EP0344394B1 - Railway vehicle - Google Patents

Railway vehicle Download PDF

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Publication number
EP0344394B1
EP0344394B1 EP89100552A EP89100552A EP0344394B1 EP 0344394 B1 EP0344394 B1 EP 0344394B1 EP 89100552 A EP89100552 A EP 89100552A EP 89100552 A EP89100552 A EP 89100552A EP 0344394 B1 EP0344394 B1 EP 0344394B1
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EP
European Patent Office
Prior art keywords
vehicle
guard bar
rail vehicle
vehicle according
draw
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.)
Expired - Lifetime
Application number
EP89100552A
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German (de)
French (fr)
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EP0344394A1 (en
Inventor
Alfred Uttner
Manfred Riegler
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.)
AEG Schienenfahrzeuge Nahverkehr und Wagen GmbH
Original Assignee
MAN GHH Schienenverkehrstechnik GmbH
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Publication date
Application filed by MAN GHH Schienenverkehrstechnik GmbH filed Critical MAN GHH Schienenverkehrstechnik GmbH
Priority to AT89100552T priority Critical patent/ATE70504T1/en
Publication of EP0344394A1 publication Critical patent/EP0344394A1/en
Application granted granted Critical
Publication of EP0344394B1 publication Critical patent/EP0344394B1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G11/00—Buffers
    • B61G11/16—Buffers absorbing shocks by permanent deformation of buffer element
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
    • B61D15/06—Buffer cars; Arrangements or construction of railway vehicles for protecting them in case of collisions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories
    • B61G7/14—Safety devices

Definitions

  • the invention relates to a rail vehicle, in particular a track-guided city traffic vehicle according to the preamble of claim 1.
  • Known rail vehicles of this type and in particular trams and light rail vehicles, are nowadays equipped with preferably automatic central buffer couplings consisting of a detachable coupling head and a pulling and pushing device including a shock absorbing member, which are held resiliently in the central position by active or passive centering elements to prevent the central buffer couplings from taking up an undefined position at the front and rear ends of a train set or a single rail vehicle.
  • the impact energy is reduced to such an extent within certain impact speeds by means of such center buffer clutches that no permanent deformation occurs on the vehicle structure.
  • center buffer clutches do not offer effective protection against non-centric impact impacts, that is to say to the side of the coupling or obliquely acting on the bow or stern end of a train set or a single vehicle.
  • the object of the invention is to design a rail vehicle of the type mentioned in such a way that an impact protection which is effective even against lateral impacts across the entire front width of the vehicle and is low-risk for other road users is ensured, which is structurally simple and easy to connect to a free, uncoupled vehicle end assemble.
  • the push-and-push device is expediently provided with a quick-release adapter piece, which enables rapid replacement of the ram protection rod and coupling head and, according to claim 3, is preferably designed as a shell sleeve.
  • a structurally particularly simple, easy-to-use and robust design of the swivel lock, by means of which lateral impact impacts are intercepted essentially independently of the train impact device, is characterized in claims 4 to 8, wherein the lateral impact energy in a particularly preferred manner is damped or absorbed by intermediate buffers according to claims 7 and 8 without constraints and thus damage to the push-pull device and the swivel lock as long as the permissible belching energy is not exceeded.
  • a further embodiment of the invention which is expedient in terms of a favorable shock absorption, consists in that the pull-shock device supporting the ram protection rod in the longitudinal direction of the vehicle contains a spring unit with an integrated shock-absorbing member.
  • the ram protection bar is preferably not only interchangeable with an automatic coupling head, but also with a lightweight towing coupling head, so that in a rail vehicle or train set equipped with ram protection bumpers, the protective bar is released by a quick-release fastener and exchanged for a standard lightweight coupling carried in the vehicle can be, whereupon the broken down vehicle is ready for towing by an appropriate towing vehicle.
  • the rail vehicle 2 shown in the figures is provided in the area of the vehicle bow 4 with a central train bumper 6 which is common for central buffer couplings and which contains a spring unit 8 with an integrated shock absorbing member and can be pivoted vertically and horizontally on the vehicle structure 12 via a bearing block 10 is stored.
  • a central train bumper 6 which is common for central buffer couplings and which contains a spring unit 8 with an integrated shock absorbing member and can be pivoted vertically and horizontally on the vehicle structure 12 via a bearing block 10 is stored.
  • an adapter piece 14 in the form of a quick-release fastener designed as a shell sleeve fastens a cross-section (FIG. 1) and a top view (FIG. 2) C-shaped crash protection bar 16 which secures the vehicle end 4 via the encompasses the entire front width of the vehicle and is covered on the front with a soft rubber bead 18.
  • a swiveling device 20 which is effective on both sides of the pull bumper 6 between the respective transverse end of the ram protection bar 16 and the vehicle structure 12.
  • This consists of a guide pin 22 fastened to the respective transverse end of the protective rod 16, which engages in a plug-in sleeve 24, which is displaceable in the longitudinal direction of the vehicle and which is arranged in an elastically limited manner via an elastomeric intermediate buffer 26 in a guide block 28 fastened to the vehicle structure 12.
  • the quick-release fastener 14 is opened and the ram protection rod 16 is removed, the pivoting locks 20 being automatically released by pulling the guide bolts 22 out of the elastomer sleeves 24, 26 are, whereupon on the now no longer locked in the swivel direction pull bumper 6 by means of the shell sleeve 14 a common, for example automatic center buffer coupling head 30 (Fig. 4) can be attached.
  • a common, for example automatic center buffer coupling head 30 (Fig. 4) can be attached.
  • the ram protection bar 16 is dismantled in the same way and replaced with a standard towed lightweight coupling (not shown) carried in the vehicle. The broken down rail vehicle 2 is then ready for towing by a corresponding towing vehicle.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Vibration Dampers (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Length Measuring Devices By Optical Means (AREA)

Abstract

In order to ensure, in a railway vehicle 2 having a tensile impact device 6, swivelably mounted on the vehicle structure 12, for a centre buffer coupling head on the uncoupled vehicle end, a constructionally simple high-quality safety collision protection which is also effective against lateral collision impacts over the entire front width of the vehicle, according to the invention an anti-telescoping bumper 16 which embraces the end of the vehicle, having a swivel protection 20 positively coupling the tensile impact device to the vehicle structure is arranged on the tensile impact device and the anti-telescoping bumper can be replaced for the coupling head by simultaneously releasing the swivel protection. <IMAGE>

Description

Die Erfindung bezieht sich auf ein Schienenfahrzeug, insbesondere ein spurgeführtes Stadtverkehrsfahrzeug nach dem Oberbegriff des Patentanspruchs 1.The invention relates to a rail vehicle, in particular a track-guided city traffic vehicle according to the preamble of claim 1.

Bekannte Schienenfahrezeuge dieser Art, und insbesondere Straßenbahnen und Stadtbahnen, werden heutzutage mit vorzugsweise automatischen, aus einem abnehmbaren Kupplungs- kopf und einer Zug- und Stoßeinrichtung einschließlich eines Stoßverzehrgliedes bestehenden Mittelpufferkupplungen ausgerüstet, die durch aktive oder passive Zentrierelemente federnd in der Mittenlage gehalten werden, um zu verhindern, daß die Mittelpufferkupplungen an den vorderen und hinteren Fahrzeugenden eines Zugverbandes oder eines einzeln fahrenden Schienenfahrzeuges eine undefinierte Lage einnehmen. Bei einem zentrischen Aufstoß wird die Aufprallenergie durch solche Mittelpufferkupplungen innerhalb gewisser Aufprallgeschwindigkeiten soweit gemindert, daß keine bleibende Deformation an der Fahrzeugstruktur auftritt. Derartige Mittelpufferkupplungen bieten jedoch keinen wirksamen Schutz gegen nicht-zentrische, also seitlich von der Kupplung oder schräg auf das Bug- oder Heckende eines Zugverbandes oder eines Einzelfahrzeuges einwirkende Aufprallstöße.Known rail vehicles of this type, and in particular trams and light rail vehicles, are nowadays equipped with preferably automatic central buffer couplings consisting of a detachable coupling head and a pulling and pushing device including a shock absorbing member, which are held resiliently in the central position by active or passive centering elements to prevent the central buffer couplings from taking up an undefined position at the front and rear ends of a train set or a single rail vehicle. In the case of a centric impact, the impact energy is reduced to such an extent within certain impact speeds by means of such center buffer clutches that no permanent deformation occurs on the vehicle structure. However, such center buffer clutches do not offer effective protection against non-centric impact impacts, that is to say to the side of the coupling or obliquely acting on the bow or stern end of a train set or a single vehicle.

Ferner ist es bei Schienenfahrzeugen mit Mittelpufferkupplung aus der FR-A-2531392 bekannt, oberhalb der Mittelpufferkupplung eine an der Stirnseite gezackte Kletterschutzstange anzuordnen, die an der Fahrzeugstruktur längsverschieblich geführt und mittels einer Überstoßsicherung abgestützt ist, welche bei einem Überstoß zwischen zwei miteinander gekuppelten Fahrzeugen, der die StoßaufnahmeKapazität der Mittelpufferkupplung übersteigt, derart wirksam wird, daß sich die Kletterschutzstangen ineinander verhaken und dadurch ein Auswandern der Fahrzeugenden nach oben oder zur Seite verhindern sollen.It is also known in the case of rail vehicles with a central buffer coupling from FR-A-2531392 to arrange a climbing protection bar which is jagged on the front side above the central buffer coupling and which is guided in a longitudinally displaceable manner on the vehicle structure and by means of an overrunning protection is supported, which in the event of a collision between two coupled vehicles, which exceeds the shock absorption capacity of the central buffer coupling, is so effective that the anti-climbing bars interlock and should prevent the ends of the vehicle from moving upwards or to the side.

Schienenfahrzeuge dieser Art sind aus sicherheitstechnischer Sicht insofern nachteilig, als die über die freien Fahrzeugenden eines Zugverbandes oder eines Einzelfahrzeuges vorstehenden Kupplungs-bzw. Kletterschutzteile ein erhebliches Gefährdungs- und vor allem Verletzungsrisiko für andere Verkehrsteilnehmer bereiten.From a safety point of view, rail vehicles of this type are disadvantageous insofar as the coupling or. Climbing protection parts pose a considerable risk and, above all, injury risk for other road users.

Aufgabe der Erfindung ist es, ein Schienenfahrzeug der eingangs genannten Art so auszugestalten, daß ein auch gegen seitliche Stöße über die gesamte Fahrzeug-Frontbreite wirksamer, für andere Verkehrsteilnehmer gefährdungsarmer Aufprallschutz gewährleistet wird, der konstruktiv einfach ausgebildet und problemlos an ein freies, ungekuppeltes Fahrzeugende zu montieren ist.The object of the invention is to design a rail vehicle of the type mentioned in such a way that an impact protection which is effective even against lateral impacts across the entire front width of the vehicle and is low-risk for other road users is ensured, which is structurally simple and easy to connect to a free, uncoupled vehicle end assemble.

Diese Aufgabe wird erfindungsgemäß durch das im Patentanspruch 1 gekennzeichnete Schienenfahrzeug in der Weise gelöst, daß der Kupplungskopf am freien, ungekuppelten Fahrzeugende gegen eine Rammschutzstange ausgewechselt wird, die unter Benutzung der für die Mittelpufferkupplung ohnehin vorhandenen, zentralen Zug-Stoßeinrichtung in Verbindung mit der beim Auswechseln selbsttätig wirksamen, zwangsweisen Schwenksicherung einen einfach ausgebildeten und montierbaren Aufprallschutz auch gegen außermittige Stoßeinwirkungen über die gesamte Fahrzeugbreite garantiert, welcher strengen sicherheitstechnischen Anforderungen genügt und das sonst von den am ungekuppelten Fahrzeugende vorstehenden Kupplungsteilen ausgehende Gefährdungsrisiko weitgehend entschärft.This object is achieved by the rail vehicle characterized in claim 1 in such a way that the coupling head at the free, uncoupled vehicle end is exchanged for a ram protection rod, which, using the central train-pushing device which is already present for the central buffer coupling, in conjunction with that when replacing Automatically effective, forced swivel protection guarantees a simply designed and mountable impact protection against eccentric impacts across the entire vehicle width, which meets strict safety requirements and largely mitigates the risk of danger from the coupling parts protruding from the uncoupled vehicle end.

Gemäß Anspruch 2 ist die Zug-Stoßeinrichtung zweckmäßigerweise mit einem Schnellverschluß-Adapterstück versehen, das einen raschen Austausch von Rammschutzstange und Kupplungskopf ermöglicht und gemäß Anspruch 3 vorzugsweise als Schalenmuffe ausgebildet ist.According to claim 2, the push-and-push device is expediently provided with a quick-release adapter piece, which enables rapid replacement of the ram protection rod and coupling head and, according to claim 3, is preferably designed as a shell sleeve.

Eine baulich besonders einfache, bedienungsleichte und robuste Ausbildung der Schwenksicherung, durch die laterale Aufprallstöße im wesentlichen unabhängig von der Zug-Stoßeinrichtung abgefangen werden, ist in den Ansprüchen 4 bis 8 gekennzeichnet, wobei die laterale Aufstoßenergie in besonders bevorzugter Weise gemäß den Ansprüchen 7 und 8 durch Zwischenpuffer gedämpft bzw. absorbiert wird, ohne daß Zwängungen und damit Beschädigungen an der Zug-Stoßeinrichtung und der Schwenksicherung auftreten, solange die zulässige Aufstoßenergie nicht überschritten wird.A structurally particularly simple, easy-to-use and robust design of the swivel lock, by means of which lateral impact impacts are intercepted essentially independently of the train impact device, is characterized in claims 4 to 8, wherein the lateral impact energy in a particularly preferred manner is damped or absorbed by intermediate buffers according to claims 7 and 8 without constraints and thus damage to the push-pull device and the swivel lock as long as the permissible belching energy is not exceeded.

Eine weitere, hinsichtlich einer günstigen Stoßabsorption zweckmäßige Ausgestaltung der Erfindung besteht gemäß Anspruch 9 darin, daß die die Rammschutzstange in Fahrzeuglängsrichtung abstützende Zug-Stoßeinrichtung eine Federeinheit mit integriertem Stoßverzehrglied enthält.A further embodiment of the invention, which is expedient in terms of a favorable shock absorption, consists in that the pull-shock device supporting the ram protection rod in the longitudinal direction of the vehicle contains a spring unit with an integrated shock-absorbing member.

Nach Anspruch 10 schließlich ist die Rammschutzstange vorzugsweise nicht nur gegen einen automatischen Kupplungskopf, sondern auch gegen einen Leichtbau-Abschleppkupplungskopf austauschbar, so daß bei einem mit Rammschutzstoßstangen ausgerüsteten Schienenfahrzeug bzw. Zugverband die Schutzstange per Schnellverschluß gelöst und gegen eine im Fahrzeug mitgeführte, standardmäßige Leichtbaukupplung ausgetauscht werden kann, woraufhin das liegengebliebene Fahrzeug zum Abschleppen durch ein entsprechendes Abschleppfahrzeug bereit ist.Finally, according to claim 10, the ram protection bar is preferably not only interchangeable with an automatic coupling head, but also with a lightweight towing coupling head, so that in a rail vehicle or train set equipped with ram protection bumpers, the protective bar is released by a quick-release fastener and exchanged for a standard lightweight coupling carried in the vehicle can be, whereupon the broken down vehicle is ready for towing by an appropriate towing vehicle.

Die Erfindung wird nunmehr anhand eines Ausführungsbeispieles in Verbindung mit den Zeichnungen näher erläutert. Es zeigen in schematischer Darstellung:

Fig. 1
Den Bugbereich eines mit einer Rammschutzstange ausgerüsteten Schienenfahrzeugs im Längsschnitt;
Fig. 2
Eine der Fig. 1 entsprechende Darstellung, jedoch in der Aufsicht;
Fig. 3
Eine halb-seitige Frontansicht des Fahrzeug Bugendes nach der Demontage der Rammschutzstange; und
Fig. 4
Eine der Fig. 2 entsprechende Darstellung, jedoch nach dem Auswechseln der Rammschutzstange gegen einen Kupplungskopf.

The invention will now be explained in more detail using an exemplary embodiment in conjunction with the drawings. In a schematic representation:
Fig. 1
The bow area of a rail vehicle equipped with a crash bar in longitudinal section;
Fig. 2
1 corresponding representation, but in the supervision;
Fig. 3
A half-sided front view of the vehicle End of bow after dismantling of crash protection bar; and
Fig. 4
An illustration corresponding to FIG. 2, but after replacing the ram protection bar against a coupling head.

Das in den Figuren gezeigte Schienenfahrzeug 2 ist im Bereich des Fahrzeugbugs 4 mit einer für Mittelpuffer-Kupplungen üblichen, zentralen Zug-Stoßstange 6 versehen, die eine Federeinheit 8 mit integriertem Stoßverzehrglied enthält und über einen Lagerbock 10 begrenzt vertikal und horizontal verschwenkbar an der Fahrzeugstruktur 12 gelagert ist. Am vorderen Ende der Zug-Stoßstange 6 ist mittels eines Adapterstücks 14 in Form eines als Schalenmuffe ausgebildeten Schnellverschlusses eine im Querschnitt (Fig. 1) und in der Aufsicht (Fig. 2) C-förmige Rammschutzstange 16 befestigt, die das Fahrzeugende 4 über die gesamte Fahrzeug-Frontbreite umgreift und stirnseitig mit einem weichen Gummiwulst 18 belegt ist.The rail vehicle 2 shown in the figures is provided in the area of the vehicle bow 4 with a central train bumper 6 which is common for central buffer couplings and which contains a spring unit 8 with an integrated shock absorbing member and can be pivoted vertically and horizontally on the vehicle structure 12 via a bearing block 10 is stored. At the front end of the train bumper 6, an adapter piece 14 in the form of a quick-release fastener designed as a shell sleeve fastens a cross-section (FIG. 1) and a top view (FIG. 2) C-shaped crash protection bar 16 which secures the vehicle end 4 via the encompasses the entire front width of the vehicle and is covered on the front with a soft rubber bead 18.

Die Schwenkbeweglichkeit der Zug-Stoßstange 6 und der daran befestigten Rammschutzstange 16 ist zwangsweise durch eine beidseitig der Zug-Stoßstange 6 zwischen dem jeweiligen Querende der Rammschutzstange 16 und der Fahrzeugstruktur 12 wirksame Schwenksicherung 20 eingeschränkt. Diese besteht aus einem am jeweiligen Querende der Schutzstange 16 befestigten Führungsbolzen 22, welcher in Fahrzeuglängsrichtung verschieblich in eine Steckhülse 24 eingreift, die über einen elastomeren Zwischenpuffer 26 begrenzt elastisch in einem an der Fahrzeugstruktur 12 befestigten Führungsbock 28 angeordnet ist.The pivoting mobility of the pull bumper 6 and the ram protection bar 16 attached to it is inevitably restricted by a swiveling device 20 which is effective on both sides of the pull bumper 6 between the respective transverse end of the ram protection bar 16 and the vehicle structure 12. This consists of a guide pin 22 fastened to the respective transverse end of the protective rod 16, which engages in a plug-in sleeve 24, which is displaceable in the longitudinal direction of the vehicle and which is arranged in an elastically limited manner via an elastomeric intermediate buffer 26 in a guide block 28 fastened to the vehicle structure 12.

Bei dem beschriebenen Schienenfahrzeug 2 werden im Falle eines Aufpralls zentrische, aber in gewissem Umfang auch außermittige, in Fahrzeuglängsrichtung wirkende Aufstoßkräfte durch die Federeinheit 8 und das zugehörige Stoßverzehrglied der Zug-Stoßstange 6 gedämpft bzw. absorbiert, während bei einem schräg gerichteten Aufstoß die daraus resultierende, laterale Aufstoßenergie über die elastisch und ebenfalls als Stoßverzehrglieder wirkenden Elastomerhülsen 24, 26 abgefangen wird, ohne daß Zwängungen an der Zug-Stoßeinrichtung 6 und der Schwenksicherung 20 und bleibende Deformationen an der Fahrzeugstruktur auftreten, solange die Aufstoßenergie einen gewissen Grenzwert nicht überschreitet.In the rail vehicle 2 described in the case an impact centric, but to a certain extent also eccentric impact forces acting in the longitudinal direction of the vehicle are damped or absorbed by the spring unit 8 and the associated shock absorbing member of the pull bumper 6, while in the case of an obliquely directed impact the resulting lateral impact energy is elastic and likewise elastomer sleeves 24, 26 acting as shock absorbing members are intercepted without constraints on the train pushing device 6 and the swivel lock 20 and permanent deformations on the vehicle structure as long as the pushing energy does not exceed a certain limit value.

Soll das mit der Schutzstange 16 ausgerüstete Schienenfahrzeug 2 für eine Zugverbandsfahrt mit einem anderen Schienenfahrzeug gekuppelt werden, so wird der Schnellverschluß 14 geöffnet und die Rammschutzstange 16 entfernt, wobei gleichzeitig durch das Herausziehen der Führungsbolzen 22 aus den Elastomerhülsen 24, 26 die Schwenksicherungen 20 selbsttätig gelöst werden, woraufhin an der nunmehr nicht mehr zwangsweise in Schwenkrichtung arretierten Zug-Stoßstange 6 mittels der Schalenmuffe 14 ein üblicher, z.B. automatischer Mittelpufferkupplungskopf 30 (Fig. 4) befestigt werden kann. Für den Fall, daß ein mit der Rammschutzstange 16 ausgerüstetes Schienenfahrzeug 2 abgeschleppt werden muß, wird die Rammschutzstange 16 in gleicher Weise demontiert und gegen eine standardmäßige, im Fahrzeug mitgeführte Abschlepp-Leichtbaukupplung (nicht gezeigt) ausgewechselt. Das liegengebliebene Schienenfahrzeug 2 ist sodann bereit zum Abschleppen durch ein entsprechendes Abschleppfahrzeug.If the rail vehicle 2 equipped with the protection rod 16 is to be coupled for a train journey with another rail vehicle, the quick-release fastener 14 is opened and the ram protection rod 16 is removed, the pivoting locks 20 being automatically released by pulling the guide bolts 22 out of the elastomer sleeves 24, 26 are, whereupon on the now no longer locked in the swivel direction pull bumper 6 by means of the shell sleeve 14 a common, for example automatic center buffer coupling head 30 (Fig. 4) can be attached. In the event that a rail vehicle 2 equipped with the ram protection bar 16 has to be towed, the ram protection bar 16 is dismantled in the same way and replaced with a standard towed lightweight coupling (not shown) carried in the vehicle. The broken down rail vehicle 2 is then ready for towing by a corresponding towing vehicle.

Claims (10)

1. Rail vehicle, particularly a track-guided urban transport vehicle, having a draw and buffer device, mounted swivellably on the vehicle structure, for a detachable central buffer coupling head (30), characterised in that a ram guard bar (16) engaging around the end of the vehicle and having swivel restriction means (20) coupling the draw and buffer device by constraint to the vehicle structure (12) is disposed on the draw and buffer device (6), and the ram guard bar can be exchanged, with simultaneous detachment of the swivel restriction means, for the coupling head (30) of the central buffer coupling.
2. Rail vehicle according to Claim 1, characterised in that the draw and buffer device (6) is provided at its front end with an adapter (14) for rapid exchange of the ram guard bar (16) and the coupling head (30).
3. Rail vehicle according to Claim 2, characterised in that the adapter (14) is in the form of a shell sleeve.
4. Rail vehicle according to one of the preceding claims, characterised in that the swivel restriction means (20) has guide members (22, 24) acting between the ram guard bar (16) and the vehicle structure (12) and slidingly engaging in one another in the lengthwise direction of the vehicle on the installation of the ram guard bar.
5. Rail vehicle according to Claim 4, characterised in that the guide members (22, 24) comprise a guide pin (22) fastened to the ram guard bar (16) and a corresponding socket (24) fastened to the vehicle structure.
6. Rail vehicle according to Claim 5, characterised in that on both sides of the draw and buffer device (6) mounted centrally in the middle of the vehicle a respective socket (24) is mounted on the vehicle structure (12) and a respective guide pin (22) is mounted on the ram guard bar (16).
7. Rail vehicle according to one of Claims 4 to 6, characterised in that in order to absorb lateral shock forces the guide members (24) mounted on the vehicle are fastened with the aid of resilient intermediate buffers (26) for limited movability on the vehicle structure (12).
8. Rail vehicle according to Claim 7, characterised in that the guide members (24) mounted on the vehicle, including the resilient intermediate buffers (26), are in the form of elastomer socket members absorbing lateral shocks.
9. Rail vehicle according to one of the preceding claims, characterised in that the draw and buffer device (6) supporting the ram guard bar (16) in the lengthwise direction of the vehicle contains a spring unit (8) having an integrated shock absorption member.
10. Rail vehicle according to one of the preceding claims, characterised in that the ram guard bar (16) can be selectively exchanged for an automatic coupling head (30) or for a lightweight towing coupling head.
EP89100552A 1988-06-03 1989-01-13 Railway vehicle Expired - Lifetime EP0344394B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT89100552T ATE70504T1 (en) 1988-06-03 1989-01-13 RAIL VEHICLE.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3818839A DE3818839A1 (en) 1988-06-03 1988-06-03 RAIL VEHICLE
DE3818839 1988-06-03

Publications (2)

Publication Number Publication Date
EP0344394A1 EP0344394A1 (en) 1989-12-06
EP0344394B1 true EP0344394B1 (en) 1991-12-18

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AT (1) ATE70504T1 (en)
DE (2) DE3818839A1 (en)

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DE102014218484A1 (en) * 2014-09-15 2016-03-17 Voith Patent Gmbh Automatic central buffer coupling of the WILLISON type, in particular SA-3 type for rail vehicles with standardized interface

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ATE70504T1 (en) 1992-01-15
DE3818839A1 (en) 1989-12-07
DE3818839C2 (en) 1991-06-06
EP0344394A1 (en) 1989-12-06
DE58900579D1 (en) 1992-01-30

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