Frame unit for coupling device of rail-guided vehicle and coupling device having such frame unit

Abstract

The utility model relates to a frame unit (1) of a coupler device for a rail guided vehicle and the coupler device with the frame unit (1). The frame unit (1) has a housing region (4), which is designed on a front first end region (2) of the frame unit (1) and is suitable for at least regionally accommodating a coupling closure of an automatic or semi-automatic traction coupling. The frame unit (1) also has a directional hinge region (5), which is designed on a second end region (3) of the frame unit (1) opposite the first end region (2) and by means of which the frame unit (1) can be connected in an articulated manner to a bearing block of the carriage of the rail-guided vehicle or to a traction / damping device mounted in the carriage of the rail-guided vehicle. Furthermore, a carrier region (6) is provided which connects the housing region (4) to the directional hinge region (5). According to the utility model, the frame unit (1) is provided with an overall single-block structure, and the shell area (4), the directional hinge area (5) and the carrier area (6) are jointly designed in a one-piece mode.

Description

Technical Field

[0001] The present utility model generally relates to rail-guided vehicles and in particular to rail vehicles. Specifically, the present utility model relates to a coupler device for rail-guided vehicles, in particular for rail vehicles, which includes an automatic draw coupler. The present utility model particularly relates to an automatic draw coupler for a freight car body of a rail vehicle. Background Art

[0002] Such an automatic draw coupler is used to couple vehicles or car bodies of rail vehicles. The draw coupler must also have a high operating safety in cold or humid environments. The draw coupler usually has a reset device, which ensures the persistent intermediate adjustment function of the corresponding draw coupler in the uncoupled state. Now when two vehicles are traveling together, the coupler heads of the draw couplers come into contact with each other, are centered, and automatically establish a reliable mechanical connection of the draw coupler.

[0003] Disconnection can be carried out remotely from the vehicle or manually directly at the corresponding draw coupler. The device for automatic disconnection unlocks the coupling lock, and once the vehicles are traveling separately from each other, the draw coupler should be ready for coupling again.

[0004] A draw coupler of the aforementioned type is known, for example, from the patent document DE 102019114236 A1. Such a draw coupler specifically has a coupler rod and a coupler head carried by the coupler rod, wherein the coupler rod extends axially from the joint end to the coupler head and is pivotally supported in a bearing housing in the region of the joint end.

[0005] The connection of the coupler head to the coupler rod is conventionally designed as a sleeve joint, which forms a detachable disconnection site.

[0006] However, such a sleeve joint has disadvantages in terms of weight, cost, and structural space.

[0007] The patent document DE 102019100613 A1 relates to a draw coupler head having a coupler housing for accommodating mechanical and / or pneumatic coupling elements, such as a tapered coupler, a coupler adjuster, an air coupler joint, etc. The draw coupler head has a coupler rod, which includes a coupler hole, a drawbar, or other coupling joints, correspondingly for accommodating a coupler pin, a coupler bow, or other similar coupling joints. Herein, it is provided that the coupler rod is designed to be integrally connected to the coupler housing.

[0008] The patent document EP 2093123 A1 relates to a support device for a coupler rod that vertically supports a coupler. The coupler rod is pivotally hinged to the car body frame in the vertical direction through a bearing housing. The support device contacts the coupler rod through a support portion. Among them, the support device has a holding member coupled to the support portion, and the holding member is fixed to the car body frame of the vehicle. In order to enable the intermediate buffer coupler to retract unhindered towards the car body direction in the event of a collision, it is proposed in EP 2093123 A1 that the holding member has a connecting element, and the support portion is connected to the holding member through the connecting element. The connecting element defines a rotation axis, and the support portion can rotate relative to the connecting element around the rotation axis. In addition, at least one shear element is provided, which connects the connecting element and the support portion, and the shear element is designed to cut off when the torque transmitted from the support portion to the connecting element through at least one shear element exceeds a predetermined or determinable value, so as to allow the support portion to rotate relative to the connecting element.

[0009] The patent document DE 102013218156 A1 relates to a coupler head for an intermediate buffer coupler of a connectable vehicle, which has a coupler head housing and an end plate that closes the coupler head housing at the end side and is detachably connected to the coupler head housing. Among them, the coupler head housing has a first joint area for coupling with the end plate and a second joint area for establishing a connection with the coupler rod. In particular, it is stipulated here that the coupler head housing is integrally designed as a forging member. Among them, the first joint area on the coupler head housing is formed by at least two contact surfaces arranged separately from each other, and the contact surfaces are used to at least indirectly support on partial surfaces of the end plate. And the coupler head housing is connected to the end plate through a friction fit connection in the first joint area.

[0010] The patent document DE 102019114236 A1 relates to a drawbar coupler having a lubrication device, which includes at least one lubricant source and at least one lubricant pipeline connected to the lubricant source in a lubricant-conducting manner, for lubricating contact parts and / or moving parts in the drawbar coupler. In this drawbar coupler, in particular, different lubricant sources are provided for different contact parts and / or moving parts, and each has a lubricant pipeline connected to the lubricant source. Summary of the Utility Model

[0011] The technical problem to be solved by the present utility model is to provide an optimized coupler device, especially for the car body of a rail-guided vehicle, wherein the coupler device is adjusted especially with respect to the relatively high traction loads and compression loads that occur in freight traffic, and at the same time the coupler device has the smallest possible weight.

[0012] Furthermore, in the case of a higher variant diversity, the manufacturing costs of the coupler device should also be reduced as much as possible.

[0013] This technical problem is solved in particular by the following technical solution according to the present utility model, and the technical solution relates to a frame unit of a coupler device for a rail-guided vehicle, in particular a rail vehicle.

[0014] Therefore, the present utility model particularly relates to a frame unit of a coupler (or coupling) device for a rail-guided vehicle, wherein the frame unit has a housing area designed on a first end area at the front of the frame unit, and the housing area is adapted to at least regionally accommodate a coupling locking member of an automatic or semi-automatic traction coupler.

[0015] Furthermore, the frame unit according to the present utility model has an orientation hinge area designed on a second end area opposite to the first end area of the frame unit, and the frame unit can be articulatedly connected to a bearing seat of a carriage of a rail-guided vehicle or to a traction / damping device installed in a carriage of a rail-guided vehicle through the orientation hinge area.

[0016] Finally, the frame unit according to the present utility model also has a carrier area connecting the housing area and the orientation hinge area.

[0017] The feature of the solution according to the present utility model lies particularly in that the frame unit has an overall monolithic structure, wherein the housing area, the orientation hinge area and the carrier area are jointly designed in one piece, that is, integrally.

[0018] This design or structure of the coupler device of a rail-guided vehicle provides a series of advantages over traditional coupler devices. By providing a frame unit with a monolithic design, the sleeve joint can be completely eliminated, which not only brings strength advantages but also realizes weight optimization of the coupler device. In addition, the maintenance cost for maintaining the sleeve joint used in traditional coupler devices is eliminated.

[0019] Furthermore, the present utility model enables the frame unit and thus the coupler device to have characteristics that are optimally adapted to the expected load conditions. This is particularly advantageous when the coupler device is used to connect freight carriages.

[0020] In addition, the frame unit of the coupler device can implement a modular design solution, wherein different coupler types can be formed by the same frame unit. In this regard, it is preferably provided that the frame unit does not have design structural features related only to one type of coupler. The term "design structural features related to one type of coupler" is understood to mean all important features resulting from the design structure that are common to one type of coupler and characterize the working mode of the coupler type.

[0021] The frame unit has a geometry optimized especially for the expected load variations. The frame unit is in particular a geometrically optimized, material-optimized and load-optimized design structure. The wall region of the frame unit preferably extends only in the region of the calculated force flow vector in this way, so as to form a weight- and material-optimized frame unit. Here, the region of the frame unit that is subject to a higher compressive load during the operation of the coupling device can have a greater material thickness and / or material density than the region of the frame unit that is subject to a smaller or lesser compressive load.

[0022] According to the implementation form of the frame unit according to the present utility model, the carrier region of the frame unit has at least sectionally a polygonal cross-sectional geometry, and preferably has at least a substantially rectangular cross-sectional geometry, and in particular has a cross-sectional geometry in the form of a rectangle with rounded or chamfered corners.

[0023] The advantage of this design of the carrier region is that the corner region or edge region of the carrier region, which is produced in the polygonal cross-sectional geometry, serves as a reinforcing rib. This can increase the rigidity and in particular also increase the torsional rigidity of the frame unit.

[0024] Of course, as an alternative to this, it can also be considered that the carrier region has a cross-sectional geometry in the shape of a stadium (English: disco rectangle). This is here a rectangle with rounded ends.

[0025] In principle, it is advantageous that the carrier region has at least a substantially flat underside. The term "underside" used here is understood to mean the side of the carrier region that points downwards in the intended use of the frame unit or the coupling device.

[0026] By providing a substantially flat, i.e. planar, underside, the underside can form a planar bearing portion for a support device for vertically supporting the frame unit or the coupling device.

[0027] The support device is used to vertically support the coupling rod of the central buffer coupling, and the coupling rod is pivotally articulated in the vertical direction by a traction / buffer device mounted in the carriage of the rail-guided vehicle or by a bearing seat on the carriage of the vehicle and in particular on the underframe of the carriage. For this purpose, the support device has a support portion that can come into contact with the coupling rod and a holding member connected to the support portion, and the holding member is fixed to the carriage or the underframe of the carriage.

[0028] Since the frame unit forms a planar bearing portion for the support device, a material-friendly vertical support can be achieved.

[0029] Due to the weight and also for optimizing the rigidity of the frame unit, the carrier region is preferably implemented in a hollow shape. In at least one wall region of the carrier region and preferably in the wall region defining the lower side of the carrier region and / or preferably in the wall region defining the upper side of the carrier region, at least one window region is designed, and the window region preferably has an outer periphery that is at least regionally rounded.

[0030] The outer periphery of the window region is preferably rounded in order to prevent a sudden change in the direction of the force flow vector, which could lead to structural failure.

[0031] The carrier region in particular has two opposite window regions. The opposite window regions are in particular positioned aligned or coinciding with each other.

[0032] Through at least one window region and preferably through the opposite window regions, an optimized design of the force flow of the carrier region can be achieved, wherein this design allows for a higher alternating strength and a higher static traction and compression load transmission than before. The one-piece design of the frame unit according to the present invention enables a particularly cost-effective and space-saving shape, which also optimizes the force transmission.

[0033] According to a preferred implementation form of the frame unit according to the present invention, the carrier region continuously transitions into the housing region through a transition region. Thereby, a particularly high rigidity is achieved.

[0034] The transition region between the carrier region and the housing region is preferably also implemented in a hollow shape and is thus designed to accommodate at least the components of the disconnecting device.

[0035] As in the transition to the housing region, it is preferably provided for the transition to the directional hinge region of the frame unit that the carrier region continuously transitions into the directional hinge region (Richtgelenkbereich) through a transition region.

[0036] The directional hinge region is preferably implemented as a hinge head and in particular as a UIC hinge head and has corresponding hinge holes for accommodating a vertically extending hinge pin.

[0037] Correspondingly, it is suitable that in the end region of the directional hinge region, that is, in the end region of the directional hinge region opposite to the transition region, the wall region defining the upper side of the directional hinge region and the wall region defining the lower side of the directional hinge region extend conically towards each other in order to thereby form corresponding vertically stabilizing end faces.

[0038] In order to achieve the required variety of variants, according to one aspect of the present invention, the end plate can preferably be detachably connected, in particular screwed, to the end-side end region of the housing region of the frame unit. The end plate closes the housing region of the frame unit on the end side.

[0039] Preferably in this regard, the gripping area of the coupler is defined by the end plate.

[0040] According to the implementation form in this regard, at least one such retracted area is designed in the wall area of at least one end area defining the housing area, such that when the end plate is connected to the end area on the end side of the housing area, a window area is formed. In other words, a void that is open at the edge is provided, and the void forms an opening in the assembled state of the end plate.

[0041] Furthermore, according to the design of the present invention, a window area is designed in at least one wall area of the housing area.

[0042] Regarding the material of the frame unit, there are different alternative solutions available according to the present invention.

[0043] On the one hand, it can be specified that the frame unit is made of a fiber-reinforced material, especially a glass fiber or carbon fiber material or a similar composite material. Compared with traditional metal materials, the use of these materials has many advantages, such as extremely high weather resistance and corrosion resistance, electrical insulation ability, and favorable even low noise transmission characteristics, and they have a further overall noise reduction effect during the connection process and during driving. Another advantage of using a fiber-reinforced material, especially a glass fiber or carbon fiber-reinforced material, is weight reduction, which is a key factor in the coupler device.

[0044] On the other hand, it can be specified that a frame unit made of metal is used. The frame unit can be made of, for example, a steel casting material. Common manufacturing methods are adopted here.

[0045] Particularly advantageously, the frame unit is designed as a hollow body as a whole.

[0046] The present invention also relates to a coupler device, especially for a freight car of a rail-guided vehicle, wherein the coupler device has a frame unit of the type according to the present invention as described above. In the housing area of the frame unit, the coupling locking member of an automatic or semi-automatic draw coupler is accommodated, and the end plate is connected to and especially screwed to the end area on the end side of the housing area.

[0047] The present invention will be described in more detail with reference to the accompanying drawings below. Description of the Drawings

[0048] Figure 1 An exemplary embodiment of the frame unit according to the present invention is schematically shown in an isometric view;

[0049] Figure 2 Schematically shown in a side view according to Figure 1Exemplary embodiments of the frame unit;

[0050] Figure 3 Schematically shown in a top view according to Figure 1 Exemplary embodiments of the frame unit according to the present invention; and

[0051] Figure 4 Schematically shown according to Figure 1 End-side top view of the housing area of the exemplary embodiment of the frame unit according to the present invention. Detailed description

[0052] The exemplary embodiment of the frame unit 1 according to the present invention schematically shown in the drawings represents a one-piece coupling body having an integrated directional hinge, which is adapted in particular for use in freight traffic.

[0053] In order to combine the advantages of automatic coupling and rapid manual and automatic disconnection with the requirements in freight traffic, such as structural space, weight, strength, robustness, low maintenance cost, reduced life cycle cost, force flow-optimized component design, and the ability to withstand greater dynamic and static loads (compared to passenger traffic), a design of a one-piece frame unit 1 for a coupler device is proposed.

[0054] The frame unit 1 provides a platform for implementing a coupler device that can be combined with a directional hinge conforming to the UIC523 standard, and the coupler device also enables the possibility of a greater pressure stroke without the risk of collision with other components due to an adverse sleeve connection caused by the pressure stroke of the coupler device.

[0055] By retaining the front-side interface with the end plate, not only can a cold-proof end plate be installed here, but also end plates of type 10, 130, etc. can be installed.

[0056] As shown in the figure, the frame unit 1 has a housing area 4 designed on a first end region 2 at the front of the frame unit 1, and the housing area is adapted to at least regionally accommodate the coupling locking member of an automatic or semi-automatic draw coupler.

[0057] Furthermore, the frame unit 1 has a directional hinge area 5 designed on a second end region 3 of the frame unit 1 opposite to the first end region 2, and the frame unit 1 can be articulatedly connected to a bearing seat of a carriage or a car body frame of a rail-guided vehicle or to a draw / buffer device installed in a carriage of a rail-guided vehicle through the directional hinge area.

[0058] Finally, the frame unit 1 has a carrier area 6 connecting the housing area 4 and the directional hinge area 5.

[0059] The frame unit 1 has a generally monolithic structure, wherein the housing region 4, the orientation hinge region 5 and the carrier region 6 are integrally designed together.

[0060] In the exemplary embodiment of the frame unit 1 according to the present utility model shown in the drawings, it is stipulated that the carrier region 6 has at least sectionally a rectangular cross-sectional geometry in the form of a rectangle with rounded or flattened corners.

[0061] The carrier region 6 additionally has at least a substantially flat underside, which is particularly suitable for forming a planar support portion for a support device for vertically supporting the frame unit 1.

[0062] The carrier region 6 is implemented in a hollow shape, wherein window regions 9 are designed in the wall region defining the underside of the carrier region 6 and in the wall region defining the upper side of the carrier region 6, and the window regions have a rounded outer periphery.

[0063] The carrier region 6 continuously transitions into the housing region 4 through a transition region 10. The transition region 10 is implemented in a hollow shape and is designed to accommodate at least components of a disconnecting device.

[0064] In the same way, the carrier region 6 continuously transitions into the orientation hinge region 5 through a transition region 11.

[0065] The orientation hinge region 5 is implemented as a hinge head 12 and particularly as a UIC hinge head 12, and has a hinge hole 13. In the end region of the orientation hinge region 5, the wall region 14 defining the upper side of the orientation hinge region 5 and the wall region 15 defining the lower side of the orientation hinge region 5 taper towards each other to form corresponding vertically stabilizing end faces.

[0066] It can also be seen from the drawings that in the exemplary embodiment of the frame unit 1 according to the present utility model, such a retracted region 17 is designed in the wall region of the end region defining the end side of the housing region 4, so that a window region is formed when the end plate is connected to the end region of the end side of the housing region 4.

[0067] Window regions 18 are additionally designed in the lateral wall regions of the housing region 4.

[0068] Therefore, the present utility model is characterized by adopting a monolithic frame unit 1, wherein for not only the housing region 4, but also the orientation hinge region 5 and the carrier region 6, a geometry optimized in terms of strength and weight is achieved through topological optimization. Thereby, higher static traction and compression strength as well as higher alternating strength are achieved compared to passenger transportation, and thus it can be used in the field of freight transportation.

[0069] In combination with the integrated carrier region 6 with the orienting hinge region 5, the frame unit 1 can be manufactured at low cost by omitting the housing joint, which also applies to reducing the assembly effort. Omitting the housing connection also reduces costs in terms of maintenance and service life.

[0070] Furthermore, the component safety is increased by eliminating the housing connection, since this maintenance- and safety-related interface can be omitted.

[0071] Another feature of the present utility model is the front-side opening 17 in the housing region 4. With this design, the manufacturing cost is reduced, and the discharge of water, dust, ice and snow can also be improved. Thus, in combination with the cold-proof end plate, the ice / snow entering the interior space of the housing region 4 can easily reach the outside again through the opening.

[0072] Furthermore, the transition between the housing region 4 and the carrier region 6 also provides the possibility of installing an electrical disconnect actuator. Compared with the design with a housing connection, a significantly larger interior space is formed here, which provides a position for components that can reach into the carrier region 6.

[0073] The present utility model is not limited to the embodiments shown in the drawings, but results from the overall view of all features disclosed herein.

[0074] List of reference numerals

[0075] 1 Frame unit

[0076] 2 First (front) end region

[0077] 3 Second (rear) end region

[0078] 4 Housing region

[0079] 5 Orienting hinge region

[0080] 6 Carrier region

[0081] 9 Window region of the carrier region

[0082] 10 Transition region leading to the housing region

[0083] 11 Transition region leading to the orienting hinge region

[0084] 12 Hinge head of the orienting hinge region

[0085] 13 Hinge hole of the orienting hinge region

[0086] 14 Wall region defining the upper side of the orienting hinge region

[0087] 15 Wall region defining the lower side of the orienting hinge region

[0088] 16 End faces that provide vertical stability

[0089] 17 Region that retracts at the end region on the end side of the housing region

[0090] 18 Window region of the housing region

Claims

1. A frame unit (1) for a coupling device of a rail-guided vehicle, wherein: The frame unit (1) has the following components: a housing region (4) formed on a front first end region (2) of the frame unit (1) and suitable for accommodating a coupling latch of an automatic or semi-automatic traction coupling at least in certain areas; a directional joint region (5) formed on a second end region (3) of the frame unit (1) which is opposite the first end region (2), by means of which the frame unit (1) can be connected in an articulated manner to a bearing seat of a carriage of a rail-guided vehicle or to a traction / buffer device installed in the carriage of a rail-guided vehicle; and - a carrier region (6) connecting the housing region (4) to the oriented hinge region (5), The frame unit (1) has an overall monolithic structure, wherein the housing region (4), the orientation hinge region (5) and the carrier region (6) are jointly designed in one piece.

2. The frame unit (1) according to claim 1, characterized in that The carrier region (6) has a polygonal cross-sectional geometry at least in sections, or the carrier region (6) has a stadium-shaped cross-sectional geometry.

3. The frame unit (1) according to claim 1, characterized in that The carrier region (6) has, at least in sections, a rectangular cross-sectional geometry.

4. The frame unit (1) according to claim 1, characterized in that The carrier region (6) has, at least in sections, a cross-sectional geometry in the form of a rectangle with rounded or flattened corners.

5. The frame unit (1) according to claim 1, characterized in that The carrier region (6) has a flat underside which is suitable for forming a flat support for a support device for vertically supporting the frame unit (1).

6. The frame unit (1) according to claim 1, characterized in that The carrier region (6) is hollow in shape and at least one window region (9) is formed in at least one wall region of the carrier region (6), the window region having an outer circumference which is rounded at least in regions.

7. The frame unit (1) according to claim 6, characterized in that The wall region is a wall region defining the underside of the carrier region (6) and / or a wall region defining the top side of the carrier region (6).

8. The frame unit (1) according to any one of claims 1 to 7, characterized in that The carrier region (6) transitions continuously into the housing region (4) via a transition region (10).

9. The frame unit (1) according to claim 8, characterized in that The transition region (10) is hollow and is designed to accommodate at least components of the disconnect device.

10. The frame unit (1) according to any one of claims 1 to 7, characterized in that The carrier region (6) transitions continuously into the oriented hinge region (5) via a transition region (11).

11. The frame unit (1) according to any one of claims 1 to 7, characterized in that The directional hinge region (5) is designed as a hinge head (12) and has a hinge hole (13).

12. The frame unit (1) according to claim 11, characterized in that The hinge head (12) is a UIC hinge head.

13. The frame unit (1) according to any one of claims 1 to 7, characterized in that In the end region of the orientation hinge region (5), a wall region (14) defining the upper side of the orientation hinge region (5) and a wall region (15) defining the lower side of the orientation hinge region (5) extend conically toward each other to form corresponding end faces that have a vertical stabilizing effect.

14. The frame unit (1) according to any one of claims 1 to 7, characterized in that The end plate can be connected to the end-side end region of the housing region (4).

15. The frame unit (1) according to claim 14, characterized in that In at least one wall region defining an end region of the housing region (4), at least one recessed region (17) is provided such that a window region is formed when an end plate is connected to the end region of the housing region (4).

16. The frame unit (1) according to any one of claims 1 to 7, characterized in that At least one window region (18) is formed in at least one wall region defining a housing region (4), said window region having an outer circumference which is rounded at least in regions.

17. The frame unit (1) according to any one of claims 1 to 7, characterized in that The frame unit (1) is embodied as a one-piece cast part.

18. The frame unit (1) according to any one of claims 1 to 7, characterized in that The frame unit (1) is embodied as a whole as a hollow body.

19. A connector device, characterized in that: The coupling device has a frame unit (1) according to one of claims 1 to 18, wherein a coupling latch of an automatic or semi-automatic traction coupling is accommodated in a housing region of the frame unit (1) and wherein an end plate is connected to an end region of the housing region (4) on the end side.

20. The coupling device according to claim 19, characterized in that The coupling device is for a freight car of a rail-guided vehicle.

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