Central buffer coupling for rail-mounted vehicles

1. A central buffer coupling for rail-mounted vehicles having a coupling shaft with a rear end and a drawgear comprising a bearing bracket, the rear end of the coupling shaft being connected by a shearing element connection to the drawgear so as to be horizontally pivotable, said drawgear being coupled directly to the car body of the rail vehicle via the bearing bracket of the drawgear, wherein a shock absorber is provided in the drawgear, and the shock absorber is configured such that the exceeding of a definable critical impact force being transmitted through the coupling shaft to the drawgear disengages the connection between the drawgear and the coupling shaft and the coupling shaft is at least partially removed from the power flow transmitted to the drawgear.

2. The central buffer coupling according to claim 1 , wherein the shock absorber comprises an opening in the bearing bracket to the central buffer coupling, through which at least part of the coupling shaft is pushed upon the critical impact force being exceeded and thus removed from the power flow.

3. The central buffer coupling according to claim 2 , wherein the drawgear further comprises a guide which at least partially guides the movement of the coupling shaft out of the power flow transmitted to the drawgear upon the exceeding of the critical impact force.

4. The central buffer coupling according to claim 2 , wherein the guide has an oblique contact surface directed toward the opening disposed in the bearing bracket which is configured such that the coupling shaft is pushed through the opening in the bearing bracket upon the critical impact force being exceeded.

5. The central buffer coupling according to claim 2 , wherein

the shock absorber comprises at least one shearing element by means of which the coupling shaft is connected to the drawgear, and

the shearing element is configured such that it shears off upon a critical impact force being transmitted from the coupling shaft to the drawgear whereby the connection between the coupling shaft and the drawgear is thus disengaged.

6. The central buffer coupling according to claim 5 , wherein the at least one shearing element has at least one pre-set breaking point which breaks upon a definable critical impact force so that the connection between the coupling shaft and the drawgear is disengaged.

7. The central buffer coupling according to claim 5 , wherein

the drawgear is an eyebolt drawgear,

the shearing element is a pin of the eyebolt drawgear,

and the coupling shaft with an eye of the eyebolt drawgear is taken out of the power flow transmitted to the drawgear upon a defined critical impact force being exceeded.

8. The central buffer coupling according to claim 2 , wherein

wherein the drawgear is mounted through the bearing bracket to a fixing plate of the car body, and

the fixing plate exhibits an opening corresponding to the opening provided in the bearing bracket.

9. The central buffer coupling according to claim 8 , wherein the drawgear further comprises a guide which at least partially guides the movement of the coupling shaft out of the power flow transmitted to the drawgear upon the exceeding of the critical impact force.

10. The central buffer coupling according to claim 8 , wherein the guide has an oblique contact surface directed toward the opening disposed in the bearing bracket which is configured such that the coupling shaft is pushed through the opening in the bearing bracket upon the critical impact force being exceeded.

11. The central buffer coupling according to claim 8 , wherein

the shock absorber comprises at least one shearing element by means of which the coupling shaft is connected to the drawgear, and

the shearing element is configured such that it shears off upon a critical impact force being transmitted from the coupling shaft to the drawgear whereby the connection between the coupling shaft and the drawgear is thus disengaged.

12. The central buffer coupling according to claim 11 , wherein the at least one shearing element has at least one pre-set breaking point which breaks upon a definable critical impact force so that the connection between the coupling shaft and the drawgear is disengaged.

13. The central buffer coupling according to claim 11 , wherein

the drawgear is an eyebolt drawgear,

the shearing element is a pin of the eyebolt drawgear,

and the coupling shaft with an eye of the eyebolt drawgear is taken out of the power flow transmitted to the drawgear upon a defined critical impact force being exceeded.

14. The central buffer coupling according to claim 1 , wherein the drawgear further comprises a guide which at least partially guides the movement of the coupling shaft out of the power flow transmitted to the drawgear upon the exceeding of the critical impact force.

15. The central buffer coupling according to claim 1 , wherein

the shock absorber comprises at least one shearing element by means of which the coupling shaft is connected to the drawgear, and

the shearing element is configured such that it shears off upon a critical impact force being transmitted from the coupling shaft to the drawgear whereby the connection between the coupling shaft and the drawgear is thus disengaged.

16. The central buffer coupling according to claim 15 , wherein the at least one shearing element has at least one pre-set breaking point which breaks upon a definable critical impact force so that the connection between the coupling shaft and the drawgear is disengaged.

17. The central buffer coupling according to claim 15 , wherein

the drawgear is an eyebolt drawgear,

the shearing element is a pin of the eyebolt drawgear,

and the coupling shaft with an eye of the eyebolt drawgear is taken out of the power flow transmitted to the drawgear upon a defined critical impact force being exceeded.

18. The central buffer coupling according to claim 15 which further comprises an elastomeric spring mechanism to cushion tractive and impact forces transmitted from the coupling shaft to the drawgear, wherein the elastomeric spring mechanism comprises a housing open to the coupler head in which the rear end of the coupling shaft projects coaxially at a radial spacing from the inner circumferential surface of the housing, wherein the rear end of the coupling shaft is connected to the drawgear through housing, wherein pretensioned spring washers made from an elastic material are provided between the inner circumferential surface of the housing with their central planes aligned vertically and arranged behind one another at a reciprocal spacing in the longitudinal direction of the coupling shaft, wherein both the rear end of the coupling shaft as well as the interior of the housing exhibit annular beads in alignment with one another, wherein each of the spring washers is held in a gap between two adjacent annular beads opposite the rear end of the coupling shaft and the housing, wherein each washer directly abuts both the circumferential surface of the coupling shaft as well as the inner circumferential surface of the housing, wherein the annular beads of the coupling shaft are aligned flush with the associated annular beads of the housing in the unloaded state of the elastomeric spring device with respect to tractive and impact forces, and the housing is connected to the drawgear by the at least one shearing element such that upon the predefinable critical impact force being exceeded, the coupling shaft with the housing and the elastomeric spring mechanism provided therein is taken out of the power flow transmitted to the drawgear.

19. The central buffer coupling according to claim 18 , wherein the elastomeric spring mechanism cushions the tractive and impact forces transmitted through the coupling shaft to the drawgear to a predefined magnitude by regenerative deformation of the washers, and the predefined magnitude is set at a value lower than the release force of the at least one shearing element.

20. The central buffer coupling according to claim 18 or 19 , wherein the drawgear comprises at least one vertically extending pivot pin which connects the housing by means of the at least one shearing element and at bearing bracket of the car body so as to be horizontally pivotable.

21. The central buffer coupling according to claim 18 or 19 , wherein the housing is of apportioned configuration and composed of half shells detachably connected to one another.

22. The central buffer coupling according to claim 18 or 19 , wherein

the coupling shaft exhibits a flange at its rear end, against which abuts a pretensioned washer on the one hand and, on the other hand, its face side abuts the washer closest to the opening in the housing, and

the pretensioning preloads the spring washers in the longitudinal direction of the coupling shaft in the unloaded state of the elastomeric spring mechanism.

23. The central buffer coupling according to claim 22 , wherein

the housing is of apportioned configuration and composed of half shells detachably connected to one another, and

the pretensioning of the elastomeric spring mechanism is in the longitudinal direction of the coupling shaft via the connection of the half shells of the apportioned housing.