Head coupling for high-speed electric trains

Abstract

The utility model relates to railway equipment, more specifically to head automatic couplers for high-speed (up to 360 km / h) electric trains. The head automatic coupler comprises a coupling head, a shock absorber containing elastic elements tightened by a rod and nut, a hinge, a support plate, a secondary crash device located behind the hinge, and a primary crash device containing a pusher, a deforming element, and a deformable element in the form of a tube with an extended end.The automatic coupling further comprises an insert connected to the coupling head, a support element, into the recess of which the narrow end of the primary crash device is inserted, installed between the insert and the absorbing device, the pusher and the support element have coaxial openings, the pipe is clamped between the pusher and the support element by the said rod, which has a second nut at its second end and passes with the ability to slide through the said openings, wherein the said rod has a section of increased diameter between the support element and the absorbing device, and the second nut and the end of the insert mated with it are designed with the ability to transmit traction force to the rod. The technical result is to increase the lateral stability of the automatic coupling. 4 clauses, 1 fig.

Description

[0001] The utility model relates to railway equipment, more precisely to head automatic couplings for high-speed (up to 360 km / h) electric trains.

[0002] The terms used in this description have the following meanings:

[0003] automatic coupling - an assembly unit containing a housing with a coupling mechanism that provides automatic coupling of rolling stock units, and in high-speed electric trains also an insert, hinge, damper and crash system;

[0004] insert - an element of the automatic coupling, usually made in the form of a pipe connected to the coupling head, transmitting traction force and serving to increase the distance between the coupling head and the support plate to the required value;

[0005] head automatic coupling - an automatic coupling installed on the head cars of a train from the control cabin side;

[0006] Deforming element - a component or assembly of a crash apparatus that directly impacts the deformable element upon impact of the vehicle with an obstacle. Typically, it is a ring or disk made of a high-hardness alloy. In the prior art, it is often referred to as a punch;

[0007] Deformable element - a component or part of a crash apparatus that is irreversibly deformed by the impact of a deforming element, the deformation of which consumes the collision energy (according to GOST 32410-2013). Typically, it is manufactured as a tube with a flared or tapered end, in which the deforming element is located, or which is inserted into the hole of the deforming element;

[0008] Clamp connection - connection of two flanges with a conical side surface by means of two union half-clamps;

[0009] Crash apparatus - a structural component of an emergency crash system, a unit that absorbs the kinetic energy of objects in an emergency collision through controlled, irreversible deformation of the deformable element under the influence of the deforming element. This term is used in the prior art as a synonym for the term "energy absorption device" (according to GOST 32410-2013);

[0010] support plate - an element of the coupling used to fasten it to the car frame;

[0011] "in front", "in front", "front" means "closer" or "facing the coupling head", respectively "behind", "behind", "rear" means "further" or "facing away from the coupling head";

[0012] Absorption device - a device included in the coupling and automatic coupling devices of railway rolling stock, designed to absorb energy and cushion longitudinal forces acting on the rolling stock;

[0013] Coupling head - an assembly unit containing a coupling mechanism located in the housing and a tail section for connection to the remaining components of the automatic coupling. In high-speed electric trains, a Scharfenberg coupling mechanism is typically used;

[0014] Energy absorption device (EAD) - a removable modular structure that deforms irreversibly in the event of an emergency collision, designed specifically to absorb a significant amount of kinetic energy from objects in an emergency collision, as well as an element of coupling (automatic coupling) devices with a mechanism for irreversible absorption of the kinetic energy of objects in an emergency collision (according to GOST 32410-2013). In the prior art, it is often called a crash apparatus;

[0015] Energy capacity of an energy absorption device is the amount of mechanical energy expended on the maximum irreversible deformation of the energy absorption device provided for by the design (according to GOST 32410-2013).

[0016] Automatic couplings for high-speed electric trains are known, comprising a coupling head, an absorbing apparatus in the form of a number of elements made of elastic material located on a common rod, a support plate for connection to the frame of the car and a crash apparatus with a deformable element in the form of a pipe, the deformation of which consumes part of the energy of an emergency collision [RU 64168, RU 2730817, EP 0608531 B1, JP 5307104 B2, JP 5650089 B2, WO 2015135642, CN 214929738 U]. The length of the deformable pipe, which determines the amount of energy absorbed, typically does not exceed 400-600 mm due to the risk of lateral instability, when the crash element and the shock absorber slide laterally, reducing the amount of energy absorbed. Furthermore, heating of the deformable element increases the risk of its end being torn off during the second half of the deformable element's travel.

[0017] A known impact-traction device for rolling stock comprises a coupling head, the tail section of which is connected by a clamp (clamp connection) to an absorbing device, which, in turn, is connected by a clamp to the free end of a tubular deformable crash element. The second end of the deformable element is crimped (reduced) onto a cone to form a cylindrical neck and inserted into a matrix, which serves as a deforming element and is secured in a support plate fastened to the car frame [RU 2650282]. The elastic elements of the absorbing device are pulled together between two flanges by a threaded rod, through which the traction force is transmitted to the car frame.

[0018] A drawback of the known device is the low energy capacity of the crash apparatus. For safety reasons, the deformation force should not be excessively high, and increasing the energy capacity by increasing the length of the deformable element is not allowed due to the risk of losing the lateral stability of the deformable element, especially on curves.

[0019] A shock-traction device is known, comprising a deformable element in the form of a pipe with an expanded end, in which an absorbing device is located, the elastic elements of which are pressed by a threaded rod passing through them, through which the traction force is transmitted, to the bottom of a pusher, made in the form of a cup, the edges of which are connected with a deforming element, located in the transition from the expanded to the main section of the pipe of the deformable element. The end of the rod facing the inside of the deformable element with a nut screwed onto it is free, and its other end is rigidly connected to the end of an insert (spacer pipe), having a flange at the other end for a clamp connection with a coupling head. In this case, the insert, connected through the rod and elastic elements to the pusher, is located with the deformable element on opposite sides of a plate fastened to the frame of the car [RU 2359853].This eliminates the problem of ensuring the lateral stability of the deformable element tube, but does not solve the problem of increasing the energy capacity of the crash apparatus, since the length of the tube cannot be excessively increased due to the high probability of its end being torn off in the second half of the stroke of the deforming element, when it is already red-hot.

[0020] A solution to the problem of increasing the energy capacity of a crash system is known from the prior art, which consists of using two crash devices connected in series, the energy absorption of which differs slightly.

[0021] The closest to the proposed one in its technical essence and the achieved result is an automatic coupling for high-speed trains, comprising a coupling head, a shock absorber containing elastic elements, a hinge, a support plate, a series-connected primary crash apparatus located behind the hinge, and a secondary crash apparatus located behind it, each of which contains a pusher, a deforming element and a deformable element in the form of a pipe with an expanded end. The lateral stability of such a crash system is achieved by the fact that the deformable element of the secondary crash apparatus, which is more remote from the coupling head and located deep in the car frame, is secured in an additional plate fastened to the support plate by means of long studs [CN 215244873 U].This system of two relatively short crash devices has almost twice the energy capacity with good lateral stability and a low risk of tearing off the end of the deformable elements.

[0022] Because only the shock absorber is located between the coupling head and the joint, the coupling head's reach from the car frame is insufficient for use in the head coupler of high-speed electric trains. Adding a relatively long insert reduces the lateral stability of such a coupler.

[0023] The technical result of using the proposed utility model is an increase in the lateral stability of the head coupling.

[0024] The said result is achieved in that the known head automatic coupling for high-speed electric trains, comprising a coupling head, an absorbing device containing elastic elements pulled together by a rod with a nut, a hinge, a support plate, a secondary crash device located behind the hinge, and a primary crash device containing a pusher, a deforming element and a deformable element in the form of a pipe with an expanded end, further comprises an insert connected to the coupling head, a support element, into the recess of which the narrow end of the primary crash device is inserted, installed between the insert and the absorbing device, the pusher and the support element have coaxial holes, the pipe of the deformable element is clamped between the pusher and the support element by the said rod, having a second nut at the second end and passing with the possibility of sliding through the said holes,wherein the said rod has a section of increased diameter between the support element and the absorbing apparatus, and the second nut and the end of the insert mated with it are designed with the possibility of transmitting traction force to the rod.

[0025] In addition, the ratio of the actuation force of the primary crash device to the actuation force of the secondary crash device is in the range of 1.15 to 1.3, and the ratio of the energy capacity of the primary crash device to the energy capacity of the secondary crash device is in the range of 1.15 to 1.3.

[0026] In addition, the support element is made in the form of a disk with a central hole.

[0027] In addition, the recess of the support element, into which the narrow end of the deformable element enters, is made in the form of a sharpening on the side surface of the support element.

[0028] In addition, the recess of the support element, into which the narrow end of the deformable element enters, is made in the form of an annular groove.

[0029] Due to the fact that the second crash tube is clamped between the pusher and the support element, on one end of which the increased diameter section of the rod acts through the support element, and on the other end - the second nut, the loss of lateral stability of the second crash tube, weakened due to the fact that it is hot from the absorbed impact energy, is prevented.

[0030] The technical result of the utility model is achieved by a set of essential features specified in the formula of the utility model.

[0031] The essence of the utility model is explained by a drawing, which shows a longitudinal section of one of the variants of a specific design.

[0032] The utility model comprises a coupling head 1, which is typically a Scharfenberg coupling used in high-speed electric trains. The design of the coupling head is irrelevant for this utility model. An insert 3, formed in the form of a tube 4 with a flange 5 at the end connected to the coupling head 1 and a flange 6 at the other end facing the inside of the tube 4, is connected to the coupling head 1 via a two-part clamp 2. The same end of the insert 3 enters the expanded section 7 of the tube of the deformable element 8, resting against a pusher 9, which, in turn, rests against a deforming element 10, typically formed as a ring or disk made of a hard, heat-resistant material with a conical lateral surface. The deformable element 8, the pusher 9 and the deforming element 10 form the primary actuation crash apparatus 11.

[0033] The narrow end of the tube of the deformable element 8 enters the recess of the support element 12, which can be made in the form of an external sharpening 13 or, as shown in the lower half of the drawing, a groove 14. The purpose of the recess is to prevent mutual displacement of the tube of the deformable element 8 and the support element 12 in the transverse direction.

[0034] The pusher 9 and the support element 12 have coaxial holes through which the rod 15 (power rod) of the absorbing apparatus 16 passes, having a section 17 of increased diameter in the middle part and a thread on the end 18 facing the coupling head 1. A shaped nut 19 is screwed onto the threaded part of the end 18, made in the form of a disk with a central threaded hole, placed in the pipe 4 with an abutment against the flange 6. Thus, the crash apparatus 11 together with the support element 12 are clamped between the nut 19 and the section 17.

[0035] Rod 15 is mated with holes in pusher 9 and support element 12 by a tight or sliding fit. Looser fits are undesirable. The described design has sufficient rigidity to prevent deformable element 8 from losing lateral stability.

[0036] By means of rod 15, the above-described part is connected to the absorbing device 16, the housing 20 of which serves as part of the hinge 21 installed in the support plate 22. The secondary crash device 23 is installed behind the support plate 22. The impact force on its deforming element is transmitted through the hinge 21 and the housing 20 of the absorbing device 16.

[0037] The absorber device 16 is of the conventional type. It comprises a set of elastic elements 24, usually toroidal in shape, strung on a rod 15 and slightly pressed by a nut 25 and a washer 26 to a disk 27 resting on a section 17 of the rod 15 with an increased diameter.

[0038] The drawing depicts an embodiment of the proposed automatic coupling in which the expanded portion 7 of the deformable element 8 faces the coupling head 1. A functionally equivalent embodiment is one in which this portion faces the hinge. However, this requires that the transverse dimension of the housing 20 of the absorbing apparatus 16 be smaller than the internal diameter of the expanded portion 7 of the pipe of the deformable element 8.

[0039] The proposed automatic coupling works as follows.

[0040] The traction force from coupling head 1 is transmitted through flange 6 of insert 3 to shaped nut 19 and through it to rod 15, which, in turn, transmits it through washer 26, elastic elements 24 and absorber body 20 to hinge 21 and through it to support plate 22 mounted on the car frame. Traction force is not transmitted through the crash device, and it does not experience jerks capable of causing gaps in the deformable and deforming element pair, which, over years of operation, will break the inlet section of the deformable element pipe 8, rendering both the crash device and the automatic coupling as a whole inoperative. The shocks typical of normal operation are not strong enough to trigger it.

[0041] In an emergency collision, the impact force is transmitted from the coupling head 1 to the insert 3, and from it to the pusher 9. The deforming element 10 is introduced into the deformable element 8, converting the impact energy into deformation energy and ultimately into thermal energy.

[0042] Pusher 9 slides along rod 15, nut 19 slides inside pipe 4, and the impact force is transmitted to hinge 21 via absorber device 16, which further softens the impact. After crash device 11 has absorbed all the energy it can, crash device 23, which has a greater actuation force and greater energy capacity, is activated. To reliably execute this actuation sequence, the actuation force of crash device 23 must exceed the actuation force of crash device 11 by at least 1.15 times. At the same time, for safety reasons, it should not exceed the actuation force of crash device 11 by more than 1.3 times. Their energy capacities should also be approximately the same ratio.

[0043] Pile driving and full-scale tests of the proposed automatic coupling (without coupling head) showed the absence of asymmetry in the deformation of the crash element tube 11, which indicates good lateral stability of the device.

Claims

1. A head automatic coupling for high-speed electric trains, comprising a coupling head, an absorbing device containing elastic elements pulled together by a rod with a nut, a hinge, a support plate, a secondary crash device located behind the hinge, and a primary crash device containing a pusher, a deforming element and a deformable element in the form of a pipe with an expanded end, characterized in that it additionally contains an insert connected to the coupling head, a support element, into the recess of which the narrow end of the primary crash device is inserted, installed between the insert and the absorbing device, the pusher and the support element have coaxial holes, the pipe of the deformable element is clamped between the pusher and the support element by the said rod, which has a second nut at the second end and passes with the possibility of sliding through the said holes,wherein the said rod has a section of increased diameter between the support element and the absorbing apparatus, and the second nut and the end of the insert mated with it are designed with the possibility of transmitting traction force to the rod.

2. The head automatic coupling according to paragraph 1, characterized in that the ratio of the actuation force of the primary actuation crash apparatus to the actuation force of the secondary actuation crash apparatus is in the range from 1.15 to 1.3 and the ratio of the energy capacity of the primary actuation crash apparatus to the energy capacity of the secondary actuation crash apparatus is in the range from 1.15 to 1.

3.

3. The head automatic coupling according to paragraph 1, characterized in that the support element is made in the form of a disk with a central hole.

4. The head automatic coupling according to paragraph 1, characterized in that the recess of the support element, into which the narrow end of the deformable element enters, is made in the form of a sharpening on the side surface of the support element.

5. The head automatic coupling according to paragraph 1, characterized in that the recess of the support element, into which the narrow end of the deformable element enters, is made in the form of an annular groove.

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