RAIL VEHICLE WITH CENTER BUMP COUPLING

Description

[0001] The invention relates to a rail vehicle with a central buffer coupling.

[0002] It is known to connect rail vehicles using so-called center buffer couplings. Center buffer couplings are used in passenger and freight transport and absorb both tractive forces and impact or shear forces from interconnected rail vehicles during operation. Such rail vehicles are known, for example, from DE 20 2004 014 532.

[0003] FIG 5 and FIG 6 show two views of a central buffer coupling MPK according to a known state of the art.

[0004] The central buffer coupling MPK comprises a coupling head KPK, a rod-shaped coupling shaft KPS, a coupling pin KPB and a spring mechanism FDW.

[0005] The coupling head KPK of a rail vehicle is designed for connection to a coupling head of another rail vehicle (not shown here).

[0006] The coupling head KPK is connected to a first side of a rod-shaped coupling shaft KPS. The second side of the coupling shaft, opposite the first side of the coupling shaft KPS, is movably mounted and inserted into the spring mechanism FDW and guided by it.

[0007] The spring mechanism FDW is connected at one end END to a car body (not shown here) of the rail vehicle and includes a spring-loaded or elastic fastening of the second end of the coupling shaft KPS inside the spring mechanism FDW.

[0008] The FDW spring mechanism is designed in such a way that tensile forces or compressive forces acting between the coupled rail vehicles via the KPK coupling head and KPS coupling shaft are absorbed and, if necessary, transmitted to the car body in a damped manner.

[0009] In addition, the FDW spring mechanism features energy absorption elements, for example, which absorb or convert kinetic energy acting on the FDW spring mechanism via the KPS coupling shaft in the event of a collision. In the process, the energy absorption elements undergo permanent plastic deformation.

[0010] The MPK center buffer coupling is mounted on a vertical axis via the KPB coupling pin. This ensures power transmission between the coupled rail vehicles when cornering.

[0011] The MPK center buffer coupling, or more precisely its KPS coupling shaft, is supported vertically and springily downwards by a PAS pendulum support. The PAS pendulum support ensures that the MPK center buffer coupling assumes a desired horizontal position during operational and uncoupled operation of the rail vehicle.

[0012] The PAS pendulum support is primarily used to support the dead weight of the MPK central buffer coupling when uncoupled.

[0013] The PAS pendulum support also allows horizontal movement of the KPS coupling shaft within specified limits. The PAS pendulum support is connected to the rail vehicle body via supports (not shown here).

[0014] Other designs for vertically supporting the center buffer coupling are known. For example, in a so-called "beam support," the coupling shaft of the center buffer coupling rests on a crossbeam. The crossbeam is designed to provide resilient vertical support for the coupling shaft and is connected to the car body of the rail vehicle, for example, via supports.

[0015] Alternative designs for the spring mechanism are also known. For example, the spring mechanism is integrated into the clutch shaft.

[0016] FIG 7 shows a central buffer coupling MPK7 on a rail vehicle SFZ7 including support ABS7 according to the state of the art.

[0017] FIG 8 shows a central buffer coupling MPK8 on a rail vehicle SFZ8 including support ABS8 according to the state of the art.

[0018] The MPK8 central buffer coupling shown here has a drawbar on or near its coupling head as an additional coupling element for a screw coupling. This type of MPK8 central buffer coupling is referred to as a "mixed train coupling" because it allows for two coupling types.

[0019] On the one hand, a coupling with a rail vehicle is made via the FIG 5 or FIG 6 The central buffer coupling described above enables coupling with a rail vehicle equipped with a screw coupling, with the draw hook on the coupling head forming part of the screw coupling.

[0020] Since the screw coupling is designed exclusively for the transmission of tensile forces, two additional side buffers are provided on the rail vehicle for the transmission of compressive forces.

[0021] A new standard (EN 15227:2020, "Railway Applications - Requirements for Collision Safety of Rail Vehicle Bodies") places increased demands on the collision safety of locomotives and rail vehicles. Compared to previous designs, the center buffer coupling must be designed to absorb increased impact energy or kinetic energy to be classified as "collision-safe."

[0022] It is the object of the present invention to provide a rail vehicle with a central buffer coupling with which increased collision safety is achieved.

[0023] This problem is solved by the features of patent claim 1. Advantageous further developments are specified in the subclaims.

[0024] The invention relates to a rail vehicle with a central buffer coupling.

[0025] The central buffer coupling comprises a coupling head, a rod-shaped coupling shaft, and a spring mechanism. The coupling head is designed for connection to a coupling head of another rail vehicle. The coupling head is connected to a first side of the coupling shaft. A second side of the coupling shaft extends into the spring mechanism and is mounted and secured therein in such a way that, during operation of the rail vehicle, impact forces or tensile forces acting on the coupling head are elastically absorbed by the spring mechanism, which is connected to a wagon load of the rail vehicle, and transferred to the car body.

[0026] A support is coupled to the coupling shaft and connected to the car body. It is designed to vertically support the coupling shaft, providing downward spring support in a vertical direction. Furthermore, it is designed to bear the dead weight of the elements of the center buffer coupling, thus realizing or ensuring a horizontal alignment of the center buffer coupling during operation of the rail vehicle.

[0027] According to the invention, a collision element is arranged between the support and the car body, which is connected to both the support and the car body - preferably, this is a fixed but detachable connection.

[0028] The collision element, with the functionality of a so-called "crash box", has a deformation area that is irreversibly deformed in a predetermined manner by kinetic energy that is transferred to the collision element via the central buffer coupling and the coupled support in the event of a collision.

[0029] In the event of a collision between the rail vehicle and another rail vehicle, the deformation area provides an additional path along which the deformation of the deformation area occurs.

[0030] This supports the conversion of kinetic energy into deformation energy in the event of a collision.

[0031] In an advantageous further development, the collision element has a first flange, via which the collision element is firmly but detachably connected to a front plate of the car body by a screw connection.

[0032] The collision element has a second flange which is opposite to the first flange, wherein the second flange is firmly but detachably connected to the support by a screw connection.

[0033] The deformation area is located between the first flange and the second flange. The aforementioned screw connections are designed to allow replacement of the collision element after a collision.

[0034] In an advantageous further development, the collision element at least partially encompasses the coupling shaft in order to enable a horizontal movement of the coupling shaft (KPS) to a predetermined extent.

[0035] In an advantageous further development, the support at least partially encompasses the coupling shaft in order to enable a horizontal movement of the coupling shaft to a predetermined extent.

[0036] The support is coupled to the coupling shaft. In an advantageous refinement, this coupling is achieved by at least partially enclosing the coupling shaft with the support. In the event of a collision, the coupling shaft executes a longitudinal movement toward the rail vehicle or toward the rail vehicle's car body.

[0037] In the event of a collision, the coupling head is pressed onto the support. The corresponding kinetic energy of the collision is transferred via the support to the collision element, triggering the deformation of the deformation area.

[0038] In an advantageous further development, the spring mechanism has energy absorption elements which are designed in such a way that, in the event of a collision, kinetic energy transferred to the spring mechanism via the coupling shaft irreversibly plastically deforms the energy absorption elements for energy compensation.

[0039] In an advantageous further development, the central buffer coupling is part of a mixed train coupling.

[0040] In an advantageous further development, the support is designed as a pendulum support or as a beam support, each of which is arranged at least partially under the coupling shaft. Advantages:

[0041] The present invention enables cost-effective retrofitting of rail vehicles already in operation to increase collision safety.

[0042] In the event of damage, the present invention enables easy replacement of damaged components, in particular the collision element, and thus a simple and quick repair.

[0043] The present invention enables standardized energy consumption via non-reversible energy consumption elements.

[0044] The present invention can be used or retrofitted with standardized but different central buffer couplings whose construction is identical with the exception of the coupling heads.

[0045] The present invention can also be used for so-called "mixed train couplings" in which geometric dependencies of the central buffer coupling to the associated side buffers must be observed.

[0046] The present invention avoids a conceivable alternative extension of the coupling shaft, which would be extremely difficult to implement due to the resulting increased leverage forces and torques on the components of the central buffer coupling. Character description

[0047] The invention is explained in more detail below with reference to a drawing. It shows: FIG 1 in a first example the invention using a central buffer coupling with pendulum support, FIG 2 with reference to FIG 1 Details of the associated collision element called "crash box", FIG 3 with reference to FIG 1 and FIG 2 Elements of the invention in a further detailed representation, FIG 4 in a second example the invention using a mixed train coupling, FIG 5 to FIG 8 the state of the art described in the introduction.

[0048] FIG 1 shows the invention in a first example using a central buffer coupling MPK with pendulum support.

[0049] The central buffer coupling MPK comprises a coupling head KPK, a rod-shaped coupling shaft KPS, a coupling pin KPB and a spring mechanism FDW.

[0050] The coupling head KPK is designed for connection to a coupling head of another rail vehicle.

[0051] The coupling head KPK is connected to a first side of a rod-shaped coupling shaft KPS. The second side of the coupling shaft, opposite the first side of the coupling shaft KPS, is movably mounted and inserted into the spring mechanism FDW and guided by it.

[0052] The spring mechanism FDW is connected at one end END to a car body WK of the rail vehicle and includes a spring-loaded or elastic fastening of the second end of the coupling shaft KPS inside the spring mechanism FDW.

[0053] The spring mechanism FDW is designed in such a way that tensile forces or compressive forces acting between the coupled rail vehicles via the coupling head KPK and the coupling shaft KPS are absorbed and, if necessary, transmitted to the car body WK in a damped manner.

[0054] The MPK center buffer coupling is mounted on a coupling pin (not shown here) so that it can rotate around a vertical axis. This ensures power transmission between the coupled rail vehicles when cornering.

[0055] The central buffer coupling MPK, or more precisely its coupling shaft KPS, is supported vertically and downwards in a spring-loaded manner by a support PAS, which is designed here as a pendulum support.

[0056] The PAS pendulum support ensures that the MPK central buffer coupling assumes a predetermined target position in a horizontal direction on the rail vehicle during operational and uncoupled operation of the rail vehicle.

[0057] The PAS pendulum support also allows horizontal movement of the KPS coupling shaft within specified limits.

[0058] According to the invention, the pendulum support PAS is connected to a front plate FP of the car body WK of the rail vehicle via a collision element CB referred to as a "crash box".

[0059] The collision element CB also includes the coupling shaft KPS, corresponding to the pendulum support PAS, so that the vertical or horizontal movement of the coupling shaft KPS can take place to the predetermined extent.

[0060] The central buffer coupling MKP is in a normal position here, i.e. the coupling head KPK has a predetermined distance to the pendulum support PAS in relation to the direction of travel of the rail vehicle.

[0061] FIG 2 shows with reference to FIG 1 Details of the associated collision element CB.

[0062] The collision element CB has a first flange FL1, via which the collision element CB is connected to the front plate FP and thus to the car body WK of the rail vehicle.

[0063] The collision element CB has a second flange FL2, which is opposite the first flange FL1. The collision element CB is connected to the pendulum support PAS via the second flange FL2.

[0064] The collision element CB also has transverse stops QAS, which are arranged and designed in such a way that the horizontal movement of the coupling shaft KPS is limited, preferably limited in a spring-loaded manner.

[0065] The collision element CB has a deformation area DB designed for a collision.

[0066] In the event of a collision, which is subsequently described in FIG 3 As shown, kinetic energy acting on the collision element CB causes a permanent and predetermined deformation of the deformation area DB along a collision direction - the deformation area DB is therefore depressed in the event of a collision.

[0067] The deformation area DB provides an additional path along which the deformation of the deformation area DB occurs in the event of a collision. This supports the conversion of kinetic energy into deformation energy in the event of a collision.

[0068] FIG 3 shows with reference to FIG 1 and FIG 2 Elements of the invention in a further detailed representation.

[0069] While FIG 1 the central buffer coupling MPK in the normal position, in which the coupling head KPK has a predetermined distance to the pendulum support PAS, FIG 3 now the position of the central buffer coupling MPK in the event of a collision, whereby the collision here occurs, for example, parallel to the direction of travel of the rail vehicle and thus essentially parallel to the horizontal alignment of the central buffer coupling MPK.

[0070] During the collision, the collision energy acts as kinetic energy on the coupling head KPK of the central buffer coupling MPK.

[0071] The central buffer coupling MKP is thus subjected to a longitudinal movement LBW in the direction of the car body WK of the rail vehicle.

[0072] This longitudinal movement (LBW) pushes or pushes the coupling head (KPK) onto the pendulum support (PAS). The associated kinetic energy is transferred to the collision element (CB), which is attached to the car body (WK) or its front plate (FP).

[0073] The deformation area DB is thereby compressed to FIG 2 to provide the additional route described.

[0074] The kinetic energy is additionally transferred to the spring mechanism FDW via the coupling shaft KPS of the central buffer coupling MPK.

[0075] This spring mechanism (FDW) contains energy-absorbing elements that are permanently plastically deformed by the kinetic energy. This absorbs or dissipates the kinetic energy in conjunction with the wagon load (WK) to which the spring mechanism is attached.

[0076] FIG 4 shows in a second example the invention using a mixed train coupling GZK.

[0077] The GZK mixed train coupler features the MPK central buffer coupling described above. Elements of a screw coupling, such as a drawbar, are located on or near the KPK coupling head.

[0078] When operating the screw coupling, additional side buffers SPF are required in the event of a collision. These buffers are designed according to the state of the art and have appropriately shaped energy absorption elements EVE-SPF.

[0079] Impact or shear forces that arise during braking during operation of the rail vehicle are absorbed or transmitted by the rail vehicle's side buffers SPF.

[0080] In the event of a collision, the forces acting on the SPF side buffers exceed a specified limit value, resulting in irreversible deformation of the EVE-SPF energy absorption element in order to compensate for the collision energy or kinetic energy.

Claims

1. Rail vehicle - comprising a central buffer coupling (MPK), which comprises, as elements, a coupling head (KPK), a bar-like coupling shaft (KPS) and a spring mechanism (FDW), - in which the coupling head (KPK) is configured for connection to a coupling head of a further rail vehicle, - in which the coupling head (KPK) is connected to a first side of the coupling shaft (KPS) and in which a second side of the coupling shaft (KPS) dips into the spring mechanism (FDW) and is mounted and fastened therein in such a way that, in the operative mode of the rail vehicle, impact forces or tensile forces acting on the coupling head (KPK) are elastically absorbed by the spring mechanism (FDW), which is connected to a carriage body (WK) of the rail vehicle, and are transmitted to the carriage body (WK), - comprising a support (PAS), - which is coupled to the coupling shaft (KPS) and connected to the carriage body (WK), - which is configured to vertically support the coupling shaft (KPS) in order to downwardly support it in a resilient manner in the vertical direction, - which is configured to bear the dead weight of the elements of the central buffer coupling (MPK) in order to implement a horizontal orientation of the central buffer coupling (MPK) in the operative mode of the rail vehicle, - wherein a collision element (CB) is arranged between the support (ABS) and the carriage body (WK) and is connected both to the support (ABS) and to the carriage body (WK), - wherein the collision element (CB) has a deformation region (DB) which is configured in such a way that kinetic energy, which is transmitted via the coupling shaft (KPS) and via the coupled support (PAS) to the collision element (CB) in the event of a collision, non-reversibly deforms the deformation region (DB) in a predefined manner.

2. Rail vehicle according to Claim 1, characterized - in that the collision element (CB) comprises a first flange (FL1) by way of which the collision element (CB) is firmly but releasably connected to a front plate (FP) of the carriage body (WK) by a screw connection, - in that the collision element (CB) comprises a second flange (FL2) which lies opposite the first flange (FL1), - in that the deformation region (DB) is arranged between the first flange and the second flange, - in that the second flange (FL2) is firmly but releasably connected to the support (PAS) by a screw connection, - in that the screw connections are configured in such a way that an exchange of the collision element (CB) is possible after a collision.

3. Rail vehicle according to one of the preceding claims, characterized in that the collision element (CB) at least partially surrounds the coupling shaft (KPS) so as to enable a horizontal movement of the coupling shaft (KPS) to a predetermined extent.

4. Rail vehicle according to one of the preceding claims, characterized in that the support (PAS) at least partially surrounds the coupling shaft (KPS) so as to enable a horizontal movement of the coupling shaft (KPS) to a predetermined extent.

5. Rail vehicle according to one of the preceding claims, characterized - in that, due to the at least partial surrounding of the coupling shaft (KPS) by the support (PAS), the coupling of the support (PAS) to the coupling shaft (KPS) is implemented in such a way - that, in the event of a collision, the coupling shaft (KPS) executes a longitudinal movement (LBW) in the direction of the rail vehicle or in the direction of the carriage body (WK) of the rail vehicle, and as a result the coupling head (KPK) is pushed against the support (PAS) and the associated kinetic energy from the collision is transmitted via the support (PAS) to the collision element (CB), in order to there trigger the deformation of the deformation region (DB).

6. Rail vehicle according to one of the preceding claims, characterized in that the spring mechanism comprises energy dissipation elements which are configured in such a way that impact energy, which is transmitted via the coupling shaft (KPS) to the spring mechanism (FDW) in the event of a collision, irreversibly plastically deforms the energy dissipation elements for energy compensation purposes.

7. Rail vehicle according to one of the preceding claims, characterized in that the central buffer coupling (MPK) is part of a mixed train coupling (GZK).

8. Rail vehicle according to one of the preceding claims, characterized in that the support (PAS) is in the form of a pendulum support or in the form of a beam support, which are in each case at least partially arranged under the coupling shaft (KPS).