EP3490868B1 - Coupling device for carriage bodies of a rail vehicle which are supported on a common bogie - Google Patents

Coupling device for carriage bodies of a rail vehicle which are supported on a common bogie Download PDF

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Publication number
EP3490868B1
EP3490868B1 EP17777512.9A EP17777512A EP3490868B1 EP 3490868 B1 EP3490868 B1 EP 3490868B1 EP 17777512 A EP17777512 A EP 17777512A EP 3490868 B1 EP3490868 B1 EP 3490868B1
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EP
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Prior art keywords
coupling
joint
coupling apparatus
rod
frame
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EP17777512.9A
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German (de)
French (fr)
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EP3490868A1 (en
Inventor
Gerhard Schmidt
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Siemens Mobility GmbH
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Siemens Mobility GmbH
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Priority to HRP20230360TT priority Critical patent/HRP20230360T1/en
Priority to RS20230286A priority patent/RS64149B1/en
Publication of EP3490868A1 publication Critical patent/EP3490868A1/en
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    • 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

Definitions

  • the invention relates to a coupling device according to the preamble of claim 1.
  • Such a coupling device is from DE 10 2004 062 664 A1 known.
  • a coupling device for connecting two car bodies is described there, with a coupling rod for the transmission of longitudinal forces between the two car bodies, the coupling rod being fastened with its ends in a movable bearing on the two car bodies and the coupling device comprising a linkage which is independent of of the coupling rod and is designed to transmit vertical and/or transverse forces between the two car bodies, so that the coupling rod is only loaded in its longitudinal direction.
  • a coupling device for connecting two car bodies with a coupling rod for transmitting longitudinal forces between the two car bodies, the coupling rod being fastened with its ends in a movable bearing on the two car bodies.
  • Such a coupling device is known, for example, from the 403/406 (ICE3) series of the operator DB AG, with the car bodies being supported on running gears that are independent of one another.
  • a coupling device for connecting two car bodies supported on a common running gear is known, with a single spherically moveable joint for transmitting forces between the two car bodies in all directions.
  • Such a coupling device is known, for example, from the series 424/425/426 of the operator DB AG.
  • coupling devices are from FR 27 92 595 A1 and the DE 24 48 889 A1 known.
  • Multi-section rail vehicles require mechanical coupling devices to transmit longitudinal forces between the individual car bodies. If adjacent car bodies share running gears for support or guidance in a track, it may also be necessary to transmit forces in the vertical and/or transverse direction.
  • Longitudinal mobility with a given force is advantageous for absorbing energy in the event of a reversible coupling of two adjacent car bodies and in the event of collisions.
  • a predetermined flexibility can be advantageous, in particular in the transverse direction, instead of an approximately rigid coupling of the car bodies.
  • Rail vehicles with common running gears of adjacent car bodies are usually connected to a spherically movable articulation located above the center of the running gear.
  • a reversible loss of energy does not exist at all in the case of real joints and is limited to only very small values (approx. 5mm stroke) in the case of elastic (false) joints.
  • the integration of an additional stroke for reversible energy absorption outside of the spherically moveable joint (spherical bearing) is made more difficult by the fact that this mobility must also transmit the required vertical and/or lateral forces.
  • the construction of a corresponding guide which is suitable for more frequent movement in contrast to an irreversible energy consumption in collisions, is hardly possible in the existing installation spaces of known coupling devices.
  • the invention is based on the object of further developing a coupling device of the type mentioned at the outset in such a way that a suitable transmission of longitudinal but also vertical and/or transverse forces is made possible, in which at least one reversible energy consumption can also be realized.
  • the aforementioned coupling device is characterized in that the articulated mechanism is designed as a coupling frame, which is mounted by means of a first and a second joint, each movable, about at least two parallel axes that are spaced apart from one another in the transverse and/or vertical direction, with the first Joint is assigned to one and the second joint to the other of the two car bodies.
  • the coupling rod which is only loaded in the longitudinal direction, allows the use of proven elastic elements of conventional couplings for vehicles with separate chassis, especially for reversible and irreversible energy absorption.
  • the stroke of the reversible energy consumption can be selected according to the requirements. In the case of longer tractor units, the load on the front coupling can be effectively relieved.
  • the appropriate design of the articulated mechanism allows the car bodies to be moved sideways relative to one another. In this way, for example, a loading gauge can be better utilized when driving through S-curves on a track.
  • the car bodies are preferably supported on a common chassis.
  • the invention is particularly advantageous.
  • the movable bearings for the coupling rod which can be spherical or cardanic, preferably each have elastic/reversible elements that allow the coupling rod to move in a longitudinal direction of the two car bodies. In this way, for example, in the event of a crash allows a reversible energy consumption by the elastic elements.
  • the link mechanism preferably has at least one degree of freedom in the longitudinal direction, which corresponds at least to a nominal stroke of the elastic elements for supporting the coupling rod. This makes it possible for the linkage to retain its function of transmitting vertical and/or transverse forces even when the elastic elements of the movable bearings for the coupling rod are subjected to longitudinal stress.
  • the articulated mechanism is designed as a coupling frame, which is mounted by means of a first and a second joint, each movable, about at least two parallel axes spaced apart from one another in the transverse and/or vertical direction, with the first joint being attached to one and the second joint to the other of the two Car bodies is assigned. In this way, relative vertical and/or transverse movements between the two car bodies are possible.
  • the axes of the first and second joint lie in their longitudinal direction.
  • the first joint is preferably a "real" joint, while the second joint can be made up of elastic (rubber) joints, for example.
  • the first and the second joint for mounting the coupling frame can each be fastened to an assigned bearing block of its assigned car body.
  • the power flow runs from the bearing block of one car body via the first joint to the coupling frame, then via the second joint to the bearing block of the other car body.
  • the first and the second joint for mounting the coupling frame are each fastened directly to its associated car body.
  • existing bearing blocks on the two car bodies are used for vertical/shear force transmissions not involved, for example, only serve to store the ends of the coupling rod.
  • the first joint for mounting the coupling frame can have a rotational degree of freedom about a vertical axis, so that the coupling device can buckle in horizontal curves of the track.
  • the first joint can be referred to as an "articulated joint".
  • the first joint for mounting the coupling frame can also have an additional rotational degree of freedom about a connecting axis between the two car bodies, so that a rolling movement of the car bodies relative to one another is made possible.
  • the first joint is designed as an articulation/rolling joint and can be designed to be spherically movable, for example.
  • the second joint for mounting the coupling frame which can be referred to as a "coupling joint" can be designed as two individual joints spaced apart from one another in the transverse direction of the coupling device. This allows a space-saving design for the coupling device.
  • the coupling frame can be arranged vertically and have a through-opening for the coupling rod to pass through.
  • the coupling joint should at least allow rotation about the transverse axis to an extent that the coupling frame can follow the movement of the elastic elements.
  • the individual joints of the second joint for mounting the coupling frame can have a predetermined elasticity, so that a coupling characteristic of the connection between the two car bodies is set in the transverse direction.
  • the coupling device can also be designed to be separable in its longitudinal direction.
  • the coupling rod then preferably has two rod parts which are connected to one another via a detachable shell sleeve, and the linkage can have detachable bearing shells for separating it. which can belong to the two individual joints from which the second joint can be constructed.
  • the coupling device it is possible for the coupling device to have an irreversible energy absorber, which can be integrated, for example, in the coupling rod or in one of the bearing blocks provided.
  • a mobility of the coupling frame in the first and the second joint can then be dimensioned in such a way that the irreversible stroke of the energy absorber is also covered. If mobility of the coupling frame does not cover the entire stroke of the elastic elements for supporting the coupling rod and the irreversible energy absorber, additional flexibility can be implemented in the linkage.
  • the two bearing blocks, the first and the second joint as well as the coupling frame itself come into question for this.
  • the additional resilience can also be achieved in particular by tearing off bearing shells of the second joint, in particular by breaking off their screw connection.
  • one of the bearing blocks described above can include an articulation section for connection to the chassis, which would have to be arranged below the coupling device.
  • FIG. 1 has a coupling device for connecting two car bodies of a rail vehicle, which are supported on a common chassis (not shown), two bearing blocks 1, 2, which are each provided for attachment to an associated car body.
  • the bearing block 1 also serves to enable articulation on a chassis to be arranged below the coupling device.
  • it has a vertically running articulation section 3, which can be placed at its free end, for example, on a pivot of a chassis.
  • the coupling device comprises a coupling rod 4 fixed at each end by means of nuts, the ends of which are fixed in two spherically or cardanically movable bearings 5, 6, spaced apart in the longitudinal direction, opposite the associated car bodies.
  • the central element of the coupling device is a coupling frame 7, which has a central passage opening 8 for passing through the coupling rod 4 and is arranged vertically in the transverse direction.
  • the passage opening 8 is dimensioned in such a way that there is a sufficient distance between the coupling frame 7 and the coupling rod 4 for predetermined maximum relative movements of the car bodies.
  • the coupling frame 7 is connected to the bearing block 2 via two individual joints 9.1, 9.2 which lie in a common horizontal plane, specifically via respective generally rod-shaped coupling elements 10.1, 10.2 extending horizontally from the bearing block 2.
  • the two individual joints 9.1, 9.2 are arranged symmetrically with respect to a vertical central longitudinal plane of the coupling device.
  • a joint 11 for the coupling frame 7 is provided at the upper end of the articulation section 3 of the bearing block 1 .
  • the joint 11 is designed as a so-called spherical bearing, which allows both buckling and rolling movements between the two car bodies. Together with the individual bearings 9.1, 9.2, transverse and/or vertical forces are transmitted between the two car bodies, while the coupling rod 4 is used exclusively to transmit longitudinal forces between the car bodies.
  • the axis of the joint 11 runs parallel to the axes of the individual joints 9.1, 9.2, with all axes lying in the longitudinal direction of the coupling device.
  • the axes of the joint 10 on the one hand and the individual joints 9.1, 9.2 on the other hand have a horizontal distance from one another and are also offset from one another in the transverse direction.
  • the coupling rod 4 is mounted relative to the bearing block 2 by means of elastic, reversible elements 12 provided here on both sides.
  • an irreversibly acting energy absorber device 13 is firmly inserted.
  • the elastic elements 12 are first compressed. If their to If the available stroke is fully utilized, the components arranged one behind the other in the longitudinal direction of the coupling device come into direct contact, so that the irreversible energy absorber device 13 is also compressed.
  • the coupling rod 4 is designed to be separable. For this purpose, it has two rod sections 4.1, 4.2, which are connected to one another by means of a shell sleeve 14. The linkage can be separated by removable bearing shells 9.3 of the individual joints 9.1, 9.2.
  • Contact plates 15 are located on the outer sides of the reversible elements 12 for energy absorption - in relation to the joints 5, 6 - so that the elastic elements 12 on one side of the coupling device between the contact surfaces of the bearing block 2 and the contact plates 15 and on the other Side of the coupling device between the contact surfaces of the irreversible energy absorber device 13 and the contact plates 15 are. The distances are chosen so that the elastic elements are just force-free when the coupling rod 4 is unloaded.
  • figure 3 shows the coupling device in a buckling position of the car bodies, in which the bearing blocks 1, 2 are at an acute angle to one another.
  • figure 4 shows, the elastic elements 12 are partially compressed in such a kinked position.
  • the coupling rod 4 is deflected relative to the bearing blocks 1, 2 in each case.
  • the coupling frame 7 essentially follows the movement of the bearing block 2 and is therefore at approximately the same angle to the bearing block 1 as the bearing block 2.
  • the joint 11 between the coupling frame 7 and the connection section 3 of the bearing block 1 allows the pivoting movement of the coupling frame 7 relative to the bearing block 1 , while at most a slight deflection can be observed at the individual joints 9.1, 9.2.
  • a specific division of mobility is not functionally required.
  • the illustrated embodiment uses the large angular mobility of the Articulated joint 11 as a real joint, so that the coupling joints 9.1, 9.2, which are much more sensitive than rubber joints to frequent large deflections, only have to cover the longitudinal springing of the coupling rod.
  • FIG 5 illustrate two positions of the coupling device with differently pronounced reduced horizontal distance between the car bodies.
  • figure 5 is the distance between the car bodies in relation to the position of the coupling device in figure 1 slightly reduced.
  • the angular position of the coupling rod 4 is basically unchanged, but the elastic elements 12 lying in the direction of the coupling frame 7 are compressed, while the elastic elements 12 lying on the outside are released from their contact surfaces opposite the bearing block 2 or the corresponding section of the irreversible energy absorber device 12 are relieved.
  • the resulting stroke in the area of the elastic elements 12 continues in a pivoting movement of the coupling frame 7 made possible by the joint 11 in relation to the bearing block 1.
  • the position of the coupling device in figure 6 differs in that in figure 5 only because the two car bodies are even closer to each other.
  • the mobility of the coupling frame 7 in the bearings 11 and 9.1, 9.2 is dimensioned such that the stroke of the elastic elements 12 is covered. As far as feasible, the irreversible stroke of the energy absorber device 13 should also be covered. If the mobility of the coupling frame 7 does not cover the sum of the stroke of the reversible energy absorbing element 12 and the energy absorbing device 13, additional flexibility can be provided in the connecting elements.
  • the connecting elements are the power transmission chain from the bearing block 1 (irreversible energy absorption device 13) via the joint 10, the coupling frame 7, the individual joints 9.1, 9.2 and the bearing block 2.
  • the coupling frame 7 and its bearings 9.1, 9.2, 10 enable both lateral displaceability, ie transverse movement of the car bodies to one another, and buckling and rolling movements of the car bodies relative to one another.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transmission Devices (AREA)
  • Handcart (AREA)
  • Vehicle Body Suspensions (AREA)
  • Vibration Dampers (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Body Structure For Vehicles (AREA)
  • Intermediate Stations On Conveyors (AREA)
  • Mechanical Operated Clutches (AREA)

Description

Die Erfindung bezieht sich auf eine Kupplungsvorrichtung nach dem Oberbegriff von Anspruch 1.The invention relates to a coupling device according to the preamble of claim 1.

Eine solche Kupplungsvorrichtung ist aus der DE 10 2004 062 664 A1 bekannt. Dort wird eine Kupplungsvorrichtung zur Verbindung von zwei Wagenkästen beschrieben, mit einer Kuppelstange zur Übertragung von Längskräften zwischen den zwei Wagenkästen, wobei die Kuppelstange mit ihren Enden jeweils in einem beweglichen Lager an den beiden Wagenkästen befestigt ist und die Kupplungsvorrichtung ein Gelenkgetriebe umfasst, das unabhängig von der Kuppelstange ist und zur Übertragung von Vertikal- und/oder Querkräften zwischen den beiden Wagenkästen ausgebildet ist, so dass die Kuppelstange ausschließlich in ihrer Längsrichtung belastet ist.Such a coupling device is from DE 10 2004 062 664 A1 known. A coupling device for connecting two car bodies is described there, with a coupling rod for the transmission of longitudinal forces between the two car bodies, the coupling rod being fastened with its ends in a movable bearing on the two car bodies and the coupling device comprising a linkage which is independent of of the coupling rod and is designed to transmit vertical and/or transverse forces between the two car bodies, so that the coupling rod is only loaded in its longitudinal direction.

Zudem ist eine Kupplungsvorrichtung zur Verbindung von zwei Wagenkästen bekannt, mit einer Kuppelstange zur Übertragung von Längskräften zwischen den zwei Wagenkästen, wobei die Kuppelstange mit ihren Enden jeweils in einem beweglichen Lager an den beiden Wagenkästen befestigt ist.In addition, a coupling device for connecting two car bodies is known, with a coupling rod for transmitting longitudinal forces between the two car bodies, the coupling rod being fastened with its ends in a movable bearing on the two car bodies.

Eine solche Kupplungsvorrichtung ist beispielsweise von der Baureihe 403 / 406 (ICE3) des Betreibers DB AG bekannt, wobei die Wagenkästen auf voneinander unabhängigen Fahrwerken abgestützt sind.Such a coupling device is known, for example, from the 403/406 (ICE3) series of the operator DB AG, with the car bodies being supported on running gears that are independent of one another.

Weiterhin ist eine Kupplungsvorrichtung zur Verbindung von zwei auf einem gemeinsamen Fahrwerk abgestützten Wagenkästen bekannt, mit einem einzigen sphärisch beweglichen Gelenk zur Übertragung von Kräften zwischen den zwei Wagenkästen in allen Richtungen.Furthermore, a coupling device for connecting two car bodies supported on a common running gear is known, with a single spherically moveable joint for transmitting forces between the two car bodies in all directions.

Eine solche Kupplungsvorrichtung ist beispielsweise von den Baureihen 424 / 425 / 426 des Betreibers DB AG bekannt.Such a coupling device is known, for example, from the series 424/425/426 of the operator DB AG.

Weitere Ausführungsformen von Kupplungsvorrichtungen sind aus der FR 27 92 595 A1 und der DE 24 48 889 A1 bekannt.Further embodiments of coupling devices are from FR 27 92 595 A1 and the DE 24 48 889 A1 known.

Mehrgliedrige Schienenfahrzeuge benötigen mechanische Kupplungsvorrichtungen zur Übertragung von Längskräften zwischen den einzelnen Wagenkästen. Falls sich benachbarte Wagenkästen Fahrwerke zur Abstützung oder Führung in einem Gleis teilen, kann auch die Übertragung von Kräften in Vertikal- und/oder Querrichtung erforderlich werden.Multi-section rail vehicles require mechanical coupling devices to transmit longitudinal forces between the individual car bodies. If adjacent car bodies share running gears for support or guidance in a track, it may also be necessary to transmit forces in the vertical and/or transverse direction.

Zur Aufnahme von Energie bei einem reversiblen Kuppeln zweier benachbarter Wagenkästen und bei Kollisionen ist eine Längsbeweglichkeit bei vorgegebener Kraft von Vorteil. Abhängig von der Ausführung der Fahrwerke, welche von benachbarten Wagenkästen gemeinsam genutzt werden, kann, insbesondere in Querrichtung, anstelle einer annähernd starren Kopplung der Wagenkästen eine vorgegebene Nachgiebigkeit vorteilhaft sein.Longitudinal mobility with a given force is advantageous for absorbing energy in the event of a reversible coupling of two adjacent car bodies and in the event of collisions. Depending on the design of the running gear, which is used jointly by adjacent car bodies, a predetermined flexibility can be advantageous, in particular in the transverse direction, instead of an approximately rigid coupling of the car bodies.

Schienenfahrzeuge mit gemeinsamen Fahrwerken benachbarter Wagenkästen sind üblicher Weise mit einem über dem Zentrum des Fahrwerks liegenden, sphärisch beweglichem Gelenk verbunden. Zudem existieren Ausführungen mit in Stützarme der Gelenke integriertem irreversiblen Energieverzehr zur Aufnahme von Kollisionsenergie. Ein reversibler Energieverlust ist im Fall echter Gelenke überhaupt nicht vorhanden und bei elastischen (unechten) Gelenken auf nur sehr geringe Werte (ca. 5mm Hub) beschränkt. Die Integration eines zusätzlichen Hubs zum reversiblen Energieverzehr außerhalb des sphärisch beweglichen Gelenks (Sphärolager) wird dadurch erschwert, dass diese Beweglichkeit auch die anforderungsgemäßen Vertikal- und/Querkräfte übertragen muss. Der Aufbau einer entsprechenden Führung, die im Gegensatz zu einem irreversiblen Energieverzehr bei Kollisionen für häufigere Bewegung geeignet ist, ist in den vorhandenen Bauräumen bekannter Kupplungsvorrichtungen kaum möglich.Rail vehicles with common running gears of adjacent car bodies are usually connected to a spherically movable articulation located above the center of the running gear. In addition, there are designs with irreversible energy absorption integrated in the support arms of the joints to absorb collision energy. A reversible loss of energy does not exist at all in the case of real joints and is limited to only very small values (approx. 5mm stroke) in the case of elastic (false) joints. The integration of an additional stroke for reversible energy absorption outside of the spherically moveable joint (spherical bearing) is made more difficult by the fact that this mobility must also transmit the required vertical and/or lateral forces. The construction of a corresponding guide, which is suitable for more frequent movement in contrast to an irreversible energy consumption in collisions, is hardly possible in the existing installation spaces of known coupling devices.

Ausgehend hiervon liegt der Erfindung die Aufgabe zugrunde, eine Kupplungsvorrichtung der eingangs genannten Art derart weiterzuentwickeln, dass eine geeignete Übertragung von Längs- aber auch von Vertikal- und/oder Querkräften ermöglicht ist, bei der auch wenigstens ein reversibler Energieverzehr realisierbar ist.Proceeding from this, the invention is based on the object of further developing a coupling device of the type mentioned at the outset in such a way that a suitable transmission of longitudinal but also vertical and/or transverse forces is made possible, in which at least one reversible energy consumption can also be realized.

Diese Aufgabe wird durch eine Kupplungsvorrichtung nach Anspruch 1 gelöst. Danach zeichnet sich die eingangs genannte Kupplungsvorrichtung dadurch aus, dass das Gelenkgetriebe als Koppelrahmen ausgeführt ist, der mittels eines ersten und eines zweiten, jeweils beweglichen Gelenks um zumindest zwei parallele, voneinander in Quer- und/oder Vertikalrichtung beabstandete Achsen gelagert ist, wobei das erste Gelenk dem einen und das zweite Gelenk dem anderen der beiden Wagenkästen zugeordnet ist.This object is achieved by a coupling device according to claim 1. Accordingly, the aforementioned coupling device is characterized in that the articulated mechanism is designed as a coupling frame, which is mounted by means of a first and a second joint, each movable, about at least two parallel axes that are spaced apart from one another in the transverse and/or vertical direction, with the first Joint is assigned to one and the second joint to the other of the two car bodies.

Die nur in Längsrichtung belastete Kuppelstange erlaubt die Nutzung bewährter elastischer Elemente konventioneller Kupplungen für Fahrzeuge mit separaten Fahrwerken, insbesondere für reversiblen und irreversiblen Energieverzehr. Dabei kann der Hub des reversiblen Energieverzehrs anforderungsgerecht gewählt werden. Bei längeren Zugeinheiten kann so die Frontkupplung wirksam entlastet werden. Die geeignete Gestaltung des Gelenkgetriebes ermöglicht eine seitliche Verschiebbarkeit der Wagenkästen zueinander. Damit lässt sich beispielsweise ein Lichtraumprofil beim Durchfahren von S-Bögen eines Gleises besser ausnutzen.The coupling rod, which is only loaded in the longitudinal direction, allows the use of proven elastic elements of conventional couplings for vehicles with separate chassis, especially for reversible and irreversible energy absorption. The stroke of the reversible energy consumption can be selected according to the requirements. In the case of longer tractor units, the load on the front coupling can be effectively relieved. The appropriate design of the articulated mechanism allows the car bodies to be moved sideways relative to one another. In this way, for example, a loading gauge can be better utilized when driving through S-curves on a track.

Bevorzugt sind die Wagenkästen auf einem gemeinsamen Fahrwerk abgestützt. Bei dieser Ausführungsform ist die Erfindung besonders vorteilhaft.The car bodies are preferably supported on a common chassis. In this embodiment, the invention is particularly advantageous.

Die beweglichen Lager für die Kuppelstange, die sphärisch oder kardanisch ausgebildet sein können, weisen vorzugsweise jeweils elastische/reversible Elemente auf, die eine Bewegung der Kuppelstange in einer Längsrichtung der beiden Wagenkästen gestatten. Auf diese Weise wird beispielsweise im Crashfalle ein reversibler Energieverzehr durch die elastischen Elemente ermöglicht.The movable bearings for the coupling rod, which can be spherical or cardanic, preferably each have elastic/reversible elements that allow the coupling rod to move in a longitudinal direction of the two car bodies. In this way, for example, in the event of a crash allows a reversible energy consumption by the elastic elements.

Vorzugsweise weist das Gelenkgetriebe zumindest einen Freiheitsgrad in Längsrichtung auf, der zumindest einem nominellen Hub der elastischen Elemente zur Lagerung der Kuppelstange entspricht. Dadurch wird es ermöglicht, dass das Gelenkgetriebe seine Funktion zur Übertragung von Vertikal- und/oder Querkräften auch bei Längsbeanspruchung der elastischen Elemente der beweglichen Lager für die Kuppelstange beibehalten kann.The link mechanism preferably has at least one degree of freedom in the longitudinal direction, which corresponds at least to a nominal stroke of the elastic elements for supporting the coupling rod. This makes it possible for the linkage to retain its function of transmitting vertical and/or transverse forces even when the elastic elements of the movable bearings for the coupling rod are subjected to longitudinal stress.

Das Gelenkgetriebe ist als Koppelrahmen ausgeführt, der mittels eines ersten und eines zweiten, jeweils beweglichen Gelenks um zumindest zwei parallele, voneinander in Quer- und/oder Vertikalrichtung beabstandete Achsen gelagert ist, wobei das erste Gelenk dem einen und das zweite Gelenk dem anderen der beiden Wagenkästen zugeordnet ist. In dieser Weise sind relative Vertikal- und/oder Querbewegungen zwischen den beiden Wagenkästen möglich. Die Achsen des ersten und zweiten Gelenks liegen bei unbelasteter Kupplungsvorrichtung in deren Längsrichtung. Das erste Gelenk liegt bevorzugt als "echtes" Gelenk vor, während das zweite Gelenk z.B. aus elastischen (Gummi-)Gelenken aufgebaut sein kann.The articulated mechanism is designed as a coupling frame, which is mounted by means of a first and a second joint, each movable, about at least two parallel axes spaced apart from one another in the transverse and/or vertical direction, with the first joint being attached to one and the second joint to the other of the two Car bodies is assigned. In this way, relative vertical and/or transverse movements between the two car bodies are possible. When the coupling device is unloaded, the axes of the first and second joint lie in their longitudinal direction. The first joint is preferably a "real" joint, while the second joint can be made up of elastic (rubber) joints, for example.

Das erste und das zweite Gelenk zur Lagerung des Koppelrahmens können jeweils an einem zugeordneten Lagerbock seines zugeordneten Wagenkastens befestigt sein. Insofern verläuft der Kraftfluss bei Auftreten von Quer- und/oder Vertikalkräften zwischen den beiden Wagenkästen von dem Lagerbock des einen Wagenkastens über das erste Gelenk zu dem Koppelrahmen, daran anschließend über das zweite Gelenk zu dem Lagerbock des anderen Wagenkastens. Alternativ ist es auch möglich, dass das erste und das zweite Gelenk zur Lagerung des Koppelrahmens jeweils unmittelbar an seinem zugeordneten Wagenkasten befestigt sind. In diesem Fall sind vorhandene Lagerböcke an den zwei Wagenkästen an Vertikal-/Querkraftübertragungen nicht beteiligt, dienen beispielsweise ausschließlich zur Lagerung der Enden der Kuppelstange.The first and the second joint for mounting the coupling frame can each be fastened to an assigned bearing block of its assigned car body. In this respect, when transverse and/or vertical forces occur between the two car bodies, the power flow runs from the bearing block of one car body via the first joint to the coupling frame, then via the second joint to the bearing block of the other car body. Alternatively, it is also possible that the first and the second joint for mounting the coupling frame are each fastened directly to its associated car body. In this case, existing bearing blocks on the two car bodies are used for vertical/shear force transmissions not involved, for example, only serve to store the ends of the coupling rod.

Das erste Gelenk zur Lagerung des Koppelrahmens kann einen rotatorischen Freiheitsgrad um eine vertikale Achse aufweisen, so dass ein Knicken der Kupplungsvorrichtung in horizontalen Gleisbögen ermöglicht ist. Insofern kann das erste Gelenk als "Knickgelenk" bezeichnet werden. Das erste Gelenk zur Lagerung des Koppelrahmens kann noch einen zusätzlichen rotatorischen Freiheitsgrad um eine Verbindungsachse zwischen den zwei Wagenkästen aufweisen, so dass eine Wankbewegung der Wagenkästen zueinander ermöglicht ist. In diesem Fall ist das erste Gelenk als Knick-/Wankgelenk ausgebildet und kann beispielsweise spährisch beweglich ausgebildet sein.The first joint for mounting the coupling frame can have a rotational degree of freedom about a vertical axis, so that the coupling device can buckle in horizontal curves of the track. In this respect, the first joint can be referred to as an "articulated joint". The first joint for mounting the coupling frame can also have an additional rotational degree of freedom about a connecting axis between the two car bodies, so that a rolling movement of the car bodies relative to one another is made possible. In this case, the first joint is designed as an articulation/rolling joint and can be designed to be spherically movable, for example.

Für das zweite Gelenk zur Lagerung des Koppelrahmens, das als "Koppelgelenk" bezeichnet werden kann, kann vorgesehen sein, dass es als zwei in Querrichtung der Kupplungsvorrichtung voneinander beabstandete Einzelgelenke ausgeführt ist. Dies gestattet eine platzsparende Bauweise für die Kupplungsvorrichtung. Dabei kann insbesondere der Koppelrahmen vertikal angeordnet sein und eine Durchgangsöffnung zur Durchführung der Kuppelstange aufweisen. Das Kuppelgelenk sollte zumindest Rotation um die Querachse gestatten, und zwar so weit dass der Kuppelrahmen der Bewegung der elastischen Elemente folgen kann.The second joint for mounting the coupling frame, which can be referred to as a "coupling joint", can be designed as two individual joints spaced apart from one another in the transverse direction of the coupling device. This allows a space-saving design for the coupling device. In particular, the coupling frame can be arranged vertically and have a through-opening for the coupling rod to pass through. The coupling joint should at least allow rotation about the transverse axis to an extent that the coupling frame can follow the movement of the elastic elements.

Die Einzelgelenke des zweiten Gelenks zur Lagerung des Koppelrahmens können eine vorgegebene Elastizität aufweisen, so dass eine Kopplungscharakteristik der Verbindung zwischen den beiden Wagenkästen in Querrichtung eingestellt ist.The individual joints of the second joint for mounting the coupling frame can have a predetermined elasticity, so that a coupling characteristic of the connection between the two car bodies is set in the transverse direction.

Die Kopplungsvorrichtung kann zudem in ihrer Längsrichtung trennbar ausgebildet sein. Bevorzugt weist dann die Kupplungsstange zwei Stangenteile auf, die über eine lösbare Schalenmuffe miteinander verbunden sind, und das Gelenkgetriebe kann zu seiner Auftrennung lösbare Lagerschalen zeigen, die zu den zwei Einzelgelenken gehören können, aus denen das zweite Gelenk aufgebaut sein kann.The coupling device can also be designed to be separable in its longitudinal direction. The coupling rod then preferably has two rod parts which are connected to one another via a detachable shell sleeve, and the linkage can have detachable bearing shells for separating it. which can belong to the two individual joints from which the second joint can be constructed.

Ergänzend ist es möglich, dass die Kupplungsvorrichtung einen irreversiblen Energieabsorber aufweist, der beispielsweise in der Kuppelstange oder in einem der vorgesehenen Lagerböcke integriert sein kann. Eine Beweglichkeit des Koppelrahmens in dem ersten und dem zweiten Gelenk kann dann derart dimensioniert werden, dass auch der irreversible Hub des Energieabsorbers abgedeckt wird. Falls eine Beweglichkeit des Koppelrahmens nicht den gesamten Hub der elastischen Elemente zur Lagerung der Kuppelstange und des irreversiblen Energieabsorbers abdeckt, kann in dem Gelenkgetriebe eine zusätzliche Nachgiebigkeit realisiert sein. Dafür kommen die beiden Lagerböcke, das erste und das zweite Gelenk sowie der Koppelrahmen selbst in Frage. Die zusätzliche Nachgiebigkeit kann insbesondere auch durch das Abreißen von Lagerschalen des zweiten Gelenks erfolgen, insbesondere durch das Abbrechen von deren Verschraubung.In addition, it is possible for the coupling device to have an irreversible energy absorber, which can be integrated, for example, in the coupling rod or in one of the bearing blocks provided. A mobility of the coupling frame in the first and the second joint can then be dimensioned in such a way that the irreversible stroke of the energy absorber is also covered. If mobility of the coupling frame does not cover the entire stroke of the elastic elements for supporting the coupling rod and the irreversible energy absorber, additional flexibility can be implemented in the linkage. The two bearing blocks, the first and the second joint as well as the coupling frame itself come into question for this. The additional resilience can also be achieved in particular by tearing off bearing shells of the second joint, in particular by breaking off their screw connection.

Beim Einsatz der Kupplungsvorrichtung ist zudem eine Anlenkung des Fahrwerks an einen der beiden Wagenkästen vorzusehen. Dazu kann einer der oben beschriebenen Lagerböcke einen Anlenkungsabschnitt zur Anbindung an das Fahrwerk umfassen, das unterhalb der Kupplungsvorrichtung anzuordnen wäre.When using the coupling device, the running gear must also be articulated to one of the two car bodies. For this purpose, one of the bearing blocks described above can include an articulation section for connection to the chassis, which would have to be arranged below the coupling device.

Ein Ausführungsbeispiel der Erfindung wird nachfolgend unter Bezugnahme auf die Zeichnung noch näher erläutert. Es zeigen:

Figur 1
eine perspektivische Ansicht auf eine Kupplungsvorrichtung zur Verbindung von zwei auf einem gemeinsamen Fahrwerk abgestützten Wagenkästen eines Schienenfahrzeugs,
Figur 2
eine vertikale Längsschnittansicht der Kupplungsvorrichtung von Figur 1,
Figur 3
eine perspektivische Ansicht der Kupplungsvorrichtung von Figur 1 in einer Knickstellung,
Figur 4
eine horizontale Längsschnittansicht der Kupplungsvorrichtung von Figur 1 in der Knickstellung,
Figur 5
eine vertikale Längsschnittansicht der Kupplungsvorrichtung von Figur 1 bei vermindertem Horizontalabstand zwischen den zwei Wagenkästen und
Figur 6
eine vertikale Längsschnittansicht der Kupplungsvorrichtung von Figur 1 bei weiter vermindertem Horizontalabstand zwischen den zwei Wagenkästen.
An embodiment of the invention is explained in more detail below with reference to the drawing. Show it:
figure 1
a perspective view of a coupling device for connecting two car bodies of a rail vehicle supported on a common chassis,
figure 2
a vertical longitudinal sectional view of the coupling device of figure 1 ,
figure 3
a perspective view of the coupling device of figure 1 in a crooked position,
figure 4
a horizontal longitudinal sectional view of the coupling device of figure 1 in the bent position,
figure 5
a vertical longitudinal sectional view of the coupling device of figure 1 with a reduced horizontal distance between the two car bodies and
figure 6
a vertical longitudinal sectional view of the coupling device of figure 1 with a further reduced horizontal distance between the two car bodies.

Wie der Figur 1 zu entnehmen ist, weist eine Kupplungsvorrichtung zur Verbindung zweier Wagenkästen eines Schienenfahrzeugs, die sich auf einem gemeinsamen Fahrwerk (nicht dargestellt) abstützen, zwei Lagerböcke 1, 2 auf, die jeweils zur Befestigung an einem zugeordneten Wagenkasten vorgesehen sind. Im vorliegenden Ausführungsbeispiel dient der Lagerbock 1 auch dazu, eine Anlenkung an ein unterhalb der Kupplungsvorrichtung anzuordnendes Fahrwerk zu ermöglichen. Dazu weist er einen vertikal verlaufenden Anlenkungsabschnitt 3 auf, welcher an seinem freien Ende beispielweise auf einen Drehzapfen eines Fahrwerks aufsetzbar ist.Again figure 1 can be seen, has a coupling device for connecting two car bodies of a rail vehicle, which are supported on a common chassis (not shown), two bearing blocks 1, 2, which are each provided for attachment to an associated car body. In the present exemplary embodiment, the bearing block 1 also serves to enable articulation on a chassis to be arranged below the coupling device. For this purpose, it has a vertically running articulation section 3, which can be placed at its free end, for example, on a pivot of a chassis.

Zur Übertragung von Längskräften umfasst die Kupplungsvorrichtung eine mittels Muttern jeweils endseitig fixierte Kuppelstange 4, deren Enden in zwei voneinander in Längsrichtung beabstandeten, sphärisch oder kardanisch beweglichen Lagern 5, 6 gegenüber den zugeordneten Wagenkästen befestigt ist.To transmit longitudinal forces, the coupling device comprises a coupling rod 4 fixed at each end by means of nuts, the ends of which are fixed in two spherically or cardanically movable bearings 5, 6, spaced apart in the longitudinal direction, opposite the associated car bodies.

Zentrales Element der Kupplungsvorrichtung ist ein Koppelrahmen 7, der eine zentrale Durchgangsöffnung 8 zur Durchführung der Kuppelstange 4 aufweist und vertikal in Querrichtung angeordnet ist. Die Durchgangsöffnung 8 ist so bemessen, dass für vorgegebene maximale Relativbewegungen der Wagenkästen ein ausreichender Abstand des Koppelrahmens 7 zur Kuppelstange 4 vorhanden ist.The central element of the coupling device is a coupling frame 7, which has a central passage opening 8 for passing through the coupling rod 4 and is arranged vertically in the transverse direction. The passage opening 8 is dimensioned in such a way that there is a sufficient distance between the coupling frame 7 and the coupling rod 4 for predetermined maximum relative movements of the car bodies.

Der Koppelrahmen 7 ist über zwei einzelne Gelenke 9.1, 9.2 die in einer gemeinsamen Horizontalebene liegen, mit dem Lagerbock 2 verbunden, und zwar über jeweilige allgemein stabförmige, horizontal von dem Lagerbock 2 ausgehende Koppelelemente 10.1, 10.2. Die zwei einzelnen Gelenke 9.1, 9.2 sind bezüglich einer vertikalen mittleren Längsebene der Kupplungsvorrichtung symmetrisch angeordnet.The coupling frame 7 is connected to the bearing block 2 via two individual joints 9.1, 9.2 which lie in a common horizontal plane, specifically via respective generally rod-shaped coupling elements 10.1, 10.2 extending horizontally from the bearing block 2. The two individual joints 9.1, 9.2 are arranged symmetrically with respect to a vertical central longitudinal plane of the coupling device.

Wie in Figur 2 veranschaulicht ist, ist am oberen Ende des Anlenkungsabschnitts 3 des Lagerbocks 1 ein Gelenk 11 für den Koppelrahmen 7 vorgesehen. Im vorliegenden Ausführungsbeispiel ist das Gelenk 11 als sog. Sphärolager ausgeführt, das sowohl Knick- als auch Wankbewegungen zwischen den beiden Wagenkästen erlaubt. Gemeinsam mit den Einzellagern 9.1, 9.2 werden Quer- und/oder Vertikalkräfte zwischen den beiden Wagenkästen übertragen, während die Kuppelstange 4 ausschließlich zur Übertragung von Längskräften zwischen den Wagenkästen dient.As in figure 2 is illustrated, a joint 11 for the coupling frame 7 is provided at the upper end of the articulation section 3 of the bearing block 1 . In the present exemplary embodiment, the joint 11 is designed as a so-called spherical bearing, which allows both buckling and rolling movements between the two car bodies. Together with the individual bearings 9.1, 9.2, transverse and/or vertical forces are transmitted between the two car bodies, while the coupling rod 4 is used exclusively to transmit longitudinal forces between the car bodies.

Die Achse des Gelenks 11 verläuft in einer unbelasteten Stellung der Kupplungsvorrichtung parallel zu den Achsen der Einzelgelenke 9.1, 9.2, wobei sämtliche Achsen in Längsrichtung der Kupplungsvorrichtung liegen. Dabei weisen die Achsen des Gelenks 10 einerseits und der Einzelgelenke 9.1, 9.2 andererseits einen horizontalen Abstand zueinander auf und sind auch in Querrichtung zueinander versetzt.In an unloaded position of the coupling device, the axis of the joint 11 runs parallel to the axes of the individual joints 9.1, 9.2, with all axes lying in the longitudinal direction of the coupling device. The axes of the joint 10 on the one hand and the individual joints 9.1, 9.2 on the other hand have a horizontal distance from one another and are also offset from one another in the transverse direction.

Die Kuppelstange 4 ist gegenüber dem Lagerbock 2 mittels hier beidseitig vorgesehener elastischer, reversibler Elemente 12 gelagert. In den Lagerbock 1, der dem Lagerbock 2 gegenüberliegt, ist eine irreversibel wirkende Energieabsorbereinrichtung 13 fest eingesetzt. Beidseitig des Gelenks 5, an dem hier ein Abschnitt der Energieabsorbereinrichtung 13 beteiligt ist, der an dieser Stelle die Funktion eines Lagerbocks hat, finden sich ebenfalls elastische Elemente 12 zum reversiblen Energieverzehr. Bei einer Beanspruchung der Kupplungsvorrichtung in Längsrichtung auf Kompression werden zunächst die elastischen Elemente 12 zusammengedrückt. Wenn deren zur Verfügung stehender Hub vollständig in Anspruch genommen ist, gelangen die in Längsrichtung der Kupplungsvorrichtung hintereinander angeordneten Komponenten zur unmittelbaren Anlage, so dass auch die irreversible Energieabsorbereinrichtung 13 gestaucht wird.The coupling rod 4 is mounted relative to the bearing block 2 by means of elastic, reversible elements 12 provided here on both sides. In the bearing block 1, which is opposite the bearing block 2, an irreversibly acting energy absorber device 13 is firmly inserted. On both sides of the joint 5, in which a section of the energy absorbing device 13 is involved here, which has the function of a bearing block at this point, there are also elastic elements 12 for reversible energy absorption. When the coupling device is subjected to compression in the longitudinal direction, the elastic elements 12 are first compressed. If their to If the available stroke is fully utilized, the components arranged one behind the other in the longitudinal direction of the coupling device come into direct contact, so that the irreversible energy absorber device 13 is also compressed.

Die Kuppelstange 4 ist trennbar ausgeführt. Dazu weist sie zwei Stangenabschnitte 4.1, 4.2 auf, die mittels einer Schalenmuffe 14 miteinander verbunden sind. Eine Trennbarkeit des Gelenkgetriebes ist durch abnehmbare Lagerschalen 9.3 der Einzelgelenke 9.1, 9.2 gegeben.The coupling rod 4 is designed to be separable. For this purpose, it has two rod sections 4.1, 4.2, which are connected to one another by means of a shell sleeve 14. The linkage can be separated by removable bearing shells 9.3 of the individual joints 9.1, 9.2.

Auf den jeweils - bezogen auf die Gelenke 5, 6 - äußeren Seiten der reversiblen Elemente 12 für Energieverzehr befinden sich Anlageplatten 15, so dass die elastischen Elemente 12 auf der einen Seite der Kupplungsvorrichtung zwischen Anlageflächen des Lagerbocks 2 und den Anlageplatten 15 und auf der anderen Seite der Kupplungsvorrichtung zwischen Anlageflächen der irreversiblen Energieabsorbereinrichtung 13 und den Anlageplatten 15 liegen. Dabei sind die Abstände so gewählt, dass die elastischen Elemente bei unbelasteter Kuppelstange 4 gerade kraftfrei sind.Contact plates 15 are located on the outer sides of the reversible elements 12 for energy absorption - in relation to the joints 5, 6 - so that the elastic elements 12 on one side of the coupling device between the contact surfaces of the bearing block 2 and the contact plates 15 and on the other Side of the coupling device between the contact surfaces of the irreversible energy absorber device 13 and the contact plates 15 are. The distances are chosen so that the elastic elements are just force-free when the coupling rod 4 is unloaded.

Figur 3 zeigt die Kupplungsvorrichtung in einer Knickstellung der Wagenkästen, bei der die Lagerböcke 1, 2 in einem spitzen Winkel zueinander stehen. Wie aus Figur 4 hervorgeht, sind in einer solchen Knickstellung die elastischen Elemente 12 teilweise gestaucht. Die Kuppelstange 4 ist jeweils gegenüber den Lagerböcken 1, 2 ausgelenkt. Der Koppelrahmen 7 folgt im Wesentlichen der Bewegung des Lagerbocks 2 und steht daher in etwa demselben Winkel zum Lagerbock 1 wie der Lagerbock 2. Das Gelenk 11 zwischen dem Koppelrahmen 7 und dem Anbindungsabschnitt 3 des Lagerbocks 1 erlaubt die Schwenkbewegung des Koppelrahmens 7 gegenüber dem Lagerbock 1, während an den Einzelgelenken 9.1, 9.2 allenfalls eine geringe Auslenkung zu beobachten ist. Eine bestimmte Aufteilung der Beweglichkeiten ist funktional nicht erforderlich. Das dargestellte Ausführungsbeispiel nutzt jedoch die große Winkelbeweglichkeit des Knickgelenks 11 als echtes Gelenk, so dass die Koppelgelenke 9.1, 9.2, die als Gummigelenke wesentlich empfindlicher gegen häufige große Auslenkungen sind, nur die Längsfederung der Kuppelstange abdecken müssen. figure 3 shows the coupling device in a buckling position of the car bodies, in which the bearing blocks 1, 2 are at an acute angle to one another. How out figure 4 shows, the elastic elements 12 are partially compressed in such a kinked position. The coupling rod 4 is deflected relative to the bearing blocks 1, 2 in each case. The coupling frame 7 essentially follows the movement of the bearing block 2 and is therefore at approximately the same angle to the bearing block 1 as the bearing block 2. The joint 11 between the coupling frame 7 and the connection section 3 of the bearing block 1 allows the pivoting movement of the coupling frame 7 relative to the bearing block 1 , while at most a slight deflection can be observed at the individual joints 9.1, 9.2. A specific division of mobility is not functionally required. However, the illustrated embodiment uses the large angular mobility of the Articulated joint 11 as a real joint, so that the coupling joints 9.1, 9.2, which are much more sensitive than rubber joints to frequent large deflections, only have to cover the longitudinal springing of the coupling rod.

Die Figuren 5 und 6 veranschaulichen zwei Stellungen der Kupplungsvorrichtung mit verschieden ausgeprägtem vermindertem Horizontalabstand zwischen den Wagenkästen. In Figur 5 ist der Abstand zwischen den Wagenkästen gegenüber der Stellung der Kupplungsvorrichtung in Figur 1 geringfügig vermindert. Es ist ersichtlich, dass die Winkellage der Kuppelstange 4 grundsätzlich ungeändert ist, die jeweils in Richtung Koppelrahmen 7 liegenden elastischen Elemente 12 jedoch gestaucht werden, während die außen liegenden elastischen Elemente 12 von ihren Anlageflächen gegenüber dem Lagerbock 2 bzw. dem entsprechenden Abschnitt der irreversiblen Energieabsorbereinrichtung 12 abgelöst sind. Der entstehende Hub im Bereich der elastischen Elemente 12 setzt sich fort in eine durch das Gelenk 11 ermöglichte Schwenkbewegung des Koppelrahmens 7 gegenüber dem Lagerbock 1.The figures 5 and 6 illustrate two positions of the coupling device with differently pronounced reduced horizontal distance between the car bodies. In figure 5 is the distance between the car bodies in relation to the position of the coupling device in figure 1 slightly reduced. It can be seen that the angular position of the coupling rod 4 is basically unchanged, but the elastic elements 12 lying in the direction of the coupling frame 7 are compressed, while the elastic elements 12 lying on the outside are released from their contact surfaces opposite the bearing block 2 or the corresponding section of the irreversible energy absorber device 12 are relieved. The resulting stroke in the area of the elastic elements 12 continues in a pivoting movement of the coupling frame 7 made possible by the joint 11 in relation to the bearing block 1.

Die Stellung der Kupplungsvorrichtung in Figur 6 unterscheidet sich in derjenigen in Figur 5 lediglich dadurch, dass die beiden Wagenkästen noch näher zueinander stehen.The position of the coupling device in figure 6 differs in that in figure 5 only because the two car bodies are even closer to each other.

Eine Beweglichkeit des Koppelrahmens 7 in den Lagern 11 und 9.1, 9.2 ist so dimensioniert, dass der Hub der elastischen Elemente 12 abgedeckt ist. Soweit umsetzbar, soll auch der irreversible Hub der Energieabsorbereinrichtung 13 abgedeckt sein. Falls die Beweglichkeit des Koppelrahmens 7 nicht die Summe aus dem Hub des reversiblen Energieverzehrelements 12 und der Energieabsorbereinrichtung 13 abdecken sollte, kann in den verbindenden Elementen eine zusätzliche Nachgiebigkeit vorgesehen werden. Bei den verbindenden Elementen handelt es sich um die Kraftübertragungskette von dem Lagerbock 1 (irreversible Energieverzehreinrichtung 13) aus über das Gelenk 10, den Koppelrahmen 7, die Einzelgelenke 9.1, 9.2 und den Lagerbock 2.The mobility of the coupling frame 7 in the bearings 11 and 9.1, 9.2 is dimensioned such that the stroke of the elastic elements 12 is covered. As far as feasible, the irreversible stroke of the energy absorber device 13 should also be covered. If the mobility of the coupling frame 7 does not cover the sum of the stroke of the reversible energy absorbing element 12 and the energy absorbing device 13, additional flexibility can be provided in the connecting elements. The connecting elements are the power transmission chain from the bearing block 1 (irreversible energy absorption device 13) via the joint 10, the coupling frame 7, the individual joints 9.1, 9.2 and the bearing block 2.

Der Koppelrahmen 7 und seine Lager 9.1, 9.2, 10 ermöglichen sowohl eine seitliche Verschiebbarkeit, also Querbewegung der Wagenkästen zueinander, als auch Knick- und Wankbewegungen der Wagenkästen relativ zueinander.The coupling frame 7 and its bearings 9.1, 9.2, 10 enable both lateral displaceability, ie transverse movement of the car bodies to one another, and buckling and rolling movements of the car bodies relative to one another.

Claims (18)

  1. Coupling apparatus for connecting two wagon bodies, with a coupling rod (4) for transmitting longitudinal forces between the two wagon bodies, the coupling rod (4) being fastened with its ends in each case in a movable bearing (5, 6) to the two coupling apparatus, and the coupling apparatus comprising a linkage mechanism which is independent of the coupling rod (4) and is configured for the transmission of vertical and/or transverse forces between the two wagon bodies, with the result that the coupling rod (4) is loaded exclusively in its longitudinal direction,
    characterized in that
    the linkage mechanism is configured as a coupling frame (7) which is mounted by means of a first (11) and a second joint (9.1, 9.2) which can be moved in each case about at least two parallel axes which are spaced apart from one another in the transverse and/or vertical direction, the first joint (11) being assigned to one of the two wagon bodies and the second joint (9.1, 9.2) being assigned to the other one of the two wagon bodies.
  2. Coupling apparatus according to Claim 1,
    characterized in that
    the wagon bodies are supported on a common chassis.
  3. Coupling apparatus according to Claim 1 or 2, characterized in that
    the movable bearings (5, 6) for the coupling rod (4) in each case have elastic elements (12) which permit a movement of the coupling rod (4) in a longitudinal direction of the two wagon bodies.
  4. Coupling apparatus according to Claim 3,
    characterized in that
    the linkage mechanism has at least one degree of freedom in the longitudinal direction, which at least degree of freedom corresponds at least to a nominal travel of the elastic elements (12) in order to mount the coupling rod.
  5. Coupling apparatus according to one of Claims 1 to 4, characterized in that
    the coupling frame (7) has a central through opening (8) for leading through the coupling rod (4).
  6. Coupling apparatus according to one of Claims 1 to 5, characterized in that
    the first (11) and the second joint (9.1, 9.2) are fastened, in order to mount the coupling frame (7), in each case to an associated bearing block (1, 2) of its associated wagon body.
  7. Coupling apparatus according to one of Claims 1 to 6, characterized in that
    the first (11) and the second joint (9.1, 9.2) are fastened, in order to mount the coupling frame (7), in each case directly to its associated wagon body.
  8. Coupling apparatus according to one of Claims 1 to 7, characterized in that
    the first joint (11) has a rotational degree of freedom about a vertical axis in order to mount the coupling frame (7), with the result that bending of the coupling apparatus is made possible in horizontal track curves.
  9. Coupling apparatus according to Claim 8,
    characterized in that,
    in order to mount the coupling frame (7), the first joint (11) has an additional rotational degree of freedom about a connecting axis between the two wagon bodies, with the result that body roll of the wagon bodies with respect to one another is made possible.
  10. Coupling apparatus according to either of Claims 8 or 9, characterized in that
    the first joint (11) is of spherically movable configuration.
  11. Coupling apparatus according to one of Claims 1 to 10, characterized in that,
    in order to mount the coupling frame (7), the second joint is configured as to individual joints (9.1, 9.2) which are spaced apart from one another in the transverse direction of the coupling apparatus.
  12. Coupling apparatus according to Claim 11,
    characterized in that
    the individual joints (9.1, 9.2) have a predefined elasticity, with the result that a coupling characteristic of the connection between the two wagon bodies is set in the transverse direction.
  13. Coupling apparatus according to one of Claims 1 to 12, characterized in that
    it is configured such that it can be disconnected in its longitudinal direction.
  14. Coupling apparatus according to Claim 13,
    characterized in that
    the coupling rod (4) has two rod parts (4.1, 4.2) which are connected to one another via a releasable sleeve joint, and the linkage mechanism has releasable bearing shells in order to disconnect it.
  15. Coupling apparatus according to one of Claims 1 to 14, characterized in that
    it has an irreversible energy absorber (13).
  16. Coupling apparatus according to Claim one and Claim 15, characterized in that
    a movability of the coupling frame (7) in the first (11) and the second joint (9.1, 9.2) is dimensioned in such a way that the entire travel of the irreversible energy absorbers (13) is covered.
  17. Coupling apparatus according to Claim 6,
    characterized in that
    there is a predefined yieldingness in the connecting elements of the force transmission chain from the bearing block 1 via the first joint (11), the coupling frame (7) and the second joint (9.1, 9.2) to the bearing block (2).
  18. Coupling apparatus according to Claim 11 and Claim 17, characterized in that
    the predefined yieldingness is realised by way of breaking off of the screw connection of bearing shells (1.3) of the bearings (9.1, 9.2).
EP17777512.9A 2016-10-04 2017-09-18 Coupling device for carriage bodies of a rail vehicle which are supported on a common bogie Active EP3490868B1 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
HRP20230360TT HRP20230360T1 (en) 2016-10-04 2017-09-18 Coupling device for carriage bodies of a rail vehicle which are supported on a common bogie
RS20230286A RS64149B1 (en) 2016-10-04 2017-09-18 Coupling device for carriage bodies of a rail vehicle which are supported on a common bogie

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016219201.9A DE102016219201A1 (en) 2016-10-04 2016-10-04 Coupling device for supported on a common chassis car bodies of a rail vehicle
PCT/EP2017/073439 WO2018065196A1 (en) 2016-10-04 2017-09-18 Coupling device for carriage bodies of a rail vehicle which are supported on a common bogie

Publications (2)

Publication Number Publication Date
EP3490868A1 EP3490868A1 (en) 2019-06-05
EP3490868B1 true EP3490868B1 (en) 2023-02-22

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EP17777512.9A Active EP3490868B1 (en) 2016-10-04 2017-09-18 Coupling device for carriage bodies of a rail vehicle which are supported on a common bogie

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EP (1) EP3490868B1 (en)
CN (1) CN210634566U (en)
DE (1) DE102016219201A1 (en)
ES (1) ES2944069T3 (en)
HR (1) HRP20230360T1 (en)
PL (1) PL3490868T3 (en)
PT (1) PT3490868T (en)
RS (1) RS64149B1 (en)
RU (1) RU194700U1 (en)
WO (1) WO2018065196A1 (en)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017200728B3 (en) * 2017-01-18 2018-02-08 Siemens Aktiengesellschaft Coupling system for a rail vehicle

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DE69732700T2 (en) * 1996-05-31 2006-05-11 Lord Corp. SPHERICAL ELASTOMER BEARING
DE102004062664A1 (en) * 2004-12-27 2006-07-06 Siemens Ag Device for the articulated connection of two car bodies of a multi-unit rail vehicle
DE102007003331A1 (en) * 2007-01-17 2008-07-31 Siemens Ag Device for the articulated connection of a coupling rod to a vehicle
DE202012008080U1 (en) * 2012-08-23 2012-11-16 Hübner GmbH Truck trailer comprising a towing vehicle and at least one biaxial trailer, wherein towing vehicle and trailer are coupled together by a connecting means
DE202013101676U1 (en) * 2012-04-18 2013-06-17 Zwei Plus Zwei Gmbh Self-locking compact clutch
DE202014001334U1 (en) * 2014-02-17 2014-03-14 Voith Patent Gmbh Support device for vertical support of a coupling rod with a limiting element

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JP2656568B2 (en) * 1988-09-07 1997-09-24 株式会社日立製作所 Vehicle coupler
SU1654025A1 (en) * 1989-03-22 1991-06-07 Проектно-конструкторское бюро Московского научно-производственного объединения "Темп" Tie coupler of contiguous vehicles
FR2792595A1 (en) * 1999-04-21 2000-10-27 Maintenance C I M Comp Int De Connector for railway carriages has hitch bar attached to ends of damper rods by ball joints
EP1452418B1 (en) * 2003-02-25 2006-04-19 Manfred Bartel Railway freight wagons unit
DE102008030284B4 (en) * 2008-06-30 2011-04-07 Siemens Aktiengesellschaft High performance swing plate right angle joint
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Publication number Priority date Publication date Assignee Title
DE69732700T2 (en) * 1996-05-31 2006-05-11 Lord Corp. SPHERICAL ELASTOMER BEARING
DE102004062664A1 (en) * 2004-12-27 2006-07-06 Siemens Ag Device for the articulated connection of two car bodies of a multi-unit rail vehicle
DE102007003331A1 (en) * 2007-01-17 2008-07-31 Siemens Ag Device for the articulated connection of a coupling rod to a vehicle
DE202013101676U1 (en) * 2012-04-18 2013-06-17 Zwei Plus Zwei Gmbh Self-locking compact clutch
DE202012008080U1 (en) * 2012-08-23 2012-11-16 Hübner GmbH Truck trailer comprising a towing vehicle and at least one biaxial trailer, wherein towing vehicle and trailer are coupled together by a connecting means
DE202014001334U1 (en) * 2014-02-17 2014-03-14 Voith Patent Gmbh Support device for vertical support of a coupling rod with a limiting element

Also Published As

Publication number Publication date
CN210634566U (en) 2020-05-29
RU194700U1 (en) 2019-12-19
PL3490868T3 (en) 2023-05-29
RS64149B1 (en) 2023-05-31
DE102016219201A1 (en) 2017-11-30
WO2018065196A1 (en) 2018-04-12
EP3490868A1 (en) 2019-06-05
HRP20230360T1 (en) 2023-06-09
ES2944069T3 (en) 2023-06-19
PT3490868T (en) 2023-05-03

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