Railway vehicle with intermediate buffer coupler

Abstract

The invention relates to a rail vehicle with an intermediate buffer coupler. The intermediate buffer coupler has as components a coupler head, a rod-shaped coupler body and a spring mechanism. The coupler head is designed for connection with a coupler head of a further rail vehicle and is connected with the coupler body. The coupler body extends into the spring mechanism and is supported and fixed therein, such that impact or tensile forces acting on the coupler head in the operational use of the rail vehicle are elastically absorbed by the spring mechanism and transmitted to the car. A support is coupled with the coupler body and is connected with the car. A crash element is arranged between the support and the car, which is fixedly but detachably connected both with the support and with the car. The crash element has a deformation region, which is designed in such a way that, in the event of a crash, the kinetic energy transmitted to the crash element by the coupler body and by the coupled support causes the deformation region to irreversibly deform in a predetermined manner.

Description

TECHNICAL FIELD

[0001] The invention relates to a rail vehicle with an intermediate buffer coupling. BACKGROUND

[0002] It is known that rail vehicles are connected to one another by means of so-called intermediate buffer couplings. Intermediate buffer couplings, or intermediate buffer couplers, are used in passenger traffic and goods traffic and absorb, or take up, the pulling forces, or tractive forces, and impact forces or thrust forces between the rail vehicles connected to one another when in operation.

[0003] Figure 5 and Figure 6 Two views of an intermediate buffer coupling MPK according to the known prior art are shown.

[0004] The intermediate buffer coupling MPK has as elements a coupling head KPK, a rod-shaped coupling body KPS, a coupling lock pin KPB and a spring mechanism FDW.

[0005] The coupling head KPK of the rail vehicle is designed for connection with a coupling head of a further rail vehicle, not shown here.

[0006] The coupling head KPK is connected with a first side of the rod-shaped coupling body KPS. A second side of the coupling body, which is opposite the first side of the coupling body KPS, is movably supported and extends into the spring mechanism FDW and is guided by the spring mechanism.

[0007] The spring mechanism FDW is connected at an end END to a rail vehicle car, not shown here, and contains, in its interior, an elastic, or extendable, fixing of the second end of the coupling body KPS.

[0008] The spring mechanism FDW is designed such that pulling forces or compression forces between the rail vehicles coupled by means of the coupling head KPK and the coupling body KPS are absorbed and, if necessary, transmitted to the rail vehicle car with reduced force.

[0009] The spring mechanism FDW additionally has, for example, an energy-dissipating element, by means of which the kinetic energy acting on the spring mechanism FDW by means of the coupling body KPS is dissipated or converted in the event of a collision. Here, the energy-dissipating element is permanently plastically deformed.

[0010] The intermediate buffer coupling MPK is rotatably supported about a vertical axis by means of the coupling lock pin KPB. This ensures the transmission of forces between the rail vehicles coupled when negotiating curves.

[0011] The intermediate buffer coupler MPK, in particular the coupler knuckle KPS of the intermediate buffer coupler, is elastically supported in the vertical direction downward, for example, by a pendulum support PAS. By means of the pendulum support PAS it is ensured that the intermediate buffer coupler MPK is in the nominal position in the horizontal direction in the operating and uncoupled mode of the rail vehicle.

[0012] The pendulum support PAS serves primarily to carry the dead weight of the intermediate buffer coupler MPK in the uncoupled state.

[0013] The pendulum support PAS also allows a horizontal movement of the coupler knuckle KPS within preset limits. The pendulum support PAS is connected to the car of the rail vehicle, for example, by means of a carrier (not shown here).

[0014] Other design solutions for the vertical support of intermediate buffer couplers are known. For example, in the so-called "beam support", the coupler knuckle of the intermediate buffer coupler is arranged on a beam. The beam is designed to elastically support the coupler knuckle in the vertical direction and is connected to the car of the rail vehicle, for example, by means of a carrier.

[0015] Alternative design solutions are also known for the spring mechanism. For example, the spring mechanism is arranged integrally in the coupler knuckle.

[0016] Figure 7 An intermediate buffer coupler MPK7 on a rail vehicle SFZ7 together with a support ABS7 according to the prior art is shown.

[0017] Figure 8 An intermediate buffer coupler MPK8 on a rail vehicle SFZ8 together with a support ABS8 according to the prior art is shown.

[0018] The intermediate buffer coupler MPK8 shown here has a towing hook as an additional coupling element of the screw coupler on or around the coupler knuckle. Such an intermediate buffer coupler MPK8 is referred to as a "hybrid towing coupler", since the intermediate buffer coupler can realize both coupling modes.

[0019] On the one hand, the intermediate buffer coupler described in Figure 5 and Figure 6 can be coupled to the rail vehicle. On the other hand, the coupling to a rail vehicle with a screw coupler is realized, wherein the towing hook on the coupler knuckle forms part of the screw coupler.

[0020] Since the screw coupler is designed to transmit only tensile forces, two side buffers for transmitting compressive forces are additionally provided on the rail vehicle.

[0021] For intermediate buffer couplings, the requirements for the crash safety of locomotives or rail vehicles are increased by the adoption of a new standard (standard EN 15227:2020, "Railway applications - Requirements for crash safety of railway vehicle bodies"). Compared to previous embodiments, the intermediate buffer couplings must be designed to absorb the increased impact energy or kinetic energy in order to be rated as "crash-proof". SUMMARY

[0022] The technical problem addressed by the present application is to provide a rail vehicle with an intermediate buffer coupling, by means of which a higher crash safety is achieved.

[0023] The technical problem is solved according to the application by a rail vehicle. The rail vehicle has:

[0024] - an intermediate buffer coupling, which has as elements a coupling head, a rod-shaped coupling body and a spring mechanism,

[0025] - wherein the coupling head is designed for connection with a coupling head of a further rail vehicle,

[0026] - wherein the coupling head is connected with a first side of the coupling body, and wherein a second side of the coupling body projects into the spring mechanism and is supported and fixed therein in such a way that impact or tensile forces acting on the coupling head in the operational use of the rail vehicle are elastically absorbed by the spring mechanism and transmitted to the vehicle body, the spring mechanism being connected with the vehicle body of the rail vehicle,

[0027] - has a support,

[0028] - the support is coupled with the coupling body and connected with the vehicle body,

[0029] - the support is designed to support the coupling body vertically, in order to elastically support the coupling body in the vertical direction downwards,

[0030] - the support is designed to bear the weight of the elements of the intermediate buffer coupling, in order to achieve a horizontal orientation of the intermediate buffer coupling in the operational use of the rail vehicle,

[0031] wherein it is provided that

[0032] - a crash element is arranged between the support and the vehicle body, which is connected both with the support and with the vehicle body,

[0033] - the impact element has a deformation region which is designed in such a way that, in the event of a collision, the kinetic energy which is transmitted to the impact element via the drawbar shank and via the coupled support causes the deformation region to irreversibly deform in a predefined manner.

[0034] The invention relates to a rail vehicle having an intermediate buffer drawbar.

[0035] The intermediate buffer drawbar has as elements a drawbar head, a rod-shaped drawbar shank and a spring mechanism. The drawbar head is designed for connection with a drawbar head of a further rail vehicle. The drawbar head is connected with a first side of the drawbar shank. A second side of the drawbar shank projects into the spring mechanism and is supported and fixed therein in such a way that impact forces or tensile forces acting on the drawbar head in the operational use of the rail vehicle are elastically absorbed by the spring mechanism and transmitted to the rail vehicle car, the spring mechanism being connected with the rail vehicle car.

[0036] The support is coupled with the drawbar shank and is connected with the rail vehicle car. The support is designed for vertical support of the drawbar shank in order to elastically support the drawbar shank in the vertical direction downward. Furthermore, the support is designed for taking up the dead weight of the elements of the intermediate buffer drawbar in order to achieve and ensure the horizontal orientation of the intermediate buffer drawbar in the operational use of the rail vehicle.

[0037] According to the invention, an impact element is arranged between the support and the rail vehicle car, the impact element being connected both with the support and with the rail vehicle car, which here preferably relates to a fixed, but detachable connection in each case.

[0038] The impact element has a deformation region which has the so-called "crash box" function, the kinetic energy which is transmitted to the impact element via the intermediate buffer drawbar and via the coupled support causing the deformation region to irreversibly deform in a predefined manner in the event of a collision.

[0039] In the event of a collision of the rail vehicle with a further rail vehicle, an additional stroke section is provided by the deformation region along which the deformation of the deformation region is effected.

[0040] The conversion of kinetic energy into deformation energy is thereby supported in the event of a collision.

[0041] In an advantageous further development, the impact element has a first flange, the impact element being fixedly but detachably connected with a front panel of the rail vehicle car by means of a threaded connection via the first flange.

[0042] The impact element has a second flange which is opposite the first flange, wherein the second flange is fixedly but detachably connected with the support by means of a threaded connection.

[0043] The deformation region is arranged between the first flange and the second flange. The threaded connection mentioned is designed in such a way that the crash element can be replaced after a crash situation.

[0044] In an advantageous further development, the crash element at least partially surrounds the car coupler shank, in order to be able to realize a horizontal movement of the car coupler shank (KPS) within a predetermined range, or in other words to a predetermined extent.

[0045] In an advantageous further development, the support at least partially surrounds the car coupler shank, in order to be able to realize a horizontal movement of the car coupler shank within a predetermined range.

[0046] The support is coupled with the car coupler shank. In an advantageous further development, this coupling is realized by the at least partial surrounding of the car coupler shank by the support. In the event of a crash, the car coupler shank carries out a longitudinal movement in the direction of the rail vehicle or in the direction of a car of the rail vehicle. As a result, in the event of a crash, the car coupler head is pressed onto the support. By means of the support, the relevant kinetic energy of the crash is transferred to the crash element, in order to trigger the deformation of the deformation region there.

[0047] In an advantageous further development, the spring mechanism has an energy-dissipating element, which is designed in such a way that, in the event of a crash, the kinetic energy transferred to the spring mechanism by means of the car coupler shank causes the energy-dissipating element to irreversibly plastically deform, in order to dissipate energy.

[0048] In an advantageous further development, the intermediate buffer car coupler is part of a hybrid traction car coupler.

[0049] In an advantageous further development, the support is designed as a pendulum support or as a beam support, which is arranged at least partially below the car coupler shank, respectively.

[0050] The advantage is that:

[0051] The invention enables inexpensive retrofitting of rail vehicles already in operation, in order to increase the crash safety.

[0052] The invention enables simple replacement of damaged components, in particular of the crash element, in the event of damage, and thus enables simple and fast repair.

[0053] The invention enables standardized energy dissipation, which is realized by means of irreversible energy-dissipating elements.

[0054] The invention can be used in standardized, but different intermediate buffer couplings, the construction of which is identical apart from the coupling head, or be retrofitted.

[0055] The invention can also be used in so-called "hybrid drawbar couplings", in which the correlation of the geometry of the intermediate buffer coupling to the associated side buffer must be observed.

[0056] The invention avoids a conceivable, alternative lengthening of the coupling body, which can only be realized with great difficulty because of the resulting increased lever forces and torques at the components of the intermediate buffer coupling. BRIEF DESCRIPTION OF DRAWINGS

[0057] The invention is further explained below with reference to the drawings. In the drawings:

[0058] Figure 1 The invention is shown in a first embodiment in connection with an intermediate buffer coupling with a pendulum support,

[0059] Figure 2 Reference is made to Figure 1 Details of the associated and called "crash box" crash element are shown,

[0060] Figure 3 Reference is made to Figure 1 and Figure 2 Further detail views of the elements of the invention are shown,

[0061] Figure 4 The invention is shown in a second embodiment in connection with a hybrid drawbar coupling,

[0062] Figures 5 to 8 Prior art described in the background art is shown. DETAILED DESCRIPTION

[0063] Figure 1 The invention is shown in a first embodiment in connection with an intermediate buffer coupling MPK with a pendulum support.

[0064] The intermediate buffer coupling MPK has as elements a coupling head KPK, a rod-shaped coupling body KPS, a coupling lock pin KPB and a spring mechanism FDW.

[0065] The coupling head KPK is designed for connection with a coupling head of a further rail vehicle.

[0066] The coupling head KPK is connected with a first side of the rod-shaped coupling body KPS. A second side of the coupling body, which is opposite the first side of the coupling body KPS, is movably supported and extends into the spring mechanism FDW and is guided by the spring mechanism.

[0067] The spring mechanism FDW is connected on the end END to a car body WK of a rail vehicle and contains an elastic or extendable fixing of the second end of the coupler knuckle KPS in the interior of the spring mechanism FDW.

[0068] The spring mechanism FDW is designed in such a way that a pulling or pushing force between the coupled rail vehicles acting via the coupler head KPK and the coupler knuckle KPS is absorbed and, if necessary, transmitted to the car body WK weakened.

[0069] The intermediate buffer coupler MPK is rotatably supported about a vertical axis by a coupler pin (not shown here). This ensures the force transmission between the coupled rail vehicles when driving on curves.

[0070] The intermediate buffer coupler MPK, in particular the coupler knuckle KPS of the intermediate buffer coupler MPK, is elastically and downwardly supported in the vertical direction by a support PAs, which is designed here exemplarily as a pendulum support.

[0071] By means of the pendulum support PAs it is ensured that the intermediate buffer coupler MPK is in a predetermined nominal position on the rail vehicle in the horizontal direction in the operational and uncoupled mode of the rail vehicle.

[0072] The pendulum support PAs also allows a horizontal movement of the coupler knuckle KPS within predetermined limits.

[0073] According to the invention, the pendulum support PAs is connected to a front panel FP of the car body WK of the rail vehicle by means of a crash element CB, which is referred to as "crash box".

[0074] Here, the crash element CB likewise surrounds the coupler knuckle KPS in correspondence with the pendulum support PAs, so that a vertical or horizontal movement of the coupler knuckle KPS can be realized within predetermined limits.

[0075] The intermediate buffer coupler MPK is here in the normal position, that is to say, the coupler head KPK has a predetermined distance to the pendulum support PAs with respect to the driving direction of the rail vehicle.

[0076] Figure 2 Reference is made to Figure 1 Details of the associated crash element CB are shown.

[0077] The crash element CB has a first flange FL1 by means of which the crash element CB is connected to the front panel FP and thus to the car body WK of the rail vehicle.

[0078] The collision element CB has a second flange FL2 opposite the first flange FL1. The collision element CB is connected to the pendulum support PAS via the second flange FL2.

[0079] The collision element CB also has a transverse stop QAS, which is arranged and designed in such a way that the horizontal movement of the car coupler shank KPS is limited, preferably cushioned.

[0080] The collision element CB has a deformation region DB designed for the collision situation.

[0081] The kinetic energy acting on the collision element CB in the collision situation shown below in Figure 3 causes a permanent and predetermined deformation of the deformation region DB in the collision direction, i.e. the deformation region DB is pressed (or rather pressed into) in the collision situation.

[0082] The deformation region DB provides an additional stroke section for the collision situation along which the deformation region DB is deformed. Thereby, the conversion of kinetic energy into deformation energy is supported in the collision situation.

[0083] Figure 3 Reference is made to Figure 1 and Figure 2 for further detail views of the elements of the invention.

[0084] Figure 1 An intermediate buffer car coupler MPK is shown in the normal position, wherein the car coupler head KPK has a predetermined distance to the pendulum support PAS, whereas Figure 3 a position of the intermediate buffer car coupler MPK in the collision situation is shown, wherein the collision situation occurs here, for example, parallel to the travel direction of the rail vehicle and thus essentially parallel to the horizontal orientation of the intermediate buffer car coupler MPK.

[0085] Upon collision, the collision energy acts as kinetic energy on the car coupler head KPK of the intermediate buffer car coupler MPK.

[0086] The intermediate buffer car coupler MPK is thereby forced to a longitudinal movement LBW in the direction of the rail vehicle's car body WK.

[0087] The car coupler head KPK is pressed onto or crashes onto the pendulum support PAS by this longitudinal movement LBW. The associated kinetic energy is transferred to the collision element CB, which is fixed to the car body WK or to the front panel FP of the car body.

[0088] The deformation region DB is thereby pressed together in order to provide the additional stroke section described in Figure 2 .

[0089] The kinetic energy is additionally transferred to the spring mechanism FDW via the coupler head KPK of the intermediate buffer coupler MPK.

[0090] An energy-dissipating element is arranged in the spring mechanism FDW, which is permanently plastically deformed by the kinetic energy. The kinetic energy is thereby dissipated or absorbed in the connection to the car body WK, to which the spring mechanism is fixed.

[0091] Figure 4 The application is shown in a second embodiment in connection with a hybrid drawbar GZK.

[0092] The hybrid drawbar GZK has the aforementioned intermediate buffer coupler MPK. In the region of the coupler head KPK or within the coupler head KPK, elements of a screw coupling, for example a drawbar, are arranged.

[0093] In the event of a collision, in addition to the intermediate buffer coupler MPK, a side buffer SPF is additionally required, which is designed according to the prior art and has correspondingly shaped energy-dissipating elements EVE-SPF.

[0094] The impact and thrust forces occurring in the braking of the rail vehicle in the operational mode of the rail vehicle are intercepted or transferred by the side buffer SPF of the rail vehicle.

[0095] In the event of a collision, the forces acting on the side buffer SPF exceed the preset limit value, and the energy-dissipating elements EVE-SPF are irreversibly deformed in order to counteract the collision energy or kinetic energy.

Claims

1. Rail vehicle, - having an intermediate buffer coupler (MPK) with a coupler head (KPK) as an element, a rod-shaped coupler shank (KPS) and a spring mechanism (FDW), - the coupler head (KPK) being designed for connection with a coupler head of a further rail vehicle, - wherein the coupler head (KPK) is connected with a first side of the coupler shank (KPS) and wherein a second side of the coupler shank (KPS) projects into the spring mechanism (FDW) and is supported and fixed therein in such a way that impact or tensile forces acting on the coupler head (KPK) in the operational run of the rail vehicle are elastically absorbed by the spring mechanism (FDW) and transmitted to a car body (WK) of the rail vehicle, the spring mechanism being connected with the car body (WK) of the rail vehicle, - having a support (PAS), - the support being coupled with the coupler shank (KPS) and connected with the car body (WK), - the support being designed for vertically supporting the coupler shank (KPS) in order to elastically support the coupler shank in the vertical direction downwards, - the support being designed for taking up the weight of the elements of the intermediate buffer coupler (MPK) in order to achieve a horizontal orientation of the intermediate buffer coupler (MPK) in the operational run of the rail vehicle, characterized in that - a crash element (CB) is arranged between the support (ABS) and the car body (WK), the crash element being connected both with the support (ABS) and with the car body (WK), - the crash element (CB) has a deformation region (DB) which is designed in such a way that, in the event of a crash, the kinetic energy transmitted to the crash element (CB) by the coupler shank (KPS) and by the coupled support (PAS) causes the deformation region (DB) to irreversibly deform in a predetermined manner.

2. Rail vehicle according to claim 1, characterized in that - the crash element (CB) has a first flange (FL1) with which the crash element (CB) is fixedly but detachably connected with a front panel (FP) of the car body (WK) by means of a threaded connection, - the crash element (CB) has a second flange (FL2) which is opposite the first flange, - the deformation region (DB) is arranged between the first flange and the second flange, - the second flange (FL2) is fixedly but detachably connected with the support (PAS) by means of a threaded connection, - the threaded connection is designed in such a way that the crash element (CB) can be replaced after a crash, - the crash element (CB) at least partially surrounds the coupler shank (KPS) in order to be able to achieve a horizontal movement of the coupler shank (KPS) within a predetermined range, - the support (PAS) at least partially surrounds the coupler shank (KPS) in order to be able to achieve a horizontal movement of the coupler shank (KPS) within a predetermined range. - wherein, ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ 3. A rail vehicle according to claim 1, characterised in that ​ 4. Railway vehicle according to one of claims 1 to 3, characterized in that ​ 5. Railway vehicle according to claim 4, characterized in that - the coupling of the support (PAS) to the drawbar shank (KPS) is effected by the at least partial encircling of the drawbar shank (KPS) by the support (PAS), - such that in the event of a collision the drawbar shank (KPS) carries out a longitudinal movement (LBW) in the direction of the railway vehicle or in the direction of a wagon (WK) of the railway vehicle, thereby pressing the drawbar head (KPK) onto the support (PAS) and transferring the relevant kinetic energy of the collision to the collision element (CB) via the support (PAS) in order to trigger the deformation of the deformation zone (DB) there.

6. A rail vehicle according to claim 1, characterised in that The spring mechanism has an energy-dissipating element which is designed such that in the event of a collision the impact energy transferred to the spring mechanism (FDW) by the drawbar shank (KPS) causes the energy-dissipating element to irreversibly plastically deform in order to dissipate energy.

7. A rail vehicle according to claim 1, characterised in that The intermediate buffer drawbar (MPK) is part of a hybrid towing drawbar (GZK).

8. A rail vehicle according to claim 1, characterised in that The support (PAS) is designed as a pendulum support or as a beam support, which pendulum support or beam support is arranged at least partially below the drawbar shank (KPS), respectively.

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