Frame unit for a coupling assembly of a track-guided vehicle, and coupling assembly having a frame unit of this kind
Patent Information
- Application Number
- EP2023715068
- Authority / Receiving Office
- EP · EP
- Patent Type
- Applications
- Current Assignee / Owner
- Priority Date
- 2022-03-25
- Filing Date
- 2023-03-23
- Publication Date
- 2025-02-05
AI Technical Summary
Conventional coupling arrangements for track-guided vehicles, particularly rail vehicles, face challenges with high weight, manufacturing costs, and maintenance requirements due to shell sleeve connections, which are not optimized for the high tensile and pressure loads encountered in freight transport.
A monolithic frame unit with a housing, directional joint, and support area formed in one piece, eliminating the need for shell sleeve connections, optimizing weight, strength, and manufacturing costs, while allowing for modular design and improved load distribution.
The solution reduces weight, maintenance, and manufacturing costs while enhancing the coupling arrangement's strength and rigidity, enabling it to handle high loads and dynamic pressures, and supports a variety of coupling types with improved reliability and reduced life cycle costs.
Smart Images
Figure 1.1
Abstract
Description
[0001] FRAME UNIT FOR A COUPLING ARRANGEMENT OF A RAIL-GUIDED VEHICLE AND COUPLING ARRANGEMENT WITH SUCH A FRAME UNIT
[0002] Description
[0003] The present invention relates generally to track-guided vehicles, and in particular to rail vehicles. More specifically, the invention relates to coupling arrangements for track-guided vehicles, in particular rail vehicles, which include automatic train couplings. In particular, the invention relates to an automatic train coupling for a freight car of a rail vehicle.
[0004] Such automatic train couplings are used to couple vehicles or car bodies of a rail vehicle. The train couplings must be highly reliable, even in cold or humid conditions. Train couplings often feature reset devices that ensure a permanent centering function of the respective train coupling when uncoupled. When two vehicles are driven together, the coupling heads of the train couplings meet, center themselves, and automatically establish a secure mechanical connection between the train couplings.
[0005] Uncoupling can be performed remotely from the vehicle or manually directly at the corresponding tow coupling. An automatic uncoupling device unlocks the coupling locks, and as soon as the vehicles are driven apart, the tow couplings should be ready for coupling again. A tow coupling of the aforementioned type is known, for example, from the publication DE 10 2019 114 236 A1. This tow coupling comprises a coupling rod and a coupling head supported by the rod. The coupling rod extends in an axial direction from a connecting end to the coupling head and is pivotably mounted on a bearing block in the region of the connecting end.
[0006] Conventionally, the connection between the coupling head and the coupling rod is designed as a shell socket connection, which forms a detachable separation point.
[0007] However, such a shell socket connection has disadvantages in terms of weight, cost and installation space.
[0008] The document DE 10 2019 100 613 A1 relates to a train coupling head with a coupling housing for accommodating mechanical and / or pneumatic coupling elements such as a coupling cone, coupling funnel, air coupling connection, and the like. The train coupling head has a coupling rod comprising a coupling eye, a drawbar, or other coupling connection corresponding to the receiving of a coupling bolt, a coupling bracket, or another corresponding coupling connection. The coupling rod is designed to be connected to the coupling housing in one piece.
[0009] The document EP 2 093 123 A1 relates to a support device for vertically supporting a coupling rod of a coupling which is pivotably connected to a car body underframe via a bearing block. The support device is in contact with the coupling rod via a support, wherein the support device has a holder connected to the support, which is fastened to a car body underframe of the vehicle. In order to ensure that the central buffer coupling can be retracted towards the car body without hindrance in the event of a crash, EP 2 093 123 A1 proposes that the holder have a connecting element via which the support is connected to the holder and which defines a rotation axis about which the support can rotate relative to the connecting element.Furthermore, at least one shearing element is provided which connects the connecting element to the support and which is designed to shear off when a torque transmitted from the support via the at least one shearing element to the connecting element is exceeded, in order to allow rotation of the support relative to the connecting element.
[0010] The document DE 10 2013 218 156 A1 relates to a coupling head for a central buffer coupling for detachable vehicles, comprising a coupling head housing and a front plate that closes off the coupling head housing at the front and is detachably connected to the coupling head housing. The coupling head housing has a first connection area for coupling to the front plate and a second connection area for establishing the connection to a coupling rod. In particular, it is provided that the coupling head housing is designed as a single piece, as a forged component, wherein the first connection area on the coupling head housing is formed by at least two separately arranged contact surfaces for at least indirect support on partial surfaces of the front plate, and the coupling head housing is connected to the front plate in the first connection area via force-locking connections.
[0011] The document DE 10 2019 114 236 A1 relates to a train coupling with a lubrication device, comprising at least one lubricant source and at least one lubricant line connected to the lubricant source in a lubricant-conducting manner, for lubricating joints and / or movement points in the train coupling. In this train coupling, it is particularly provided that different lubricant sources, each with its respective connected lubricant lines, are provided for different joints and / or movement points.
[0012] The present invention is based on the object of providing an optimized coupling assembly, particularly for a freight car of a rail-guided vehicle, wherein the coupling assembly is particularly adapted with regard to the comparatively high tensile and compressive loads occurring in freight transport, while at the same time being as lightweight as possible. Furthermore, the manufacturing costs of the coupling assembly should be reduced as much as possible, even with a high variety of variants.
[0013] This object is achieved in particular by the subject matter of independent patent claim 1, which relates to a frame unit for a coupling arrangement of a track-guided vehicle, in particular a rail vehicle. Advantageous developments of the frame unit according to the invention are specified in dependent claims 2 to 14.
[0014] Accordingly, the invention relates in particular to a frame unit for a coupling arrangement of a track-guided vehicle, wherein the frame unit has a housing region formed on a first, front end region of the frame unit, which housing region is suitable for at least partially receiving a coupling lock of an automatic or semi-automatic train coupling.
[0015] The frame unit according to the present invention further comprises a directional joint region formed on a second end region of the frame unit opposite the first end region, via which the frame unit can be connected in an articulated manner to a bearing block of a car body of the track-guided vehicle or to a pulling / pushing device installed in the car body of the track-guided vehicle.
[0016] Finally, the frame unit according to the invention further comprises a support region connecting the housing region to the directional joint region.
[0017] The solution according to the invention is characterized in particular in that the frame unit has an overall monolithic structure in which the housing area, the directional joint area and the support area are formed together in one piece, ie integrally.
[0018] This type of design or construction of a coupling assembly for a rail-guided vehicle offers several advantages over conventional coupling assemblies. By providing a monolithic frame unit, shell socket connections can be completely dispensed with, which not only provides strength advantages but also leads to a weight optimization of the coupling assembly. Furthermore, the maintenance effort required to maintain the shell socket connections used in conventional coupling assemblies is eliminated.
[0019] Furthermore, the present invention enables the frame unit and thus the coupling assembly to have properties optimally adapted to the expected load cases. This is particularly advantageous when the coupling assembly is used for coupling freight wagons.
[0020] The frame unit of the coupling arrangement further enables the realization of a modular concept in which different coupling types can be formed with one and the same frame unit. In this context, it is preferably provided that the frame unit does not have any design features specific to a single coupling type. The term "coupling-type-specific design features" refers to all essential design features common to a coupling type and that characterize the coupling type in its functionality.
[0021] The frame unit has a geometry optimized for the expected load cycle. The frame unit is, in particular, a geometry-optimized, material-optimized, and load-optimized design. In particular, the wall areas of the frame unit preferably run exclusively in the area of calculated force flow vectors, thus creating a weight- and material-optimized frame unit. Areas of the frame unit that are exposed to high stress loads during operation of the clutch assembly can have a greater material thickness and / or material density than areas of the frame unit that are exposed to low or lower stress loads.
[0022] According to implementations of the frame unit according to the invention, the support region of the frame unit has, at least in sections, a polygonal cross-sectional geometry and preferably an at least substantially rectangular cross-sectional geometry, and in particular a cross-sectional geometry in the shape of a rectangle with rounded or flattened corners. Such a configuration of the support region offers the advantage that the corner regions or edge regions of the support region resulting from a polygonal cross-sectional geometry serve as stiffening ribs. This increases the rigidity and, in particular, the torsional rigidity of the frame unit.
[0023] Alternatively, it is of course also conceivable for the support area to have a cross-sectional geometry in a stadium shape (disco rectangle). This is a rectangle with rounded ends.
[0024] In principle, it is advantageous for the support area to have an at least substantially flat underside. The term "underside" used herein refers to the side of the support area facing downward during the intended use of the frame unit or coupling assembly.
[0025] By providing a substantially planar, i.e. flat, underside, this can form a flat support for a support device for vertically supporting the frame unit or the coupling arrangement.
[0026] Support devices are used to vertically support a coupling rod of a central buffer coupling that is pivotably connected to a car body, particularly to a car body underframe, via a puffer / pull device installed in the car body of a track-guided vehicle or via a bearing block on a car body, and in particular to a car body underframe of a vehicle. For this purpose, the support device comprises a support that can be brought into contact with the coupling rod and a bracket connected to the support, which is attached to the car body or car body underframe.
[0027] By forming a flat support for the support device on the frame unit, vertical support can be achieved that protects the material.
[0028] For weight reasons, but also to optimize the rigidity of the frame unit, the support region is preferably hollow. In at least one wall region of the support region, and preferably in the wall region defining the underside of the support region and / or preferably in the wall region defining the top side of the support region, at least one window region is formed, preferably with a periphery that is at least partially rounded.
[0029] The periphery of the window area is preferably rounded to prevent an abrupt change in the direction of the force flow vectors, which can lead to failure of the structure.
[0030] In particular, the support area has two opposing window areas. The opposing window areas are positioned in particular in alignment or congruent with each other.
[0031] The at least one window area, and preferably the opposing window areas, allows for a load-flow-optimized design of the support area, allowing for higher fatigue strength and higher static tensile and compressive load transfer than before. The one-piece design of the frame unit according to the invention enables a particularly cost-effective and space-saving design, which also leads to optimized force transmission.
[0032] According to preferred embodiments of the frame unit according to the invention, the support area transitions seamlessly into the housing area via a transition area. This achieves particularly high rigidity.
[0033] The transition area between the support area and the housing area is also preferably hollow and thus designed to accommodate at least components of a decoupling device.
[0034] As with the transition to the housing area, the transition to the directional joint area of the frame unit is preferably provided so that the support area continuously transitions into the directional joint area via a transition area.
[0035] The directional joint area is preferably designed as a joint head, and in particular as a UIC joint head, and has a corresponding joint eye for receiving a vertically extending joint pin. In this context, it is advisable that in the end area of the directional joint area, i.e., in the end area of the directional joint area opposite the transition area, a wall area defining the top side of the directional joint area and a wall area defining the bottom side of the directional joint area conically converge toward each other, thus forming corresponding vertically stabilizing end surfaces.
[0036] To achieve the desired variety of variants, one aspect of the present invention provides for a front plate to be preferably detachably connected, and in particular screwed, to a front end region of the housing portion of the frame unit. The front plate closes off the housing portion of the frame unit at the front.
[0037] In this context, it is preferred that the gripping area of the coupling is defined via the front plate.
[0038] According to implementations in this context, at least one recessed region is formed in at least one wall region defining the front end region of the housing region, such that a window region is formed when the end plate is connected to the front end region of the housing region. In other words, open-edged recesses are provided, which form openings when the end plate is assembled.
[0039] Furthermore, according to embodiments of the invention, it is provided that a window area is formed in at least one wall area of the housing area.
[0040] With regard to the material of the frame unit, various alternatives are available according to the invention.
[0041] Firstly, the frame unit can be made of a fiber-reinforced material, particularly glass or carbon fiber or similar composite materials. The use of these materials offers a number of advantages over conventional metal, such as very high weather and corrosion resistance, electrical insulation, and positive, even low, noise transmission properties, which further reduce noise during coupling and overall while driving. A further advantage of using fiber-reinforced materials, particularly glass or carbon fiber, is the reduction in weight, which is a key factor in coupling arrangements.
[0042] Alternatively, a metal frame unit may be used. It can be made of cast steel, for example. Conventional manufacturing processes are used.
[0043] A particular advantage is that the frame unit as a whole is designed as a hollow body.
[0044] The invention further relates to a coupling assembly, in particular for a freight car of a rail-guided vehicle, wherein the coupling assembly comprises a frame unit of the type described above according to the invention. A coupling lock of an automatic or semi-automatic train coupling is accommodated in the housing area of the frame unit, wherein a front plate is connected and, in particular, screwed to a front end area of the housing area.
[0045] The invention is described in more detail below with reference to the accompanying drawings.
[0046] They show:
[0047] FIG. 1 shows schematically and in an isometric view an exemplary embodiment of the frame unit according to the invention;
[0048] FIG. 2 shows schematically and in a side view the exemplary embodiment of the frame unit according to FIG. 1;
[0049] FIG. 3 schematically and in a plan view the exemplary embodiment of the frame unit according to the invention according to FIG. 1; and
[0050] FIG. 4 schematically shows a frontal view of the housing area of the exemplary embodiment of the frame unit according to the invention shown in FIG. 1. The exemplary embodiment of the frame unit 1 according to the invention shown schematically in the drawings represents a one-piece coupling body with an integrated directional joint, which was adapted in particular for use in freight transport.
[0051] In order to combine the advantages of automatic coupling and fast manual as well as automatic separation with the requirements of freight transport, such as installation space, weight, strength, robustness, low maintenance, reduction of life cycle costs, force flow optimized component design and bearing of larger dynamic and static loads (compared to passenger transport), the design of the one-piece frame unit 1 for the coupling arrangement is proposed.
[0052] The frame unit 1 provides the platform for the realization of a coupling arrangement that can be combined with a directional joint according to UIC 523 and that also realizes the possibility of larger compression strokes without risking a collision with other assemblies due to compression strokes of the coupling arrangement due to the disadvantageous shell socket connection.
[0053] By retaining the front interface to the front plate, not only the winter-proof front plate can be installed here, but also front plates of type 10, type 130, etc.
[0054] As shown in the drawings, the frame unit 1 has a housing region 4 formed at a first, front end region 2 of the frame unit 1, which housing region is suitable for at least partially receiving a coupling lock of an automatic or semi-automatic train coupling.
[0055] In addition, the frame unit 1 has a directional joint region 5 formed on a second end region 3 of the frame unit 1 opposite the first end region 2, via which the frame unit 1 can be connected in an articulated manner to a bearing block of a car body or car body underframe of a track-guided vehicle or to a pulling / pushing device installed in the car body of the track-guided vehicle.
[0056] Finally, the frame unit 1 has a support region 6 connecting the housing region 4 to the directional joint region 5. The frame unit 1 has an overall monolithic structure in which the housing region 4, the directional joint region 5, and the support region 6 are formed as a single piece.
[0057] In the exemplary embodiment of the frame unit 1 according to the invention shown in the drawings, it is provided that the support region 6 has, at least in sections, a cross-sectional geometry in the form of a rectangle with rounded or flattened corners.
[0058] In addition, the support region 6 has an at least substantially flat underside 7, which is particularly suitable for forming a flat support for a support device for vertically supporting the frame unit 1.
[0059] The support area 6 is hollow-shaped, with window areas 9 having rounded peripheries being formed both in the wall area defining the underside 7 of the support area 6 and in the wall area defining the upper side 8 of the support area 6.
[0060] The support region 6 transitions continuously into the housing region 4 via a transition region 10. The transition region 10 is hollow and designed to accommodate at least components of a decoupling device.
[0061] In the same way, the support area 6 transitions continuously into the directional joint area 5 via a transition area 11.
[0062] The directional joint region 5 is designed as a joint head 12, and in particular as a UIC joint head 12, and has a joint eye 13. In the end region of the directional joint region 5, a wall region 14 defining the upper side of the directional joint region 5 and a wall region 15 defining the lower side of the directional joint region 5 conically extend toward one another, so that corresponding vertically stabilizing end surfaces are formed.
[0063] It can also be seen from the drawings that in the exemplary embodiment of the frame unit 1 according to the invention, recessed regions 17 are formed in the wall regions defining the front end region of the housing region 4 in such a way that a window region is formed when an end plate is connected to the front end region of the housing region 4.
[0064] In addition, window areas 18 are formed in lateral wall areas of the housing area 4.
[0065] The invention is particularly characterized by a one-piece frame unit 1, wherein, by means of topology optimization, a strength- and weight-optimized geometry is realized not only in the housing area 4, but also in the directional joint area 5 and the support area 6. This achieves a higher static tensile and compressive strength as well as a higher fatigue strength compared to passenger transport, thus enabling the application area for freight transport.
[0066] In conjunction with the integrated support section 6 with the directional joint section 5, the frame unit 1 can be manufactured cost-effectively by eliminating the need for a shell socket connection, which also reduces assembly effort. Eliminating the shell socket connection also reduces maintenance and lifecycle costs.
[0067] In addition, the elimination of the shell socket connection increases component safety, as this maintenance and safety-relevant interface is eliminated.
[0068] A further feature of the invention are the front openings 17 in the housing area 4. This design reduces manufacturing costs and also enables improved drainage of water, dirt, ice, and snow. In conjunction with the winter-proof front plate, this allows displaced ice / snow, which is driven into the interior of the housing area 4, to easily escape back out through the openings.
[0069] Furthermore, the transition between the housing area 4 and the support area 6 offers the possibility of installing an electric decoupling actuator. In contrast to a design with a shell-socket connection, a significantly larger interior space has been created here, which offers space for components that can extend into the support area 6. The invention is not limited to the embodiment shown in the drawings, but rather results from a synopsis of all features disclosed herein.
[0070] Reference symbols list frame unit first (front) end area second (rear) end area
[0071] Housing area
[0072] Directional joint area
[0073] Carrier area
[0074] Underside of the support area
[0075] Top of the support area
[0076] Window area of the carrier area
[0077] Transition area to the housing area
[0078] Transition area to the directional joint area
[0079] Joint head of the directional joint area
[0080] Joint eye of the directional joint area, wall area defining the top of the directional joint area, wall area defining the bottom of the directional joint area, vertically stabilizing end surface, recessed area at the front end area of the housing area
[0081] Window area of the housing area
Claims
FRAME UNIT FOR A COUPLING ASSEMBLY OF A TRACK-GUIDED VEHICLE AND COUPLING ASSEMBLY WITH SUCH A FRAME UNIT Claims. Frame unit (1) for a coupling arrangement of a track-guided vehicle, in particular a rail vehicle, wherein the frame unit (1) comprises: a housing area (4) formed on a first, front end area (2) of the frame unit (1), which is suitable for receiving a coupling lock of an automatic or semi-automatic train coupling at least partially; a pivoting area (5) formed on a second end area (3) of the frame unit (1) opposite the first end area (2), via which the frame unit (1) can be pivotally connected to a bearing block of a car body of the track-guided vehicle or to a draw / buffer device installed in the car body of the track-guided vehicle;and a support area (6) connecting the housing area (4) with the directional joint area (5), wherein the frame unit (1) has an overall monolithic structure in which the housing area (4), the directional joint area (5) and the support area (6) are formed together in one piece. Frame unit (1) according to claim 1, wherein the support area (6) has at least a section with a polygonal cross-sectional geometry and preferably a cross-sectional geometry that is at least substantially rectangular and, in particular, a cross-sectional geometry in the form of a rectangle with rounded or flattened corners, or wherein the support area (6) has a cross-sectional geometry in a stadium shape. Frame unit (1) according to claim 1 or 2, wherein the support area (6) has an at least substantially flat underside (7), which is particularly suitable for forming a planar support for a support device for vertically supporting the frame unit (1).Frame unit (1) according to any one of claims 1 to 3, wherein the support area (6) is hollow, and wherein at least one window area (9) is formed in at least one wall area of the support area (6), and preferably in the wall area defining the underside (7) of the support area (6) and / or preferably in the wall area defining the top side (8) of the support area (6), preferably with a periphery that is rounded at least in some areas. Frame unit (1) according to any one of claims 1 to 4, wherein the support area (6) transitions continuously into the housing area (4) via a transition area (10). Frame unit (1) according to claim 5, wherein the transition area (10) is hollow and designed to accommodate at least components of a decoupling device. Frame unit (1) according to any one of claims 1 to 6, wherein the support area (6) transitions continuously into the directional hinge area (5) via a transition area (11). Frame unit (1) according to any one of claims 1 to 7, wherein the aligning joint area (5) is configured as a ball joint (12), and in particular as a UIC ball joint, and has a ball joint eye (13). Frame unit (1) according to any one of claims 1 to 8, wherein in the end region of the aligning joint area (5) a wall region (14) defining the upper surface of the aligning joint area (5) and a wall region (15) defining the lower surface of the aligning joint area (5) conically converge to form corresponding vertically stabilizing end surfaces. Frame unit (1) according to any one of claims 1 to 9, wherein an end plate is preferably detachably connectable, in particular screwable, to an end face of the housing area (4).Frame unit (1) according to claim 10, wherein at least one wall region defining the end face of the housing region (4) has at least one recessed area (17) formed such that a window area is formed when the end plate is connected to the end face of the housing region (4). Frame unit (1) according to any one of claims 1 to 11, wherein at least one window area (18) preferably with a partially rounded periphery is formed in at least one wall region defining the housing region (4). Frame unit (1) according to any one of claims 1 to 12, wherein the frame unit (1) is designed as a one-piece casting, in particular a steel casting. Frame unit (1) according to any one of claims 1 to 13, wherein the frame unit (1) is designed as a hollow body overall.Coupling arrangement, in particular for a freight wagon of a track-guided vehicle, wherein the coupling arrangement is a frame unit (1). according to one of claims 1 to 14, wherein a coupling lock of an automatic or semi-automatic train coupling is received in the housing area (4) of the frame unit (1), and wherein an end plate is connected, in particular screwed on, to an end face of the housing area (4).