Rail vehicle structure and coupling, in particular train coupling

Abstract

The invention relates to a railway vehicle structure (1) comprising an installation space (3) that is at least partially open downwards for receiving a draw and buffer device (5) with an interface (6) for connecting the draw and buffer device (5) to a coupling shaft (4.2) of a coupling (4) that can be arranged on the railway vehicle structure (1). The coupling shaft bolt (9) can be brought into operative contact by forming a connection, via a partial area of ​​the installation space (3) that can be inserted vertically through the opening in the installation space (3) and is defined by the arrangement of the interface (6) and designated as the connection area (3.1). The invention is characterized in that the locking device (15) has a locking mechanism that is at least associated with the connection area (3.1) and can be attached to the railway vehicle structure (1). The invention is characterized in that the locking device (15) has a locking mechanism that is positioned between a first and second position by a dimension outside the connection area (3.1).1) The support structure (10) comprises a geometrically arranged pivot axis pivotable and forming a contact surface for the coupling bolt (9), which is designed and arranged in such a way as to be suitable in the first position to release access to the connection area (3.1) into the installation space (3), in the second position to close the connection area (3.1) vertically downwards while supporting the connection when it is in the vertical direction and when pivoting between the first and second positions to support the coupling shaft bolt (9) when it is inserted into the installation space (3).

Description

[0001] The invention relates to a railway vehicle structure, specifically with the features according to the preamble of claim 1. The invention particularly relates to a railway vehicle structure defining an installation space for receiving a draw and buffer device. The invention further relates to a draw and buffer device, specifically with the features according to the preamble of claim 14.

[0002] Couplings in the form of train couplings for mechanically connecting two railway vehicles, especially freight wagons, are characterized by the arrangement of draw and buffer devices within the UIC-503-1 installation space. The draw and buffer device is characterized by a coupling-side interface for connection to a coupling shank. The coupling shank is either integrally formed with a coupling head that carries the coupling elements or connected to it. For this purpose, the draw and buffer device is lifted from below into a coupling installation space provided on the railway vehicle structure, in particular the underframe, and secured against falling by a mounting plate.The connection to the coupling shaft is achieved via a coupling shaft bolt, which is also inserted from below into the connection area of ​​the coupling shaft and the pulling and pushing device and is secured via a separate retaining plate that can be connected to the components that define the installation space.

[0003] In addition to this design, retaining plates with an opening for inserting the coupling shaft pin are also known, whereby the coupling shaft pin is secured by closing the opening with a separate cover-shaped element and screwing it to the retaining plate. Other designs provide a locking mechanism integrated into the housing of the drawbar and rip device for securing the coupling shaft pin. Reference is made, by way of example, to publication WO 2006 / 097239 A1 and US 4,597,499 A.

[0004] In all known designs, the coupling shaft bolt is inserted vertically from below into the connection area within the installation space, ideally using an auxiliary tool with an extension, and then the locking device is installed. The difficulty lies in removing the auxiliary tool and securing the coupling shaft bolt against its own weight. The coupling shaft bolt is then partially held manually with the help of a second person, creating a significant risk of accidents due to the bolt accidentally falling or fingers being pinched. This applies to both new installations and the replacement or conversion of coupling types.

[0005] The object of the invention is to further develop a safety device for a pulling and bumping device and the connection area, in particular the connection between a coupling shaft and the pulling and bumping device of a coupling of a rail-bound vehicle, in such a way that quick and easy assembly without the use of aids by only one person is possible while avoiding the risk of accidents.

[0006] The problem is solved according to the invention by an embodiment according to the independent claims. Further advantageous embodiments of the present invention are found in the dependent claims.

[0007] A rail vehicle structure, encompassing an installation space extending longitudinally along the railway vehicle structure and at least partially open downwards in a vertical direction for accommodating a draw and buffer device, with an interface for connecting the draw and buffer device to a coupling shaft of a coupling that can be arranged on the railway vehicle structure via a coupling shaft bolt that can be inserted vertically through the opening into the installation space and is defined by the arrangement of the interface and designated as the connection area, forming an effective connection; a securing device, at least associated with the connection area and attachable to the railway vehicle structure, for supporting and securing the draw and buffer device and, when connected, in a vertical direction relative to the railway vehicle structure; The locking device is characterized by the fact that it comprises a support structure which is pivotable between a first and second position about a geometric pivot axis arranged outside the connection area and which forms a contact surface for the coupling bolt, and which is designed and arranged in such a way as to be suitable in the first position to release access to the connection area into the installation space, in the second position to close the connection area vertically downwards while supporting the connection when it is in the vertical direction and when pivoting between the first and second position to support the coupling shaft bolt when it is inserted into the installation space.

[0008] The term "rail vehicle structure" refers to any structure consisting of one or more components or assemblies that define or delimit the installation space for accommodating and, in particular, supporting the draw and buffer gear, as well as the connection area with a coupling shaft and parts thereof. The rail vehicle structure can be a vehicle underframe, especially a car body, or a section thereof. The definition or delimitation of the installation space is achieved primarily through components, especially frame components, beams, etc.

[0009] The term "installation space" is used specifically to refer to the required area on the vehicle structure for mounting and connecting the coupling components. More precisely, "installation space" refers to the space defined in UIC-503-1. This space is defined by the interfaces between the coupling and its components and the vehicle structure, and therefore should not be understood as a completely enclosed space with closed walls. The boundaries of the installation space are defined primarily by the vehicle structure, specifically its supporting structure consisting of longitudinal and transverse beams.

[0010] A tensile and impact device is understood to be, in particular, a device that is suitable for transmitting tensile and impact forces and for damping tensile and compressive shocks.

[0011] The term coupling refers in particular to a device for mechanically connecting two adjacent rail vehicles with a complementary counter-coupling.

[0012] Geometric pivot axis refers to the geometrically conceived axis, realized or realizable via components of various designs, around which the pivoting movement takes place.

[0013] The inventive solution of using a pivotable support structure to at least indirectly support the connection between a push-pull device and a coupling shaft, in particular the coupling shaft bolt, offers several advantages. The pivotable support structure provides easy-to-handle and safe assembly support without the need for additional tools. In particular, when inserting the coupling shaft bolt, it can be guided and supported by pivoting the support structure and positioned in the connection area of ​​the installation space, especially for the connection between the coupling shaft and the push-pull device, via the support structure. Manual guiding and holding are no longer necessary, which also significantly minimizes the risk of accidents.

[0014] Furthermore, this solution also allows for the pre-installation of draw and buffer devices in the installation space, particularly if it is a standard installation space according to UIC standards, for example, when a later conversion to a different coupling type is planned without necessarily having to make a connection to the coupling type currently provided on the rail vehicle structure. The pre-installation can be carried out at a later time than the actual conversion, whereby the conversion is relatively simple: the support structure is moved into the first position, and the coupling shaft bolt is inserted to connect the interface of the draw and buffer device to the coupling shaft of the coupling type to be retrofitted. This is achieved by pivoting the support structure and securing it against the rail vehicle structure.

[0015] Furthermore, the solution according to the invention also allows for easy subsequent retrofitting, since the coupling shaft bolt can be easily removed and thus the connection at the interface can be easily dissolved and re-established.

[0016] In order to safely guide the coupling shaft bolt and position it in the connection position until the support structure is fully secured in the second position, the support structure, in an advantageous embodiment, has a device, in particular a one-hand operating device, on its side facing away from the installation space in the second position, which is arranged and designed to allow the support structure to be pivoted and held between the positions with one hand.

[0017] In a first embodiment, the one-handed operating device is integrally formed on the support structure through geometric shaping or permanently connected to it, for example by welding. This solution offers the advantage that the one-handed operating device is securely attached to the support structure.

[0018] In a second embodiment of the one-handed operating device, it can also be designed to be detachably connected to the support structure. In this case, such a device does not need to be provided for every coupling device; instead, a standard tool can be provided for standardized connection devices between the support structure and the one-handed operating device.

[0019] Regarding the connection of the support structure and, in particular, the arrangement of the geometric pivot axis, there are several possibilities. However, the pivot axis must be positioned outside the connection area and thus outside the area where the coupling shaft bolt axis is located when connected, in order to create a leverage effect on the coupling shaft bolt. The arrangement is preferably longitudinal, along the rail vehicle structure and thus along the extension of the installation space, and, when viewed in the installation position of the draw and buffer gear, spaced away from the connection area on the rail vehicle structure side. In other words, within the longitudinal extension of the draw and buffer gear, it is located downstream of the connection area. The pivot axis is arranged perpendicular to the longitudinal direction in a horizontal plane. Actuation during pivoting can therefore be easily performed from either side of the rail vehicle structure.

[0020] In a first embodiment, the geometric pivot axis located outside the connection area can be arranged on the draw and buffer assembly, in particular on a housing or housing component of the draw and buffer assembly, wherein the connection between the support structure and the rail vehicle structure in position II is designed as a connection allowing relative movement in the longitudinal direction. In this case, the draw and buffer assembly can be pre-assembled and delivered with the support structure as a single unit. Preferably, the pivot axis is arranged on a housing component located at the bottom in the installed position, in particular the lower flange of the draw and buffer assembly housing.

[0021] In a second, particularly advantageous variant, the geometric pivot axis, located outside the connection area, is positioned on the rail vehicle structure itself or on a component rigidly connected to it. Standardized support structures with correspondingly standardized connection areas on the support structure and the rail vehicle structure can be provided for differently designed draw and buffer devices.

[0022] In a first particularly advantageous embodiment, the support structure of the safety device comprises a bearing area for pivoting, a first support area for supporting the connection, in particular the coupling shaft bolt, and a fastening area for at least indirectly fastening and securing the support structure to the rail vehicle structure. The safety device further comprises at least one additional second support area for supporting the draw and buffer gear. InIn a first, particularly advantageous embodiment, the first support area and the second support area are formed by different components. This reliably separates the functions of holding and securing the draw and rim device and the coupling shaft bolt. This is especially advantageous when the draw and rim device is to remain in the installation space and only a different type of coupling is to be connected to it. InIn a particularly advantageous embodiment of this first design, the securing device comprises a retaining plate that forms the second support area and covers the downwardly open installation space in the connection area and beyond it in the longitudinal direction. This retaining plate is attached to a component of the rail vehicle structure that defines the installation space. Fastening is preferably achieved via screw connections. The retaining plate has an opening towards the connection area. The retaining plate securely prevents the draw and buffer gear from falling, but not a coupling shaft bolt that may be located in the connection area. The support structure is coupled to the retaining plate for this purpose.In particular, this includes a shaft bolt locking plate forming the first support area, which is pivotably mounted on the retaining plate about a geometric pivot axis oriented transversely to the longitudinal direction of the installation space between two positions such that, in the first position, the shaft bolt locking plate releases the opening on the retaining plate, and in the second position, it closes the opening on the retaining plate vertically downwards, thus releasing the connection area. Connecting devices for connecting the shaft locking plate to the retaining plate in the second position are provided on the retaining plate and the shaft bolt locking plate. The connecting devices can be designed and arranged such that a positive-locking or force-locking connection can be realized between the shaft locking plate and the retaining plate. Preferably, a simple connection is achieved via a locking or...A locking pin is implemented. For this purpose, the retaining plate has two areas carrying through openings, projecting from it and spaced apart from each other, between which the fastening area of ​​the support structure can be placed in the second position, wherein the fastening area has a through opening which, in the second position, assumes an alignment with the through openings of the projecting areas on the retaining plate to receive a locking pin.

[0023] In an alternative second design, the swiveling bearing is not attached to the mounting plate, but to the pulling and pushing device, and the fastening is also attached to this.

[0024] In a second embodiment, the two support areas are formed on a single component. Specifically, the support area for bracing and carrying the tension and impact device is formed on the support structure. The bearing area, the first support area, the second support area, and the fastening area are formed on a single component, in particular a plate-shaped element. In a first variant, the plate-shaped element is pivotably mounted at a first end area on the tension and impact device, in particular on a lower housing component of the tension and impact device viewed in the installation space when viewed in the installed position of the tension and impact device. The fastening area has connecting devices for fastening to a component delimiting the installation space, in particular a vehicle underframe.

[0025] In a preferred second embodiment, the bearing area, the first support area and the second support area and the fastening area are formed on a component, in particular a plate-shaped element, wherein the plate-shaped element is pivotably mounted in a first end area on a component that limits the installation space in a vertical downward direction and the fastening area has connecting devices for fastening to a component that limits the installation space, in particular a vehicle underframe.

[0026] A further, second approach is to separate the function of securing the coupling shaft bolt from the securing or holding of the draw and buffer device and to provide the vertical locking of the coupling shaft bolt only on the draw and buffer device. In this case, the function of locking the coupling shaft bolt on the draw and buffer device can be pre-assembled. According to claim 14, the draw and buffer device of a coupling that can be arranged on a railway vehicle structure is equipped with an interface for connecting the draw and buffer device to a coupling shaft of the coupling, wherein the interface comprises at least one opening oriented perpendicular to the longitudinal direction of the draw and buffer device for receiving a coupling shaft bolt that can be inserted at the interface.The coupling and buffing device is designed such that it includes a support structure forming a first support area for supporting the coupling shaft bolt. This support structure is movably mounted on the housing of the coupling and buffing device between a first position that releases the interface and a second position that covers the interface. The support structure can be locked in the second position. The locking mechanism is located directly opposite the coupling and buffing device. The coupling and buffing device generally includes at least one or more energy-absorbing devices, which are guided or mounted in a support structure referred to as the housing. The arrangement and mounting of the support structure is preferably on a housing part that, when installed in the rail vehicle structure, points vertically downwards.

[0027] InIn a first variant of this further solution approach, the support structure is mounted on the housing around a pivot axis arranged outside the interface transversely to the longitudinal direction for pivoting between the first and second positions. In In a second variant, the support structure is mounted on the tension and impact device so as to be longitudinally displaceable. In an advantageous embodiment of both variants, the support structure is secured, particularly in the longitudinal direction of the tension and impact device, preferably by a form-fit and / or force-fit connection to the housing of the tension and impact device; in particular, it can be clamped against the housing in the second position or attached to it.

[0028] According to a particularly advantageous embodiment of the second variant of the second solution approach, the support structure comprises a plate-shaped element which is slidably guided on the housing in a guide which forms a stop in the second position on one side in the longitudinal direction and holds the plate-shaped element perpendicular to the longitudinal direction, and which holds the position of the plate-shaped element in the second position by means of locking elements, in particular a locking pin which secures the plate-shaped element in the second position and which can be attached to the housing of the pull and push device.

[0029] For a rail vehicle structure with an installation space extending longitudinally and at least partially open downwards in the vertical direction for receiving such a draw and buffer device according to the second solution approach, with an interface for connecting the draw and buffer device to a coupling shaft of a coupling that can be arranged on the rail vehicle structure via a coupling shaft bolt that can be inserted vertically through the opening into the installation space and is defined by the arrangement of the interface and designated as the connection area, forming an effective connection, the securing device comprises, in addition to the support structure for the coupling shaft bolt provided on the draw and buffer device for supporting and securing the draw and buffer device, a further component.a mounting plate that can be assigned to the installation space in the arrangement area of ​​the draw and buffer device and that can be attached to the rail vehicle structure.

[0030] The aforementioned solutions according to the invention are particularly advantageous for the possible pre-installation of draw and buffer devices in a railway vehicle structure, where the assembly into a draw coupling, especially a center buffer coupling, takes place with a time offset. In particular, when the connection between a coupling shaft, which has an interface at its free end for connecting to an interface of a draw and buffer device arranged in the installation space of a railway vehicle structure, is to be established, the connection between the coupling shaft and the draw and buffer device can be established and secured very quickly, easily, and without the risk of injury from holding the coupling shaft bolt.

[0031] The invention will be explained below with the aid of figures. The figures show, in detail: Fig. 1a a first particularly advantageous embodiment of a safety device in a railway vehicle structure in position II of the support structure in a view on the longitudinal direction of the railway vehicle structure Fig. 1b a first particularly advantageous embodiment of a safety device according to Figure 1a in a railway vehicle structure in position I of the support structure Figure 1c An embodiment of the safety device in a railway vehicle structure in a view from below. Figure 2a shows a second variant of a second design with integral formation of the first and second support area of ​​the safety device with the swivel axis arranged on the rail vehicle structure Figure 2bshows a first variant of a second version with integral design of the first and second support area of ​​the safety device with the arrangement of the pivot axis on the pulling and pushing device; Figs. 3a and 3b illustrate a safety device according to the further second solution approach with a detachable and slidably mounted support structure on the pulling and shock device.

[0032] In the Figures 1a to 1cThe diagram, in a highly simplified schematic representation based on a section of a view of a rail vehicle structure 1, in particular the underframe of a car body of a rail-bound vehicle 2, shows the installation space 3 for arranging and storing a section of a coupling 4 for at least mechanically connecting the rail-bound vehicle 2 with a complementary counter-coupling (not shown) of an adjacent rail-bound vehicle to couple with it, forming a train consist. To clarify the individual directions, an example coordinate system is provided, the directional information of which is retained for the subsequent figures.The X-direction defines the longitudinal direction of the coupling 4, which, in its installed state, coincides with the longitudinal direction of the individual rail vehicle 4 and thus, when coupled to an adjacent rail vehicle, with the longitudinal direction of the resulting train consist. The Y-direction describes the lateral direction and thus the direction perpendicular to this in the transverse direction of the rail vehicle 2. The Z-direction describes the vertical direction, which, in the installed position of the coupling and buffer device 5, coincides with the vertical direction of the rail vehicle 2.

[0033] The installation space 3 preferably corresponds to a space defined according to UIC standard 530-1 and provided on the underframe of the rail vehicle 2. This space extends longitudinally along the rail vehicle 2 to accommodate a draw and buffer device 5 of the coupler 4 and its coupling or connection with the other coupler components of the coupler 4. It is further characterized by extensions perpendicular to the longitudinal direction, particularly in the lateral and vertical directions. The installation space is defined as a free space and is generally not enclosed or bounded by a completely enclosed housing or closed walls, but rather by components of the rail vehicle structure 1, in particular the underframe. These components include, for example, beams, frame components, crossbeams, etc. The coupler 4 further comprises a coupler head 4.1 and a coupler shank 4.2, which can be designed as a separate component or integrally with the coupling head 4.1. Such a drawbar and rim coupling device 5, viewed longitudinally, has an interface 6 forming a first connection area for connecting to a vehicle-side interface 12 of a coupling shaft 4.2 of the coupling 4, and a second interface 7 arranged at a distance from this for fastening or clamping the drawbar and rim coupling device 5 to the vehicle structure 1. The connection 13 of the drawbar and rim coupling device 5 to the coupling shaft 4.2 is made at the interfaces 12, 6 of the coupling shaft 4.2 and the drawbar and rim coupling device 5 by means of a coupling shaft bolt 9.

[0034] The installation space 3 serves to accommodate the coupling and rim assembly 5 and its connection 13 with the other coupling components, in particular the coupling shaft 4.2, via a coupling shaft bolt 9 that interacts with the first interface 6 of the coupling and rim assembly 5, the central axis of which is arranged vertically in the installed position. The installation space 3 has a sub-area which, in the unloaded and uncoupled state, corresponds to the arrangement area of ​​the connection between the coupling shaft 4.2 and the interface 6 of the coupling and rim assembly 5 and is designated as connection area 3.1. The coupling shaft 4.2, in particular the interface 12 of the coupling shaft 4.2, and the first interface 6 of the coupling and rim assembly 5 have corresponding receiving openings for the coupling shaft bolt 9, formed around axes extending in the vertical direction, which are arranged in alignment with each other to realize the connection 13.The installation space 3 on the vehicle structure 1 is typically open downwards in the vertical direction to allow the coupling shaft bolt 9 to be inserted vertically from below. The coupling shaft bolt 9 and parts of the draw and buffer assembly 5 are then secured against falling out vertically by means of appropriate locking devices 15 against the rail vehicle structure 1.

[0035] According to the invention, to simplify assembly, a locking device 15 in the form of a combined assembly aid and holding device is provided, which assists in inserting the coupling shaft bolt 9 into the connection area 3.1 in the installation space 3 and serves to secure at least the connection 13, in particular the coupling shaft bolt 9, against falling out of the installation space 3 in the vertical direction. The locking device 15 comprises a support structure 10 that is pivotable between a first and second position I, II about a geometric pivot axis S arranged outside the connection area 3.1 and forms a first support area 16 with a contact surface 8 for the coupling shaft bolt 9. This support structure is designed and arranged such that, in the first position I, it provides access to the connection area 3.1. to release within the installation space 3 and, in the second position II, to close the installation space 3 in the area of ​​the connection area 3.1 in a vertical downward direction, supporting the connection 13 if it is present in a vertical direction. When pivoting between the first and second positions I, II, the coupling shaft bolt 9 can be supported and guided by the contact surface 8 for insertion into the installation space 3. The locking device 15 further comprises at least one additional second support area 17 for supporting the pulling and pushing device 5.

[0036] The in the Figures 1a to 1cThe particularly advantageously designed safety device 15 shown is configured such that the functions of the first and second support areas 16, 17 are separate and preferably implemented with different components. For this purpose, the safety device 15 comprises a retaining plate 18 forming the second support area 17 and covering the installation space 3, which is open vertically downwards in the connection area 3.1 and extends longitudinally beyond it. This retaining plate is attached to a component of the rail vehicle structure 1 that defines the installation space 3 and has an opening 19 for releasing the connection area 3.1. The attachment is effected, for example, on two frame components, in particular beams, that define the installation space 3 and extend longitudinally within the rail vehicle structure 1. The attachment is preferably detachable via appropriate connecting devices 29, for example, screw connections.Other configurations are conceivable. The connecting devices 29 are shown in a view from below as shown. Figure 1c Preferably distributed evenly along the longitudinal extent of the retaining plate on both sides of the connection area 3.1. The side of the retaining plate 18 facing the installation space 3 forms, in particular, a contact surface for supporting the tension and impact device 5. The support structure 10 is associated with the retaining plate 18 in such a way that it is suitable for cooperating with the opening 19 to close it and, if necessary, to guide a coupling shaft bolt 9.

[0037] The support structure 10 comprises a shaft bolt locking plate 20 forming the first support area 16, which is mounted on the retaining plate 18 about a geometric pivot axis S oriented transversely to the extent of the installation space 3 in the longitudinal direction between two positions I,The shaft bolt locking plate 20 is pivotably mounted such that in the first position I, it releases the opening on the retaining plate 18, and in the second position II, it closes the opening 19 on the retaining plate 18 vertically downwards, thus releasing the connection area. For this purpose, a bearing area 22 is provided on the shaft bolt locking plate 20 for pivoting the shaft bolt locking plate 20 relative to the retaining plate 18, in which the corresponding devices and means for bearing are arranged. Preferably, the bearing is achieved via a pivot connection, in particular a hinge connection, on the retaining plate 18, which describes the pivot axis S. The arrangement of the pivot connection, in particular the pivot axis S describing it, is located outside the connection area 13, preferably downstream of the connection area 3.1 in the direction of the vehicle when viewed in the longitudinal direction of the installation space 3.1.To hold the shank bolt locking plate 20 in the second position relative to the installation space 3, devices 23 for creating a connection 21 between the shank locking plate 20 and the holding plate 18 in the second position II are provided on the retaining plate 18 and the shank bolt locking plate 20. The arrangement of the devices 23 on the shank locking plate 20 defines a fastening area 24 on it. The fastening area 24 is spaced apart from the bearing area 22, in particular offset from each other in the longitudinal direction in the installed position. The devices 23 on the shank locking plate 20 and the retaining plate 18 are located upstream of the connection area 3.1 when viewed in the longitudinal direction of the installation space 3.

[0038] The connection 21 can be positive-locking or force-locking. In the simplest case, projections with through-openings are provided on the retaining plate 18 on both sides of the connection area 3.1 and thus on both sides of the opening 19. These projections align with a through-opening in the fastening area 24 of the shaft bolt locking plate 20 in the second position II of the support structure 10, and a locking bolt can be inserted through these projections to create a positive-locking connection 21. This type of connection is described in the Figures 1a to 1c This clarifies things. Other interpretations are conceivable.

[0039] The Figure 1a The safety device 15 with support structure 10 in position II is illustrated. Figure 1b demonstrates using an example from Figure 1a The functionality for realizing connection 13 is described by omitting some components. Figure 1cThe locking device 15 is shown in a bottom view during pivoting between position I and position II. The coupling shaft bolt 9 is visible as it is inserted through the opening of the retaining plate 18 into the connection area 3.1 in the installation space 3. The support structure 10, with its contact surface 8, assists in guiding the coupling shaft bolt 9 during pivoting between positions I and II. II.

[0040] They show Figures 1a to 1c A design with separate assignment of first and second support areas 16, 17 on different components illustrates the Figures 2a and 2bAn embodiment with the support areas 16, 17 of the safety device 15 integrally formed on a component, preferably in the form of a pivotably mounted plate-shaped element 25. This element also has a bearing area 22 for pivoting about a pivot axis S and a fastening area 24 for attaching it to the rail vehicle structure 1 in position II to hold it in place. The first and second support areas 16, 17 are formed by a surface on a plate-shaped element 25. This plate-shaped element corresponds to the shank bolt locking plate 20, which also assumes the function of the retaining plate 18. The pivoting mounting is carried out according to Figure 2aon the rail vehicle structure 1, in particular one or more frame elements limiting the installation space, preferably on the underside of one or two longitudinal beams outside the connection area 3.1, in particular downstream of this in the direction of the rail vehicle structure.

[0041] The formation of the connection 21 between the support structure 10 and the rail vehicle structure 1 can be carried out analogously, as in the Figures 1a to 1cAs described, this is carried out. For this purpose, corresponding devices 23 are provided, describing a fastening area 24 on the plate-shaped element 25, which interact with devices 23 on the rail vehicle structure to form the connection 21. Other embodiments are also conceivable. The fastening area 24 is also arranged at a distance from the bearing area 22, in particular offset from each other longitudinally in the installed position. The devices 23 are arranged longitudinally in the installation space 3 in position II of the support structure 10, upstream of the connection area 3.1.

[0042] The connection 21 can also be positive-locking or force-locking. In the simplest case, however, the details are as follows: Figure 2anot shown - on the rail vehicle structure 1, on both sides of the connection area 3.1 and thus on both sides of the downwardly open design of the installation space 3, projections are provided on the components of the rail vehicle structure 1, in particular beams, which have through openings, which are aligned with a through opening in the fastening area 24 of the plate-shaped element 25 in the second position II of the support structure 10 and through which a locking bolt can be inserted to realize a positive locking connection 21.

[0043] In contrast, it shows Figure 2bAn alternative arrangement of the pivot axis S on the draw and buffer device 9, in particular a housing part thereof. However, since the draw and buffer device undergoes deformation during operation and under load, and the position of the pivot axis S can thereby shift longitudinally relative to the rail vehicle structure 1, this relative movement must also be represented in the connection 21. This is achieved by forming one of the through-openings of the devices 23 on the rail vehicle structure 1 or on the plate-shaped element 25, which takes over the function of the retaining plate 18, as an elongated hole.

[0044] In all embodiments, the support structure 10 preferably includes an operating device 30 arranged on the side facing away from the installation space 3 for manually actuating or pivoting the support structure.

[0045] Figures 3a and 3bFigure 1 illustrates an alternative embodiment of an easily detachable support structure 10, although the aspect of assembly support for the coupling shaft bolt 9 is only partially provided. The support structure 10 for securing the coupling shaft bolt 9 is not pivotable here, but rather slidable between a first position that releases the connection area 3.1 and a second position that closes this area downwards and supports the coupling shaft bolt 9 on the tension and impact device 9, in particular a housing part. Figure 3a shows the support structure 10 in position II and the Figure 3b in position I.

[0046] The training for safety device 15 is carried out analogously to Figure 1with the functions of supporting the coupling shaft bolt 9 and the draw and buffer device 5 being separated by means of different components. The locking device comprises a support structure forming a first support area for the coupling shaft bolt, which is arranged and mounted directly on the draw and buffer device 5. The locking device 15 further comprises a retaining plate 18, which supports the draw and buffer device 5 by forming a second support area 17 and covers the installation space 3 in the connection area and beyond downwards. The retaining plate 18 is attached to the rail vehicle structure 1, preferably by bolting. The retaining plate 18 thus supports and secures the draw and buffer device 5 in the vehicle underframe. The support structure 10, however, is slidably mounted on the draw and buffer device 5.This guide is preferably positively guided in a groove-shaped geometry on the underside of the housing of the tension and impact device 5, which faces downwards in the installed position. The guide 28 on the tension and impact device supports the support structure 10 and thus the bolt locking mechanism in the vertical load direction. The guide 28 is further designed with a stop for the support structure 10 that acts on one side in the longitudinal direction. The guide 28 is particularly advantageously formed at least partially, preferably completely, integrally with the housing of the tension and impact device. It can be formed on or molded into the housing. In the illustrated case, the guide 28 comprises two areas which, viewed in the longitudinal direction of the tension and impact device 5, are arranged on both sides of the first interface 6 on the housing.The first area forms at least one area for axial guidance on the housing, the second area, which in the illustrated case is located in the installation position of the first interface 6 of the pull and push device 5, forms in addition to a guide area also a stop for positioning the support structure 10 in the second position II, which covers the interface 6.

[0047] It would also be conceivable to form the stop from a separate component that can be arranged on the housing of the draw and push device.

[0048] The support structure 10 comprises a plate-shaped element 27 in the form of a locking plate. The locking plate is held in the second position II by a locking pin 31, which is arranged transversely to the load direction. For this purpose, an L-shaped bend in the locking plate serves as a support geometry and abutment for the locking pin 31. In the second position, the locking plate rests against the axial stop formed by the guide 28 in the second guide area and is held in this position by the arrangement of the locking pin behind the bend, preferably clamped between the second guide area and the locking pin. Holding in the second position II can also be achieved with play, i.e., permissible axial movement of the locking plate in the longitudinal direction within a predefined tolerance range. The crucial factor is that secure support of the coupling shaft bolt 9 is possible in the second position II.It is also conceivable to use a screw locking mechanism or a combination of form and force locking for securing the support structure 10 to the housing of the pulling and pushing device 5.

[0049] The bolt locking mechanism is designed for one-handed operation, thus simplifying the installation of the coupling shaft bolt. Once the coupling shaft bolt 9 has been positioned in connection area 3.1 and in operative connection with interfaces 6 and 12 of the tension and impact device 5 and the coupling shaft 9, it is held in position II by sliding the locking plate and no longer needs to be manually guided against the force of gravity. Installation is carried out in the following steps: 1) Position the coupling shaft bolt 9 in connection area 3.1 in the installation space. 2) Move the support structure 10, in particular the locking plate 27, axially into position II and secure the coupling shaft bolt 9 in the installation position. 3) Secure the support structure 10, in particular the locking plate, positively against the housing of the pull and push device 5 with the transverse or locking bolt.

[0050] The mounting plate 18 is then installed.

[0051] The expansion is carried out in reverse order.

[0052] The tensile and impact device 5 can be designed in various ways in all embodiments shown in the figures, but it comprises at least a supporting structure 11 and at least one or more energy-absorbing devices 14, which are at least indirectly arranged or aligned with this structure. There are numerous possibilities regarding the design, arrangement, and operation of the individual or multiple energy-absorbing devices. The design depends on the specific operational requirements. The individual energy-absorbing devices can be arranged in series or parallel to one another. Furthermore, the individual energy-absorbing devices can be designed to be effective in only one direction of force application—either the tensile force direction or the impact force direction—or in both directions.The effectiveness of multiple energy-absorbing devices can be achieved in series, sequentially with a time offset, or in parallel. These energy-absorbing devices can be spring devices, particularly spring assemblies, hydraulic damping devices, particularly hydrostatic damping devices, deformation tubes, etc. The tension and impact device can include up to five energy-absorbing devices of the same type with the same or different designs, or of different types and / or designs.

[0053] Energy consumption can include reversible or irreversible energy consumption ranges. Reference symbol list

[0054] 1 Rail vehicle structure 2 Rail-bound vehicle 3 Installation space 3.1 Connection area 4 Coupling, train coupling 4.1 Coupling head 4.2 Coupling shaft 5 Draw and buffer device 6 First interface forming the first connection area 7 Second interface 8 Mounting surface 9 Coupling shaft bolt 10 Support structure 11 Support structure, in particular housing 12 Coupling shaft interface 13 Connection coupling shaft / draw and buffer device 14 Energy absorption devices 15 Safety device 16 First support area 17 Second support area 18 Retaining plate 19 Opening in retaining plate 20 Shaft bolt locking plate 21 Connection 22 Bearing area 23 Device 24 Fastening area 25 Plate-shaped element 26 Fastening 27 Plate-shaped element 28 Guide 29 Connecting devices 30 Manual operating device 31 Locking bolt

Claims

1. Rail vehicle structure (1) comprising - an installation space (3) extending in the longitudinal direction of the rail vehicle structure (1) and at least partially open in the vertical direction downwards for accommodating a draught and impact device (5) with an interface for connecting the draught and impact device to a coupling shaft (4.2) of a coupling that can be arranged on the rail vehicle structure (4) via a coupling shaft bolt (9) which can be inserted vertically through the opening in the installation space (3) and which is defined by the arrangement of the interface (6) and designated as a connection region (3.1) of the installation space (3) and can be brought into operative connection to form a connection, - a securing device (15) assigned at least to the connection region (3.1) and attachable to the rail vehicle structure (1) for supporting and securing the draught and impact device (5) and, when the connection is present, supporting it in the vertical direction relative to the rail vehicle structure (1), characterized in that the securing device (15) comprises a support structure (10), which is pivotable between a first and a second position (I, II) about a geometric pivot axis (S) arranged outside the connection region (3.1), forms a contact surface for the coupling shaft bolt (9), and is designed and arranged in such a way as to be suitable for releasing access to the connection region (3.1) in the installation space (3) in the first position (I) and to close off the connection region (3.1) in the vertical direction downwards in the second position (II), supporting the connection when it is in the vertical direction and, when pivoting between the first and second positions (I, II), for supporting the coupling shaft bolt (9) when it is inserted into the installation space (3).

2. Rail vehicle structure (1) according to claim 1, characterized in that the support structure (10) has a device, in particular a one-hand operating device (30), on its side facing away from the installation space (3) in the second position (II), which is arranged and designed to be suitable for pivoting the support structure (10) between the positions with one hand.

3. Rail vehicle structure (1) according to Claim 2, characterized in that the one-hand operating device (30) is integrally formed on the support structure (10) by geometric shaping or is permanently connected to it.

4. Rail vehicle structure (1) according to Claim 2, characterized in that the one-hand operating device (30) can be detachably connected to the support structure.

5. Rail vehicle structure (1) according to one of Claims 1 to 4, characterized in that the geometric pivot axis arranged outside the connection region (3.1) is arranged on the draught and impact device (5), in particular a housing or housing component of the draught and impact device (5), wherein the connection (21) between the support structure (10) and the rail vehicle structure (1) is designed in the second position (II) as a connection permitting relative movement in the longitudinal direction.

6. Rail vehicle structure (1) according to one of Claims 1 to 4, characterized in that the geometric pivot axis (S) arranged outside the connection region (3.1) is arranged on the rail vehicle structure (1) or on a component firmly connected thereto.

7. Rail vehicle structure (1) according to one of Claims 1 to 6, characterized in that the support structure (10) has a bearing region (22) for pivotable bearing, a first support region (16) for supporting the connection, in particular the coupling shaft bolt (9), and a fastening region (24) for fastening to the rail vehicle structure (1).

8. Rail vehicle structure (1) according to Claim 7, characterized in that the securing device (15) has a second support region (17) for supporting the draught and impact device (5) on the rail vehicle structure (1).

9. Rail vehicle structure (1) according to Claim 7 or 8, characterized in that the first support region (16) and the second support region (17) are formed by different components.

10. Rail vehicle structure (1) according to one of Claims 7 to 9, characterized in that the securing device (15) comprises a retaining plate (18) which forms the second support region (17) and covers the downwardly open installation space (3) in the connection region (3.1) and beyond it in the longitudinal direction, which retaining plate is fastened to a component of the rail vehicle structure (1) delimiting the installation space (3) and has an opening to the connection region (3.1), and the support structure (10) comprises a shaft bolt securing plate (20), which forms the first support region (16) and which is mounted on the retaining plate (18) so that it can pivot between two positions about a geometric pivot axis (S) aligned transverse to the longitudinal direction of the installation space (3) in such a way that, in the first position, the shaft bolt securing plate (20) exposes the opening on the retaining plate (18) and, in the second position, closes the opening on the retaining plate (18) that releases the connection region (3.1) on the retaining plate (18) in the vertical direction, and connection devices (23) are provided on the retaining plate (18) and the shaft bolt securing plate (20) for connecting the shaft securing plate (20) to the retaining plate (18) in the second position (II).

11. Rail vehicle structure (1) according to Claim 10, characterized in that the connection between the retaining plate (18) and the shaft bolt securing plate (20) is force-fitting or frictionally engaged.

12. Rail vehicle structure (1) according to Claim 7 or 8, characterized in that the bearing region (22), the first support region (16) and the second support region (17) and the fastening region (24) are formed on a component, in particular a plate-shaped element (25), wherein the plate-shaped element (25) is formed in a first end region on the draught and impact device (5), in particular a lower housing component of the draught and impact device (5) when viewed in the installation position of the draught and impact device (5) in the installation space (3), and the fastening region (22) has connection devices (23) for fastening to a component delimiting the installation space (3), in particular a vehicle undercarriage.

13. Rail vehicle structure (1) according to claim 7 or 8, characterized in that the bearing region (22), the first support region (16) and the second support region (17) and the fastening region (22) are formed on a component, in particular a plate-shaped element (25), wherein the plate-shaped element (25) is pivotably mounted in a first end region on a component delimiting the installation space (3) in the vertical direction downwards, and the fastening region (22) has connecting means for fastening to a component delimiting the installation space, in particular a vehicle undercarriage.

14. Draught and impact device (5) for a train coupling (4) that can be arranged on a rail vehicle structure (1), with an interface (6) for connecting the draught and impact device (5) to a coupling shaft (4.2) of the train coupling (4), wherein the interface (6) comprises at least one opening aligned perpendicular to the longitudinal direction of the draught and impact device (5) for receiving a coupling shaft bolt (9) that can be inserted at the interface (6), wherein the draught and impact device (5) comprises a support structure (10) forming a first support region (16) of a securing device for supporting the coupling shaft bolt (9), which support structure is mounted movably on the housing of the draught and impact device (5) between a first position (I) exposing the interface (6) and a second position (II) covering the interface (6), wherein the support structure (10) can be secured in its position relative to the draught and impact device (5) in the second position (II), characterized in that the support structure (10) is mounted on the draught and impact device (5) so that it can be moved longitudinally between the first and second positions (I, II).

15. Draught and impact device (5) according to Claim 14, characterized in that the support structure (10) can be secured in the longitudinal direction of the draught and impact device (5) to the housing of the draught and impact device (5) in a form-fitting and / or frictionally engaged manner, in particular it can be braced or fastened to the latter in the second position (II).

16. Draught and impact (5) according to Claim 15, characterized in that the support structure (10) comprises a plate-shaped element (27) which is guided in a manner that allows it to be displaced on the housing in a guide (28) which forms a stop for the second position in the longitudinal direction on one side and holds the plate-shaped element (27) perpendicular to the longitudinal direction, and which determines the position of the plate-shaped element (27) in the second position by means of securing elements, in particular a locking bolt (31) securing the plate-shaped element (27) in the second position (II).

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