CN210634566U

CN210634566U - Coupling device for connecting two carriages

Info

Publication number: CN210634566U
Application number: CN201790001309.XU
Authority: CN
Inventors: G.施密特
Original assignee: Siemens AG
Current assignee: Siemens AG; Siemens Mobility GmbH
Priority date: 2016-10-04
Filing date: 2017-09-18
Publication date: 2020-05-29
Anticipated expiration: 2027-09-18
Also published as: DE102016219201A1; PT3490868T; RS64149B1; WO2018065196A1; HRP20230360T1; RU194700U1; PL3490868T3; EP3490868B1; EP3490868A1; ES2944069T3

Abstract

The utility model relates to a coupling for connecting two carriages, the coupling has the coupling rod that is used for transmitting the longitudinal force between two carriages, wherein, coupling rod (4) are fixed on two carriages in movable bearing (5, 6) respectively through its tip, its characterized in that, the coupling includes the articulated transmission independent from coupling rod (4), articulated transmission structure is used for transmitting vertical force and/or horizontal force between two carriages, thereby coupling rod (4) only vertically bears the load along it.

Description

Coupling device for connecting two carriages

Technical Field

The utility model relates to a coupling device for connecting two carriages.

Background

A coupling device for connecting two carriages is therefore known, which has a coupling rod for transmitting longitudinal forces between the two carriages, wherein the coupling rod is fixed by its ends in a movable bearing on each of the two carriages.

Such couplings are known, for example, from the product series 403/406 (ICE3) of the railway company, dupont, the operator, in which the cars are supported on chassis that are independent of one another.

Furthermore, couplings for connecting two carriages supported on a common chassis are known, which have a single spherically movable joint for transmitting forces in all directions between the two carriages.

Such a coupling device is known, for example, from product series 424/425/426 of the company, dupont railway company.

Multi-piece rail vehicles require mechanical couplers for transmitting longitudinal forces between the individual cars. Vertical and/or lateral force transmission may also be required if adjacent cars share a chassis for support or guidance in the rails.

In order to absorb energy in the reversible coupling of two adjacent cars and in a crash, the longitudinal mobility with a predetermined force is advantageous. According to an embodiment in which the chassis is shared by adjacent cars, instead of a nearly solid coupling of the cars, a flexibility, in particular predetermined in the lateral direction, can be advantageous.

Rail vehicles having a common chassis of adjacent cars are usually connected with a spherically movable hinge located above the center of the chassis. Furthermore, embodiments exist with irreversible energy absorption for absorbing the impact energy integrated in the support arms of the articulation. Reversible energy losses are completely absent in a real articulation and are limited to only small values (about 5mm travel) in an elastic (non-real) articulation. Since the mobility must also transmit the required vertical and lateral forces, additional stroke integration for reversible energy absorption outside the spherically movable joint (ball bearing) becomes difficult. In contrast to irreversible energy absorption in the event of a crash, the design of the respective guide for more frequent movements is hardly possible in the existing installation space of the known coupling device.

SUMMERY OF THE UTILITY MODEL

Starting from this point of view, the object of the invention is to improve a coupling device of the aforementioned type in such a way that longitudinal forces as well as vertical and/or transverse forces can be appropriately transmitted, wherein at least one reversible energy absorption can also be achieved.

This object is achieved according to the invention by a coupling device for connecting two carriages, having a coupling rod for transmitting longitudinal forces between the two carriages, wherein the coupling rod is fixed by its ends on the two carriages in movable bearings, wherein it is provided that the coupling device comprises an articulated drive which is independent of the coupling rod and is designed to transmit vertical and/or transverse forces between the two carriages, so that the coupling rod is loaded only in its longitudinal direction.

The coupling rod, which is loaded only in the longitudinal direction, allows the use of effective elastic elements for conventional coupling for vehicles with a separate chassis, in particular for reversible and irreversible energy absorption. In this case, a reversible energy absorption stroke can be selected as required. In longer train sets, the front coupling can therefore be effectively unloaded. A suitable design of the articulation transmission enables lateral movability of the carriages relative to each other. Thus, for example, the clear space contour can be better utilized when driving over an S-rail.

Preferably, the carriages are supported on a common chassis. In this embodiment, the invention is particularly advantageous.

The movable bearings for the coupling rods, which bearings can be spherically or universally embodied, preferably each have elastic/reversible elements which allow a movement of the coupling rods in the longitudinal direction of the two carriages. In this way, for example, in the event of a crash, reversible energy absorption can be achieved by the elastic element.

Preferably, the articulated drive has at least one longitudinal degree of freedom which corresponds to at least one small stroke of the elastic element for supporting the coupling rod. The articulated drive can thus retain a function for transmitting vertical and/or transverse forces even under longitudinal stress to the elastic element of the movable bearing of the coupling rod.

The articulated transmission is preferably designed as a coupling frame which is mounted by means of a first and a second respectively movable articulation about at least two parallel axes which are spaced apart from one another in the transverse and/or vertical direction, wherein the first articulation is assigned to one of the two carriages and the second articulation is assigned to the other of the two carriages. In this way, relative vertical and/or lateral movements between the two carriages can be achieved. The axes of the first and second articulations are in the longitudinal direction of the coupling in the unloaded coupling. The first articulation is preferably present as a "real" articulation, while the second articulation can be constructed, for example, from an elastic (rubber) articulation.

The first and second articulation parts for supporting the coupling frame can each be fastened to an associated bearing block of its associated carriage. In this connection, the force flow in the event of transverse and/or vertical forces occurring between two cars flows from the bearing block of the car to the coupling frame via the first articulation and subsequently to the bearing block of the other car via the second articulation. Alternatively, the first and second articulation for supporting the coupling frame can each be fastened directly to its associated vehicle compartment. In this case, the bearing blocks present on the two cars, which are used, for example, only for supporting the ends of the coupling rods, do not participate in the transmission of vertical/transverse forces.

The first articulation for supporting the coupling frame may have a rotational degree of freedom about a vertical axis, so that bending of the coupling device in horizontal railway curves can be achieved. In this regard, the first articulation may be referred to as a "steering articulation". The first articulation for supporting the coupling frame may also have an additional degree of freedom of rotation about the axis of connection between the two cars, so that a rocking movement of the cars relative to each other is possible. In this case, the first articulation is configured as a steering/pivoting articulation and can be configured, for example, with a ball motion.

The second articulation for supporting the coupling frame may be referred to as a "coupling articulation", which may be designed as two separate articulations spaced apart from one another in the transverse direction of the coupling device. This enables a space-saving construction of the coupling device. The coupling frame can in particular be arranged vertically and have a through-hole for the passage of the coupling rod. The coupling hinge should at least allow rotation about the transverse axis, i.e. the coupling frame as a whole can follow the movement of the elastic element.

These individual articulations for supporting the second articulation of the coupling frame may have a predetermined elasticity, so that the coupling characteristics of the connection between the two cars can be adjusted in the transverse direction.

Furthermore, the coupling device is detachably constructed in its longitudinal direction. Preferably, the coupling rod can have two rod parts which are connected to one another by a releasable sleeve, and the joint drive can have a releasable bearing sleeve for the purpose of dismantling the joint drive, the bearing sleeve can belong to two separate joint parts, from which the second joint part can be formed.

In addition, the coupling device can have an irreversible energy absorber, which can be integrated, for example, in the coupling rod or in one of the bearing blocks. The mobility of the coupling frames in the first and second articulation can be designed such that an irreversible stroke of the energy absorber device is also satisfied. Additional flexibility can be achieved in the articulated drive if the mobility of the coupling frame does not satisfy the entire travel of the elastic elements for supporting the coupling rods and the irreversible energy absorber. For this purpose, the two bearing blocks, the first and second articulation and the coupling frame itself are considered. The additional flexibility can in particular also be achieved by removing the bearing bush of the second articulation, in particular by removing its screw connection.

Furthermore, when using couplings, provision is made for the chassis to be articulated to one of the two carriages. To this end, one of the bearing blocks described above may comprise an articulation section for connection to the chassis, which is arranged below the coupling.

In the present invention, it is also advantageously provided that the movable bearings for the coupling rods each have a spring element which allows a movement of the coupling rods in the longitudinal direction of the two carriages.

In the present invention, it is also advantageously provided that the articulated drive has at least one longitudinal degree of freedom which corresponds to at least one small stroke of the spring element for supporting the coupling rod.

In the present invention, it is also advantageously provided that the articulated transmission is designed as a coupling frame which is supported about at least two parallel axes spaced apart from one another in the transverse and/or vertical direction by means of a first articulation and a second articulation which are movable in each case, wherein the first articulation is assigned to one of the two carriages and the second articulation is assigned to the other of the two carriages.

In the invention, it is also advantageously provided that the coupling frame has a central through-opening for the passage of a coupling rod.

In the present invention, it is also advantageously provided that the first and second articulated elements for supporting the coupling frame are each fastened to an associated bearing block of the associated carriage.

In the present invention, it is also advantageously provided that the first and second articulated elements for supporting the coupling frame are each fastened directly to their associated carriage.

In the present invention, it is also advantageously provided that the first articulation for supporting the coupling frame has a rotational degree of freedom about a vertical axis, so that a bending of the coupling device in a horizontal railway curve can be achieved.

In the present invention, it is also advantageously provided that the first articulation for supporting the coupling frame has an additional rotational degree of freedom about the connecting axis between the two carriages, so that a rocking movement of the carriages relative to one another can be achieved.

In the present invention, it is also advantageously provided that the first joint is designed to be spherically movable.

In the present invention, it is also advantageously provided that the second joint for supporting the coupling frame is designed as two separate joints which are spaced apart from one another in the transverse direction of the coupling device.

In the present invention, it is also advantageously provided that the coupling rod has two rod parts which are connected to one another by a releasable sleeve, and that the joint drive has a releasable bearing sleeve in order to perform the dismantling of the joint drive.

In the present invention, it is also advantageously provided that the coupling has an irreversible energy absorber.

In the present invention, it is also advantageously provided that the mobility of the coupling frames in the first and second articulation is designed such that the entire stroke of the irreversible energy absorber is satisfied.

In the present invention, it is also advantageously provided that a predetermined flexibility is present in the connecting element of the force transmission chain from the bearing block (irreversible energy absorber) via the first articulation, the coupling frame, the second articulation to the bearing block.

In the present invention, it is also advantageously provided that the predetermined flexibility is achieved by removing the screw connections of the bearing sleeves of the bearings.

Drawings

Embodiments of the invention are explained in more detail later with reference to the drawings. Wherein:

fig. 1 shows a perspective view of a coupling for connecting two cars of a rail vehicle supported on a common chassis;

FIG. 2 shows a vertical longitudinal section of the coupler of FIG. 1;

FIG. 3 shows a perspective view of the coupling device of FIG. 1 in a bent position;

FIG. 4 shows a horizontal longitudinal section of the coupling device of FIG. 1 in a bent position;

FIG. 5 shows a vertical longitudinal section of the coupler of FIG. 1 when the horizontal spacing between the two cars is reduced;

fig. 6 shows a vertical longitudinal section of the coupling device of fig. 1 with a further reduction of the horizontal spacing between the two cars.

Detailed Description

As can be seen from fig. 1, a coupling device for connecting two cars of a rail vehicle supported on a common chassis (not shown) has two

bearing blocks

1, 2, which are each provided for fastening to an associated car. In this embodiment, the bearing block 1 is also used to realize an articulation on a chassis arranged below the coupling. For this purpose, the bearing block has a vertically extending articulation section 3, the free end of which can be placed, for example, on a pivot of the chassis.

For transmitting longitudinal forces, the coupling device comprises coupling rods 4 which are each fastened to the end sides by means of a nut, the ends of which are fixed in two

bearings

5, 6 which are spaced apart from one another in the longitudinal direction and can be moved in a spherical or cardanic manner relative to the associated vehicle cabin.

The intermediate element of the coupling device is a coupling frame 7 which has a centrally located through-hole 8 for the coupling rod 4 to pass through and is arranged vertically in the transverse direction. The through-opening 8 is dimensioned such that a sufficient distance of the coupling frame 7 from the coupling rod 4 exists for a predetermined maximum relative movement of the vehicle cabin.

The coupling frame 7 is connected to the bearing block 2 by two separate articulations 9.1, 9.2 lying in a common horizontal plane, namely by respective, usually rod-shaped coupling elements 10.1, 10.2 extending horizontally from the bearing block 2. The two individual articulations 9.1, 9.2 are arranged symmetrically with respect to a vertical middle longitudinal plane of the coupling device.

As fig. 2 shows, a hinge 11 for the coupling frame 7 is provided at the upper end of the hinge section 3 of the bearing block 1. In this embodiment, the articulation 11 is embodied as a so-called ball bearing which allows a bending movement and a rocking movement between the two carriages. Via the respective bearing 9.1, 9.2, transverse and/or vertical forces are transmitted between the two cars, while the coupling rod 4 is used only for transmitting longitudinal forces between the cars.

The axis of the articulation 11 extends parallel to the axes of the individual articulations 9.1, 9.2 in the unloaded state of the coupling, all axes lying in the longitudinal direction of the coupling. The axes of the articulations 10 and the individual articulations 9.1, 9.2 are horizontally spaced apart from one another and are also offset from one another in the transverse direction.

The coupling rod 4 is supported relative to the bearing block 2 by means of reversible elastic elements 12 arranged on both sides. An irreversibly acting energy absorber 13 is fixedly mounted in the bearing seat 1 opposite the bearing seat 2. Elastic elements 12 for reversible energy absorption are likewise present on both sides of the hinge 5, to which the section of the energy absorber 13 having the function of a bearing seat is attached in this region. In case it is desired that the coupling is compressed in the longitudinal direction, the resilient element 12 is first pressed. When the available travel of the spring element is fully utilized, the parts arranged one after the other in the longitudinal direction of the coupling bear directly against one another, thereby also compressing the irreversible energy absorber 13.

The coupling rod 4 is designed separately. For this purpose, the coupling rod has two rod sections 4.1, 4.2, which are connected to one another by means of a mantle 14. The separability of the hinge transmission is provided by the removable bearing sleeve 9.3 of the independent hinge parts 9.1, 9.2.

On the outside of the reversible element 12 for energy absorption relative to the

hinge parts

5, 6, there is an abutment plate 15, so that the spring element 12 is located between the abutment face of the bearing block 2 and the abutment plate 15 on one side of the coupling and between the abutment face of the irreversible energy absorber 13 and the abutment plate 15 on the other side of the coupling. The distance is selected such that the spring element is just without force in the case of an unloaded coupling rod 4.

Fig. 3 shows the coupling in the folded position of the car, in which the bearing blocks 1, 2 are at an acute angle to one another. In this bent position, the elastic element 12 is partially compressed, as shown in fig. 4. The coupling rod 4 is pivoted relative to the bearing blocks 1, 2. The coupling frame 7 essentially follows the bearing block 2 and is therefore at almost the same angle to the bearing block 1 as the bearing block 2. The hinge 11 between the coupling frame 7 and the connecting section 3 of the bearing block 1 allows the coupling frame 7 to pivot relative to the bearing block 1, while in any case a small deflection is observed on the individual hinges 9.1, 9.2. A specific division of the mobility is not functionally required. The exemplary embodiment shown, however, utilizes a greater angular mobility of the turning joint 11 as a true joint, so that the coupling joints 9.1, 9.2 only have to satisfy the longitudinal elasticity of the coupling rod, which is considerably more sensitive to frequent large deflections as rubber joints.

Fig. 5 and 6 show two positions with different reduced horizontal spacing couplers between the two cars. In fig. 5, the spacing between the cars is slightly reduced relative to the position of the couplers in fig. 1. It is clear that the angular position of the coupling rod 4 is in principle constant, whereas the spring elements 12 in the direction of the coupling frame 7 are compressed, while the outer spring elements 12 are separated from their contact surfaces with respect to the bearing block 2 or the respective section of the irreversible energy absorber 12. The stroke produced in the region of the spring element 12 continues the pivoting movement of the coupling frame 7 relative to the bearing block 1, which is possible via the joint 11.

The position of the coupler in fig. 6 differs from that in fig. 5 only in that the two cars are closer to each other.

The movability of the coupling frame 7 in the bearings 11 and 9.1, 9.2 is designed such that the stroke of the spring element 12 is satisfied. It is generally achievable that also an irreversible stroke of the energy-absorbing device 13 should be satisfied. If the mobility of the coupling frame 7 does not satisfy the sum of the reversible energy-absorbing element 12 and the energy-absorbing device 13, additional flexibility can be provided in the connecting element. The connecting element is a force transmission chain from the bearing block 1 (irreversible energy absorber 13) through the hinge 10, the coupling frame 7, the individual hinges 9.1, 9.2 and the bearing block 2.

The coupling frame 7 and its bearings 9.1, 9.2, 10 enable lateral movability, i.e. lateral movements of the carriages relative to each other, and bending and rocking movements of the carriages relative to each other.

Claims

1. A coupling for connecting two cars, having a coupling rod for transmitting longitudinal forces between the two cars, wherein the coupling rod (4) is fixed by its ends in movable bearings (5, 6) on the two cars, respectively, characterized in that the coupling comprises an articulated transmission independent of the coupling rod (4), which is configured for transmitting vertical and/or transverse forces between the two cars, so that the coupling rod (4) is loaded only in its longitudinal direction.

2. The coupler of claim 1, wherein the cars are supported on a common chassis.

3. The coupling device according to claim 1, characterized in that the movable bearings (5, 6) for the coupling rod (4) each have an elastic element (12) which allows a movement of the coupling rod (4) in the longitudinal direction of both carriages.

4. The coupling device according to claim 3, characterized in that the hinge transmission has at least one degree of freedom in the longitudinal direction which corresponds to at least one small stroke of the elastic element (12) for supporting the coupling rod.

5. The coupling device according to one of claims 1 to 4, characterized in that the articulated drive is designed as a coupling frame (7) which is supported about at least two parallel axes which are spaced apart from one another in the transverse and/or vertical direction by means of a first articulation (11) and a second articulation (9.1, 9.2) which are movable in each case, wherein the first articulation (11) is assigned to one of the two carriages and the second articulation (9.1, 9.2) is assigned to the other of the two carriages.

6. The coupling device according to claim 5, characterized in that the coupling frame (7) has a central through hole (8) for passing through a coupling rod (4).

7. The coupling device according to claim 5, characterized in that the first (11) and the second (9.1, 9.2) joint for supporting the coupling frame (7) are each fixed on the associated bearing seat (1, 2) of the associated car.

8. The coupling device according to claim 5, characterized in that the first articulation (11) and the second articulation (9.1, 9.2) for supporting the coupling frame (7) are each fixed directly on their associated vehicle compartment.

9. The coupling device according to claim 5, characterized in that the first articulation (11) for supporting the coupling frame (7) has a rotational freedom about a vertical axis, so that bending of the coupling device in horizontal railway curves can be achieved.

10. The coupling device according to claim 9, characterized in that the first articulation (11) for supporting the coupling frame (7) has an additional degree of freedom of rotation about the axis of connection between the two cars, so that a rocking of the cars with respect to each other is possible.

11. The coupling device according to claim 9, characterized in that the first articulation (11) is designed spherically movably.

12. The coupling device according to claim 5, characterized in that the second articulation for supporting the coupling frame (7) is designed as two separate articulations spaced apart from one another in the transverse direction of the coupling device.

13. The coupling device according to claim 12, characterized in that the two independent articulations have a predetermined elasticity, so that the coupling characteristics of the connection between the two cars can be adjusted in the transverse direction.

14. The coupling device according to claim 1, characterized in that the coupling device is detachably constructed in its longitudinal direction.

15. The coupling device according to claim 14, characterized in that the coupling rod (4) has two rod parts (4.1, 4.2) which are connected to one another by a releasable mantle and the articulation transmission has a releasable bearing sleeve in order to perform the dismantling of the articulation transmission.

16. The coupling device according to claim 5, characterized in that it has irreversible energy-absorbing means (13).

17. The coupling device according to claim 16, characterized in that the mobility of the coupling frame (7) in the first and second articulation (11, 9.1, 9.2) is designed such that the entire stroke of the irreversible energy absorber (13) is met.

18. The coupling device according to claim 5, characterized in that a predetermined flexibility is present in the connecting element of the force transmission chain from the bearing block (1) through the first articulation (11), the coupling frame (7), the second articulation (9.1, 9.2) to the bearing block (2).

19. The coupling device according to claim 16, characterized in that a predetermined flexibility is present in the connecting elements of the force transmission chain from the irreversible energy-absorbing means (13) through the first articulation (11), the coupling frame (7), the second articulation (9.1, 9.2) to the bearing block (2).

20. Coupling device according to claim 18 or 19, characterized in that the predetermined flexibility is achieved by removing the bolted connection of the bearing housing (1.3) of the bearing.