EP2617622B1 - Dispositif de soutien vertical d'une barre d'attelage - Google Patents

Dispositif de soutien vertical d'une barre d'attelage Download PDF

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Publication number
EP2617622B1
EP2617622B1 EP12151386.5A EP12151386A EP2617622B1 EP 2617622 B1 EP2617622 B1 EP 2617622B1 EP 12151386 A EP12151386 A EP 12151386A EP 2617622 B1 EP2617622 B1 EP 2617622B1
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EP
European Patent Office
Prior art keywords
coupling rod
cross member
side members
end region
thread
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.)
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Application number
EP12151386.5A
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German (de)
English (en)
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EP2617622A1 (fr
Inventor
Andy Steinkampf
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Voith Patent GmbH
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Voith Patent GmbH
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 filed Critical Voith Patent GmbH
Priority to PL12151386T priority Critical patent/PL2617622T3/pl
Priority to EP12151386.5A priority patent/EP2617622B1/fr
Priority to ES12151386.5T priority patent/ES2588357T3/es
Priority to CN2013200169788U priority patent/CN203268052U/zh
Priority to BR102013001056-1A priority patent/BR102013001056A2/pt
Publication of EP2617622A1 publication Critical patent/EP2617622A1/fr
Application granted granted Critical
Publication of EP2617622B1 publication Critical patent/EP2617622B1/fr
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Anticipated expiration legal-status Critical

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories
    • B61G7/10—Mounting of the couplings on the vehicle
    • B61G7/12—Adjustable coupling bars, e.g. for centralisation purposes

Definitions

  • the present invention relates to an apparatus for vertically supporting a coupling rod according to the preamble of independent claim 1.
  • the invention relates in particular to a device for vertically supporting a hinged to a car body of a particular track-guided vehicle via an articulated coupling rod, the device having a engageable with the coupling rod Abstützfeder issued and a holder, via which the AbstNeillfeder annoying is connectable to the articulation.
  • Such a support device is already known in principle from the prior art, and in particular from rail vehicle technology. Such devices are used for vertical support a via a linkage to a car body or Wagenkastenuntergestell in the vertical direction pivotally hinged coupling rod. A support in the vertical direction is particularly necessary to allow a perfect coupling of two adjacent car bodies. For this, care must be taken that the coupling rod is always present in the horizontal center longitudinal plane during the coupling process.
  • the publication EP 1 719 684 A1 relates to an elastomer-spring joint with a vertical support device, in which a lower cross member serves to connect a support spring with a coupling rod to be supported.
  • a supporting device known from this prior art further two vertically extending lateral side members are used, which are connected via their lower end portion with the cross member, wherein the connection of the lateral side member is carried by the cross member via screws.
  • the publication EP 1 955 918 A1 relates to an automatic central buffer coupling with a coupling head, a coupling rod and a shock absorber, which has a destructively designed energy absorbing member in the form of a deformation tube.
  • a controllable linear drive for axial displacement of the coupling rod relative to a mounting plate.
  • the publication CH 356 792 A relates to a device for suspending a central buffer coupling on rail vehicles, for this purpose, a lying above the coupling axis fork is used, the ends of which are angled downwards and connected to a designed as a Traverse role.
  • the fork is laterally pivotable about the vertical center axis of a connecting joint, wherein further means for their elastic return and centering are provided.
  • Support devices known from the prior art are generally designed as resilient supports in which a support ram is connected via at least one spring element to a lower support of the support device.
  • the at least one spring element of the Abstützstempel is pressed with a bias from below in the vertical direction against the coupling rod.
  • the bias at which the support ram pushes against the coupling rod is adjustable by a suitable choice of the vertical distance between the lower support and the coupling rod and should be chosen so that in a resting state of the coupling rod, i. if no dynamic forces acting on the coupling rod in the vertical direction, the coupling rod is present in the horizontal center position.
  • the at least one spring element is formed of an elastomeric material
  • the bow nose is usually provided with a nose flap, which covers the coupling shaft in the closed state to protect components or components of the coupling arrangement, such as the vertical support device against environmental influences, such as dirt, ice or icing.
  • a nose flap which covers the coupling shaft in the closed state to protect components or components of the coupling arrangement, such as the vertical support device against environmental influences, such as dirt, ice or icing.
  • bow flaps There are probably one-piece as well as two-piece executed bow flaps known which are normally closed and only open when the clutch must be used, such as when two trains drive in double traction.
  • Car bodies whose end face is formed as a nose often have a very limited space for receiving the central buffer coupling and belonging to the central buffer coupling components, in particular the vertical support device.
  • the accessibility for the readjustment of the support device is severely limited. Accordingly, a conventional support device can often adjust only with great effort, which is particularly time-consuming and thus costly.
  • the invention has the object, a vertical support device of the type mentioned in such a way that in an easy to implement yet effective manner, the vertical bias, with which the support device presses against the coupling rod, can be adjusted or readjusted So that it is ensured with little time and effort that in their idle state, the coupling rod is always in the horizontal center position.
  • Claims 10 to 12 each relate to a central buffer coupling with the supporting device according to the invention.
  • a supporting device which has a support rod device which can be brought into contact with the coupling rod of a track-guided vehicle, and a holder via which the supporting spring device can be connected to the articulation and above to the carriage body.
  • the holder has a lower cross member for supporting the Abstützfeder issued and two vertically extending, lateral side members, via which the lower cross member is connected to the attached to the car body articulation.
  • the invention provides that the lower end portion of the two lateral side members is connected via at least one biasing member in such a way with the cross member that a vertical distance between the cross member and the coupling rod and thus the vertical bias of Abstweilfeder appearance is adjustable.
  • At least one biasing element which serve to connect the lower cross member of the holder with the lower end portions of one of the two lateral side members, can also be retrofitted in an easy to implement manner, ie after the supporting device and the other components of the coupling arrangement in the Bow nose on the car body or Wagenkastenuntergestell have been attached, the vertical distance between the cross member and the coupling rod and thus adjust the vertical bias of Abstützfeder listening. All steps for adjusting and adjusting the vertical support device can be done by a maintenance flap or opening in the bow nose on the vehicle. The raising and lowering of the coupling rod is effected via the two side longitudinal members associated biasing elements. In this way, the vertical support device can be adjusted or set for the first time with little time and effort even for vehicles that provided only a very limited space for the clutch.
  • the lower end region of the two lateral side members each have a thread
  • the two longitudinal members associated biasing members each have a corresponding mating thread and cooperate with the thread of the corresponding side member such that upon tightening of the biasing member of the vertical distance shortened between the cross member and the coupling rod and the vertical bias of Abstützfeder listening is increased.
  • the lower end region of the two lateral side members is in each case sleeve-shaped and received in a guide sleeve connected to the cross member, wherein the sleeve-shaped lower end region of the two lateral side members is provided at least in regions with an internal thread.
  • a biasing element here is a clamping screw (cylinder head screw) with a complementary to the internal thread of the corresponding longitudinal member formed external thread.
  • the lower end region of the two lateral side members each with an external thread. It is advantageous if the lower end regions of the two longitudinal members are each received in a through opening formed in the cross member such that the external thread extends in regions through the passage opening.
  • biasing elements are in this embodiment, for example, clamping nuts, which each receive the extending through the through holes threaded portion of the associated longitudinal member.
  • the lower end region of the two lateral side members may each have an external thread and be received in a guide sleeve connected to the cross member.
  • the at least one biasing element may be designed as a clamping sleeve, which has an internal thread, which is designed to be complementary to the external thread of the corresponding longitudinal member.
  • the biasing element for example, formed as a clamping sleeve passes through a formed in the cross member through hole, wherein the internal thread of the clamping sleeve of the external thread of the corresponding longitudinal member receives.
  • the external thread at the lower end region of the two lateral side members and the internal thread of the clamping sleeve are each designed as left-hand thread, wherein at least one securing element is provided for preventing unintentional manipulation of the clamping sleeve.
  • the at least one securing element is designed as a cylindrical screw with a right-hand thread, wherein the right-hand thread of the fuse element designed as a cylinder screw is arranged coaxially to the clamping sleeve and engage in an internal thread, which formed in a running in the lower end of the lateral side member bore is.
  • the at least one biasing element is associated with a backup to prevent inadvertent manipulation of the biasing member.
  • the fuse is used to prevent unwanted loosening or Loosening the connection between the at least one biasing member and the associated lateral side member, which can be done in particular by external influences, eg vibrations (vibration), corrosion or setting of the connection.
  • the fuse By providing such a fuse can be prevented in an advantageous manner that is changed by external influences, especially in dynamic loads, a set on the at least one biasing element vertical distance between the cross member and the coupling rod.
  • the fuse may adopt different embodiments. If, for example, a nut (clamping nut) is used as the pretensioning element, then an adhesive, a plastic insert in the nut or a wire lock can serve as a screw lock. If, for example, a clamping screw (cylinder head screw) serves as the pretensioning element, then the securing device can be realized as a threaded insert in the sleeve-shaped region of the longitudinal members.
  • the supporting spring device has at least one and preferably two supporting springs, which are preferably detachably connected to the cross member, wherein this is, in particular, supporting springs formed from an elastomer material.
  • the at least one support spring further comprises a movable in the vertical direction relative to the two lateral side members pressure plate over which the at least one connected to the cross member support spring with the coupling rod can be brought into contact.
  • a support plate connected to the pressure plate and engageable with the coupling rod is also provided.
  • a guide provided for guiding a movement of the pressure plate relative to the two lateral side members.
  • the guide can be formed for example by corresponding recesses on the sides of the pressure plate, through which extend the longitudinal members.
  • the present invention further provides a central buffer coupling for track-guided vehicles, in particular rail vehicles, which has a coupling rod and an articulation with a bearing block.
  • the carriage box-side end portion of the coupling rod is connected to the articulation and articulated pivotally on the bearing block of the articulation on the car body of the track-guided vehicle.
  • a vertical support device according to the present invention is further used to support the coupling rod in the vertical direction.
  • the support device 50 exemplified in the drawings is used in a linkage 2, which serves to articulate the coupling rod 1, for example, a central buffer coupling on the front side of a car body not explicitly shown or on the undercarriage of a car body not explicitly shown.
  • the linkage 2 an elastomeric spring device 10 for damping transmitted via the coupling rod 1 to the linkage 2 tensile and impact forces.
  • the elastomeric spring device 10 has an open towards a coupling head not shown in the drawings housing 11, in which the rear (carriage body side) end portion 3 of the coupling rod 1 protrudes coaxially with a radial distance from the inner peripheral surface of the housing 11.
  • the rear, i. carriage side, end portion 3 of the coupling rod 1 is connected via the housing 11 with the linkage 2.
  • the connection via a vertically extending pivot pin 16, to which the housing 11 is connected by means of shear elements 8 and hinged to the fixed to the car body or car body base bearing block 4 is horizontally and vertically pivotable.
  • annular beads 14, 15 are designed such that the resilient rings 13 are held in each case in spaces between two adjacent annular beads 14, 15 relative to the rear end portion 3 of the coupling rod 1 and the housing 11.
  • the housing 11 of the elastomeric spring device 10 is connected to the articulation 2 with the aid of at least one shearing element 8.
  • the linkage 2 has an upper and a lower vertically extending pivot 16, to each of which the housing 11 connected by means of a shear element 8 and at the fixed to the car body or Wagenkastenuntergestell bearing block 4 horizontally and is hinged vertically pivotable.
  • the response force of the shearing elements 8 is greater than the amount of force that the elastomer spring device 10 can transmit by regenerative deformation of the resilient rings 13.
  • the housing 11 of the elastomeric spring device 10 is formed in a preferred manner divided and consists of an upper and a lower housing shell 11 a. This embodiment ensures a particularly simple assembly of the spring means 10. Furthermore, this can be adjusted in a particularly simple manner, the bias of the elastomeric spring device 10 in the longitudinal direction of the coupling rod 1.
  • the rear end region 3 of the coupling rod 1 to have a collar (not explicitly shown) against which, on the one hand, a pretensioning ring (not shown) with its rear side and, on the other hand, the spring ring 13 closest to the opening of the housing 11 the front side abuts, wherein the biasing ring biases the resilient rings 13 in the unloaded state of the elastomeric spring device 10 in the longitudinal direction of the coupling rod 1.
  • the linkage 2 allows horizontal and vertical pivoting and axial rotation of the coupling rod 1.
  • the coupling rod 1 for example, perform pivotal movements relative to the car body or car body base, which occur especially when cornering a train.
  • the coupling rod 1 vertical deflections For example, to compensate for height differences between two car bodies to be coupled follow.
  • the elastomeric spring device 10 with the spring rings 13 preferably formed of an elastomeric material serves to dampen the tensile and impact forces transmitted by the coupling rod 1 in the articulation 2 during normal driving operation.
  • elastomer spring device 10 is designed to allow the operationally required Ausschwenkwinkel the coupling rod 1 in the vertical direction of about ⁇ 6 ° and in the horizontal direction of about ⁇ 15 °.
  • the articulation 2 shown by way of example in the drawings is further equipped with a supporting device 50.
  • a supporting device 50 As already stated in the introduction to the description, such support in the vertical direction is necessary, in particular, in order to ensure a perfect coupling of two to allow adjacent car bodies. For this purpose, care must be taken that the coupling rod 1 is always present in the horizontal center longitudinal plane during the coupling process.
  • the supporting device 50 shown in the drawings has a Abstweilfeder listening 51 in contact with the coupling rod 1 and a holder, via which the Abstweilfeder annoying 51 is at least indirectly connected to the car body and the undercarriage of the car body.
  • the holder comprises a lower cross member 54 which serves to support the Abstweilfeder appealing 51.
  • two vertically extending, lateral side members 55, 56 are used, via which the cross member 54 is connected to the body or car body frame.
  • the representations in Fig. 1 and Fig. 2 can be removed, the two lateral side members 55, 56 of the holder are not directly connected to the car body or Wagenkastenuntergestell. Rather, in the illustrated embodiment, the respective upper end regions of the lateral side members 55, 56 are connected to the housing 11 of the articulation 2. As already stated, the housing 11 of the articulation 2 is over the upper and lower pivot pin 16 with the fixed to the car body or on the car body base bearing block 4 in combination.
  • the respective upper end regions of the lateral side members 55, 56 are connected to the housing 11 via a screw connection 57.
  • the screw connection 57 is preferably designed such that it loses its connection function when the operating load of the elastomer spring device 10 provided in the articulation 2 is exceeded.
  • the support device 50 is a resiliently formed support, in which the support spring device 51 has at least one support spring 52, 53, which in the illustrated embodiment is exactly two.
  • the two support springs 52, 53 are connected to the cross member 54 and are pressed with a certain bias from below in the vertical direction against the coupling rod 1.
  • the bias voltage with which the support springs 52, 53 press against the coupling rod 1 is adjustable by varying the vertical distance between the cross member 54 and the coupling rod 1 and should be chosen so that in a resting state of the coupling rod 1, ie if no dynamic forces attack in the vertical direction on the coupling rod 1, the coupling rod 1 is present in the horizontal center position.
  • the vertical distance between the cross member 54 and the coupling rod 1 is varied, the vertical inclination of the coupling rod 1 can be adjusted.
  • the coupling rod 1 should be present in the unloaded state in the horizontal plane to allow proper coupling of two adjacent car bodies.
  • support springs 52, 53 which are formed of an elastomeric material, however, has the consequence that after a certain time interval, the support must be readjusted, since it is under biased support springs 52, 53 over time to a setting of Elastomer material can come, ie the spring characteristic of the support springs 52, 53 becomes shallower over time, which may result in tilting of the coupling rod 1.
  • an originally set in the horizontal center longitudinal plane coupling rod 1 must be readjusted after a certain time. In other words, care must be taken that subsequently the vertical distance between the cross member 54 and the coupling rod 1 can be varied.
  • biasing elements are used, via which the lower end portions 68, 69 of the two lateral side members 55, 56 are each connected to the cross member 54 such that a vertical distance between the cross member 54 and the coupling rod 1 and thus a vertical bias of Abstützfeder listening 51 is adjustable.
  • the lower end portions 68, 69 of the two lateral side members 55, 56 each have an external thread and are each received in a connected to the cross member 54 clamping sleeve 61, wherein the clamping sleeve 61 serves as a biasing element and a complementary to the external thread of the corresponding longitudinal member 55, 56 formed internal thread.
  • the representation in Fig. 7 It can also be seen that, in the illustrated embodiment, the clamping sleeves 61 each run through a passage opening 60 formed in the cross member 54. Furthermore, it can be seen that the internal thread of the clamping sleeve 61, the external thread of the corresponding longitudinal member 55, 56 receives.
  • the two designed as clamping sleeves 61 biasing elements continue in the corresponding end portions 68, 69 of the longitudinal beams 55, 56 screwed in the embodiment shown in the drawings, consequently the vertical distance between the cross member 54 and the coupling rod. 1 decreases and the bias of Abstweilfeder listening 51 is increased. In this way, the vertical deflection of the coupling rod 1 can subsequently be varied.
  • the vertical distance between the cross member 54 and the coupling rod 1 inevitably increases and the vertical bias of the supporting spring means 51 is reduced would
  • the external thread at the lower end portion 68, 69 of the two lateral side members 55, 56 and the internal thread of the clamping sleeve 61 are each designed as left-hand thread
  • at least one securing element 67 is provided to prevent inadvertent manipulation of the clamping sleeve 61st
  • the at least one securing element 67 is designed as a cylindrical screw with a right-hand thread, wherein the right-hand thread of the cylinder screw designed as securing element 67 is arranged coaxially to the clamping sleeve 61 and engage in an internal thread 58, which in a lower end portion 68, 69 of lateral side members 55, 56 executed bore is formed.
  • the two support springs 52, 53 are connected to the cross member 54 via a respective screw 63.
  • the coupling rod end of the two support springs 52, 53 is connected to a vertically movable relative to the two lateral side members 55, 56 pressure plate 64.
  • a Abstützstempel 65 is provided, which transmits the force exerted by the Abstützfedern 52, 53 supporting force on the coupling rod 1.
  • the pressure plate 64 is provided with a guide 66 to guide a movement of the pressure plate 64 relative to the two lateral side members 55, 56.
  • the guide 66 is formed by receptacles which are provided on the lateral end regions of the pressure plate 64 and receive the lateral side members 55, 56.
  • the bearing block 4 of the articulation 2 shown in the drawings at its the coupling rod 1 opposite end an opening 5, through which the elastomeric spring device 10 can be pressed together with the housing 11, when a via the coupling rod 1 on the Linkage 2 transmitted impact force exceeds a pre-definable critical value.
  • the shear elements mentioned above 8 via which the housing 11 of the elastomer spring device 10 is connected to the bearing block 4 in normal driving operation.
  • the elastomer spring device 10 and the housing 11 into which the elastomer spring device 10 is received can thus be pushed through the opening 5 of the bearing block 4.
  • the coupling rod 1 is at least partially taken from the transferred to the linkage 2 power flow.
  • connection between the housing 11, the elastomeric spring device 10 and the supporting device 50 is also achieved by the screw connection 57, which is likewise designed as a shear or tear-off screw, between the upper end region of the longitudinal members 55, 56 and the housing 11 ,
  • the invention is not limited to the exemplary embodiment of the supporting device 50 shown in the drawings, but results from a synopsis of all the features disclosed herein.
  • the lower end portions 68, 69 of the two lateral side members 55, 56 are each sleeve-shaped and are each received in a guide sleeve connected to the cross member 54, wherein the sleeve-shaped lower end portions 68, 69 of the two lateral side members 55, 56 are each at least partially provided with an internal thread.
  • the two longitudinal members 55, 56 associated biasing elements may each be designed as a clamping screw with a complementary to the internal thread of the corresponding longitudinal member 55, 56 formed external thread, wherein the clamping screws each run through a formed in the cross member 54 through hole 60.
  • the external thread of each biasing element designed as a clamping screw takes on the internal thread of the sleeve-shaped end portion 68, 69 of the corresponding longitudinal member 55, 56.
  • the lower end regions 68, 69 of the two lateral side members 55, 56 each have an external thread and are each received in a through hole 60 formed in the cross member 54 such that the external thread at least partially through the passage opening 60th extends.
  • the biasing element should be designed as a clamping nut and receive the through the opening 60 extending threaded portion of the associated longitudinal member 55, 56.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Prevention Devices (AREA)
  • Springs (AREA)

Claims (12)

  1. Dispositif (50) pour le soutien vertical d'une barre d'attelage (1) articulée au moyen d'une articulation sur une caisse de véhicule, en particulier d'un véhicule guidé sur voie, dans lequel le dispositif (50) comprend un dispositif à ressort de soutien (50) susceptible d'être amené en contact avec la barre d'attelage (1) et une monture via laquelle le dispositif à ressort de soutien (51) est susceptible d'être relié à l'articulation,
    dans lequel la monture comprend une traverse inférieure (54) pour soutenir le dispositif à ressort de soutien (51) et deux longerons latéraux (55, 56) s'étendant verticalement, au moyen desquels la traverse (54) est susceptible d'être reliée à la caisse de véhicule, dans lequel la zone terminale inférieure (68, 69) des deux longerons latéraux (55, 56) est reliée respectivement à la traverse (54) via au moins un élément de précontrainte de telle façon qu'une distance verticale entre la traverse (54) et la barre d'attelage (1) et ainsi une précontrainte verticale du dispositif à ressort de soutien (51) est réglable,
    caractérisé en ce que
    les zones terminales inférieures (68, 69) des deux longerons latéraux (55, 56) sont réalisées respectivement en forme de douille et sont respectivement reçues dans une douille de guidage reliée à la traverse (54), dans lequel les zones terminales inférieures (68, 69) réalisées en forme de douille des deux longerons latéraux (55, 56) sont respectivement dotées, au moins localement, d'un taraudage, dans lequel les éléments de précontrainte associés aux deux longerons (55, 56) sont réalisés respectivement sous la forme de vis de serrage avec un filetage extérieur réalisé complémentaire au taraudage du longeron (55, 56) correspondant, et passent à travers une ouverture traversante (60) réalisée dans la traverse (54), dans lequel le filetage de chaque élément de précontrainte réalisé sous forme de vis de serrage reçoit le taraudage de la zone terminale (68, 69), réalisée en forme de douille, du longeron correspondant (55, 56) ; ou en ce que les zones terminales inférieures (68, 69) des deux longerons latéraux (55, 56) comportent chacune un filetage extérieur et sont reçues chacune dans une ouverture traversante (60) réalisée dans la traverse (54) de telle façon que le filetage extérieur s'étend au moins localement à travers l'ouverture traversante (60), et dans lequel l'élément de précontrainte est réalisé sous forme d'écrou de serrage et reçoit la zone filetée, s'étendant à travers l'ouverture traversante (60), du longeron associé (55, 56) ; ou en ce que
    les zones terminales inférieures (68, 69) des deux longerons latéraux (55, 56) comportent chacune un filetage extérieur et sont respectivement reçues dans une douille de serrage (61) reliée à la traverse (54), dans lequel la douille de serrage (61) sert à titre d'élément de précontrainte et comporte un taraudage réalisé de manière complémentaire au filetage extérieur du longeron correspondant (55, 56), dans lequel la douille de serrage (61) passe à travers une ouverture traversante (60) réalisée dans la traverse (54), et dans lequel le taraudage de la douille de serrage (61) reçoit le filetage du longeron correspondant (55, 56).
  2. Dispositif (50) selon la revendication 1,
    dans lequel la zone terminale inférieure (68, 69) des deux longerons latéraux (55, 56) comporte respectivement un pas de vis, et dans lequel les éléments de précontrainte associés aux deux longerons (55, 56) comportent respectivement un pas de vis antagoniste correspondant et coopèrent avec le pas de vis du longeron correspondant (55, 56) de telle façon que lors du serrage des éléments de précontrainte la distance verticale entre la traverse (54) et la barre d'attelage (1) est raccourcie et la précontrainte verticale du dispositif à ressort de soutien (51) est augmentée.
  3. Dispositif (50) selon la revendication 1 ou 2,
    dans lequel les zones terminales inférieures (68, 69) des deux longerons latéraux (55, 56) comportent respectivement un filetage, et sont respectivement reçues dans une douille de serrage (61) reliée à la traverse (54), dans lequel la douille de serrage (61) sert à titre d'élément de précontrainte et comporte un taraudage réalisé de manière complémentaire au filetage du longeron correspondant (55, 56), dans lequel la douille de serrage (61) passe à travers une ouverture traversante (60) réalisée dans la traverse (54) et dans lequel le taraudage de la douille de serrage (61) reçoit le filetage du longeron correspondant (55, 56),
    dans lequel le filetage au niveau de la zone terminale inférieure (68, 69) des deux longerons latéraux (55, 56) et le taraudage de la douille de serrage (61) sont réalisés respectivement sous forme de pas de vis à gauche, et dans lequel il est prévu au moins un élément de sécurité (67) pour empêcher une manipulation inopinée de la douille de serrage (61).
  4. Dispositif (50) selon la revendication 3, dans lequel ledit au moins un élément de sécurité (67) est réalisé sous forme de vis cylindrique avec un pas à droite, de sorte que le pas à droite de l'élément de sécurité (67) réalisé sous forme de vis cylindrique est agencé coaxialement à la douille de serrage (61) et s'engage dans un taraudage qui est réalisé dans un perçage réalisé dans la zone terminale inférieure (68, 69) des longerons latéraux (55, 56).
  5. Dispositif (50) selon l'une des revendications 1 à 4,
    dans lequel il est prévu un organe de sécurité (62) pour empêcher une manipulation inopinée de l'élément de précontrainte.
  6. Dispositif (50) selon l'une des revendications 1 à 5,
    dans lequel le dispositif à ressort de soutien (51) comprend au moins un et de préférence deux ressorts de soutien (52, 53) reliés à la traverse (54), de préférence de manière détachable, et en particulier des ressorts de soutien réalisés à partir d'un matériau élastomère.
  7. Dispositif (50) selon la revendication 6,
    dans lequel le dispositif à ressort de soutien (51) comprend en outre une plaque à pression (64) déplaçable en direction verticale par rapport au deux longerons latéraux (55, 56), plaque via laquelle ledit au moins un ressort de soutien (52, 53) relié à la traverse (54) peut être amené en contact avec la barre d'attelage (1).
  8. Dispositif (50) selon la revendication 7,
    dans lequel le dispositif à ressort de soutien (51) comprend en outre un poussoir de soutien (65) relié à la plaque à pression (64) et susceptible d'être amené en contact avec la barre d'attelage (1).
  9. Dispositif (50) selon la revendication 7 ou 8,
    dans lequel il est prévu un guidage (66) pour guider un déplacement de la plaque à pression (64) par rapport aux deux longerons latéraux (55, 56).
  10. Attelage à tampon central pour véhicule guidé sur voie, en particulier véhicule ferroviaire, comprenant une barre d'attelage (1) et une articulation (2) comprenant un bloc de montage (4), dans lequel la zone terminale, côté caisse de véhicule, de la barre d'attelage (1) est reliée à l'articulation (2) et est articulée de manière pivotante sur la caisse de véhicule du véhicule guidé sur voie via le bloc de montage (4) de l'articulation (2), et dans lequel il est en outre prévu un dispositif (50) selon l'une des revendications 1 à 9 pour le soutien vertical de la barre d'attelage (1).
  11. Attelage à tampon central selon la revendication 10,
    dans lequel il est en outre prévu un dispositif à ressort en élastomère (10) pour amortir les forces de traction et les forces par à-coups transmises à l'articulation (2) via la barre d'attelage, dans lequel le dispositif à ressort en élastomère (10) comprend un boîtier (11) ouvert vers la tête d'attelage, dans lequel pénètre la zone terminale, côté caisse de véhicule, de la barre d'attelage (1) coaxialement avec une distance radiale depuis la surface périphérique intérieure du boîtier (11), dans lequel la zone terminale, côté caisse de véhicule, de la barre d'attelage (1) est reliée à l'articulation (2) via le boîtier (11), et des anneaux (13) précontraints à effet ressort en un matériau élastique sont prévus entre les surfaces périphériques intérieures du boîtier (11), anneaux qui sont orientés verticalement avec leur plan médian et qui sont agencés les uns derrière les autres avec une distance mutuelle en direction longitudinale de la barre d'attelage (1).
  12. Attelage à tampon central selon la revendication 11,
    dans lequel les zones terminales supérieures (68, 69) des deux longerons latéraux (55, 56) sont reliées de manière détachable avec le boîtier (11) du dispositif à ressort en élastomère (10) via au moins une vis à cisaillement ou à arrachement (57).
EP12151386.5A 2012-01-17 2012-01-17 Dispositif de soutien vertical d'une barre d'attelage Active EP2617622B1 (fr)

Priority Applications (5)

Application Number Priority Date Filing Date Title
PL12151386T PL2617622T3 (pl) 2012-01-17 2012-01-17 Urządzenie do pionowego podpierania drążka sprzęgu
EP12151386.5A EP2617622B1 (fr) 2012-01-17 2012-01-17 Dispositif de soutien vertical d'une barre d'attelage
ES12151386.5T ES2588357T3 (es) 2012-01-17 2012-01-17 Dispositivo para el apoyo vertical de una barra de acoplamiento
CN2013200169788U CN203268052U (zh) 2012-01-17 2013-01-11 用于竖直地支承连杆的装置以及中间缓冲车钩
BR102013001056-1A BR102013001056A2 (pt) 2012-01-17 2013-01-15 Dispositivo para apoio vertical de uma barra de acoplamento e acoplamento de amortecimento central

Applications Claiming Priority (1)

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EP12151386.5A EP2617622B1 (fr) 2012-01-17 2012-01-17 Dispositif de soutien vertical d'une barre d'attelage

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EP2617622A1 EP2617622A1 (fr) 2013-07-24
EP2617622B1 true EP2617622B1 (fr) 2016-06-01

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CN (1) CN203268052U (fr)
BR (1) BR102013001056A2 (fr)
ES (1) ES2588357T3 (fr)
PL (1) PL2617622T3 (fr)

Cited By (1)

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Publication number Priority date Publication date Assignee Title
DE102020105294A1 (de) 2020-02-28 2021-09-02 Voith Patent Gmbh Kupplungsstangenanbindung zum beweglichen Anschluss einer Kupplungsstange an ein spurgebundenes Fahrzeug

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DE102014222273A1 (de) * 2014-10-31 2016-05-04 Voith Patent Gmbh Abstützvorrichtung zum vertikalen Abstützen einer Kupplungsstange kompakter Bauhöhe
CN105083318B (zh) * 2015-09-28 2016-09-14 青岛思锐科技有限公司 车钩弹簧垂向支撑装置
DE102015122863A1 (de) * 2015-12-28 2017-06-29 Voith Patent Gmbh Vorrichtung zum gelenkigen Verbinden einer ersten Komponente mit einer relativ zu der ersten Komponente bewegbaren zweiten Komponente
CN105599783B (zh) * 2016-01-18 2017-11-03 中车青岛四方车辆研究所有限公司 钩缓装置及钩高调节限位装置
CN112124353B (zh) * 2020-09-22 2022-03-18 中车唐山机车车辆有限公司 一种轨道车辆及其车体和车钩承载结构
DE102021203426A1 (de) * 2021-04-07 2022-10-13 Siemens Mobility GmbH Schienenfahrzeug mit Mittelpufferkupplung
CN113200070B (zh) * 2021-06-18 2022-10-14 中车株洲电力机车有限公司 一种车钩钩尾座安装结构

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CH356792A (de) * 1957-11-21 1961-09-15 Fischer Ag Georg Vorrichtung zur Aufhängung einer Mittelpufferkupplung an Schienenfahrzeugen
DE502005001252D1 (de) * 2005-05-03 2007-09-27 Voith Turbo Scharfenberg Gmbh Mittelpufferkupplung für Schienenfahrzeuge
ES2324686T3 (es) * 2007-02-08 2009-08-12 Voith Patent Gmbh Enganche automatico de tope central.

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Publication number Priority date Publication date Assignee Title
DE102020105294A1 (de) 2020-02-28 2021-09-02 Voith Patent Gmbh Kupplungsstangenanbindung zum beweglichen Anschluss einer Kupplungsstange an ein spurgebundenes Fahrzeug

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ES2588357T3 (es) 2016-11-02
BR102013001056A2 (pt) 2013-12-17
EP2617622A1 (fr) 2013-07-24
CN203268052U (zh) 2013-11-06
PL2617622T3 (pl) 2017-08-31

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