Front cover for railway vehicle coupler

Abstract

The present invention relates to a front cover for a railway vehicle coupler, the front cover (1) comprising a cover body (10) for covering the front end of the coupler, wherein the cover body (10) includes at least one deformable region (12) having a cover portion (16) configured to break or deform upon impact force to provide a passage through the cover body (10) at the at least one deformable region (12) during an impact. The invention also relates to a method for mounting the front cover onto a coupler, and a method for deforming the front cover.

Description

Technical Field

[0001] The present invention relates to a front cover comprising a cover body for covering the front end of a coupler. Background Technology

[0002] In the field of couplers used in railway vehicles, it is generally desirable to protect the ends of the coupler when it is not in the coupled position. The purpose is to prevent the intrusion of moisture and dirt during the operation and stopping of the railway vehicle, and also to protect the ends of the coupler from objects accidentally present on the railway track, such as animals that might collide with the railway vehicle. By using a robust front cover, malfunctions due to animal collisions, etc., are thus avoided.

[0003] However, railway couplers form a crucial part of railway vehicle collision management systems, and for them to function as intended and absorb collision forces, it is essential that these forces be guided along the coupler to allow energy-absorbing devices such as dampers and deformable tubes to be actuated. When a collision occurs, there is a risk that bending forces can cause the coupler to bend, thus preventing the energy-absorbing devices from functioning as intended. The result is often significant damage to the railway vehicle and any cargo or passengers present within it.

[0004] Therefore, improvements are needed in the area of ​​the front cover used for the coupler so that the front end can be protected, but at the same time, the desired operation of the collision management system can be maintained in the event of a collision. Summary of the Invention

[0005] The object of the present invention is to eliminate or at least minimize the aforementioned problems. This is achieved by a front cover according to the appended independent claims, a coupler having a front cover, a method for mounting the front cover, and a method for deforming the front cover.

[0006] The front cover according to the invention includes a cover body for covering the front end of a coupler, wherein the cover body includes at least one deformable region. The deformable region has a cover portion configured to break or deform upon impact force to provide a passage through the cover body at the at least one deformable region during an impact. Therefore, a collision with another railway vehicle will allow the coupler of the railway vehicle to couple or engage due to deformation or breakage of the deformable region, making the mechanical coupler accessible. By allowing coupling or engagement (where the couplers remain with their front ends facing each other) to occur during the collision, it is ensured that the impact force propagates through the coupler, allowing them to be absorbed as intended. Thus, the front cover serves the primary purpose of protecting the ends of the coupler while allowing access to the coupler upon impact force.

[0007] Suitablely, the cover includes a first cover portion for covering the mechanical coupler front end and a second cover portion for covering the electrical coupler front end, wherein the first cover portion includes the at least one deformable region. Thus, the electrical coupler is protected by the second cover portion, which does not include the deformable region. This serves to protect the electrical coupler and prevent contact with it when the front cover is held in place.

[0008] Furthermore, the second cover portion is appropriately offset from the first cover portion in a first direction, which is the horizontal direction when the current cover is mounted on the coupler. This further protects the electrical coupler because, in most cases, the impact force first strikes the first cover portion on the mechanical coupler. Since the mechanical coupler is more robust and less prone to damage, this means the electrical coupler is further protected from damage by any impact force initially applied to the mechanical coupler through the first cover portion.

[0009] Suitablely, the front cover includes at least one retainer for mounting the front cover onto the coupler. Thus, the front coupler is held in place conveniently and reliably. In some embodiments, the at least one retainer includes a fractured portion configured to fracture upon impact. Therefore, once the retainer fractures, the impact force is distributed through the front cover to the ends of the coupler, allowing the coupler's energy-absorbing components to function as intended.

[0010] The impact force is suitably at least 40 kN. This is the force that causes at least one damper to activate, and advantageously, the impact force causes deformation or breakage of the cover portion, allowing the coupling connection of the damper to penetrate the front cover and enter an opening in the front end of the coupler, onto which the front cover is mounted. Thus, the front ends of the coupler and the front ends of the second impact coupler are kept adjacent to each other, thereby preventing bending of the coupler. Alternatively, the impact force is suitably at least 220 kN. This is a force that causes irreversible deformation of the energy absorption device in the coupler, and for any force at this level or greater, it is advantageous that deformation occurs in the deformation zone, thereby providing a passage to the end of the coupler to allow the front ends of the coupler and the impacting coupler to remain adjacent to each other in the event of a collision between the coupler and a railway vehicle. This has the benefit of preventing bending of the coupler, allowing energy absorption to occur as needed.

[0011] In some embodiments, the at least one cover portion is made of an elastomer, preferably comprising rubber. This allows for deformation under impact forces, which is advantageous, and the elastomer can also provide for breakage when stretched by an object pushed against the deformation zone. When the coupler collides with a railway vehicle having a similar coupler, the object will be the protrusion of the mechanical coupler, i.e., the coupler connection, and by being pushed into or through the deformation zone, the object will penetrate the front cover and extend into the opening of the coupler on which the front cover is mounted. This, in turn, allows the front ends of the couplers to meet and contact each other via the front cover, or optionally remain a distance apart if the coupler connection cannot fully enter the opening. This prevents bending at the front ends of the couplers, allowing the impact force to be absorbed by energy-absorbing devices within the coupler.

[0012] In some embodiments, the at least one cover portion is made of a brittle material. Therefore, upon impact, the cover portion is capable of fracturing into multiple fragments, allowing access to the coupler on which the front cover is mounted. Suitably, at least one cover portion comprises metal or a reinforcing polymer. If metal is included, the cover portion is suitable to be formed as a sheet. The reinforcing polymer is suitably a glass fiber or carbon fiber reinforced polymer.

[0013] Suitablely, the cover portion can protrude from the cover body to form a protruding portion for covering the protruding coupling connection of the coupler in the installed state on the front end of the coupler. This provides a protective cover for the coupling connection extending from the end of the coupler.

[0014] Furthermore, the cover portion of the at least one deformable area can be mounted on the cover body. Thus, the cover body can have an opening at the deformable area, and the opening can be covered by the cover portion and attached to form the front cover.

[0015] In another embodiment, at least one deformable region of the cover portion is integral with the cover body. Thus, the deformable region can be formed of the same material as the cover body, and the features of deformation or breakage can be achieved by a cover portion that is thinner than the cover body, or alternatively by any other suitable means.

[0016] The invention also includes a coupler for railway vehicles, wherein the coupler includes a mechanical coupler having at least one coupling connection for forming mechanical coupling with a similar coupler. The coupler also includes a front cover according to the invention, wherein the front cover is mounted on the front end of the coupler such that a cover portion of the deformable area of ​​the front cover covers the coupling connection. This provides protection for the mechanical coupler and optionally also for the electrical coupler, while allowing access to the front end of the coupler through the cover in the event of an impact force applied to the front cover.

[0017] The invention also includes a method for mounting a front cover onto a coupler of a railway vehicle. The method includes providing a front cover according to the invention, and also providing a coupler having at least one coupling connection for mechanically coupling the coupler to a similar coupler, wherein the coupling connection is arranged at the front end of the coupler. The invention further includes applying the front cover to the front end of the coupler such that a deformable area of ​​the cover body covers the coupling connection of the coupler. Thus, the front end of the coupler is protected by the cover body, and the deformable area is arranged such that the coupling connection is accessible when a collision force is applied to the deformable area. Thus, two main advantages of the invention are achieved, on the one hand, by protecting the end of the coupler, and on the other hand, by allowing access to the coupling connection, enabling the handling of collision forces in the event of a collision.

[0018] The invention may also suitably include mounting a retainer for the front cover onto the coupler to secure the front cover relative to the coupler. Thus, the front cover is held in place stably and conveniently by the retainer.

[0019] Furthermore, the front cover is suitably positioned on the front end of the coupler such that a first cover portion covers the mechanical coupler having the coupling connection, and a second cover portion covers the electrical coupler. The first and second cover portions are suitably shaped as sheets or panels, configured to attach to each other and extend across the front end of the coupler during installation. Thus, the mechanical coupler can be protected by the first cover portion, which includes a deformation zone, while the second cover portion protects the electrical coupler. By not providing a deformation zone connected to the electrical coupler, damage to the electrical coupler is minimized.

[0020] The invention also suitably includes a method for deforming a front cover. The method includes impacting the front cover mounted on the front end of a first coupler with the front end of a second coupler, such that an impact force is applied in a first direction, and causing a cover portion of at least one deformable area on the front cover to deform or break, such that a coupling connection disposed in the front end of the second coupler enters an opening disposed in the front end of the first coupler. The coupling connection suitably protrudes from an end of the coupler, and the opening is suitably disposed in the end of the coupler to provide access to the coupler, such that the protruding coupling connection can be received into the end of the coupler, and mechanical coupling between the couplers can occur, or the coupling connection can be at least partially retained in the opening so that the front ends of the couplers engage. The front cover provides the advantage that mechanical coupling can occur even if the front cover itself is not removed before the impact force is applied.

[0021] Many additional benefits and advantages of the present invention will be readily understood by those skilled in the art from the following detailed description.

[0022] Attached Figure

[0023] The invention will now be described in more detail with reference to the accompanying drawings, in which...

[0024] Figure 1 A plan view of a front cover according to a first embodiment of the present invention is shown, the front cover being mounted on a coupler of a railway vehicle;

[0025] Figure 2 A perspective view of the first end of the coupler of a railway vehicle is shown;

[0026] Figure 3a A perspective view of a second embodiment of the front cover according to the invention, viewed from the front side, is shown;

[0027] Figure 3b Shown from the rear view Figure 3a A 3D view of the front cover;

[0028] Figure 4a A plan view is shown, taken from the first end of the front cover of the first embodiment, which is mounted on the coupler.

[0029] Figure 4b This schematically illustrates the action taken before the impact force is applied from the coupling. Figure 4a A side view of the front cover;

[0030] Figure 4c This illustrates the effect of applying a collision force from a device mounted on a coupler. Figure 4a A side view of the front cover;

[0031] Figure 5a This illustrates the first phase during the collision of the two couplers;

[0032] Figure 5b This illustrates the second phase during the collision of the two couplers;

[0033] Figure 5c The third phase during the collision of the two couplers is shown;

[0034] Figure 5d The fourth phase during the collision of the two couplers is shown;

[0035] Figure 6a A perspective view of a third embodiment of the front cover of the present invention is shown;

[0036] Figure 6b A perspective view of the front cover as seen from the rear is shown; and

[0037] Figure 7 A plan view of a fourth embodiment of the front cover of the present invention is shown.

[0038] All accompanying drawings are schematic and not necessarily drawn to scale, and generally only show the parts necessary to illustrate the various embodiments, while other parts may be omitted or are merely suggested. Any reference numerals appearing in multiple drawings refer to the same object or feature in all drawings unless otherwise stated. Detailed Implementation

[0039] Figure 1 A front cover 1 according to a first embodiment of the present invention is shown. The front cover 1 is mounted on the front end of the coupler 100, which will be referred to below. Figure 2 The following description is provided. When the following terms are used in conjunction with the front cover 1, such as upper, lower, horizontal, and vertical, it will be understood to refer to, for example, [the following text is missing from the original text]. Figure 1 The orientation and relationship of the front cover 1 in the installation state of the coupler shown.

[0040] In the following text, the term "providing access" will be understood as allowing one object to approach another without being obstructed by another object placed between them. Therefore, providing access to a coupler means that the cover portion holding the coupling connection in front of it breaks or deforms, allowing the protruding coupling connection to enter the opening of the coupler. The impact force defined herein is the force that activates an energy-absorbing device such as a buffer in a coupler. A first impact threshold is defined as the minimum force that causes reversible energy absorption of components in the coupler. The first impact threshold for this invention is 40 kN, which corresponds to smaller impacts, such as those that may occur when a railway vehicle collides with another vehicle at a low speed, and may also be caused by hard coupling between two railway vehicles when one vehicle contacts another at a speed higher than appropriate for the coupling process.

[0041] Alternatively, the impact force can be defined as the force that causes irreversible deformation of at least one energy-absorbing device in the coupler, typically a deformable tube. Irreversible deformation is further defined as deformation of a component through which the component cannot elastically return to its original shape after the force is absorbed. A second impact threshold is defined as the minimum force that causes irreversible deformation of the energy-absorbing device, and for this invention, the second impact threshold is 220 kN. This corresponds to an impact that, for example, might typically occur during the operation of a railway vehicle, i.e., not at low speeds and not at the point where the coupling process occurs.

[0042] In couplers, energy absorption devices are typically provided in the form of elastically deformable elements, suitable as buffers and dampers. Energy absorption devices can also be provided in the form of inelastically deformable elements, such as deformable tubes. Therefore, the impact force is large enough that a buffer, typically an elastic rubber element, cannot absorb it. The first impact threshold given above corresponds to the case where at least one damper is activated, and the second impact threshold corresponds to the case where one or more dampers cannot handle the impact force, resulting in irreparable deformation.

[0043] The threshold mentioned here can be compared to the force required to induce coupling between two similar couplers. This force is typically in the range of 0.1-1 kN, but depends on the characteristics and design of the coupler itself.

[0044] When couplers meet at high speed, their collision or impact often generates a lateral force that causes pivoting or bending at the point in front of their meeting. To avoid pivoting, the impact would need to be very small (typically only 25 kN or less) and without a significant lateral component. In fact, this rarely happens, so most high-speed impacts will cause railway vehicles to bend unless measures are taken to prevent it.

[0045] The following sections will describe various implementations of the front cover and discuss how the front cover interacts with the front end of the coupler. Therefore, when referring to the coupler, it can be understood as... Figure 2 The coupler shown is an example, but it should be noted that the front cover can also be used with other types of couplers that are designed differently. Therefore, when it is said that the front cover is mounted on or interacts with a "coupler" in some way, it is generally understood to refer to a railway coupler, and not limited to it. Figure 2 The coupler shown is described in more detail herein.

[0046] from Figure 2 The following diagram shows some elements of the front end 130 of coupler 100. The coupler includes a mechanical coupler 110 for mechanical coupling to a similar coupler, as is known in the art. In the coupler 100 shown herein, the mechanical coupler 110 includes a protruding coupling connection 111 and an opening 112 for allowing access to a receiving coupling connection (not shown). Coupler 100 also includes a buffer 140, which is fixedly mounted on a railway vehicle, as is known to those skilled in the art.

[0047] This is a general description of an automatic coupler, well-known in the art, which functions by inserting the protruding coupling connection of one coupler into the receiving coupling connection of another similar coupler. A strong mechanical coupling is achieved through the automatically mating coupling connections. The Scharfenberg coupler illustrates one type of this automatic coupling. Figure 2 The coupler 100 also provides an electrical coupler 120, which is configured to extend through and connect to another coupler to cooperate with an electrical coupler similar to the coupler.

[0048] Since couplers and their coupling to each other are well known in the art, they will not be described in detail here; it is sufficient to say that couplers can have different designs and operations as long as they can establish a mechanical connection and preferably also an electrical or electronic connection, such that mechanical force and preferably also electrical or electronic signals can be transmitted from one coupler to another. A mechanical coupler may include two coupling connections 111 side by side, or alternatively, two coupling connections 111 arranged differently from each other (one on top of the other, or one at a distance from the other in any suitable direction). Alternatively, only one coupling connection 111 or more than two coupling connections 111 may be provided.

[0049] In addition to mechanical and suitable electrical couplers, coupler 100 may also include other types of connections that can be formed between coupler 100 and similar couplers.

[0050] The term "mate" as used herein should be understood as two couplers facing each other, wherein at least one of their protruding coupling connections is at least partially inserted into the opening of the other. This means that the mate couplers are held adjacent to each other with their front ends facing each other.

[0051] In the coupled position, when coupler 100 is connected to a similar coupler, the mechanical coupler having at least one coupling connection 111 is engaged, and the electrical coupler 120 is also engaged. During operation and during shutdown, the front end 130 of coupler 100 is protected from damage to its connection and proximity to another coupler, thus largely preventing dirt intrusion and damage caused by objects impacting the front end 130. However, in the uncoupled state, especially when railway vehicles on which coupler 100 is arranged are in operation (i.e., transporting along railway tracks), damage caused by snow, dust, and small objects such as sand impacting the front end 130 and potentially entering the openings provided for the coupler connection 111 and the electrical coupler 120 can lead to malfunctions and reduce the future performance of coupler 100. For this purpose, the front cover 1 of the present invention is provided.

[0052] The front cover 1 includes a cover body 10, which in this embodiment takes the form of a first cover body portion 11 and a second cover body portion 15. In the first cover body portion 11, at least one deformation zone 12 is provided, and this deformation zone further includes a cover portion 16 extending across the deformation zone 12, such that the front cover 1 has no opening through the cover body 10. The cover body 10 itself, i.e., those portions of the cover body 10 that do not belong to the cover portion 16 in the deformation zone 12, are not designed to deform or break. Therefore, when the term cover body 10 is used herein, it will be understood as a rigid body that is not configured to deform or break but remains in place during a collision. When the following embodiments describe the cover portion 16 as being formed from a weakened portion of the cover body 10 (see, for example, [reference needed]). Figure 6b The weakened portion should be understood as the cover portion 16, although it is integral with the cover body 10.

[0053] In the first embodiment, a protruding cover portion 13 is disposed on one deformation zone 12, and a non-protruding cover portion 14 is disposed on another deformation zone 12. However, it should be noted that the number of deformation zones 12 can vary, and the cover portions 13 and 14 can have different shapes depending on the design of the coupler 100 on which they will be mounted. In the case of a protruding coupling connection portion 111, this appropriately corresponds to the protruding cover portion 13 in the deformation zone 12 of the front cover 1. On the other hand, in the case of a coupling connection portion 111 that does not protrude significantly from the front end 130, this appropriately corresponds to the non-protruding cover portion 14. The protruding cover portion 13 is typically conical or truncated conical, but may optionally have other shapes.

[0054] like Figure 1 As shown, the deformable area 12 is provided in the first cover portion, while the second cover portion 15 does not include any deformable area 12. The purpose is to arrange the deformable area 12 to be aligned with the coupling connection portion 111 of the mechanical coupler 110, while providing a second cover portion 15 without a deformable area to cover the electrical coupler 120.

[0055] The deformable zone 12 is designed to be deformable, so that when the front cover 1 is in place on the front end 130, in the event of a collision between railway vehicles, the coupling connection of the second coupler can access the coupling connection 111 of the coupler 110. Although a collision with an object along or on the railway track may damage the coupler connection, the damage caused by a collision between two railway vehicles is particularly severe because it typically involves very large impact forces. The coupler 100 is typically designed to absorb such forces, but generally relies on the force transmitted through the coupler in a suitable manner so that the energy absorption device functions as intended. For this purpose, pivoting or bending of the coupler 100 must be avoided.

[0056] Significant advantages are achieved by establishing mechanical coupling or engagement in the event of a collision between two railway vehicles, because the collision force applied to the coupler 100 can be distributed among the elastic and inelastic deformation elements of the coupler 100, thereby absorbing the force and reducing or even minimizing damage to other components of the coupler 100 and to the railway vehicle it is connected to. The collision of the coupler 100 with similar couplers will be described in more detail below.

[0057] The cover portion 16 suitably comprises a deformable material capable of stretching or fracturing when subjected to an impact force at or greater than a first impact threshold. This deformable material suitably has a Shore A hardness of 80 or less, and a suitable material is a polymer such as polyurethane or silicone rubber. More suitably, the deformable material may have a Shore A hardness of 30 or less, and a material particularly advantageous in this regard is natural rubber. Other suitable materials include EPDM rubber and neoprene rubber. When referring to Shore A values ​​herein, this should be understood as conforming to ASTM D2240-00.

[0058] In some embodiments, the cover portion 16 may alternatively comprise a brittle material such that a first impact threshold or greater impact force causes the cover portion to detach and provides access to the coupler connection 111 of the coupler 100. A brittle material, as used herein, is defined as a material that breaks into at least two pieces when subjected to force without significant deformation. The brittle material may then have an elongation at break of 100% or less, suitably 50% or less, or even more suitably 4% or less. For the purposes of this invention, a suitable brittle material for the cover portion 16 is one that breaks into at least two pieces when subjected to a force of the first impact threshold. Such a material includes polymers, preferably reinforced polymers, such as glass fiber (glass fiber reinforced polymer) or carbon fiber reinforced polymer. A particularly suitable material is a reinforced epoxy resin with fillers such as glass bubbles. When using polymers, the material is advantageously made brittle by adding hard fillers (suitable materials include glass and carbon, but other materials such as talc, kaolin, and wollastonite may also be used, or nanoclay or graphene may also be applicable). Round and cubic filler materials such as calcium carbonate, silica, or glass beads are particularly suitable because they can reinforce the material without significantly increasing tensile strength. In some embodiments, the cap portion 16 may alternatively be made of an unreinforced polymer.

[0059] Suitablely, the brittle cap portion 16, constructed to fracture upon impact, is also capable of withstanding a force of at least 0.5 kN, more preferably at least 1 kN, in order to prevent fracture upon impact with small objects such as animals. This protects the coupling connection.

[0060] The cover 11 may include only one deformable region 12 covered by the cover portion 16, or alternatively, multiple deformable regions 12 having the cover portion 16 may exist. Each cover portion 16 of the front cover 1 according to the invention may include the same material, or alternatively, different materials may be used for the cover portion 16.

[0061] In some embodiments, the cover portion 16 may be fastened to the cover body 10 in a suitable manner, such as by welding or riveting. In other embodiments, the cover portion 16 may be integrated with the cover body 10 and include the same material present in the cover body 10. To achieve the deformable or breakable characteristics of the cover portion 16, in such embodiments, the deformable zone 12 may have a smaller thickness than the rest of the cover body 10. When using a material such as polyurethane, the deformable zone 12 may have a thickness less than 1 / 3, preferably less than 1 / 6, more preferably less than 1 / 10 of the thickness of another portion of the cover body 10. In one embodiment, a suitable thickness for the deformable zone 12 is 0.5-2 mm, while the rest of the cover body has a thickness of 3-6 mm for the polymer material. When steel is used for the rest of the cover body, the steel body may have a smaller thickness, such as 2 mm, and the deformable zone 12 will be suitably less than 0.5 mm. When the deformable zone 12 is much thinner than the rest of the cover 10, the same material can be used for both the cover portion 16 and the cover 10, because making the material significantly thinner will in most cases also make it easier to deform, making the cover portion 16 flexible enough to deform under impact forces. The cover 10 suitably comprises a material with a Shore A hardness of at least 70 to provide stability for the front cover 1. Suitable materials include polymers, appropriately reinforced polymers, such as glass fiber reinforced polymers (glass fiber) or carbon fiber reinforced polymers. As mentioned above, metals, such as steel, are also suitable.

[0062] Figure 3a A second embodiment of the front cover 1 in its uninstalled state is disclosed, showing a cover 10 having at least one deformable region 12. In the second embodiment, two deformable regions 12 are arranged side by side in the horizontal direction so that they are adapted to cover, for example, Figure 2 The mechanical coupler shown has a deformable region 12 including a protruding cover portion 13 and another deformable region 12 including a non-protruding cover portion 14. At least one retainer 21 is also provided for mounting the front cover 1 onto the front end 130 of the coupler 100. The front cover 1 according to the second embodiment includes only one portion of the cover body 10, while the first embodiment includes a portion for covering the mechanical coupler and another portion for covering the electrical coupler, as described above. At least one retainer 21 suitably comprises metal, such as steel.

[0063] The protruding cover portion 13 can have any suitable shape to allow it to be placed on the coupling connection portion 111 of the coupler 100. In the second embodiment, the protruding cover portion 13 shown has a truncated conical shape, which is chosen to follow the shape of the coupling connection portion 111, such that when the current cover 1 is mounted on the coupler 100, the distance between the protruding cover portion 13 and the coupling connection portion 111 is small. Suitably, this distance can be less than 1 cm, or even more suitably less than 5 mm or even less than 2 mm. It is generally advantageous that this distance be as small as possible, as this allows the protruding cover portion 13 to undergo only small deformations so that the coupling connection portion 111 can reach and connect with the coupling connection portion of another coupler. Moreover, since the protruding coupling connection portion 111 is typically only a few millimeters or even less in width compared to the opening providing access to the coupler 100, it is highly advantageous for the cover portions 16 to be able to break or deform and stretch, so that they have a thickness of only one millimeter or even less in the deformed or stretched state. This is particularly advantageous because the typically tapered protruding coupling connector 111 in many couplers 100 is suitable for fitting into an opening similar to that of the coupler, wherein the diameter of the opening exceeds the diameter of the protruding coupling connector 111 by only a few millimeters or even one millimeter. In order for the cover portion to deform and allow the protruding coupling connector 111 to fully enter the opening, the cover portion 16 should therefore have a thickness of less than one millimeter in the deformed and stretched state, so that the intrusion of the coupling connector 111 is unimpeded.

[0064] When a brittle material is used as the cover portion 16, it should be noted that it may be advantageous to arrange the cover portion 16 at a certain distance from the coupling connection portion 111 so that the cover portion 16 can break and fall off during a collision, thereby allowing the material of the cover portion 16 to be completely removed from the coupling connection portion 111.

[0065] Figure 3b The second embodiment is disclosed from the rear, showing the retainer 21, and also from the rear, a protruding cover portion 13 and a non-protruding cover portion 14. The protruding cover portion 13 and the non-protruding cover portion 14 can be individually attached to the cover body 10, but can also be attached to each other to form a larger deformation area 12 and include two cover portions 16.

[0066] In the second embodiment, at least one handle 22 is also provided for facilitating the operation and installation of the front cover 1. The handle 22 is preferably fastened to the cover body 10.

[0067] At least one retainer 21 is fastened to the coupler 100 so that the front cover 1 is in the installed state. Suitably, installing the front cover 1 includes fitting the deformable area 12 to the coupling connection 111 of the mechanical coupler 110 of the coupler, so that access to the coupling connection 111 can be provided by deformation or breakage of the cover portion 16.

[0068] Suitablely, at least one retainer 21 is configured to break upon impact with a force having a first impact threshold or greater. The breaking of retainer 21 prevents the force from being transmitted from the front cover 1 to the coupler 100 via retainer 21, thereby facilitating the distribution of force through coupler 100 to reach the energy absorption device as intended. In some embodiments, at least one retainer 21 may alternatively be configured to undergo elastic or plastic deformation upon impact, such that it bends under impact force.

[0069] Figure 4a The installation state of the front cover 1 on the coupler 100 according to the first embodiment is shown. The first cover portion 11 is marked with a rectangle, and the second cover portion 15 is marked with another rectangle.

[0070] exist Figure 4b middle, Figure 4a The front cover 1 is shown in a side view, wherein a first cover portion 11 is mounted on a mechanical coupler 110, at a distance from the front end 130 of the coupler 100. A second cover portion 15 is mounted on an electrical coupler 120, and the second cover portion 15 is also offset from the first cover portion 11 along a first direction D. The first direction D is the horizontal direction when the cover 1 is in the installed state, and is also substantially perpendicular to the cover 10. Figure 4b Also shown is a retainer 21 connected to the cover 10, and the retainer 21 is in an installed state connected to the coupler 100.

[0071] The first cover portion 11 of the cover 10 is suitably shaped as a plate that extends across the front end 130 of the mechanical coupler 110 in a manner that covers the coupler. During a collision, it is advantageous that the first cover portion 11 is substantially planar, as this helps to guide the applied collision force in the first direction D.

[0072] like Figure 4b As shown, the offset of the second cover portion 15 gives the cover 10 a stepped profile. Furthermore, the offset is appropriately chosen such that the distance between the second cover portion 15 and the electrical coupler 120 is greater than the distance between the first cover portion 11 and the mechanical coupler 110.

[0073] The first cover portion 11 and the second cover portion 15 are suitably shaped as sheets or panels, which are configured to connect with each other and extend across the front end of the coupler during installation.

[0074] Figure 4c The front cover 1 and coupler 100 are shown during or immediately after the application of an impact force. In this figure, the impact force is shown as a force F along a first direction D. The impact force causes the retainer 21 to break, either by the retainer 21 itself including a breakable portion configured to break upon being subjected to an impact force, or by attaching the retainer 21 to the front cover 1 or the coupler 100 in a manner that would otherwise result in a broken retainer 21.

[0075] Upon impact force F, the cover 10 is pushed in the first direction D, and at least one deformation zone 12 deforms or breaks to provide access to the mechanical coupler 110. Furthermore, the cover 10 is pushed against the mechanical coupler 110, but due to the stepped profile and offset of the second cover portion 15, the second cover portion 15 does not contact the electrical coupler 120. Thus, the electrical coupler 120 is protected from the impact force, and the mechanical coupler 110 is used to transmit the force to the coupler 100, where the force can be reduced by an absorbing device for reversibly or irreversibly absorbing the force.

[0076] The installation of the front cover 1 on the coupler 100 can occur at any suitable time when the railway vehicle is not moving. The installation includes providing the front cover 1 and the coupler 100 on which it will be installed, and in order to secure the front cover 1 to the coupler 100, at least one deformation zone 12 is aligned with the coupling connection 111 of the coupler 100, and the cover 10 is secured in the position where the deformation zone 12 is thus aligned.

[0077] Suitablely, at least one retainer 21 is provided, and installation includes fastening the retainer 21 to the coupler 100. In some embodiments, the retainer 21 may be disposed on the coupler and fastened to the front cover 1 during installation; however, it is advantageous to dispose of or attach the retainer 21 to the front cover 1 so that they can be transported, handled, and installed together, independent of the retainer 21 attached to the coupler 100. The length of the retainer 21 can be adjusted according to the size of the coupler 100 on which the front cover 1 is to be mounted, so that the cover 10 can be held at an appropriate distance from the mechanical coupler 110.

[0078] In embodiments where a second cover portion 15 is provided, installation appropriately includes aligning the second cover portion 15 with the electrical coupler 120 of the coupler 100.

[0079] Now refer to Figures 5a-5dThe collision between the coupler 100, on which the front cover 1 is mounted, and the second coupler 200 is described in more detail. In the following, it is assumed that the second coupler 200 has the same function and design as the coupler 100 already described, and therefore, when referring to similar or identical parts of the second coupler 200, the terms and reference numerals previously used in conjunction with the coupler 100 will also be used.

[0080] As described above, a collision between two railway vehicles is a situation that severely damages the coupler, the railway vehicles, and any cargo or passengers contained therein. Moreover, especially in the event of one or more railway vehicles derailing, surrounding buildings and other nearby structures can also suffer severe damage. Couplers typically include energy-absorbing devices to absorb the impact force, thereby reducing the force transmitted to the railway vehicles. However, for such devices to function as intended, the impact force usually needs to be applied to the front end of the coupler without causing the coupler to twist or pivot at the front end. Otherwise, the coupler may bend due to the front end acting as a pivot, which would prevent the operation of the coupler's energy-absorbing devices, thus significantly increasing the damage to the railway vehicles.

[0081] Therefore, the couplers are configured to automatically and mechanically couple when in contact with similar couplers. Since this provides a stable, non-pivotable connection between the couplers, the front ends of the couplers can no longer serve as pivots, and thus the impact force is transmitted horizontally through the couplers as expected. Automatic coupling is generally not possible when one or two couplers have front covers 1 mounted on their front ends 130, because the width of the front covers 1 would cause the couplers to remain with their front ends a certain distance apart. However, the couplers will still be able to reach a position where at least one coupling connection 111 of one coupler protrudes into the opening of the other coupler, and this will serve to limit the pivoting of the front ends relative to each other. Here, this position, where the coupling connection extends into the opening such that the front end of one coupler remains against the front end of the other coupler and at least one front cover remains between them, is called the mating position and is referred to as front end mating.

[0082] exist Figure 5a The diagram illustrates the first stage of the collision between coupler 100 and second coupler 200. The collision force F is also shown. In the first stage, the front cover 1 of coupler 100 begins to deform as the coupling connection 111 of the second coupler 200 contacts the front cover 1 in the deformation zone 12. In the first stage, the front end 130 serves as a first pivot P1. A second pivot P2 and a third pivot P3 are formed at the locations where coupler 100 and second coupler 200 are respectively connected to their respective railway vehicles.

[0083] Figure 5bThe second stage of the collision is shown, in which the coupling connection 111 of coupler 100 and coupler 200 has been connected to each other, or the protruding coupling connection has been at least partially inserted into the opening of the other coupler, such that the front ends of couplers 100 and 200 engage. In this stage, the front end 130 of coupler 100 contacts the front end of coupler 200, and the front cover 1 is held between them. Now, the first pivot P1 is removed, stabilizing the connection between coupler 100 and coupler 200, but the second pivot P2 and the third pivot P3 are still pivotable.

[0084] exist Figures 5c-5d In the diagram, the second coupler 200 is shown with its energy absorption device exposed to further illustrate energy absorption. In the third stage, the buffers 160 and 260 of each coupler 100, 200 absorb energy as is known in the art. Figure 5d In the fourth stage shown, deformation units 170 and 270 undergo inelastic deformation, resulting in irreversible deformation. Once all four stages have occurred, after the energy absorption by couplers 100 and 200 is complete, whatever impact force remains will be transmitted to the railway vehicle, which typically includes devices for absorbing energy.

[0085] Reference above Figures 5a-5d The described collision illustrates an impact where the impact force exceeds the second impact threshold, actuating the deformable tubes 170 and 270. In collisions with smaller forces, or in cases where the two couplers are coupled but the front cover 1 is unexpectedly not removed, the collision or coupling will instead consist only of the first, second, and third stages. In this case, the impact force is equal to or higher than the first impact threshold but lower than the second impact threshold. Due to this smaller collision or hard coupling, the velocity of one of the couplers is higher than expected, the absorbing device in the coupler is not irreversibly damaged, and the operation of the coupler can continue without maintenance. However, for collisions involving impact forces exceeding the second threshold, the coupler needs to be repaired or even replaced.

[0086] Figure 6a A third embodiment of the front cover 1 is shown, which has a cover body 10 surrounding the deformable region 12, but in the installed state, the cover body does not extend to cover the front end of the coupler. The front cover 1 includes a protruding cover portion 13 and a non-protruding cover portion 14, but depending on the coupler to be installed, it may alternatively include only one cover portion 16 or more than two cover portions.

[0087] Figure 6bOne embodiment is shown in which a cover portion 16 is integrated with a cover body 10, and wherein the protruding cover portion 16 is used to cover a deformable region 12. By making the material in the protruding cover portion 16 thinner than the material in the cover body 10 surrounding the deformable region 12, the protruding cover portion 13 can be deformable or fractured, or alternatively, the protruding shape itself is sufficient to cause fracture when an impact occurs. Figure 6b Another deformation zone 12 shown is covered by a non-protruding cover portion 14, which is also integrated with the cover body 10. By creating at least one groove 19 to weaken the material, the material of the non-protruding cover portion 14 can be deformed or fractured. Suitablely, as... Figure 6b As shown, the two grooves intersect each other to create a weakening effect, particularly at the intersection. The grooves can be formed by milling, cutting, or any other suitable method. In some embodiments, the protruding cover portion 13 may also include at least one groove, or alternatively, any cover portion 16 of the front cover 1 may include at least one groove.

[0088] Figure 7 A fourth embodiment of the front cover 1 is shown, which differs from the embodiments described above in that it includes at least one, but preferably multiple, protrusions 31 extending from the cover body 10 and configured to mate with protrusions 31 on a similar front cover 1 mounted on another coupler. The protrusions 31 suitably comprise a material harder than the cover body 10, such that the protrusion deforms less during impact than the cover body 10. By positioning the protrusions 31 to mate with protrusions 31 on the opposing front cover 1, they will contact each other during impact, holding the front cover 1 at a distance and aligning them. Advantageously, the distance the protrusions 31 extend from the cover body 10 is less than the distance the protruding cover body 13 extends, ensuring that engagement of the couplers 100, 200 can occur. In one embodiment, the protrusions 31 may suitably be positioned on either side of the deformation zone 12 in the horizontal direction. In another embodiment, the protrusions 31 may alternatively be located at the four corners of the cover body 10, and in yet another embodiment, the protrusions 31 may be arranged in a rectangular or circular shape around the deformation zone 12.

[0089] A particular advantage of the protrusions 31 is that they serve to hold the front covers 1 of the two collision couplers 100, 200 at a distance from each other, while still preventing them from pivoting during a collision, thus avoiding bending. This is advantageous because, in embodiments where the cover portion 16 is configured to deform by stretching when the coupling connection 111 of one coupler 100 enters the opening of the other coupler 200, the cover portion 16 can have increased thickness. Because the protrusions 31 keep the couplers apart, the generally conical or truncated conical coupling connection 111 will not protrude too far into the opening such that the thickness of the cover portion 16 hinders the engagement of the front ends.

[0090] It should be noted that the features from the various embodiments described herein can be freely combined unless explicitly stated that such combination would be inappropriate.

Claims

1. A front cover for a railway vehicle coupler, the front cover comprising a cover body (10) for covering the front end of the coupler. in, The cover (10) includes at least one deformable region (12) having a cover portion (16) configured to break or deform upon impact to provide a passage through the cover (10) at the at least one deformable region (12) during an impact. The cover portion (16) of the at least one deformable region (12) is integral with the cover body (10), and the cover portion (16) is configured to deform or break by including at least one groove in the cover portion (16).

2. The front cover according to claim 1, wherein, The cover (10) includes The first cover portion (11) is used to cover the mechanical coupler on the front end of the coupler. The second cover portion (15) is used to cover the electrical coupler on the front end of the coupler, and the second cover portion (15) is connected to the first cover portion (11). The first cover portion (11) includes at least one deformable region (12).

3. The front cover according to claim 2, wherein, The second cover portion (15) is offset from the first cover portion (11) in a first direction (D), which is the horizontal direction when the front cover (1) is mounted on the coupler.

4. The front cover according to any one of claims 1-3, further comprising at least one retainer (21) for mounting the front cover (1) on the coupler.

5. The front cover according to claim 4, wherein, The at least one retainer (21) includes a fractured portion configured to fracture when subjected to the impact force.

6. The front cover according to any one of the preceding claims, wherein, The impact force is at least 40 kN.

7. The front cover according to any one of claims 1-5, wherein, The impact force is at least 220 kN.

8. The front cover according to any one of the preceding claims, wherein, The at least one cover portion (16) includes an elastomer, preferably rubber.

9. The front cover according to any one of claims 1-7, wherein, The at least one cover portion is made of a brittle material.

10. The front cover according to any one of the preceding claims, wherein, The at least one cover portion comprises metal or a reinforced polymer.

11. The front cover according to any one of the preceding claims, wherein, At least one cover portion (16) protrudes from the cover body (10) to form a protrusion portion (13), the protrusion portion (13) being used to cover the coupler connection portion of the coupler in the installed state on the front end of the coupler.

12. The front cover according to any one of the preceding claims, wherein, The cover portion (16) of the at least one deformable region (12) is mounted on the cover body (10).

13. The front cover according to claim 1, wherein, The cover portion (16) is configured to deform or break by including at least two grooves arranged to intersect.

14. A coupler for railway vehicles, the coupler comprising a mechanical coupler (110) having at least one coupling connection (111) for forming a mechanical coupling with a similar coupler, the coupler further comprising a front cover (1) according to any one of claims 1-13, wherein, The front cover (1) is mounted on the front end (130) of the coupler, such that the cover portion (16) of the deformation area (12) of the front cover (1) covers the coupling connection portion (111).

15. A method for mounting a front cover onto a coupler of a railway vehicle, the method comprising: Provide a front cover (1) according to any one of claims 1-13. A coupler (100) for railway vehicles is provided, the coupler including at least one coupling connection (111) for mechanically coupling the coupler (100) to a similar coupler, wherein the coupling connection (111) is disposed at a front end (130) of the coupler (100). The front cover (1) is applied to the front end (130) of the coupler (100) such that the deformation area (12) of the cover body (10) of the front cover (1) covers the coupling connection (111) of the coupler (100).

16. The method of claim 15, further comprising: The retainer (21) of the front cover (1) is mounted on the coupler (100) to secure the front cover (1) relative to the coupler (100).

17. The method of claim 15 or 16, further comprising: The front cover (1) is placed on the front end (130) of the coupler (100) such that the first cover portion (11) covers the mechanical coupler (110) having the coupling connection portion (111), and the second cover portion (15) covers the electrical coupler (120) of the coupler (100).

18. A method for deforming a front cover according to any one of claims 1-13, the method comprising: The front cover (1) mounted on the front end (130) of the first coupler (100) is brought into contact with the front end of the second coupler (200), so that the impact force is applied along the first direction (D). The cover portion (16) of at least one deformation area (12) on the front cover (1) is deformed or broken, such that the coupling connection (111) arranged in the front end of the second coupler (200) penetrates the front cover (1) and protrudes into the front end (130) of the first coupler (100).

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