EP1925523A1 - Couplage articulé pour caisses d'un véhicule ferroviaire à sections multiples - Google Patents

Couplage articulé pour caisses d'un véhicule ferroviaire à sections multiples Download PDF

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Publication number
EP1925523A1
EP1925523A1 EP06124550A EP06124550A EP1925523A1 EP 1925523 A1 EP1925523 A1 EP 1925523A1 EP 06124550 A EP06124550 A EP 06124550A EP 06124550 A EP06124550 A EP 06124550A EP 1925523 A1 EP1925523 A1 EP 1925523A1
Authority
EP
European Patent Office
Prior art keywords
coupling
coupling rod
bearing block
plane
energy dissipation
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
EP06124550A
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German (de)
English (en)
Other versions
EP1925523B1 (fr
Inventor
Christian Radewagen
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.)
Voith Patent GmbH
Original Assignee
Voith Patent GmbH
Voith GmbH and Co KGaA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Voith Patent GmbH, Voith GmbH and Co KGaA filed Critical Voith Patent GmbH
Priority to AT06124550T priority Critical patent/ATE422450T1/de
Priority to EP06124550A priority patent/EP1925523B1/fr
Priority to ES06124550T priority patent/ES2321646T3/es
Priority to DE502006002843T priority patent/DE502006002843D1/de
Priority to PL06124550T priority patent/PL1925523T3/pl
Priority to DK06124550T priority patent/DK1925523T3/da
Publication of EP1925523A1 publication Critical patent/EP1925523A1/fr
Application granted granted Critical
Publication of EP1925523B1 publication Critical patent/EP1925523B1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D3/00—Wagons or vans
    • B61D3/10—Articulated vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G5/00—Couplings for special purposes not otherwise provided for
    • B61G5/02—Couplings for special purposes not otherwise provided for for coupling articulated trains, locomotives and tenders or the bogies of a vehicle; Coupling by means of a single coupling bar; Couplings preventing or limiting relative lateral movement of vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G9/00—Draw-gear
    • B61G9/20—Details; Accessories
    • B61G9/24—Linkages between draw-bar and framework

Definitions

  • the present invention relates to a Kupplungsanlenkung for a car body of a multi-unit vehicle, in particular rail vehicle, with a substantially rigidly mounted on a front side of the car body bearing block and a spherical bearing and a vertical pivot pin having joint assembly for articulating a coupling rod with the bearing block, wherein the carriage side end portion of the coupling rod via the hinge assembly is so connected to the bearing block that under normal driving conditions at least partially horizontal and vertical movement of the coupling rod relative to the bearing block is possible, wherein in the joint assembly an energy dissipation device with a predetermined maximum L jossverschiebungshub is integrated, so that until to a maximum impact force transmitted from the coupling rod to the bearing block a longitudinal displacement of the coupling rod relative to the bearing block in the direction of transmitted impact force is possible, wherein before exhausting the maximum L jossverschiebungshubs the entire flowing in the transmission of impact forces from the coupling rod to the bearing block flow of force flows through the joint assembly and the integrated therein energy diss
  • Such a coupling linkage is known in principle, for example, from rail vehicle technology for automatic clutches and short couplings of rail vehicles.
  • it serves to provide a non-positive connection between the Make coupling rod of the clutch assembly and the car body.
  • the coupling rod can also perform pivotal movements that occur, for example, when cornering the multi-unit vehicle, the articulation of the coupling rod is rigidly connected to the front side of the car body bearing bracket designed so that a horizontal and vertical swinging and axial rotation of the coupling rod is possible.
  • a Kupplungsanlenkung in which an energy dissipation device is integrated, also assumes a pull / shock protection function, since the energy dissipation device can absorb (absorb) the tensile and impact forces transmitted by the coupling rod on the bearing block to a defined size, so that dampened the forces be forwarded via the bearing block in the vehicle undercarriage.
  • the energy dissipation device is usually provided for the absorption of tensile and impact forces, which occur during normal driving and coupling operation, for example, between the individual car bodies of a multi-unit vehicle network.
  • the spherical bearing is designed as a so-called spherical-elastic bearing, which accommodates the longitudinal, transverse and vertical forces which occur during the drive of the multi-unit vehicle between the adjacent car bodies.
  • the energy dissipation device integrated in the coupling linkage serves for preferably elastic absorption of tensile and impact forces up to a defined size, the impact energy being absorbed by the elastic deformation of the energy dissipation device in order to prevent overstressing of the undercarriage.
  • the primary and secondary energy dissipation devices are preferably designed so that the implementation of the shunting accidents resulting rupture energy is accomplished in two merging work stages, wherein the first stage is integrated in the Kupplungsanlenkung and the second stage of the supporting car body structure is connected upstream.
  • Fig. 1 shows a known from the prior art Kupplungsanlenkung of the aforementioned type.
  • This Kupplungsanlenkung is provided with a hinge assembly 300 in the form of an elastomer-spring joint and with a vertically extending pivot pin 320.
  • the coupling linkage shown in FIG. 1 has a bearing block 100 that can be attached to an end face of a (not explicitly shown) car body, wherein the joint assembly 300 is used for the articulated connection of a coupling rod 200 to the bearing block 100.
  • the carriage-box-side end section 210 of the coupling rod 200 is connected to the bearing block 100 via the hinge arrangement 300 in such a way that under normal driving conditions at least partial horizontal and vertical movement of the coupling rod 200 relative to the bearing block 300 is possible.
  • FIG. 2 the Kupplungsanlenkung is shown in FIG. 1 in a side sectional view.
  • the spring joint used in the coupling coupling shown has a power take-off device 330 arranged on the carriage box-side end 210 of the coupling rod 200, in which three annular rubber springs are contained.
  • the energy dissipation device 330 (rubber springs) are arranged in detail in a housing 340, which is articulated via the pivot 320 on the bearing block 100 of the associated car body.
  • the rubber springs of the energy dissipation device 330 itself are pushed onto the coupling rod 200 in the longitudinal axis and are correspondingly fixed there by means of respective annular grooves 280.
  • the elastomeric spring element of the energy dissipation device 330 absorbs the tensile and impact forces transmitted by the coupling rod 200 to the bearing block 100 to a defined size, whereby absorbs the tensile and impact forces occurring between the individual car bodies during normal driving operation become.
  • the crash behavior is to be considered in addition to the loads occurring during operation.
  • the conventionally provided in the articulation (integrated) energy dissipation device is a regeneratively trained energy absorbing element, in particular elastomeric element, which primarily for damping the normal driving operation via the Kupplungsstangenanlenkung transmitted tensile and impact forces. It is known that this regeneratively designed energy absorbing element absorbs forces up to a defined size and passes the beyond forces unattenuated on the bearing block in the vehicle undercarriage or in the car body.
  • deformation tubes come into consideration, in which the impact energy is transformed into deformation work and heat in a destructive manner by a defined deformation (plastic deformation) of at least one section of the deformation tube.
  • a secondary energy dissipation element in the energy consumption concept of the vehicle, ie a shock absorber, which is the integrated in the articulation of the coupling rod primary energy dissipation device assumes that in the event of a crash, ie after exhausting the Schwarzverzehrs the primary energy dissipation device and when the secondary energy dissipation element is triggered, the impact forces transmitted via the coupling rod are introduced as completely as possible into the energy dissipation element in order to enable wedging of components and the highest possible energy consumption and thus a predictable event sequence when the energy dissipation element responds. This serves to support the tensile stability in the event of a collision of the vehicle. In order to increase the crash safety of vehicles, it is particularly necessary that the envisaged energy-absorbing elements can absorb the total energy accumulated to the highest possible degree.
  • the size of the relative longitudinal displacement caused by a plastic or regenerative deformation of an energy dissipation element is also referred to below as the "longitudinal displacement stroke of the energy dissipation element".
  • the present invention is thus based on the problem that on the one hand a coupling linkage for articulated connecting a coupling rod with a rigidly attached to the front of the car body bearing block in normal driving a relative movement of the coupling rod relative to the bearing block in the horizontal, vertical and rotary direction should allow.
  • the Kupplungsanlenkung should also be designed so that in a crash, at least the vertical deflection of the coupling rod from the horizontal coupling plane is avoided if possible to provide the energy consumption to be consumed with a correspondingly high reaction force to the energy absorbing elements used as a shock absorber and a Nodding the individual car bodies and thus preventing a derailment of these.
  • the invention has the object to improve a linkage for a central buffer coupling of the type mentioned in terms of the derailment in the event of a crash.
  • a solution is specified be, with which a central buffer coupling can be hingedly connected to a bearing block, wherein after exceeding the operating load of the linkage, a restoring torque is applied to the coupling rod, in particular to reset the vertical deflection of the coupling rod from the horizontal coupling plane.
  • both the bearing block and the coupling rod each having a stop with at least one above the horizontal coupling plane and at least one arranged below the horizontal coupling plane stop surface, the two stops after exhaustion of the the predetermined maximum longitudinal displacement in the joint assembly predetermined maximum L jossverschiebungshubs form a non-positive and positive connection, so that a predetermined portion of the resulting in the transmission of impact forces power flow from the coupling rod on the linkage to the bearing block and the beyond proportion of the power flow from the coupling rod via the stops to the bearing block is running.
  • the provided on the one hand on the bearing block and on the other hand on the coupling rod stops serve as a vertical restoring device, which is particularly dependent on the transmitted via the coupling rod on the bearing block longitudinal compressive force.
  • the energy dissipation device integrated in the joint arrangement has a predetermined maximum longitudinal displacement stroke and thus a longitudinal displacement of the coupling rod relative to the bearing block in the direction of the over the coupling rod transmitted force up to a defined, transmitted via the coupling rod shock force allows, and further there is a positive and positive connection exists after exceeding this predetermined impact force between the respective stops of the bearing block and the coupling rod is formed by the formation of this frictional and positive connection between causes the respective attacks a restoring torque in the vertical direction, which acts against an optionally provided vertical deflection of the coupling rod from the horizontal coupling plane and thus tries to reduce the possibly existing vertical deflection angle between the coupling rod and the horizontal coupling plane.
  • the coupling linkage according to the invention also has the function of blocking the vertical deflection of the coupling rod relative to the horizontal coupling plane.
  • the coupling linkage provided on both the bearing block and the coupling rod stops with their above and below the horizontal coupling plane arranged abutment surfaces, which are after exhausting the maximum L jossverschiebungshubs the energy dissipation together in a frictional and positive engagement, in the event of a crash blocking the vertical deflection the coupling rod relative to the horizontal coupling plane ready.
  • the additional advantage can be achieved that after exhausting the maximum Leksverschiebungshubs the energy dissipation at least partially a Kraft Wegumlenkung via the stops or the associated abutment surfaces, so that the hinge assembly of the Kupplungsanlenkung, and in particular provided in the hinge assembly spherical bearings and the integrated in the joint assembly energy dissipation device are protected from excessive impact energy.
  • both in terms of the bearing block and arranged on the coupling rod stops provided that above and below the horizontal coupling plane provided abutment surfaces of the bearing block associated stop lie in a common vertically extending stop plane, and that above and below the horizontal coupling plane provided abutment surfaces of the coupling rod associated stop in a common, to the coupling rod longitudinal direction perpendicular stop plane lie, the two stops after exhaustion of the maximum L jossverschiebungshubs integrated in the joint assembly and Kupplungsanlenkung energy dissipation together in the vertically extending stop plane of the Bearing assigned stop lie.
  • substantially rigidly attached as used herein is meant a backlash-free attachment of the bearing block on the front side of the car body.
  • this common stop plane lies in a direction parallel to the central longitudinal axis of the pivot pin level, which from the front of the car body at least as well is widely spaced, as the central longitudinal axis of the pivot pin is spaced from the end face of the car body.
  • the common, vertically extending abutment plane of the above and below the horizontal coupling plane provided stop surfaces of the bearing block associated stop should lie at least in the plane through which the horizontal axis of rotation of the pivot pin runs. This is particularly advantageous in the technical realization of the attacks both on the bearing block and on the coupling rod. Of course, other solutions come into question.
  • the horizontal plane in which the coupling rod is located if it is not deflected vertically.
  • the coupling rod is in particular in the horizontal coupling plane when the coupling rod longitudinal direction, ie the direction in which the coupling rod extends, is perpendicular to the vertical central longitudinal axis of the provided in the coupling linkage pivot pin.
  • this stop is designed as an at least partially extending around the coupling rod collar, wherein the carriage body associated side surface of the federal government as a stop surface of the coupling rod assigned Serves.
  • This collar can be designed as a continuous annular collar, but it is of course conceivable that only above and below the horizontal coupling plane or coupling rod longitudinal direction corresponding stop surfaces are executed.
  • the stop associated with the bearing block and / or the coupling rod are integrally formed with the bearing block or the coupling rod with the abutment surfaces arranged above and below the horizontal coupling plane.
  • the respective attacks should be performed with the arranged above and below the horizontal coupling plane abutment surfaces in terms of the material used and the selected dimensioning that in the formation of positive and positive connection between the respective abutment surfaces occurring surface pressure not to a (excessive )
  • Deformation of the stops or stop surfaces leads, in which no longer the previously discussed functionality of the Kupplungsanlenkung can be guaranteed, and in which in particular no longer can be ensured that the pre-definable share of incurred in the transmission of impact forces from the coupling rod to the bearing block Power flow over the joint assembly and the moreover portion of the power flow over the attacks runs.
  • the coupling rod has a coupling head on its end section opposite the carriage box-side end section, wherein it is preferably provided with respect to the positioning of the stop associated with the coupling rod that this lies in a stop plane extending perpendicularly to the coupling rod longitudinal direction between the carriage box side end portion and the coupling head side end portion of the coupling rod.
  • the coupling rod associated stop in particular for the positioning of the coupling rod associated stop but other solutions in question.
  • the abutment surface arranged above the horizontal coupling plane and the abutment surface of the abutment associated with the bearing block each have a first cross-sectional shape
  • the abutment surface arranged above the horizontal coupling plane Stop surface and disposed below the horizontal coupling plane stop surface of the coupling rod associated stop each having a second, complementary to the first shaping cross-sectional shape
  • the detachable connection should be formed by the corresponding cross-sectional shape of the engageable abutment surfaces, which is the case, for example, when a stop surface tooth-shaped and the corresponding other abutment surface is sleeve-shaped.
  • the individual case must be taken into account in practice and, in particular, with regard to the size or with respect to the amount of restoring torque to be generated in the coupling linkage, the distance of the stop surfaces of the bearing block arranged above and below the horizontal coupling plane Stop be selected from the horizontal coupling plane accordingly.
  • the energy dissipation device integrated in the joint arrangement it is preferably provided that, in the practical implementation, it has at least one elastomer body, in particular an elastomer ring body, through which the carriage box end section of the coupling rod at least partially passes.
  • the at least one elastomeric body is preferably in a housing arranged, which is articulated via the pivot on the bearing block of the car body.
  • the energy dissipation device comprises elastomer ring bodies
  • the invention is not limited to such elastomeric ring body.
  • the energy dissipation device integrated in the joint arrangement should be regenerative, for example, offering a spherical-elastic bearing for this purpose; a built in Sphotrolager, regenerative energy dissipation device.
  • an additional (secondary) energy dissipation member is provided which is connected downstream of the energy dissipation device integrated in the joint arrangement and which responds after exhausting the maximum longitudinal displacement stroke for the energy dissipation device and is preferably destructive.
  • Fig. 1 shows a perspective view of a known from the prior art coupling linkage, in which the wagenkasten saler end portion 210 of a coupling rod 200 connected to the articulation and the bearing block 100 of the articulation on (not explicitly shown) carriage body of a rail vehicle horizontally and vertically is articulated.
  • FIG. 2 the linkage of FIG. 1 is shown in a side sectional view.
  • an elastomer spring element is integrated as an energy dissipation device 330 in the articulation.
  • This spring element is designed in such a way that tension and pressure are absorbed up to a defined size and further forces are transmitted via the bearing block 100 into the vehicle undercarriage.
  • the articulation shown comprises the rear part of a coupling arrangement and serves to pivot the coupling rod 200 horizontally and vertically via the bearing block 100 to a screw-on plate (not explicitly shown here) of the car body.
  • Fig. 3 shows in a side sectional view a preferred embodiment of the coupling linkage 1 according to the invention in the normal driving mode, i. in a state in which the predetermined maximum L jossverschiebungshub H of integrated in the articulation 1 energy dissipation device 33 is not fully exhausted.
  • the coupling linkage 1 comprises a substantially rigidly mounted on a front side of a car body W bearing block 10 and a hinge assembly 30 which has a spherical bearing 31 and a vertically extending pivot pin 32.
  • the hinge assembly 30 serves to connect a coupling rod 20 to the bearing block 10 in an articulated manner, the carriage box-side end portion 21 of the coupling rod 20 being connected to the bearing block 10 via the hinge assembly 30 in such a way that under normal driving conditions (see FIG a horizontal and vertical movement of the coupling rod 20 relative to the bearing block 30 is possible.
  • a horizontal pivoting of the coupling rod 20, ie a pivoting of the coupling rod 20 within the horizontal coupling plane K by the provision of vertical to the horizontal coupling plane K extending pivot pin 32 is possible.
  • the pivot pin 32 runs the vertical center longitudinal axis M, which is perpendicular to the horizontal coupling plane K.
  • the intersection between the center longitudinal axis M and the horizontal coupling plane K denotes the pivot point P about which the coupling rod 20 is substantially rigid relative to that to the car body W flanged or otherwise attached bearing block 10 is horizontally or vertically pivotable.
  • an energy dissipation device 33 in the form of an elastomeric body arranged on the spherical bearing 31 is furthermore provided.
  • This energy dissipation device 33 serves to dampen the impact forces occurring during normal driving, which are transmitted from the coupling rod 20 to the bearing block 10.
  • the regenerative and in particular elastically designed energy dissipation device 33 has the already mentioned maximum L jossverschiebungshub H in the direction of a transmitted from the coupling rod 20 to the joint assembly 30 and the Kupplungsanlenkung 1 impact force, said maximum L jossverschiebungshub H essentially by the hereinafter described attacks 15 and 25th and determined by the response of the energy dissipation device 33.
  • the clutch linkage 1 according to the preferred embodiment of the present invention described above with respect to FIG. 3 is shown in a state after the maximum longitudinal displacement stroke H provided by the energy dissipation device 33 integrated in the joint assembly 30 has been completely exhausted.
  • the comparison between Fig. 3 and Fig. 4 shows that after exhausting the maximum L Lucassverschiebungshubs H of the energy dissipation device 33, the coupling rod 20 has moved by a distance in the direction of bearing block 10, which is identical to the Lssensverschiebungshub H.
  • the stops 15 and 25 are respectively associated with the bearing block 10 and the coupling rod 20 and each have at least one arranged above the horizontal coupling plane K stop surface 15 ', 15 "and at least one arranged below the horizontal coupling plane K stop surface 25', 25" on.
  • the stops 15 and 25 serve, after exhausting the maximum L jossverschiebungshubs H of the energy dissipation device 33 form a positive and positive connection with each other, as shown in FIG. 4 can be seen.
  • the hinge assembly 30 By causing in this state, at least partial deflection of the transferred from the coupling rod 20 on the bearing block 10 impact forces on the one hand, the hinge assembly 30 are protected from damage.
  • serve above and below the horizontal coupling plane K provided stop surfaces 15 'and 15 "of the bearing block 10 associated stop 15 and provided above and below the horizontal coupling plane K stop surfaces 25' and 25" of the coupling rod 20 associated stop 25 for deliberate blocking a vertical deflection of the coupling rod 20 relative to the horizontal coupling plane K.
  • the above and below the horizontal coupling plane K provided stop surfaces 15 'and 15 "of the bearing block 10 associated stop 15 are located in a common, vertical stop plane A1, on the other hand provided above and below the horizontal coupling plane K stop surfaces 25 'and 25 "of the coupling rod 20 associated stop 25 lie in a common to the coupling rod longitudinal direction L perpendicular stop plane A2.
  • the stop surfaces 15 ', 15 "and 25', 25" of the two stops 15 and 25 in the vertical extending stop plane A1 of the bearing block 10 associated stop 15, as shown in FIG. 4 can be seen.
  • Fig. 5 shows the coupling linkage 1 shown in Fig. 3 in a state in which before exhausting the maximum L Lucassverschiebungshubs H of the energy dissipation device 33, the coupling rod 20 relative to the horizontal coupling plane by 5 ° vertically (upwards) inclined.
  • the pivotability of the coupling rod 20 in the vertical direction makes it possible that even when driving through depressions or when driving over increases with the Kupplungsanlenkung 1, the required vertical deflection of the coupling rod 20 is given.
  • the vertical deflection of 5 ° shown in FIG. 5 is purely exemplary; Of course, other angles come into question for this purpose.
  • FIG. 6 a state is shown in which - for example, due to the occurrence of a shock - in the coupling linkage 1 shown in Fig. 5 with the vertically pivoted coupling rod 20, the maximum L Lucassverschiebungshub H of integrated in the joint assembly 30 and Kupplungsanlenkung 1 energy dissipation device 33 is completely exhausted.
  • the Kupplungsanlenkung 1 shown in FIG. 5 in a state immediately after the exhaustion of the maximum provided L jossverschiebungshubs H of the integrated in the Kupplungungsanlenkung 1 energy dissipation device 33.
  • the vertical restoring moment generated in the coupling linkage 1 is greater, the greater the distance S between the location of forming the non-positive and positive connection between two corresponding abutment surfaces 15 ', 25' or 15 ", 25" to the horizontal coupling plane K, in which the rotation or support point P of the lever formed in the mechanical power transmission system is located.
  • the energy dissipation device 33 is designed in such a way that the longitudinal displacement stroke resulting when absorbing the impact forces occurring during normal driving operation is smaller than the maximum longitudinal displacement stroke H provided.
  • the maximum Lfitsverschiebungshub H by laying out the stop surfaces and in particular by setting the distance between the stop planes A1 and A2, when the coupling rod 20 is in the horizontal coupling plane K, fixed in advance, and thus the maximum absorbable by the energy dissipation shock forces.
  • a destructively designed energy dissipation member 40 (deformation tube) is integrated in the coupling rod 20, which with respect to the Responsive behavior of the integrated in the linkage 30 energy dissipation device 33 is connected, so after exhaustion of the energy dissipation device 33 maximum L jossverschiebungsschubs H responds and absorbs the excess energy at least partially.
  • the coupling rod 20 associated stop 25 is formed as an at least partially extending around the coupling rod 20 collar.
  • the invention is not limited to this technical realization of the stop 25.
  • the two stops 15 and 25 are formed such that the corresponding abutment surfaces match, the material of these surfaces is selected accordingly, so that no material deformation occurs at a surface pressure.
  • both the bearing block 10 and the coupling rod 20 additionally or alternatively to the stops 15 and 25 each have a further stop with at least one left side and at least one right side of the horizontal coupling plane K arranged abutment surface, the two further stops after exhausting the maximum L jossverschiebungshubs H of the energy dissipation device 33 together form a positive and positive connection, and wherein the left and right sides of the coupling plane K arranged stop surfaces in the coupling plane K are.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Vibration Dampers (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
  • Handcart (AREA)
  • Rear-View Mirror Devices That Are Mounted On The Exterior Of The Vehicle (AREA)
  • Connector Housings Or Holding Contact Members (AREA)
  • Coupling Device And Connection With Printed Circuit (AREA)
  • Details Of Connecting Devices For Male And Female Coupling (AREA)
  • Pivots And Pivotal Connections (AREA)
EP06124550A 2006-11-22 2006-11-22 Couplage articulé pour caisses d'un véhicule ferroviaire à sections multiples Active EP1925523B1 (fr)

Priority Applications (6)

Application Number Priority Date Filing Date Title
AT06124550T ATE422450T1 (de) 2006-11-22 2006-11-22 Kupplungsanlenkung für einen wagenkasten eines mehrgliedrigen fahrzeuges
EP06124550A EP1925523B1 (fr) 2006-11-22 2006-11-22 Couplage articulé pour caisses d'un véhicule ferroviaire à sections multiples
ES06124550T ES2321646T3 (es) 2006-11-22 2006-11-22 Acoplamiento articulado para una caja de coche de un vehiculo de multiples secciones.
DE502006002843T DE502006002843D1 (de) 2006-11-22 2006-11-22 Kupplungsanlenkung für einen Wagenkasten eines mehrgliedrigen Fahrzeuges
PL06124550T PL1925523T3 (pl) 2006-11-22 2006-11-22 Sprzęg przegubowy dla pudła wagonu pojazdu wieloczłonowego
DK06124550T DK1925523T3 (da) 2006-11-22 2006-11-22 Koblingsledforbindelse til en vognkasse i et köretöj med flere led

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP06124550A EP1925523B1 (fr) 2006-11-22 2006-11-22 Couplage articulé pour caisses d'un véhicule ferroviaire à sections multiples

Publications (2)

Publication Number Publication Date
EP1925523A1 true EP1925523A1 (fr) 2008-05-28
EP1925523B1 EP1925523B1 (fr) 2009-02-11

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EP06124550A Active EP1925523B1 (fr) 2006-11-22 2006-11-22 Couplage articulé pour caisses d'un véhicule ferroviaire à sections multiples

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EP (1) EP1925523B1 (fr)
AT (1) ATE422450T1 (fr)
DE (1) DE502006002843D1 (fr)
DK (1) DK1925523T3 (fr)
ES (1) ES2321646T3 (fr)
PL (1) PL1925523T3 (fr)

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2790990A1 (fr) * 2011-12-13 2014-10-22 Ego International B.V. Véhicule à plusieurs cabines
WO2015049104A1 (fr) * 2013-10-01 2015-04-09 Voith Patent Gmbh Support de palier permettant l'articulation d'une tige d'accouplement sur une superstructure d'un véhicule guidé
EP2886413A1 (fr) * 2013-12-23 2015-06-24 Ego International B.V. Support de palier, ensemble contenant un tel support de palier et système contenant un tel ensemble
EP3028919A1 (fr) * 2014-12-04 2016-06-08 Hübner GmbH & Co. KG Articulation pour véhicule articulé
DE102016207256A1 (de) 2015-04-29 2016-11-03 Voith Patent Gmbh Anlenkung zum gelenkigen Verbinden eines wagenkastenseitigen Endbereiches einer Kupplungsstange mit einem Wagenkasten
DE102015221824A1 (de) * 2015-11-06 2017-05-11 Voith Patent Gmbh Verdrehgesicherte Anlenkung zum gelenkigen Verbinden einer Kupplungsstange mit einem Wagenkasten
EP3205551A1 (fr) * 2016-02-12 2017-08-16 Faiveley Transport Schwab AG Dispositif d'attelage pour un vehicule sur rails
AT519744B1 (de) * 2017-09-27 2018-10-15 Siemens Ag Oesterreich Wanksteife Schienenfahrzeugkupplung
US10227077B2 (en) * 2014-03-10 2019-03-12 Dellner Couplers Ab System of a bearing bracket and a coupler rod or connection rod, a multi-car vehicle and a method for controlling the movement of a coupler rod or connection rod
CN110171341A (zh) * 2018-11-06 2019-08-27 襄阳忠良工程机械有限责任公司 小型矿用自卸车车厢铰接结构
CN110304099A (zh) * 2019-07-16 2019-10-08 通号轨道车辆有限公司 一种悬挂式空轨及其车端连接装置
WO2020239458A1 (fr) * 2019-05-24 2020-12-03 Voith Patent Gmbh Dispositif d'absorption d'énergie régénératif, ensemble de couplage ou d'articulation comprenant un dispositif d'absorption d'énergie de ce type, et ensemble d'amortissement comprenant un dispositif d'absorption d'énergie de ce type
EP3205550B1 (fr) 2016-02-10 2021-04-07 Dellner Couplers AB Ensemble avec un support de palier et une tige de coupleur ou une tige de connexion ; cabine de véhicule à plusieurs cabines et procédé pour transmettre des forces de poussée appliquées à une tige de coupleur ou une tige de connexion à un support de palier

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1215810A (en) * 1967-12-06 1970-12-16 Amsted Ind Inc Connector for articulated railway car
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EP0667271A1 (fr) * 1994-02-15 1995-08-16 Gec Alsthom Transport Sa Articulation d'accouplement et procédé d'absorption d'énergie entre deux véhicules ferroviaires
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Cited By (26)

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EP2790990A1 (fr) * 2011-12-13 2014-10-22 Ego International B.V. Véhicule à plusieurs cabines
WO2015049104A1 (fr) * 2013-10-01 2015-04-09 Voith Patent Gmbh Support de palier permettant l'articulation d'une tige d'accouplement sur une superstructure d'un véhicule guidé
US10266186B2 (en) 2013-10-01 2019-04-23 Voith Patent Gmbh Bearing block for articulating a coupling rod to a car body of a track-guided vehicle
EP2886413A1 (fr) * 2013-12-23 2015-06-24 Ego International B.V. Support de palier, ensemble contenant un tel support de palier et système contenant un tel ensemble
WO2015096893A1 (fr) * 2013-12-23 2015-07-02 Dellner Couplers Ab Support de palier, ensemble contenant un tel support de palier et système contenant un tel ensemble
US10308262B2 (en) * 2013-12-23 2019-06-04 Dellner Couplers Ab Bearing bracket, assembly containing such a bearing bracket and system containing such an assembly
CN106132801A (zh) * 2013-12-23 2016-11-16 德尔纳库普勒斯股份公司 轴承支架、包含这种轴承支架的组件及包含这种组件的***
CN106132801B (zh) * 2013-12-23 2019-04-09 德尔纳库普勒斯股份公司 轴承支架、包含这种轴承支架的组件及包含这种组件的***
US10227077B2 (en) * 2014-03-10 2019-03-12 Dellner Couplers Ab System of a bearing bracket and a coupler rod or connection rod, a multi-car vehicle and a method for controlling the movement of a coupler rod or connection rod
EP3028919A1 (fr) * 2014-12-04 2016-06-08 Hübner GmbH & Co. KG Articulation pour véhicule articulé
CN105667231A (zh) * 2014-12-04 2016-06-15 许布奈有限两合公司 铰接车辆的铰接机构
DE102016207256A1 (de) 2015-04-29 2016-11-03 Voith Patent Gmbh Anlenkung zum gelenkigen Verbinden eines wagenkastenseitigen Endbereiches einer Kupplungsstange mit einem Wagenkasten
US10246108B2 (en) 2015-04-29 2019-04-02 Voith Patent Gmbh Linkage for connecting a railcar body-side end region of a coupling rod in an articulated manner to a railcar body
WO2016174135A1 (fr) * 2015-04-29 2016-11-03 Voith Patent Gmbh Articulation pour la liaison articulée d'une région d'extrémité côté caisse de wagon d'une barre d'attelage avec une caisse de wagon
CN107531258A (zh) * 2015-04-29 2018-01-02 福伊特专利有限公司 用于将耦联器杆的车厢侧的端部区域与车厢铰链式连接的铰接部
DE102015221824A1 (de) * 2015-11-06 2017-05-11 Voith Patent Gmbh Verdrehgesicherte Anlenkung zum gelenkigen Verbinden einer Kupplungsstange mit einem Wagenkasten
EP3205550B1 (fr) 2016-02-10 2021-04-07 Dellner Couplers AB Ensemble avec un support de palier et une tige de coupleur ou une tige de connexion ; cabine de véhicule à plusieurs cabines et procédé pour transmettre des forces de poussée appliquées à une tige de coupleur ou une tige de connexion à un support de palier
EP3205551A1 (fr) * 2016-02-12 2017-08-16 Faiveley Transport Schwab AG Dispositif d'attelage pour un vehicule sur rails
WO2019063587A1 (fr) * 2017-09-27 2019-04-04 Siemens Mobility GmbH Attelage de véhicules ferroviaires rigide en roulis
AT519744B1 (de) * 2017-09-27 2018-10-15 Siemens Ag Oesterreich Wanksteife Schienenfahrzeugkupplung
AT519744A4 (de) * 2017-09-27 2018-10-15 Siemens Ag Oesterreich Wanksteife Schienenfahrzeugkupplung
CN111108032A (zh) * 2017-09-27 2020-05-05 西门子交通奥地利有限责任公司 摆动刚性的轨道车辆联接器
CN111108032B (zh) * 2017-09-27 2021-09-24 西门子交通奥地利有限责任公司 摆动刚性的轨道车辆联接器
CN110171341A (zh) * 2018-11-06 2019-08-27 襄阳忠良工程机械有限责任公司 小型矿用自卸车车厢铰接结构
WO2020239458A1 (fr) * 2019-05-24 2020-12-03 Voith Patent Gmbh Dispositif d'absorption d'énergie régénératif, ensemble de couplage ou d'articulation comprenant un dispositif d'absorption d'énergie de ce type, et ensemble d'amortissement comprenant un dispositif d'absorption d'énergie de ce type
CN110304099A (zh) * 2019-07-16 2019-10-08 通号轨道车辆有限公司 一种悬挂式空轨及其车端连接装置

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ATE422450T1 (de) 2009-02-15
DK1925523T3 (da) 2009-06-22
DE502006002843D1 (de) 2009-03-26
ES2321646T3 (es) 2009-06-09
EP1925523B1 (fr) 2009-02-11

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