Coupling adapter for retrofitting a rail vehicle

Abstract

The invention relates to a coupling adapter (9) for the economical retrofitting of a rail vehicle, preferably a freight wagon, with a central drawbar mounting point (4) and two lateral buffer mounting points (7) for operation with a central buffer coupling (M), wherein the coupling adapter (9) comprises the following components: - a drawbar element (10) comprising an adapter head (13), a drawbar (14) and a coupling head (15), wherein the adapter head (13) and the coupling head (15) are arranged at opposite ends of the drawbar (14), - a coupling bridge (11) with two end mounting sections (16) for connection with the buffer mounting points (7), - a receiving device (12) for connection with the drawbar mounting point (4), wherein the receiving device (12) and the coupling bridge (11) are slidably mounted on the drawbar (14).

Description

[0001] The invention relates to a coupling adapter for retrofitting a rail vehicle with a central train control mounting point and two lateral buffer mounting points for operation with a central buffer coupling, e.g. an automatic coupling (AC) or digital automatic coupling (DAC).

[0002] Conventional freight wagons typically feature a central drawbar, such as a screw coupling, and two laterally positioned buffers as buffers. This is referred to here as the "conventional design." As is known, the drawbar is designed solely to absorb tensile forces, and the buffers are designed solely to absorb compressive forces. Although such couplings are relatively simple in design, coupling with screw couplings is inefficient, time-consuming, and physically demanding.

[0003] For this reason, the aim in European freight transport is to replace screw couplings with center buffer couplings and, in particular, the so-called Digital Automatic Coupling (DAC). It has been decided at the European level that in the foreseeable future, only railway freight vehicles equipped with a DAC should be used. There are currently approximately 678,200 freight wagons in Europe, but only about one-third of this fleet is designed to accommodate the retrofitting of a center buffer coupling. The remaining two-thirds of the fleet would therefore have to be taken out of service.

[0004] However, it is not possible to directly attach the center buffer coupler to a freight wagon designed for a center screw coupler and side buffers, because the center buffer coupler introduces tensile and compressive forces into the center of the wagon body, for which classic wagon bodies are not designed.

[0005] The aim is to adapt freight wagons of the aforementioned conventional type in such a way that they are compatible with a central buffer coupler.

[0006] It should be noted that coupling adapters for passenger cars and transfer cars are already known, e.g. from documents EP 3 725 639 A1 and WO 2022 / 217296 A1. For both coupling adapters, height adjustability is a primary objective, as there are many different coupling heights for passenger cars, whereas this is of secondary importance for freight cars due to the standardized coupling heights.

[0007] Coupling adapters for passenger cars, as shown in documents EP 3 725 639 A1 and WO 2022 / 217296 A1, are not suitable for the aforementioned goal of modernizing European freight transport. Firstly, these coupling adapters are not designed for the forces prevalent in freight transport. Investigations have shown that these coupling adapters are only designed for approximately half the forces that must be considered in freight transport according to the design guidelines. Secondly, the specific design of these coupling adapters makes them too complex and therefore too expensive to retrofit a fleet size as specified above.

[0008] The object of the invention is therefore to provide a coupling adapter that is specifically designed for freight wagons and is also easy to manufacture, so that a large fleet of freight wagons can be economically retrofitted in a short time.

[0009] This problem is solved by a coupling adapter for retrofitting a rail vehicle, preferably a freight wagon, with a central drawbar mounting point and two lateral buffer mounting points for operation with a center buffer coupling according to claim 1. The coupling adapter comprises in particular the following components: a coupling bridge, an adapter head, a drawbar, a coupling head and a mounting device, e.g. a mounting plate.

[0010] The receiving device and the coupling bridge are mounted in a slidable manner on the drawbar.

[0011] The drawbar carries the adapter head for the center buffer coupler (DAK or AK) at one end. At the other end, it engages with the coupler head and receiving device at the conventional point of application of the tractive forces in the center of the car. This means the coupler adapter allows tractive forces to continue to be transmitted centrally between the center buffer coupler and the rail vehicle (or the car body). The coupler bridge transmits the compressive forces to the lateral mounting points of the original side buffers. This means the coupler adapter allows compressive forces to continue to be transmitted off-center between the center buffer coupler and the rail vehicle (or the car body).

[0012] The coupling adapter according to the invention has the advantage that older freight wagons, which are not inherently designed for operation with a center buffer coupler, can be equipped with the coupling adapter and subsequently operated with a center buffer coupler. In particular, it is not necessary to reinforce the wagon body with additional stiffeners, e.g., welded-on reinforcements. The coupling adapter according to the invention comprises a few, ingeniously simple components that can nevertheless be designed to be particularly robust, so that a large fleet of freight wagons can be retrofitted in a very short time.

[0013] The coupling adapter according to the invention makes it possible for an off-center pressure force transmission and a central tensile force transmission to take place simultaneously, despite the central buffer coupling.

[0014] The inventive concept of arranging two elements, the coupling adapter and the DAK or AK, directly one behind the other was by no means obvious, as this results in a greater distance between the vehicles. However, it has turned out that this disadvantage is less significant than the advantages mentioned above.

[0015] Preferably, the coupling bridge is longer than the adapter head in the transverse direction of the rail vehicle, with the mounting sections preferably being accessible from the side of the adapter head. This allows for easier mounting of the coupling adapter onto the rail vehicle, as the coupling adapter can first be fully assembled and then, via the accessible mounting sections, mounted onto the car body of the rail vehicle. Alternatively, the adapter head could also cover the mounting sections, thus providing a larger force transmission surface.

[0016] Furthermore, the coupling bridge preferably has a greater thickness in the area of ​​the mounting sections than outside of this area. In other words, the coupling bridge can have steps in the area of ​​the mounting sections to reinforce them on the one hand and to create a central gap to the car body on the other.

[0017] In a further preferred embodiment, the coupling bridge can have a convex or cylindrical contact surface, at least partially, on the side facing away from the towing device mounting point. This promotes a tilting movement of the towing element, since the contact surface of the towing element (be it the adapter head or a spring element between the coupling bridge and the adapter head) can roll on the convex or cylindrical surface.

[0018] The towing element, comprising the adapter head, the drawbar, and the coupling head, can be either a single piece or a multi-piece design. A single-piece towing element has the advantage of being free of any additional weak points, allowing it to withstand greater tensile forces. A multi-piece towing element, on the other hand, offers the advantage of simpler assembly of the coupling adapter. For example, the drawbar could be screwed to the adapter head and / or the coupling head. Usually, one screw connection is sufficient, as the exposed end of the drawbar can then be pushed through the receiving device and the coupling bridge.

[0019] As explained at the outset, the coupling adapter described herein is intended to be designed specifically for freight trains; that is, the coupling adapter is designed for a tensile force of at least 1000 kN, preferably at least 1500 kN, and for a compressive force of at least 1500 kN, preferably at least 2000 kN. To achieve these specifications, it is particularly advantageous if at least one, preferably all, of the components are forged or cast steel constructions. With the coupling adapter according to the invention, it is particularly easy to achieve these specifications, since, for a given material (e.g., forged or cast metal with appropriate alloys), only the thicknesses and diameters of the aforementioned components need to be selected by a person skilled in the art. In the case of a height-adjustable coupling adapter for passenger cars, such as...As shown in EP 3 725 639 A1, it would be virtually impossible to achieve the stated specifications due to the numerous components, which are welded constructions. In practice, the coupling adapter of EP 3 725 639 A1 could only be designed for approximately half of the stated compressive and tensile forces.

[0020] In a further preferred embodiment, the coupling adapter comprises an elastic mounting, preferably one or more spring assemblies, for the elastic mounting of the receiving device at the drawbar mounting point, for the elastic mounting of the coupling head at the receiving device, or for the elastic mounting of the coupling bridge at the buffer mounting point. In this way, the spring-like properties achievable with conventional drawbars can also be implemented in the coupling adapter according to the invention. If the coupling bridge is to be elastically mounted at the buffer mounting point, the elastic mounting comprises, for example, two spring assemblies, one of which is provided at each of the buffer mounting points.

[0021] In one embodiment, the receiving device can be designed as a single-piece receiving plate. In another embodiment, however, the receiving device can also comprise at least one mounting plate for mounting at the drawbar mounting point, a connecting piece, and a connecting part which is slidably mounted on the drawbar, wherein the connecting piece extends through the mounting plate and wherein the connecting piece and the connecting part are optionally pivotably connected about two axes by means of a joint, wherein the connecting part preferably has at least one elongated slot or other guide device in or on which the coupling head is slidably mounted. In this embodiment, the receiving device can particularly have an advantageous design to provide an elastic mounting such as a spring assembly between the connecting piece and the mounting plate.Furthermore, the receiving device can be designed to be articulated.

[0022] Furthermore, the coupling adapter preferably includes a lifting device designed to counteract the weight of the towing element and, for this purpose, is spring-loaded. The force of the spring action preferably corresponds substantially to the weight of the towing element. This allows the towing element to be moved manually, which would not be possible without the lifting device, or only with enormous effort. The lifting device can be arranged, in particular, on the coupling bridge below the towing element, especially below the drawbar, so that it is located directly on the coupling adapter.

[0023] The invention thus enables a rail vehicle with a coupling adapter according to one of the aforementioned embodiments, wherein the receiving device is connected to the train equipment mounting point and the coupling bridge is connected to the buffer mounting points.

[0024] To mount the aforementioned coupling adapter on a rail vehicle, the following steps are carried out in particular: Connecting the receiving device to the train equipment mounting point, connecting the coupling bridge to the buffer mounting points, and optionally, mounting the center buffer coupling on the adapter head.

[0025] The pulling element can be connected to the receiving device and the coupling bridge before or after the aforementioned steps. However, it is understood that a different sequence of process steps is also possible.

[0026] If the rail vehicle still has its buffers and draw gear before the aforementioned steps, the following steps can also be carried out initially: Dismantling the train equipment from the train equipment assembly point, and dismantling the buffers from the buffer assembly points.

[0027] This method enables a particularly quick retrofit of conventional freight wagons, so that they too can be equipped with a central buffer coupler.

[0028] Advantageous embodiments of the coupling adapter defined in the claims are explained in more detail below with reference to the figures. Figure 1 shows a schematic view of a car body with a draw gear and two buffers according to the state of the art. Figure 2 shows a schematic view of the car body of Figure 1 , wherein this is retrofitted with a coupling adapter according to the invention. Figure 3 shows a perspective view of the coupling adapter according to the invention. Figure 4 shows a front view of the coupling adapter from Figure 3 . Figure 5 shows a side view of the coupling adapter from Figure 3 . Figure 6 shows a sectional view of the coupling adapter from Figure 3 . Figure 7 shows the coupling adapter according to the invention under a tensile load. Figure 8 shows the coupling adapter according to the invention under pressure. Figure 9 shows a part of the coupling adapter in another variant, in a front view. Figures 10 and 11 show sectional views of the coupling adapter from Figure 9 . The Figures 12 to 15 show another embodiment of the coupling adapter in two perspective views ( Figures 12 and 13 ), a sectional view ( Figure 14 ) and a top view ( Figure 15 ). The Figures 16 and 17 another embodiment of the coupling adapter is shown in a perspective view ( Figure 16) and a sectional view ( Figure 17 ).

[0029] Figure 1 Figure 1 shows the body 1 of a conventional freight wagon. A drawbar 2 is provided centrally on the body 1, which can be connected to a drawbar of a following freight wagon. For this purpose, the drawbar 2 typically has a hook 3 for a screw coupling. Such drawbars 2 can only transmit tensile forces and, in particular, not compressive forces.

[0030] Schematically, in Figure 1A coupling device mounting point 4 is shown, at which the coupling device 2 can be coupled to the car body 1. In the illustrated embodiment, the coupling device mounting point 4 is formed by two brackets 5 and four mounting holes 5'. This allows a support bearing 2' of the coupling device 2 to be pre-positioned at the mounting holes 5', and a spring assembly of the coupling device (not shown) can be supported against the brackets 5. However, since different embodiments of the coupling device mounting point 4 are possible, the invention is not limited to a specific embodiment of the coupling device mounting point 4.

[0031] Furthermore, it shows Figure 1that two buffers 6 are attached to buffer mounting points 7 on the car body 1. The buffer mounting points 7 can, for example, be formed by four mounting holes each, into which screws 8 can be inserted, whereby, due to the chosen view, only two screws 8 per buffer mounting point 7 are visible. The relevant standards provide for four screws 8 per buffer 6, but the invention is not limited to a specific embodiment of the buffer mounting points 7.

[0032] It should be noted that the positions of the drawgear mounting point 4 and the buffer mounting points 7 are strictly standardized, particularly for freight trains, so that the mutual distance between the buffer mounting points 7 and the position of the drawgear mounting point 4 are usually known in advance. The drawgear 2 and drawgear mounting point 4 described herein can, for example, be designed as in ÖNORM EN 15566, edition 2016-11-15. The buffers 6 and buffer mounting points 7 described herein can, for example, be designed as in DIN EN 15551:2017-05.

[0033] Out of Figure 1It is further evident that, in the car bodies 1 described herein to be retrofitted, the buffer mounting points 7 are usually symmetrically arranged around a central axis of the car body 1 and are therefore spaced apart from each other in a transverse direction (which here is understood to be a horizontal direction normal to the central axis of the car body 1). The train control device mounting point 4 is located, viewed in the normal direction of travel R, at a predetermined distance in front of the buffer mounting points 7, and essentially on the aforementioned central axis.

[0034] Furthermore, the car body 1 to be retrofitted preferably conforms to EN 12663-2, edition 2010-06-01.

[0035] Figure 2 shows how the car body 1 of Figure 1The locomotive can be retrofitted with a coupling adapter 9 according to the invention in order to mount a schematically illustrated center buffer coupling M on it. The center buffer coupling M is preferably a Digital Automatic Coupling (DAK) or an Automatic Coupling (AK). It is evident that the draw gear 2 and the buffers 6 were initially removed so that the coupling adapter 9 can be mounted on the now exposed buffer mounting points 7 and the draw gear mounting point 4.

[0036] The coupling adapter 9 shall be designed in particular to be used for center buffer couplings M or car body 1 which comply with at least one of the following guidelines: UIC 522-2, 2nd edition ("Conditions for the approval of the automatic train coupler"), UIC 523, 1st edition ("Technical conditions which the automatic coupler must meet on UIC member railways and OSShD member railways in order to ensure the interaction of the couplers"), UIC 530-1, 2nd edition ("Design measures on freight wagons with a view to the introduction of the automatic coupler on UIC member railways and OSShD member railways") and / or UIC 535-2, 4th edition ("Standardization and arrangement on wagons of the steps, end platforms, gangways, handles, rope hooks and operating devices of the automatic coupler (AC), the automatic train coupler (AC), and the air shut-off valves on UIC member railway undertakings and OSShD member railway undertakings").

[0037] As especially from the Figures 3 to 6As can be seen, the coupling adapter 9 comprises three components: a pulling element 10, a coupling bridge 11, and a receiving device 12, which in the present embodiment is designed as a receiving plate. If required, shock-absorbing devices (e.g., polymer springs) can also be mounted at the interfaces of the pulling device and the shock device(s).

[0038] The towing element 10 comprises an adapter head 13, a drawbar 14, and a coupling head 15, the adapter head 13 and the coupling head 15 being arranged at opposite ends of the drawbar 14. The towing element 10, comprising the adapter head 13, drawbar 14, and coupling head 15, could be manufactured in one piece, e.g., as a casting or forging. Alternatively, the towing element 10 could also be manufactured in multiple parts, e.g., in two or three parts, with the drawbar 14 being screwed into the adapter head 13 and / or the coupling head 15.

[0039] Depending on the embodiment, the coupling bridge 11 and the receiving device 12 are positioned on the drawbar 10 such that they at least partially engage the drawbar 14. In any case, the receiving device 12 and the coupling bridge 11 are slidably mounted (i.e., slidable in the longitudinal direction of the drawbar 14) on the drawbar 14, meaning that the receiving device 12 and the coupling bridge 11 can be moved axially along the drawbar 14. The coupling bridge 11 is located directly next to the adapter head 13, and the receiving device 12 is located directly next to the coupling head 15.

[0040] The tie rod 14 typically has a circular cross-section, although it could also have a different shape. Furthermore, the tie rod 14 can be a hollow profile or a solid profile, i.e., have no internal passage, which is particularly relevant because Figure 6This is evident. For example, a solid profile can be used if the tie rod 14 is a forged or cast part.

[0041] The coupling head 15 has a larger diameter or, more generally, a larger cross-sectional area than the drawbar 14, so that the drawbar 14 can penetrate the receiving device 12 and tensile forces can be transmitted between the receiving device 12 and the coupling head 15.

[0042] The adapter head 13 also has a central mounting point M' where the center buffer coupler M can be connected to the adapter head 13. The mounting point M' can be formed by mounting holes that may be enlarged on the side facing away from the center buffer coupler M to accommodate the screw heads of screws that connect the adapter head 13 to the center buffer coupler M. This allows the adapter head 13 to be placed flat on the coupler bridge 11.

[0043] The coupling bridge 11 and the adapter head 13 are designed such that the adapter head 13 can rest on the coupling bridge 11 and that pressure forces acting on the adapter head 13 can be transmitted to the coupling bridge 11. As shown in the Figures 2 to 6 The coupling bridge 11 and the adapter head 13 can be designed as essentially identical plates, which can be the same size in the vertical direction of the car body 1. In the transverse direction of the car body 1, the coupling bridge 11 and the adapter head 13 can be essentially the same length, or the adapter head 13 could be shorter than the coupling bridge 11 as shown, thus allowing the two assembly sections 16 of the coupling bridge 11, which are explained below, to remain accessible.

[0044] The coupling bridge 11 has two end mounting sections 16 for connection to the buffer mounting points 7. The spacing of the mounting sections 16 corresponds to the spacing of the buffer mounting points 7 of the car body 1 to be retrofitted. Likewise, the shape of the mounting sections 16 usually corresponds to the shape of the buffer mounting points 7 of the car body 1 to be retrofitted, e.g., by providing symmetrical mounting holes. Since the buffer mounting points 7 and their mutual spacing are usually standardized, the spacing and shape of the mounting sections 16 also generally conform to the respective standard.

[0045] Furthermore, the coupling bridge 11 has an opening 17 through which the drawbar 14 passes. The opening 17 can be seen in a top view from Figure 4 lie completely inside the coupling bridge 11, or the opening 17 could be seen in the top view from Figure 4 to penetrate one side of the coupling bridge 11.

[0046] As shown, the coupling bridge 11 can also be reinforced at the mounting sections 16, i.e., it can have a greater thickness at the mounting sections 16 than outside of them. A step can thus be provided at each mounting section 16 to create a greater thickness locally, which can serve either to reinforce the coupling bridge 11 or to create a larger passage area for the screws 8. Furthermore, the reinforcement can also be used to create a greater distance between the coupling bridge 11 and the car body 1 outside of the mounting sections 16.

[0047] The receiving device 12 is designed to be connected to the drawgear mounting point 4. The receiving device 12 is typically plate-shaped and arranged such that its shortest length is parallel to the central axis of the car body 1. This allows the receiving device 12 to be placed, for example, against posts 5 of the drawgear mounting point 4 to transmit the tractive forces. Furthermore, a separate support device 12' can be provided to hold the receiving device 12 in the desired position. The support device 12' has, for example, holes oriented in opposite directions to any existing mounting holes 5' of the drawgear mounting point 4.

[0048] It is understood, however, that the receiving device 12 can be attached to the drawbar mounting point 4 by other suitable means. Furthermore, it should be emphasized that elastic mounting of the coupling adapter 9 can be provided at the drawbar mounting point 4. In particular, additional damping elements such as spring assemblies can be provided, for example, between the beacons 5 and the receiving device 12 and / or between the receiving device 12 and the coupling head 15.

[0049] The receiving device 12 has an opening 17' through which the drawbar 14 passes. The opening 17' can be seen in a top view from Figure 4 lie completely inside the receiving device 12, or the opening 17' could be seen in the top view from Figure 4 enforce one side of the reception facility 12.

[0050] The opening 17' of the receiving device 12 has a chamfer for receiving the coupling head 15, as shown. The chamfer is provided on the side of the receiving device 12 facing away from the coupling bridge 11. As shown, the coupling head 15 can be partially frustoconical, so that the chamfer can be correspondingly frustoconical. However, the chamfer is purely optional and can therefore be omitted.

[0051] Referring to the Figures 7 and 8 The functionality of coupling adapter 9 will now be explained. Figure 7 This shows a tensile force load occurring during acceleration of the car body 1 and the Figure 8 shows a compressive force load occurring during braking of car body 1.

[0052] If the car body 1 is as in Figure 7As the train accelerates, initial tractive forces Z1 occur at the central buffer coupler M due to the inertia of another car coupled via the central buffer coupler M. These initial tractive forces Z1 are transmitted to the car body 1 via the coupler adapter 9. Specifically, the tractive forces are transmitted via the coupler head 15 to the receiving device 12, which in turn generates secondary tractive forces Z2 between the receiving device 12 and the drawgear mounting point 4. The design of the coupler adapter 9, i.e., the fact that the coupler bridge 11 is slidably mounted on the drawbar 14, prevents the coupler bridge 11 from transmitting tractive forces to the buffer mounting points 7. This is in Figure 7The diagram schematically illustrates the potentially occurring first gap S1 between coupling bridge 11 and adapter head 13. It is understood that this first gap S1 does not necessarily have to occur and is only shown so large for illustrative purposes.

[0053] If the car body 1 is as in Figure 8 When the train is decelerated, the inertia of another wagon coupled via the center buffer coupler M causes initial compressive forces D1 to occur on the center buffer coupler M. This consequently presses the adapter head 13 onto the coupler bridge 11, resulting in second compressive forces D2 between the mounting sections 16 of the coupler bridge 11 and the buffer mounting points 7. The design of the coupler adapter 9, i.e., the fact that the receiving device 12 is slidably mounted on the drawbar 14, prevents the receiving device 12 from transmitting compressive forces to the drawbar mounting point 4. This is in Figure 8The diagram schematically illustrates the potentially occurring second gap S2 between the coupling head 15 and the receiving device 12. It is understood that this second gap S2 does not actually occur and is only shown so large for illustrative purposes.

[0054] In summary, the following points were made: Figures 7 and 8 It is evident that the coupling adapter 9 according to the invention enables the use of a center buffer coupling M, but at the same time achieves a classic power transmission as with previously used car bodies 1 with drawgear 2 and buffers 6. In particular, no tensile forces are transmitted via the buffer mounting points 7 and no compressive forces via the drawgear mounting point 4.

[0055] It should be noted here that the drawbar element 10, the coupling bridge 11 and / or the receiving device 12 do not necessarily have to have the shape shown in the Figures 2 to 8as shown. In particular, other shapes may be chosen if this is facilitated by the respective manufacturing process of the coupling adapter 9.

[0056] For example, the Figures 9 to 11 a variant which is particularly preferred when the pulling element 10 and the coupling bridge 11 are forged.

[0057] From the Figures 9 to 11 It is particularly evident that the adapter head 13 can also be designed in a plate-like shape. The coupling bridge 11 can be forged in such a way that it has a central elevation 18, i.e., a part projecting between the mounting sections 16 in the direction of the center buffer coupling M, so that the adapter head 13 can be fully received in the opening 17 of the coupling bridge 11. This also allows the connection of the center buffer coupling M to the adapter head 13 to be better protected from external influences.

[0058] To the coupling adapter of the Figures 2 to 11 To mount the coupling adapter 9 onto a car body 1, the latter is preferably assembled in a first step such that the receiving device 12 and the coupling bridge 11 are slidably mounted on the drawbar, i.e. the coupling adapter 9 is moved into the position of Figures 3 to 6If the drawbar element 10 is manufactured in one piece, the receiving device 12 and / or the coupling bridge 11 can have U-shaped holes, i.e., holes open laterally to the outside, so that the drawbar 14 can be inserted into them. Alternatively, the drawbar element could be made in multiple parts, in which case the drawbar 14 is initially pushed through the openings of the receiving device 12 and / or the coupling bridge 11, and then the coupling head 15 and / or the adapter head 13 are connected to the drawbar 14, e.g., by screws. Afterward, the receiving device 12 is connected to the drawbar mounting point 4, and the mounting sections 16 of the coupling bridge 11 are connected to the buffer mounting points 7. Furthermore, the coupling bridge 11 or the receiving device 12 could also be made in multiple parts to allow them to be mounted on the drawbar 14.

[0059] Alternatively, the receiving device 12 could initially be connected to the train equipment mounting point 4 and the mounting sections 16 of the coupling bridge 11 to the buffer mounting points 7, and afterwards the train element 10 could be connected to the receiving device 12 and the coupling bridge 11.

[0060] The Figures 12 to 15 Figures 16 and 17 each show a further embodiment of the coupling adapter 9, which also comprises a pulling element 10, a coupling bridge 11, and a receiving device 12. The embodiment of Figures 16 and 17 essentially corresponds to the embodiment of Figures 12 to 15 , whereby in the Figures 16 and 17 more details are shown. The one in the Figures 12 to 15 The coupling adapter 9 shown in figures 16 to 17 is functionally constructed in the same way as described above with regard to the Figures 2 to 11 was described, so that all variants and advantages described for the previously described versions also apply to the embodiments of the Figures 12 to 15or 16 to 17 are applicable. However, these embodiments differ in the following structural differences.

[0061] The drawbar 14 of the draw element 10 of the embodiments of the Figures 12 to 15 or 16 to 17 is significantly shorter than in the Figures 2 to 9The coupling head 15 is positioned essentially next to the coupling bridge 11 and not next to the drawbar mounting point 4. To compensate, the receiving device 12 is elongated, extending from the drawbar mounting point 4 almost to the coupling bridge 11, and can also be designed in multiple parts. As shown, the receiving device 12 can comprise a mounting plate 20, a connecting piece 21, a joint 22, and a connecting part 23. The connecting piece 21 can be rod-shaped and extend through the mounting plate 20. On the side facing away from the joint 22, the connecting piece 21 can include a stop 24 and a spring element 25 located between the stop 24 and the mounting plate 20. The joint 22 is pivotally connected to the connecting piece 21 about a vertical axis. The connecting part 23 is pivotally connected to the joint 22 about a horizontal axis.However, the joint 22 could also be omitted, so that the connecting part 23 could be pivotable on one axis or be provided as a single piece (i.e. rigid) on the connecting piece 21.

[0062] As in all the above embodiments, the receiving device 12 is also slidably mounted on the drawbar 14. In the case of the Figures 16 and 17 This is implemented by the connecting part 23 comprising a tubular recess with one or more slots 26, see e.g. Figure 16The drawbar 14 is received in the tubular recess, and a pin rigidly attached to the drawbar 14, which here forms the coupling head 15, passes through the slot 26. The slot 26 is elongated and runs parallel to the central axis of the car body or to the direction of extension of the drawbar 14, so that the pin can move within the slot 26, thereby allowing the receiving device 12 to be slidably mounted on the drawbar 14. It should be understood that this is only one example of a slidable mounting by means of which tensile forces can be absorbed, and many other solutions are structurally possible. For example, interlocking guides without a slot 26 or pin can be used to fulfill the aforementioned function. Therefore, in general, the term used is a guide device, which can be formed, for example, by the aforementioned slot 26 or pin.

[0063] Furthermore, it is shown that a spring assembly 27, or more generally a suspension, can be located on the drawbar 14, which is arranged between the coupling bridge 11 and the adapter head 13. This can also be used for all the embodiments described above.

[0064] The Figures 16 and 17 This shows that the coupling bridge 11 can have a convex or cylindrical surface on the side facing away from the drawbar mounting point 4 in the area of ​​the coupling head or the spring, which facilitates the pivoting of the drawbar 14. This can also be used for all the embodiments described above.

[0065] Returning to Figure 12A lifting device 30 is shown, which in this case is designed as two wedges arranged symmetrically around the central axis of the car body and below the drawbar 10 (for illustrative purposes, only one wedge is visible). However, the lifting device 30 need not comprise two wedges, but could also be designed as another element arranged below the drawbar 10, e.g., as a simple block. The lifting device 30 exerts a force in the direction of the drawbar 10, e.g., by being spring-loaded, and thus counteracts the weight of the drawbar 10. This allows the drawbar 10 to be manually adjusted for coupling and uncoupling by a skilled worker. The lifting device 30 can, for example, be mounted directly on the coupling bridge 11. This can also be used for all the embodiments described above.

[0066] The coupling adapter 9 described above can be used particularly for freight wagons, since, due to the small number of components, the coupling adapter 9 can be easily designed by a person skilled in the art to withstand a tensile force of at least 1000 kN, preferably at least 1500 kN, and a compressive force of at least 1500 kN, preferably at least 2000 kN. In general, however, the coupling adapter could also be used for other rail vehicles such as passenger cars.

Claims

1. Coupling adapter (9) for retrofitting a rail vehicle, preferably a freight wagon, with a central draw gear mounting point (4) and two lateral buffer mounting points (7) for operation with a centre buffer coupling (M), wherein the coupling adapter (9) comprises the following components: - a drawbar element (10) comprising an adapter head (13), a drawbar (14) and a coupling head (15), wherein the adapter head (13) and the coupling head (15) are arranged at opposite ends of the drawbar (14), - a coupling bridge (11) with two end mounting sections (16) for connection to the buffer mounting points (7) in order to transmit eccentric compressive forces between the centre buffer coupling (M) and the rail vehicle, - a mounting device (12) for connection to the draw gear mounting point (4) in order to transmit centred tensile forces between the centre buffer coupling (M) and the rail vehicle, characterised in that the mounting device (12) and the coupling bridge (11) are mounted on the drawbar (14) in a displaceable manner.

2. Coupling adapter (9) according to claim 1, wherein the coupling bridge (11) is longer in a transverse direction than the adapter head (13), wherein the mounting sections (16) are preferably accessible at the side of the adapter head (13).

3. Coupling adapter (9) according to claim 1 or 2, wherein the coupling bridge (11) has a greater thickness in the area of the mounting sections (16) than outside the area of the mounting sections (16) and / or on the side facing away from the draw gear mounting point (4), has a convex or cylindrical bearing surface at least in sections.

4. Coupling adapter (9) according to any one of claims 1 to 3, wherein the drawbar element (10) is formed in one piece.

5. Coupling adapter (9) according to any one of claims 1 to 3, wherein the drawbar element (10) is formed in multiple pieces, and wherein preferably the drawbar (14) is screwed to the adapter head (13) and / or the coupling head (15).

6. Coupling adapter (9) according to any one of claims 1 to 5, wherein the coupling adapter (9) is designed for a tensile force of at least 1000 kN, preferably at least 1500 kN, and for a compressive force of at least 1500 kN, preferably at least 2000 kN.

7. Coupling adapter (9) according to any one of claims 1 to 6, wherein at least one, preferably all, of the components are forged constructions or cast steel constructions.

8. Coupling adapter according to any one of claims 1 to 7, further comprising an elastic mounting, preferably a spring assembly, for the elastic mounting of the mounting device (12) or parts of the mounting device (12) at the draw gear mounting point (4), for the elastic mounting of the coupling head (15) on the mounting device (12) , for the elastic mounting of the adapter head (13) on the coupling bridge (11) or for the elastic mounting of the coupling bridge (11) at the buffer mounting points (7).

9. Coupling adapter according to any one of claims 1 to 8, wherein the mounting device (12) is a mounting plate.

10. Coupling adapter according to any one of claims 1 to 8, wherein the mounting device (12) comprises at least one mounting plate (20) for mounting at the draw gear mounting point (4), a connecting piece (21) and a connecting part (23) which is mounted so as to be displaceable on the drawbar (14), wherein the connecting piece (21) passes through the mounting plate (20) and wherein the connecting piece (21) and the connecting piece (23) are optionally connected in a manner that allows them to pivot about two axes by means of a joint (22), wherein the connecting piece (23) preferably has at least one guide device such as an elongated slot, in or on which the coupling head (15) is mounted in a displaceable manner.

11. Coupling adapter according to any one of claims 1 to 10, further comprising a lifting device (30) which is designed to counteract the weight force of the traction element (10) and is in particular spring-loaded for this purpose.

12. Coupling adapter according to claim 11, wherein the lifting device (30) is arranged on the coupling bridge (11) below the drawbar element (10), in particular below the drawbar (14).

13. Rail vehicle with a coupling adapter (9) according to any one of claims 1 to 12, wherein the mounting device (12) is connected to the draw gear mounting point (4), optionally by means of a support device (12'), and the coupling bridge (11) is connected to the buffer mounting points (7).

14. Method for mounting a coupling adapter (9) according to any one of claims 1 to 12 on a rail vehicle, comprising the steps: - connecting the mounting device (12) to the draw gear mounting point (4), if optionally by means of a support device (12'), - connecting the coupling bridge (11) to the buffer mounting points (7), and - optionally, mounting the centre buffer coupling (M) on the adapter head (13).

15. Method according to claim 14, comprising the following initial steps: - removing a traction device (2) from the draw gear mounting point (4), and - dismantling buffers (6) from the buffer mounting points (7).

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