The invention pertains to a coupler for a rail vehicle. The invention also pertains to a rail vehicle with a coupler.

Such coupler comprises: a front portion having a forward end and a rear end , and a coupler head arranged on the forward end of the front portion ; a rear portion having a forward end and a rear end and extending along a longitudinal axis from the rear end to the forward end ; a pivot anchor arranged on a rear end of the rear portion , the pivot anchor being configured to be attached to a car of a rail vehicle; a joint for connecting a rear end of the front portion to the forward end of the rear portion , the joint being configured to allow the front portion to pivot in relation to the rear portion about an pivot axis that is perpendicular to the longitudinal axis from an operational position in which the forward portion and the rear portion are aligned so that the forward portion extends in a forward direction from the rear portion , to a pivoted position in which the forward portion is pivoted about the pivot axis so that the forward portion extends at an angle from the rear portion. One coupler of this type may be attached to an end of a first rail vehicle and a second coupler of this type may be attached to an end of a further rail vehicle that is arranged neighboring the first rail vehicle. The rail vehicles may further have bumpers attached to them. One problem associated with such configuration is seen when a rail vehicle with the first coupler attached to it in a pivoted position has travelled in the direction of the further rail vehicle with the second coupler attached to it in a pivoted position and has crashed into that further rail vehicle (as shown in Fig. 2A) with such force that the energy absorbers were not able to absorb all the crash energy (as shown in Fig. 2B). In such situation, the forward end of the first coupler may hit the forward end of the second coupler, which may cause damage to one or both couplers while the vehicles continue to move towards each other and it may limit the energy absorbing efficiency of the energy absorbers during the end phase of the crash (which may even lead to damage of other vehicle elements).

The problem to be solved is to provide a coupler that does not disrupt operation of elements of the train that absorb crash energy during a crash scenario.

This problem is solved by the coupler according to claim 1 and the rail vehicle according to claim 11. Preferred embodiments are provided in the subordinate claims and the description that follows hereafter.

The basic idea of the invention is to provide a coupler deflecting device which is arranged and designed to deflect the coupler in a pivoted position when it comes into contact with another coupler.

Such a coupler deflecting device an be a deflector plate arranged on a deflector plate holder at the forward end of the rear portion, said deflector plate having a front surface that is substantially vertical and inclined at an acute angle with respect to the longitudinal axis of the rear portion. The deflector plate deflects the coupler in a pivoted position when it comes into contact with another coupler.

In a preferred embodiment, the front surface of the deflector plate is curved such that the inclination angle increases in a direction away from the longitudinal axis of the rear portion. The curvature allows a controlled deflection of the deflector plates when brought into contact with each other.

In a preferred embodiment, the front surface of the deflector plate comprises a top portion that is located above the rear joint portion.

In a preferred embodiment, he front surface of the deflector plate comprises a bottom portion that is located below the rear joint portion. In a preferred embodiment, the front surface of the deflector plate comprises a side portion that is located aside the rear joint portion.

In a preferred embodiment, the front surface of the deflector plate comprises a combination of at least two of: a front portion, a side portion and a bottom portion.

In a preferred embodiment, the front surface of the deflector plate is smooth. This facilitates for the front surfaces of two couplers, when in contact, to slide along each other.

The deflector plate holder may be mounted on the rear portion. Preferably, the deflector plate holder is mounted on the forward end of the rear portion. Preferably, the deflector plate holder and the rear portion are two different parts. This has the advantage that the deflector plate holder might be replaced by a new deflector plate holder if it was impaired by a collision with a mating coupler. The same applies to the deflector plate which in a preferred embodiment might be replaceable together with the holder. A complete reparation or replacement of the whole coupler is not necessary when the damage is limited to these parts. The deflector plate holder and the rear portion might be detachably (e.g. by screws) or permanently (e.g. by welding) connected to each other. In an alternatively embodiment the holder might be a part of the rear portion, preferably forming a single piece with the rear portion.

In a preferred embodiment, the deflector plate holder is mounted on the joint, preferably on a rear joint portion that is non-pivotably arranged on the rear portion. The deflector plate holder can be permanently fixed to the joint. In an alternative embodiment the deflector plate holder can be releasably fixed to the joint and/or releasably fixed to the rear portion. The deflector plate holder can have sliding rails that cooperate with sliding rails on the rear portion that allow the deflector plate holder to be slid onto the rear portion.

The invention further pertains to a rail vehicle having a coupler according to the invention attached to said rail vehicle.

Hereinafter, the invention is explained with reference to Fig. 1 to 6H which only shows exemplary embodiments of the invention.

Fig. 1 shows a schematic perspective view of a coupler according to the prior art; Figs. 2A-2B show a first coupler according to the prior art arranged next to a second coupler according to the prior art during a possible crash scenario;

Fig. 3 shows a schematic perspective view of a first coupler according to the invention;

Fig. 4A shows a schematic perspective view of a first coupler according to the invention arranged next to a second coupler according to the invention in a first operational state;

Fig. 4B shows a schematic perspective view of a first coupler according to the invention arranged next to a second coupler according to the invention in a second operational state;

Fig. 4C shows a schematic perspective view of a first coupler according to the prior art arranged next to a second coupler according to the prior art in a third operational state;

Fig. 4D shows a schematic perspective view of a first coupler according to the prior art arranged next to a second coupler according to the prior art in a fourth operational state and

Fig. 5 shows a schematic perspective view of one embodiment of a deflector plate of a coupler according to the invention.

Figs. 6A-6H show schematically, in a front view, various possible shapes of the front surface of the deflector plate.

Fig. 1 shows a schematic perspective view of a coupler 1 according to the prior art and Figs. 2A-2B show a first coupler arranged next to a second coupler during a possible crash scenario. The couplers 1 are for a rail vehicle. The first coupler 1 will be attached to an end of one rail vehicle. The second coupler 1 will be attached to an end of a further rail vehicle that is arranged neighboring the first rail vehicle. The rail vehicles may further have bumpers attached to them.

The couplers 1 each comprise: a front portion 2 having a forward end 3 and a rear end 4, and a coupler head 5 arranged on the forward end 3 of the front portion 2; a rear portion 6 having a forward end 7 and a rear end 8 and extending along a longitudinal axis A from the rear end 8 to the forward end 7, and a pivot anchor 9 arranged on a rear end 8 of the rear portion 6, the pivot anchor 9 being configured to be attached to a car of a rail vehicle, a joint 10 for connecting a rear end 4 of the front portion 2 to the forward end 7 of the rear portion 6, the joint 10 being configured to allow the front portion 2 to pivot in relation to the rear portion 6 about a pivot axis B (that is perpendicular to the longitudinal axis A in the vertical plane) from an operational position in which the forward portion 2 and the rear portion 6 are aligned so that the forward portion 2 extends in a forward direction from the rear portion 6, to a pivoted position in which the forward portion 2 is pivoted about the pivot axis B so that the forward portion 2 extends at an angle from the rear portion 6.

Fig. 3 shows a schematic perspective view of a coupler according to the invention and Figs. 4A-4D show a first coupler according to the invention arranged next to a second coupler according to the invention in various operational states. The couplers 1 are for a rail vehicle. The first coupler 1 will be attached to an end of a rail vehicle. The second coupler 1 will be attached to an end of a further rail vehicle that is arranged neighboring the one car.

The couplers 1 each comprise front portion 2 having a forward end 3 and a rear end 4, and a coupler head 5 arranged on the forward end 3 of the front portion 2; a rear portion 6 having a forward end 7 and a rear end 8 and extending along a longitudinal axis A from the rear end 8 to the forward end 7, and a pivot anchor 9 arranged on a rear end 8 of the rear portion 6, the pivot anchor 9 being configured to be attached to a car of a rail vehicle, a joint 10 for connecting a rear end 4 of the front portion 2 to the forward end 7 of the rear portion 6, the joint 10 being configured to allow the front portion 2 to pivot in relation to the rear portion 6 about a pivot axis B (that is perpendicular to the longitudinal axis A A in the vertical plane) from an operational position in which the forward portion 2 and the rear portion 6 are aligned so that the forward portion 2 extends in a forward direction from the rear portion 6 (not shown), to a pivoted position in which the forward portion 2 is pivoted about the pivot axis B so that the forward portion 2 extends at an angle from the rear portion 6 (as shown in the figures).

The couplers 1 according to the invention further each comprise a deflector plate 11, as shown in details in one embodiment in Fig. 5.

The deflector plate 11 has a front surface 13 that is arranged in front of the forward end 7 of the rear portion 6.

The deflector plate 11 can be fixed (e.g. welded) to the rear portion 6 or attached to the rear portion 6 in a removable manner (e.g. by screws).

The front surface 13 is substantially vertical and inclined at an acute angle a with respect to the longitudinal axis A of the rear portion. The front surface 13 may be curved such that the inclination angle a increases in a direction away from the longitudinal axis A.

The deflector plate 11 is arranged on a deflector plate holder 12 to which the front surface 13 is fixed. The holder 12 may be fixed to a rear joint portion 14 that is non- pivotably arranged at the forward end of the rear portion 6.

The deflector plate 11 is shaped such as not to be an obstacle to the pivotal movement of the front portion 2 with respect to the rear portion 6.

Figs. 6A-6H show schematically, in a front view, various possible shapes of the front surface 13 of the deflector plate 11.

In one embodiment, shown in Fig. 6A, the front surface 13 may include a top portion 15 that is located above the rear joint portion 14.

In another embodiment, shown in Fig. 6B, the front surface 13 may include a bottom portion 16 that is located below the rear joint portion 14.

In another embodiment, shown in Fig. 5 and 6C, the front surface 13 may include a top portion 15 that is located above the rear joint portion 14 and a side portion 17 that is located aside the rear joint portion 14.

In another embodiment, shown in Fig. 6D, the front surface 13 may include a top portion 15 that is located above the rear joint portion 14 and a side portion 17 that is located aside the rear joint portion 14 and a bottom portion 16 that is located below the rear joint portion 14.

Further variants are also possible including a combination of features shown in Figs. 6A-6D, such as shown in Figs. 6E, 6F, 6G, 6H or others.

The front surface 13 of the deflector plate 11 may be smooth so as to facilitate for the front surfaces of two couplers, when in contact, to slide along each other.

The length L of the front surface 13 is preferably such that, as a result of sliding the deflector plates 11 along each other as shown in Figs. 4C, the rear portion 6 of the coupler pivots to such an extent that further movement of one coupler towards another coupler is possible without the couplers interfering with each other, as shown in Fig. 4D.

Fig. 4A shows the couplers 1 in a first operational state. This could be the state, where a rail vehicle with the first coupler attached to it is parked next to a further rail vehicle with the second coupler attached to it.

Fig. 4B shows the couplers 1 in a second operational state. This could be the state, where a rail vehicle with the first coupler attached to it has travelled in the direction of the further rail vehicle with the second coupler attached to it and crashes into the further rail vehicle such that the bumpers absorb some energy of the crash and the deflector plates 11 of the first coupler and the second coupler come into contact with each other.

Fig. 4C shows the couplers 1 in a third operational state, which may follow the second operational case in case not all energy of the crash was absorbed by the bumpers and the first vehicle continues to travel in the direction of the second vehicle. In that case, the deflector plates 11 of the first coupler and the second coupler are still in contact with each other and in sliding motion with respect to each other, such that they move sidewards and the rear portions 6 of the couplers pivot about their respective pivot anchors 9.

Fig. 4D shows the couplers 1 in a fourth operational state, which may follow the third operational case in case the remaining energy of the crash has been still not absorbed and the vehicles continue motion, while the couplers continue to move sidewards, the deflector plates slide along each other until they get out of contact, such that the vehicles may still continue their movement while the couplers are pivoted to such an extend that the continuing movement of the vehicles (at least to some extend) does not cause interference between the couplers. Consequently, during a crash scenario, as compared with the scenario shown in Figs.

2A-2B, the operation of elements of the train that absorb crash energy is not disrupted by the couplers, because the couplers move sidewards and allow continued operation of the crash energy absorbing elements. Moreover, the damage to the couplers according to the invention, as compared with the scenario shown in Figs. 2A-2B, is avoided or at least reduced.