a reduction in beat noise from the auxiliary frame 11 on the chassis 3.

Par ailleurs, les efforts de traction du châssis 3, transmis par le crochet de traction 30 au bâti auxiliaire 11, et, par ce bâti auxiliaire à l'axe matériel 32, et ainsi, au châssis 3, sont, eux aussi, centrés, compte tenu de la position de l'axe 32. Ils agissent à proximité de la traverse 7, donc de l'essieu 6, ce qui, là encore, est une garantie de réduction du moment parasite tendant à provoquer le basculement éventuel du véhicule. La disposition proposée est donc bonne, également de ce point de vue.Furthermore, the traction forces of the chassis 3, transmitted by the traction hook 30 to the auxiliary frame 11, and, by this auxiliary frame to the material axis 32, and thus to the chassis 3, are also centered, taking into account the position of the axis 32. They act near the cross-member 7, therefore of the axle 6, which, here again, is a guarantee of reduction of the parasitic moment tending to cause the possible tilting of the vehicle. The proposed arrangement is therefore good, also from this point of view.

On notera enfin que le porte-à-faux de l'extrémité 9 du châssis 3 par rapport à l'essieu 6 peut être relativement important compte tenu du report de la traverse 7 près de cet essieu. La distance entre les essieux des deux extrémités du châssis 3 peut donc être réduite, ou encore, l'empattement du véhicule peut être réduit, ce qui facilite le passage du véhicule dans les courbes à faible rayon. D'autre part, les bâtis auxiliaires sont fabriqués indépendamment des châssis complets des véhicules et peuvent être stockés également indépendamment, tout en étant par ailleurs au moins partiellement normalisés donc de types différents en nombre réduit, ces caractéristiques étant également intéressantes.Finally, it should be noted that the overhang of the end 9 of the chassis 3 relative to the axle 6 can be relatively large, given the postponement of the cross member 7 near this axle. The distance between the axles of the two ends of the chassis 3 can therefore be reduced, or else the wheelbase of the vehicle can be reduced, which facilitates the passage of the vehicle in curves with a small radius. On the other hand, the auxiliary frames are manufactured independently of the complete chassis of the vehicles and can also be stored independently, while at the same time being at least partially standardized therefore of different types in reduced number, these characteristics being also advantageous.

L'invention n'est pas limitée aux réalisations représentées, mais en couvre au contraire toutes les variantes qui pourraient leur être apportées sans sortir de leur cadre, ni de leur esprit.The invention is not limited to the embodiments shown, but on the contrary covers all the variants which could be made to them without departing from their scope or their spirit.

Claims (10)

1. Dispositif combiné d'attelage et de tamponnement d'un véhicule ferroviaire, constitué par un bâti auxiliaire (11) qui est monté sur le châssis (3) du véhicule, est susceptible de prendre appui de compression sur ce châssis et supporte des tampons latéraux (19) de reprise des efforts de tamponnement en compression, et, par un attelage de traction (30), caractérisé en ce que le bâti auxiliaire (11) prend appui, par une zone de poussée (20), sur une zone d'appui (22) du châssis (3) passant par le plan longitudinal médian (24) dudit châssis, lesdites zones de poussée (20) et d'apui (22) étant conformées de manière à permettre une variation d'orientation du bâti auxiliaire sensiblement égale à un pivotement autour de l'axe géométrique vertical de ladite zone d'appui (22), l'ensemble étant réalisé pour fonctionner en articulation redresseuse conforme aux prescriptions internationales de l'attelage automatique.1. Combined coupling and buffering device of a railway vehicle, consisting of an auxiliary frame (11) which is mounted on the chassis (3) of the vehicle, is capable of taking compression support on this chassis and supports buffers lateral (19) for resumption of the buffering forces in compression, and, by a traction coupling (30), characterized in that the auxiliary frame (11) is supported, by a thrust zone (20), on a zone d support (22) of the chassis (3) passing through the median longitudinal plane (24) of said chassis, said thrust (20) and support (22) zones being shaped so as to allow a variation in orientation of the auxiliary frame substantially equal to a pivoting around the vertical geometric axis of said support zone (22), the assembly being made to operate in a straightening articulation in accordance with international prescriptions for automatic coupling. 2. Dispositif selon la revendication 1, caractérisé en ce que le bâti auxiliaire (11) supporte deux tampons, cependant que lesdits deux tampons (19) et la zone de poussée (20) sont disposés aux sommets d'un triangle sensiblement isocèle.2. Device according to claim 1, characterized in that the auxiliary frame (11) supports two buffers, while said two buffers (19) and the thrust zone (20) are arranged at the vertices of a substantially isosceles triangle. 3. Dispositif selon l'une quelconque des revendications 1 et 2, caractérisé en ce que le bâti auxiliaire (11) est monté mobile horizontalement entre deux éléments (26) du châssis (3) espacés verticalement et est guidé par ces éléments du châssis.3. Device according to any one of claims 1 and 2, characterized in that the auxiliary frame (11) is mounted horizontally movable between two elements (26) of the chassis (3) spaced vertically and is guided by these elements of the chassis. 4. Dispositif selon l'une quelconque des revendications 1 à 3, caractérisé en ce qu'un organe souple (28, 38) de reprise d'efforts dans la direction verticale est interposé entre le bâti auxiliaire (11) et le châssis (3).4. Device according to any one of claims 1 to 3, characterized in that a flexible member (28, 38) for taking up forces in the vertical direction is interposed between the auxiliary frame (11) and the chassis (3 ). 5. Dispositif selon le groupe des revendications 3 et 4, caractérisé en ce que l'organe de reprise d'efforts est constitué par au moins un ressort (28) interposé entre l'un (26) des deuxdits éléments du châssis (3) et le bâti auxiliaire (11).5. Device according to the group of claims 3 and 4, characterized in that the force recovery member is constituted by at least one spring (28) interposed between one (26) of the two said elements of the frame (3) and the auxiliary frame (11). 6. Dispositif selon l'une quelconque des revendications 1 à 5, caractérisé en ce que des ressorts (14) de rappel en position sont attelés entre le bâti auxiliaire (11) et le châssis (3), un au moins de chaque côté du bâti auxiliaire.6. Device according to any one of claims 1 to 5, characterized in that springs (14) for returning to the position are coupled between the auxiliary frame (11) and the frame (3), at least one on each side of the auxiliary frame. 7. Dispositif selon l'une quelconque des revendications 1 à 6, caractérisé en ce qu'un axe d'articulation (32), vertical, traverse le bâti auxiliaire (11) et le châssis (3).7. Device according to any one of claims 1 to 6, characterized in that a hinge pin (32), vertical, passes through the auxiliary frame (11) and the frame (3). 8. Dispositif selon la revendication 7, caractérisé en ce que le montage de l'axe d'articulation (32) avec au moins l'une (35-11) des deuxdites pièces -bâti auxiliaire (11) et châssis- est réalisé avec un jeu (J , J , J ) tel que les efforts de compression lors d'un tamponnement sont transmis par le bâti auxiliaire (11) au châssis (3) uniquement par appui de la zone de poussée (20) du bâti auxiliaire sur la zone d'appui (22) du châssis, toujours avec l'effet de l'articulation redresseuse.8. Device according to Claim 7, characterized in that the mounting of the articulation axis (32) with at least one (35-11) of the two said parts - auxiliary frame (11) and chassis - is carried out with a clearance (J, J, J) such that the compression forces during buffering are transmitted by the auxiliary frame (11) to the chassis (3) only by pressing the thrust zone (20) of the auxiliary frame on the support zone (22) of the chassis, always with the effect of the straightening articulation. 9. Dispositif selon la revendication 8, caractérisé en ce que l'axe d'articulation (32) traverse avec jeu une boutonnière (36), dont est muni le bâti auxiliaire (11), ledit jeu étant situé au moins du côté dudit axe d'articulation (32) orienté vers les tampons (19), en liaison avec l'action de l'articulation redresseuse.9. Device according to claim 8, characterized in that the articulation axis (32) crosses with clearance a buttonhole (36), which is provided with the auxiliary frame (11), said clearance being located at least on the side of said axis articulation (32) oriented towards the pads (19), in connection with the action of the straightening articulation. 10. Dispositif selon l'une quelconque des revendications 7 à 9, caractérisé en ce que l'attelage de traction (30) est monté sur le bâti auxiliaire (11) lui-même, l'axe d'articulation (32) transmettant les efforts éventuels de traction entre le bâti auxiliaire (11) et le châssis (3).10. Device according to any one of claims 7 to 9, characterized in that the traction coupling (30) is mounted on the auxiliary frame (11) itself, the hinge pin (32) transmitting the possible traction forces between the auxiliary frame (11) and the chassis (3).
EP19820400430 1981-03-12 1982-03-10 Combined coupling and buffing device for a railway vehicle Expired EP0060775B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT82400430T ATE13841T1 (en) 1981-03-12 1982-03-10 COMBINED COUPLING AND BUFFER DEVICE FOR A RAILWAY VEHICLE.

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
FR8104929 1981-03-12
FR8104929A FR2501609A1 (en) 1981-03-12 1981-03-12 Connecting frame for railway carriages - has frame with buffers pivoting against curved support surface to allow misalignment around vertical axis
FR8115087A FR2515126A2 (en) 1981-08-04 1981-08-04 Connecting frame for railway carriages - has frame with buffers pivoting against curved support surface to allow misalignment around vertical axis
FR8115087 1981-08-04

Publications (2)

Publication Number Publication Date
EP0060775A1 true EP0060775A1 (en) 1982-09-22
EP0060775B1 EP0060775B1 (en) 1985-06-19

Family

ID=26222277

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19820400430 Expired EP0060775B1 (en) 1981-03-12 1982-03-10 Combined coupling and buffing device for a railway vehicle

Country Status (2)

Country Link
EP (1) EP0060775B1 (en)
DE (1) DE3264200D1 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110525473A (en) * 2019-09-30 2019-12-03 中车青岛四方车辆研究所有限公司 Hitch erecting by overhang

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE67246C (en) * H. FISCHER EDLER VON RÖSLERSTAMM in Nesselsdorf, Mähren Continuous train and stol connection for railway vehicles
FR2409896A1 (en) * 1977-11-25 1979-06-22 Baronnet Andre Articulated long railway wagon - has centre bogie which carries wagon halves on superimposed bolsters
GB2053117A (en) * 1979-06-29 1981-02-04 Amsted Ind Inc Railway coupler carrier assembly

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE67246C (en) * H. FISCHER EDLER VON RÖSLERSTAMM in Nesselsdorf, Mähren Continuous train and stol connection for railway vehicles
FR2409896A1 (en) * 1977-11-25 1979-06-22 Baronnet Andre Articulated long railway wagon - has centre bogie which carries wagon halves on superimposed bolsters
GB2053117A (en) * 1979-06-29 1981-02-04 Amsted Ind Inc Railway coupler carrier assembly

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110525473A (en) * 2019-09-30 2019-12-03 中车青岛四方车辆研究所有限公司 Hitch erecting by overhang
CN110525473B (en) * 2019-09-30 2024-02-13 中车青岛四方车辆研究所有限公司 Hanging device for coupler

Also Published As

Publication number Publication date
DE3264200D1 (en) 1985-07-25
EP0060775B1 (en) 1985-06-19

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