CA1122182A - Buffer stop for rail vehicles - Google Patents
Buffer stop for rail vehiclesInfo
- Publication number
- CA1122182A CA1122182A CA000316980A CA316980A CA1122182A CA 1122182 A CA1122182 A CA 1122182A CA 000316980 A CA000316980 A CA 000316980A CA 316980 A CA316980 A CA 316980A CA 1122182 A CA1122182 A CA 1122182A
- Authority
- CA
- Canada
- Prior art keywords
- buffer
- rail
- advance unit
- buffer stop
- impact
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
- B61K7/00—Railway stops fixed to permanent way; Track brakes or retarding apparatus fixed to permanent way; Sand tracks or the like
- B61K7/16—Positive railway stops
- B61K7/18—Buffer stops
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vibration Dampers (AREA)
- Fluid-Damping Devices (AREA)
Abstract
A B S T R A C T
Buffer stop for rail vehicles comprises impact triangles associated with the rails and at least one buffer rail connected to the impact triangles via a braking device in such a manner that braking energy is used up for the displacement of the buffer rail towards the impact triangles, characterized in that the buffer rail forms part of a hydraulic buffer arrangement connected to the impact triangles and in that an advance unit provided with buffers and adapted to be placed in contact against the buffer rail is movably connected to the rails in front of the hydraulic buffer arrangement.
Buffer stop for rail vehicles comprises impact triangles associated with the rails and at least one buffer rail connected to the impact triangles via a braking device in such a manner that braking energy is used up for the displacement of the buffer rail towards the impact triangles, characterized in that the buffer rail forms part of a hydraulic buffer arrangement connected to the impact triangles and in that an advance unit provided with buffers and adapted to be placed in contact against the buffer rail is movably connected to the rails in front of the hydraulic buffer arrangement.
Description
~ r St~ for Rail Vehicles The invention rela-tes to a buffer stop for rail vehicles compris.ng triangles associated with the rails and at least one bu~fer rail connected to -the triangles via a br~.king device in such a manner tha-t braking energy is used up for -the di'splacement of the buffer rail in a ....
d'rection -towards the -triangles.
So~called rail braking bu~fer sto~s have 'become known in which the triangles are cooperating via at leas~t ~ne brakin~ ~ each with at 'leas-t one rail each servi.ng as a s-tal;ionary frictio~l member. The brake~ff~ is kept against the rail ~ith -the aid of several brake screws. A~'ter a d:i.splacement of the rail brakin~ bv.i~er stop caused by a run~up rrlcvement SQid rail 'braking buI.er stop is re-turned -to the posi~tion of readiness after p~
the screw.~ have been loosened, with -~he re-turn movemen-t being pe~rformed with the aid o~ a -tow rope havi.ng a tclckle means or a shun-ting locomotive pulling -therea-t. Such a return Movement is disadvantageous for several reasons.
Shun-ting engines as a rule are not always readily available~
The pulling ~orward with -the aid of a -tackle means i,s ex-pensive from a labour point of view and will block -the respective rail section for the corresponding period of time ~
In case o~ heavy run-up movements and displacements by some metres the troublesome return operations must be suffered~
With minor shocks which occur ~requently and may in many instances occur daily and with which the rail braking buffer stop is displaced only by hal~' a metre or one me-tre, the return procedure proves to be troublesome and often is even forgotten so that for possible later run-up mo~ements the whole length of.brake path is not available.
'''`~' .
A buf~er stop has ~1SG become known in which the buf~er device is arranged to have a braking effect and may be proviaed both on a fixed buf~er stop ancl on a rail b-raking bu~fer s-top (German patent letter 1 ~0 964). With this kno~rn buffer stop there is provided a buffer pad which is guide~3. along a ~riction element b~J means of one or se-~era di.splaccab:Le buffer rails, ~aid fric-tion element being ~r~vi.d~
./ith a wedg? surface cooperating wi-th a wedge sur~ace o~
the buffer rail. Releasable clamping means serve -to brlng ..... ,/
.
tlle weclge SUI~ ~`aces into braXing engagetnent wi-th each o-the~
A~'ter a rur1-u~p movement i-t is necessary -to bring the buL~:e-r rails 'back agai-n into tne ori~inal posi-tion. For this pur,?ose -the brake screws wil:L be s]ackenecl and -the 'buf'~:er rails displ~Aced ~orwards in-to -the i~nl-tial position. This re-turn prccedure too has proved to be -troublesome no-t least because it -too requires auxi]iary technical means, The inven-tion is thus based upon the problem of providing a buffer sto~ for rail vehic1es wi-th automatic return rnovernen-t.
This problem is solved in accordance wi-th -the invention in tha-t the buffer length forms part of a hydraulic buffer arrangement connected with the triangles and in that an advance unit provided with buf'fer blocks and adapted to be placed i-n close contact against the buffer rails is movably connected to -the rails in ~ron-t o~ the hydraulic buffer arrangementO
In case of minor run-up rnovemen-ts the hydraulic buf`fer arrange--ment will yield and use up part of or the entire run-~p energy until the~advance unit comes to lie against the impact trl-angles. With -the r~n-up pressure no longer prevailing, the h~draulic buffer arrangement will adjust the advance unit again back in-to the original po,sition of readin~ss spaced from the lmpac-t triangles.
This ad~ance ~nit prevents the running Ap vehicle f:rom directly contacting the buffer arrangement. Ver-tical f`o~Aces causing darn,Age or ~estruc-tion of the bufEer arrangement are -thus kep-t a~ay :f:rom it. The advance unit is ~here~':ore movably connected tG l,he r~ils so that rela-tively minor ~'orces of .~0./4 ~ 2 adjustment are required.-to move itg with the re-turn energy inheren-t -to rhe buffer arrangemen-t being suffioient to retur the advance ~i-t -to i-ts ini-tial pos:i-tion.
The hydraulic buffer arrangement may be of a known construc-t-ion and may comprise, for example 9 a cyli.nder filled wi-th hydraulic oil and a ni-trogsn~filled plunger guided i.n the cylinder which, when biased, will be forced into the cylincler thereby pressing the hydraulic oil through a con-trolled passage opéning and into a nitrogen chamber formed in the '.
plunger. The nitrogen is compressed in this manner but expands after the plunger ha~ been relieved, in order to force i-t back into the initial posi-tion.
What is particularly advantageous according -to one embodiment of the invention is the use of a rail braking buffer s-top in the case of which the impact triangles cooperate wi-th a rail serving as a stationary .friction element via at leas-t one braking element each, and the braking element is kept closely against the rail with the aid of at least one holding ....
means, preferably brake screws. The rail braking buffer stop w:i.ll ge-t into function only after -the hydraul.-~c '~uffer has been forced in and when -the advance ~l~it lies in close contact against the rail braking buffer stop. Thereby~ a s-tepwise braking operatiGn is provided with -the second s-tep serving to in-tercept ma~or run-up forces. With rela-tively hi.gh run--up energies the hydraulic buffer may also be effective a~ a rigi.d.
structural componient~ so -tha-t a braking effect will be obtained direct;ly via the rail braking buffer stop.
:"
~ 5 At-tention is drawn to -the fc.ct -tha-t -the combina-tion oi a rRil braking buf:fer s-top as describ2d abo-ve with a hydrauli(:
buffer arrangemen-t is considered to he an invention without the advance unit mentioned above.
As an alterna-tive to the embodiments as described above provision may also be made for the bu~fer arrangemen-t i-tself to be fastened a-t the impact-triangles via a fric-tional braking means by perhaps forming part of the kn~m huffer rails as described above. In -this arrangementS the impact triangles may be connected to the rails either rigidly or positively, in order to enable a frictional braking.
The buffer s-top according to the invention in addition o~fers the considerable advantage that with the frequently occurring minor run-up impacts no return wor.k becomes necessary a-t all, the buffer stop thus being always in a posi-tion o~ resdi.ness for minor and major impacts. Besides, it brings about a relief as regards maintenance and observation of the con-dition of readiness of -the buffer stop. The usual return work will occur only with majox impac'cs.
The rail braking bu~er s-top and the hydraulic buffer arrange~
ment will have to be designed .in such a manner -that the ~reater outpu-t capacity is on tche part o~ the rail braking buffer stop~
The ad.vance uni-t may be designed in any manner so as to . ~.. ,/6 , ....
guarantee t~!e ;~ nCtlOn O:~:' tra~ ';mi~qSiOn OI e~ergy onto ~the bui'.fer e",rangement, fi'or thls purpose) in o~.e embodimen-t of -the inven-ti.orl, provision is ~lacLe for one buf'f'er arrangemen-t -to be respectively connec-ted to one impact -triangle and for the advar!ce uni-t to comprise two sec-tions respectively con-nected to one rail and pre~erably in-tercorlnec-ted wi-th each o-ther by a strut. Since 9 as men-tioned above 9 -the run-up energy is ;to be transmitted -to~the buffer arrangement,~rom -the advance uni.t, the members bearing the buffers of the advance uni-t are arxang~ed in -the plane of the associated impac-t trianples. The la-tter are in their turn suppor-ted rela-tively loosely on the rails, so tha~ the advanoe uni-t sectiorsare suitably interconnected with each other by means of a tran,sverse strut9 .in order to impart s-tability to the advance unit.
During a r~l~up movemen-t 'che advance unit will become dis-placed in a direction towards'the impact triangles un-,til they are c'ontacted. ln this connection9 provision is made in another embodiment of the invention for the ~ides facin.g each o-the.,r of the im~act triangles and t~e advance unit to be fo~med in such a manner that through a predetermined distax~,c2 they extend .in parallel with each other. This is e.t'fecti.ve -to guarantee a SXlUg contact between impact triang]e an~ advanct~ uni-t, so that -the r~m~up energies may l~e aecom.motlcltt,d by the :lrn~act triangles in the desired plane~
In a ~urt~ler clevelopmerlt in -this respect provis:;on is made .../7 .
~_"~ ~2,r~
by -the i.nventiol ~or that side o.- the lmpac-t tr].anp;les which.
fflCe~S in tht~ direc tion 0~ i.mpact to ta.per rearwards in a.
~irec-tion towards the rail and for the advance u~it ~ections to be o.~ a -triangular configura-tion in the plane o~ the rails.
By -this arrangement, a relatively lon.g way is made possible be-tween -the advance unit and -the impac-t triangle or9 with a given way9 -the length of the hydraulic buf`fer arrangemen-t is shor-tened io. relation to the conventional impac-t tria~ 1 _.Lg es.
As mentioned, the sections of the advance unit are to be movably comlected with the rails. In this contex.t~ provision is made in ano-ther embodiment of the invention f`or the advance uni--. sections -to comp:rise a ~astening por-tion engaging beneath the rail heads from both sides and being supported at the rail head via rollers. The rollers mak~
pc,s~ible a particularly easy adjustment of the advance unit which is imp~r-tant in particular in connection with an au-tomatic return procedure.
The most suitaole arrangerQent of the hydraulic buffer assembly according to ~ further embodiment of the invention consists in -tha-t the hydraulic buffer arrangement comprising plungtr and cylinder is :fitted on -the upper surf`~ce of the impac-t trJ.angle~ ~or example, welded -thereto.
The buffer stor~ accordirlg to th~ invent~on may be utili~ed ~o~h :f:or side- anc~ cent2r~buffer vehicles.. ~vr the la-Stei:
, case ~ provlc!i oAn .~. s made in a i~ur-ther developrnent o:E the inventJ on :~`or /(~!e ad~ance U~lit to be provided in the upper regi.on thereo:f.' w;.th a carrier resistant to bending ha.vlng a blind coupl I ng fit ted -therea-t . :[n case of a running~Au~) movemen-t occurring onto the blind coupling7 -the impac t i s transmi-t-ted onto -the hydraulic buf:fer arrangemen-t via -the carrier resista.nt -to bending.
In spite o:f rollers and an easy guidance o~' -the advance urni-t on the rails it may happen -that the return force inh~rent to the buffer arrangements does not suffice -to return tne advance unit -to the posi-tion of readiness automa-tically. Thereore, provision is made in a further development of the inven tion for a spring assembly to be arranged ~e-tween the i~lTpact triangles and the advance unit. According to a fur-ther embodi.ment of -the i.nvention, this spring assembly may consist in that there is a coil spring arranged be-tween each impac-t tria.ngle and the advance unit which is supported on abutments of the l;riangle and the advance unit, said cc~i~ spring being g liided by a guide roàl or pipe arranged inside which is fas-tenecl a t the ad.vance uni t and s~por-ted for sliding move-ment in the associated triangle.
The advan ta.ges OI the invention wilï be outlined once more in -t:he Ioll-.~wing: If -the rolling stock arrives at low speed.D
the hiydraulic bv.:f~er wi:L:L ope:rate satis.îac-tori:l.~ and can retuxn -to the i.lli.-tia.1 positj.on a:f:ter havin~; ~)een re].iev¢d.
.... /~3 Bu-t i.~ a ~ehicl.e un:l.-t arrives at an elevated speedS -the hydralll1.c buf:l'er will rnove forwards wi-th the vehi.cle ~-til.~ before ~eing lorced :in and. will be in-tercep.-ted by -the rail braking buffer s-top wh;ch performs a mul-tiple work of ~raklng.
When'-the brak.ing operati.on is nearing i-ts end and the speed has been exhausted5 -the hydraulic buf`f`er may slide back into the position of` in-terceptingO
The ~arious '6raking opera-tions in -this arrangemen-t are com-plementary to each other in an excellen-t manner, because the designed dimension of -the rail braking buffer stop may '~e ad-Justed entirely -to the kinetic energy to be expected. ''his is equall.y applicable also to -the length of -the brake path.
In the case of' a rai].'braking buf'f`er stop the brake screws need not be slackened with each minor impact in order to mcve it back to the positi~n of' readiness.
, In the following, some examples of' embodiments of t~e invention will. be described in more detail by way of drawings.
In the drawings, Figv.re 1 is a ~ide view of' a ~irs-t em'bodiment of a rail braking buffer stop according to the invention, Figure 2 is a top p].an view taken on the rai.l bra}sing buff`er stop ac~ording to Figure 1 9 El:iguxe 3 is a f'ront eleva-l;i.onal -view o~' the rai'l brakillg bu~'~'er ~, stop according to Figure 1, /10 . ~, . .
- 10 ~
igure 4 sho~,C, the rai1 bra:~ing buffer stop accor~ling -to F~.gure 1 in a retracted condition igure 5 shows a second embodiment of the r~:il braking buffer stop accordirig to the inven-tion, igure ~ is a top plan view taken on the rail braking buffer stop according to Figure 5, I
Figure 7 is a Xront elevational view of the rail braking buf`~er stop according to Figure ~, Figure 8 shows the rail braking buffer stop according to Figure ~ in the retracted condition.
Prior -t;o dealing wi-th the embodiments in detail, it is to be stated that all the constructional features of the preierred embodimen-t by themselves9 in combination with each o-ther, and also in cornbination with the features o~ -the patent claims, are essential to -the invention~
There are two implct triangles 1 ~stened on a rail member 10~
This manne~ of fas-tening may be seen more clearly ~`rom Fig~.re 3.
A rail 12 is fitted on the underside of a pla-te 11 as a friction member~ the head o~ said rail 12 coming -to lie be-nea-th the head of a drive trac~ 13. Fr.iction elemellts 14 and 15 r~spective:Ly come to lie in snug erlgagemenc on -the head o~ the c1ri.ve traclr ar.ld against the other undersl~a of the .... /1 1 ' .
.
~3;~.~ 2 head of -l,he dri~.re -t.rack~ and are -I-)ressed in close cGn-tac-t Wi th thf, a:ici OI a s-ti.r:rup~shaped hol.der9 in -tha-t brake screws 17 are ~)assed through the plate 11, -the friction e'lemen-t 14, and 'che holder 16. As may bs seen ~rom Figure 1 9 there are i,hree such braking devices provided ~`or each impact tri.angl.e 1. Further braking devices 6 are connected -to the drive tracks 13 in rear of -the impac-t triangles 10 Braking dev.ices 6 disposed on one and the same level with respec-t to éach o-ther are interconnected wi-th each other by means of U-shaped rails 18 resistant to.b.e.nding.
The ~lates 11 oi the i~pact triangles 1 when consideraing a side view thereof are f'orming an upwardly tapering -trapezoid which is inc].ined forwardly against the direction of impact-.
The front sides are formed by flanges 19, 2~ welded thereto and. extend..'..ng transversely thereof, while a stiffening ri~. 21a 1 :
: is welded -to the cen-ter on either'side. I
1.
In -the ].ow3r, region of the impact -triangles 1 there are ho~i~o~tal:Ly extending fishp1ates 21 ~astened at the ends the~eof witn ~transverse struts 25, 26 as wel]. as stru-ts ~7, 28 crossing each other engaging -thereat. In -~he point of in-tersection of the struts 27, 28 there is in addltion a plate 2~ fas-toned -therewi-th.
~~' '.I.'he rail 1~r.lk.i.ng buffer s-~op as descri'bed is essentially des:i~ned and carr~ed. out in tl'le J'orm o~' a welded const:ructic-Q.
A blJ.~'fer a~.;sLm'~.~ly ls connecte~ to the upper sur.f:ace o~ the .... . . ... , . . ,,, . . . . . ,.. . , . . . ., . .. , .. ,., .. ~. . . .. .
impac-~ -tri,angles -I which essent:ial.ly consi.sts o~ a cylinder arrangement 3~) and a pis-ton arrangement 31. The cylinder arrangemen-t 30 which consists o~ two stepped portions is welded -to -the associa-ted impact triangle 10 The hydraulic buffer arr~ngemen-t 2 is known as re~ards -the design thereof' and thersfore will not be descri.bed in more deta.i.l. The cylinder arrangement 30 ~.s filled with hydraulic oil while the piston,arrangement 31 i~ ~illed ~ith nitrogen. When biasing the piston arrangement 31 the hydravlic oil is ~, pressed in-to the nitrogen chamber through a con-trolled passage openingD The nitrogen is compressed in this manner and is effec-tive'as a return spring for the piston arrange-men-t 31 ~ . .
A buffer 32 is connected to the free end o~ the.pis-ton arrangement 31.
An advanoe unit 3 is,arranged at a location spaced through a d,lstance ~rom the ilnpact -triangles 1 which consists of two seotiorls 349 3F co~nected with each other via a carrier 33 resistant -to bending. ~ach one o~ these sectio~ i.s provided wi-th a plate 36 extending in parallel wi-th -the plane o~ tlle rails and with an extension 37 at -the undsr~
side sngagi.ng the head of the dri.ve track 13 (Fig~re 3).
plate 38 ex-tending ln parallel -therewith comprises a lower ex-ten,ion ~ engaging benea-th the hsad of -the drive -track a-t the oppo,site si.de. The sides of -the p'!.ates 36 and 38 which are inc~ined in -the shape of a roof are connected wii,h ~ach ~ 13 -c-ther by ~neans ol stif~ening flanges 39, 4-0 with the en~, of -the flanges 39 an~ /+~ 'acing each other being space(3 ~:rorn eac}) other ver-tlcally and in-terconnec-ted by means o~ a 1;ransversc shee-t rne-tal pla-te 1~1 ex-tendlng upwards above -the h-ydraul-ic buffer arrange,rnen-t 2. A buffer block 42 is connec-ted to -the -transverse shee-t rne-tal pla-te 41 ln the upper region thereof.
The back surface of the sheet metal pla-te 41 comes -to lie in close contact againx-t the bu~fer element 32 of -the buf':L`er arrangement 2.
Between the plates 36 and 38 there are two rollers 5 ro-tatably suppor-ted in the lower region thereo~ through which the advance ~it 3 is supported on the drive track 13.
By this arrangemen~t the advance unit 3 may be easily displaced on the -tracks 13.
Abutments 43 to 46in the ~orm of box sections for coil springs 47, 48 axe respectiveLy ~as-tened with the sections 34 and 35 of t,he adva~ce unit 3 and the inner surface of the plate 11 of the impac~, triangles 1; a guide pipe 49 is a~ranged inside the coil springs connected at the one end thereof -to the abu~ments 4~ at the advance uni-t 3, while being slidab:Ly movable -through an opening, not shown, in the abutrnents 4~ and 4~, respecti.vely5 at the o-ther end thereof.
The s~rings 479 48 are at;tempting to urge -the auxiliary de~ic;e 1 away from the rail brak.ing buffer sto~ thus enhancing th~ re~t.~l~n powe~ of che hydraulic buffer arrangemerlt
d'rection -towards the -triangles.
So~called rail braking bu~fer sto~s have 'become known in which the triangles are cooperating via at leas~t ~ne brakin~ ~ each with at 'leas-t one rail each servi.ng as a s-tal;ionary frictio~l member. The brake~ff~ is kept against the rail ~ith -the aid of several brake screws. A~'ter a d:i.splacement of the rail brakin~ bv.i~er stop caused by a run~up rrlcvement SQid rail 'braking buI.er stop is re-turned -to the posi~tion of readiness after p~
the screw.~ have been loosened, with -~he re-turn movemen-t being pe~rformed with the aid o~ a -tow rope havi.ng a tclckle means or a shun-ting locomotive pulling -therea-t. Such a return Movement is disadvantageous for several reasons.
Shun-ting engines as a rule are not always readily available~
The pulling ~orward with -the aid of a -tackle means i,s ex-pensive from a labour point of view and will block -the respective rail section for the corresponding period of time ~
In case o~ heavy run-up movements and displacements by some metres the troublesome return operations must be suffered~
With minor shocks which occur ~requently and may in many instances occur daily and with which the rail braking buffer stop is displaced only by hal~' a metre or one me-tre, the return procedure proves to be troublesome and often is even forgotten so that for possible later run-up mo~ements the whole length of.brake path is not available.
'''`~' .
A buf~er stop has ~1SG become known in which the buf~er device is arranged to have a braking effect and may be proviaed both on a fixed buf~er stop ancl on a rail b-raking bu~fer s-top (German patent letter 1 ~0 964). With this kno~rn buffer stop there is provided a buffer pad which is guide~3. along a ~riction element b~J means of one or se-~era di.splaccab:Le buffer rails, ~aid fric-tion element being ~r~vi.d~
./ith a wedg? surface cooperating wi-th a wedge sur~ace o~
the buffer rail. Releasable clamping means serve -to brlng ..... ,/
.
tlle weclge SUI~ ~`aces into braXing engagetnent wi-th each o-the~
A~'ter a rur1-u~p movement i-t is necessary -to bring the buL~:e-r rails 'back agai-n into tne ori~inal posi-tion. For this pur,?ose -the brake screws wil:L be s]ackenecl and -the 'buf'~:er rails displ~Aced ~orwards in-to -the i~nl-tial position. This re-turn prccedure too has proved to be -troublesome no-t least because it -too requires auxi]iary technical means, The inven-tion is thus based upon the problem of providing a buffer sto~ for rail vehic1es wi-th automatic return rnovernen-t.
This problem is solved in accordance wi-th -the invention in tha-t the buffer length forms part of a hydraulic buffer arrangement connected with the triangles and in that an advance unit provided with buf'fer blocks and adapted to be placed i-n close contact against the buffer rails is movably connected to -the rails in ~ron-t o~ the hydraulic buffer arrangementO
In case of minor run-up rnovemen-ts the hydraulic buf`fer arrange--ment will yield and use up part of or the entire run-~p energy until the~advance unit comes to lie against the impact trl-angles. With -the r~n-up pressure no longer prevailing, the h~draulic buffer arrangement will adjust the advance unit again back in-to the original po,sition of readin~ss spaced from the lmpac-t triangles.
This ad~ance ~nit prevents the running Ap vehicle f:rom directly contacting the buffer arrangement. Ver-tical f`o~Aces causing darn,Age or ~estruc-tion of the bufEer arrangement are -thus kep-t a~ay :f:rom it. The advance unit is ~here~':ore movably connected tG l,he r~ils so that rela-tively minor ~'orces of .~0./4 ~ 2 adjustment are required.-to move itg with the re-turn energy inheren-t -to rhe buffer arrangemen-t being suffioient to retur the advance ~i-t -to i-ts ini-tial pos:i-tion.
The hydraulic buffer arrangement may be of a known construc-t-ion and may comprise, for example 9 a cyli.nder filled wi-th hydraulic oil and a ni-trogsn~filled plunger guided i.n the cylinder which, when biased, will be forced into the cylincler thereby pressing the hydraulic oil through a con-trolled passage opéning and into a nitrogen chamber formed in the '.
plunger. The nitrogen is compressed in this manner but expands after the plunger ha~ been relieved, in order to force i-t back into the initial posi-tion.
What is particularly advantageous according -to one embodiment of the invention is the use of a rail braking buffer s-top in the case of which the impact triangles cooperate wi-th a rail serving as a stationary .friction element via at leas-t one braking element each, and the braking element is kept closely against the rail with the aid of at least one holding ....
means, preferably brake screws. The rail braking buffer stop w:i.ll ge-t into function only after -the hydraul.-~c '~uffer has been forced in and when -the advance ~l~it lies in close contact against the rail braking buffer stop. Thereby~ a s-tepwise braking operatiGn is provided with -the second s-tep serving to in-tercept ma~or run-up forces. With rela-tively hi.gh run--up energies the hydraulic buffer may also be effective a~ a rigi.d.
structural componient~ so -tha-t a braking effect will be obtained direct;ly via the rail braking buffer stop.
:"
~ 5 At-tention is drawn to -the fc.ct -tha-t -the combina-tion oi a rRil braking buf:fer s-top as describ2d abo-ve with a hydrauli(:
buffer arrangemen-t is considered to he an invention without the advance unit mentioned above.
As an alterna-tive to the embodiments as described above provision may also be made for the bu~fer arrangemen-t i-tself to be fastened a-t the impact-triangles via a fric-tional braking means by perhaps forming part of the kn~m huffer rails as described above. In -this arrangementS the impact triangles may be connected to the rails either rigidly or positively, in order to enable a frictional braking.
The buffer s-top according to the invention in addition o~fers the considerable advantage that with the frequently occurring minor run-up impacts no return wor.k becomes necessary a-t all, the buffer stop thus being always in a posi-tion o~ resdi.ness for minor and major impacts. Besides, it brings about a relief as regards maintenance and observation of the con-dition of readiness of -the buffer stop. The usual return work will occur only with majox impac'cs.
The rail braking bu~er s-top and the hydraulic buffer arrange~
ment will have to be designed .in such a manner -that the ~reater outpu-t capacity is on tche part o~ the rail braking buffer stop~
The ad.vance uni-t may be designed in any manner so as to . ~.. ,/6 , ....
guarantee t~!e ;~ nCtlOn O:~:' tra~ ';mi~qSiOn OI e~ergy onto ~the bui'.fer e",rangement, fi'or thls purpose) in o~.e embodimen-t of -the inven-ti.orl, provision is ~lacLe for one buf'f'er arrangemen-t -to be respectively connec-ted to one impact -triangle and for the advar!ce uni-t to comprise two sec-tions respectively con-nected to one rail and pre~erably in-tercorlnec-ted wi-th each o-ther by a strut. Since 9 as men-tioned above 9 -the run-up energy is ;to be transmitted -to~the buffer arrangement,~rom -the advance uni.t, the members bearing the buffers of the advance uni-t are arxang~ed in -the plane of the associated impac-t trianples. The la-tter are in their turn suppor-ted rela-tively loosely on the rails, so tha~ the advanoe uni-t sectiorsare suitably interconnected with each other by means of a tran,sverse strut9 .in order to impart s-tability to the advance unit.
During a r~l~up movemen-t 'che advance unit will become dis-placed in a direction towards'the impact triangles un-,til they are c'ontacted. ln this connection9 provision is made in another embodiment of the invention for the ~ides facin.g each o-the.,r of the im~act triangles and t~e advance unit to be fo~med in such a manner that through a predetermined distax~,c2 they extend .in parallel with each other. This is e.t'fecti.ve -to guarantee a SXlUg contact between impact triang]e an~ advanct~ uni-t, so that -the r~m~up energies may l~e aecom.motlcltt,d by the :lrn~act triangles in the desired plane~
In a ~urt~ler clevelopmerlt in -this respect provis:;on is made .../7 .
~_"~ ~2,r~
by -the i.nventiol ~or that side o.- the lmpac-t tr].anp;les which.
fflCe~S in tht~ direc tion 0~ i.mpact to ta.per rearwards in a.
~irec-tion towards the rail and for the advance u~it ~ections to be o.~ a -triangular configura-tion in the plane o~ the rails.
By -this arrangement, a relatively lon.g way is made possible be-tween -the advance unit and -the impac-t triangle or9 with a given way9 -the length of the hydraulic buf`fer arrangemen-t is shor-tened io. relation to the conventional impac-t tria~ 1 _.Lg es.
As mentioned, the sections of the advance unit are to be movably comlected with the rails. In this contex.t~ provision is made in ano-ther embodiment of the invention f`or the advance uni--. sections -to comp:rise a ~astening por-tion engaging beneath the rail heads from both sides and being supported at the rail head via rollers. The rollers mak~
pc,s~ible a particularly easy adjustment of the advance unit which is imp~r-tant in particular in connection with an au-tomatic return procedure.
The most suitaole arrangerQent of the hydraulic buffer assembly according to ~ further embodiment of the invention consists in -tha-t the hydraulic buffer arrangement comprising plungtr and cylinder is :fitted on -the upper surf`~ce of the impac-t trJ.angle~ ~or example, welded -thereto.
The buffer stor~ accordirlg to th~ invent~on may be utili~ed ~o~h :f:or side- anc~ cent2r~buffer vehicles.. ~vr the la-Stei:
, case ~ provlc!i oAn .~. s made in a i~ur-ther developrnent o:E the inventJ on :~`or /(~!e ad~ance U~lit to be provided in the upper regi.on thereo:f.' w;.th a carrier resistant to bending ha.vlng a blind coupl I ng fit ted -therea-t . :[n case of a running~Au~) movemen-t occurring onto the blind coupling7 -the impac t i s transmi-t-ted onto -the hydraulic buf:fer arrangemen-t via -the carrier resista.nt -to bending.
In spite o:f rollers and an easy guidance o~' -the advance urni-t on the rails it may happen -that the return force inh~rent to the buffer arrangements does not suffice -to return tne advance unit -to the posi-tion of readiness automa-tically. Thereore, provision is made in a further development of the inven tion for a spring assembly to be arranged ~e-tween the i~lTpact triangles and the advance unit. According to a fur-ther embodi.ment of -the i.nvention, this spring assembly may consist in that there is a coil spring arranged be-tween each impac-t tria.ngle and the advance unit which is supported on abutments of the l;riangle and the advance unit, said cc~i~ spring being g liided by a guide roàl or pipe arranged inside which is fas-tenecl a t the ad.vance uni t and s~por-ted for sliding move-ment in the associated triangle.
The advan ta.ges OI the invention wilï be outlined once more in -t:he Ioll-.~wing: If -the rolling stock arrives at low speed.D
the hiydraulic bv.:f~er wi:L:L ope:rate satis.îac-tori:l.~ and can retuxn -to the i.lli.-tia.1 positj.on a:f:ter havin~; ~)een re].iev¢d.
.... /~3 Bu-t i.~ a ~ehicl.e un:l.-t arrives at an elevated speedS -the hydralll1.c buf:l'er will rnove forwards wi-th the vehi.cle ~-til.~ before ~eing lorced :in and. will be in-tercep.-ted by -the rail braking buffer s-top wh;ch performs a mul-tiple work of ~raklng.
When'-the brak.ing operati.on is nearing i-ts end and the speed has been exhausted5 -the hydraulic buf`f`er may slide back into the position of` in-terceptingO
The ~arious '6raking opera-tions in -this arrangemen-t are com-plementary to each other in an excellen-t manner, because the designed dimension of -the rail braking buffer stop may '~e ad-Justed entirely -to the kinetic energy to be expected. ''his is equall.y applicable also to -the length of -the brake path.
In the case of' a rai].'braking buf'f`er stop the brake screws need not be slackened with each minor impact in order to mcve it back to the positi~n of' readiness.
, In the following, some examples of' embodiments of t~e invention will. be described in more detail by way of drawings.
In the drawings, Figv.re 1 is a ~ide view of' a ~irs-t em'bodiment of a rail braking buffer stop according to the invention, Figure 2 is a top p].an view taken on the rai.l bra}sing buff`er stop ac~ording to Figure 1 9 El:iguxe 3 is a f'ront eleva-l;i.onal -view o~' the rai'l brakillg bu~'~'er ~, stop according to Figure 1, /10 . ~, . .
- 10 ~
igure 4 sho~,C, the rai1 bra:~ing buffer stop accor~ling -to F~.gure 1 in a retracted condition igure 5 shows a second embodiment of the r~:il braking buffer stop accordirig to the inven-tion, igure ~ is a top plan view taken on the rail braking buffer stop according to Figure 5, I
Figure 7 is a Xront elevational view of the rail braking buf`~er stop according to Figure ~, Figure 8 shows the rail braking buffer stop according to Figure ~ in the retracted condition.
Prior -t;o dealing wi-th the embodiments in detail, it is to be stated that all the constructional features of the preierred embodimen-t by themselves9 in combination with each o-ther, and also in cornbination with the features o~ -the patent claims, are essential to -the invention~
There are two implct triangles 1 ~stened on a rail member 10~
This manne~ of fas-tening may be seen more clearly ~`rom Fig~.re 3.
A rail 12 is fitted on the underside of a pla-te 11 as a friction member~ the head o~ said rail 12 coming -to lie be-nea-th the head of a drive trac~ 13. Fr.iction elemellts 14 and 15 r~spective:Ly come to lie in snug erlgagemenc on -the head o~ the c1ri.ve traclr ar.ld against the other undersl~a of the .... /1 1 ' .
.
~3;~.~ 2 head of -l,he dri~.re -t.rack~ and are -I-)ressed in close cGn-tac-t Wi th thf, a:ici OI a s-ti.r:rup~shaped hol.der9 in -tha-t brake screws 17 are ~)assed through the plate 11, -the friction e'lemen-t 14, and 'che holder 16. As may bs seen ~rom Figure 1 9 there are i,hree such braking devices provided ~`or each impact tri.angl.e 1. Further braking devices 6 are connected -to the drive tracks 13 in rear of -the impac-t triangles 10 Braking dev.ices 6 disposed on one and the same level with respec-t to éach o-ther are interconnected wi-th each other by means of U-shaped rails 18 resistant to.b.e.nding.
The ~lates 11 oi the i~pact triangles 1 when consideraing a side view thereof are f'orming an upwardly tapering -trapezoid which is inc].ined forwardly against the direction of impact-.
The front sides are formed by flanges 19, 2~ welded thereto and. extend..'..ng transversely thereof, while a stiffening ri~. 21a 1 :
: is welded -to the cen-ter on either'side. I
1.
In -the ].ow3r, region of the impact -triangles 1 there are ho~i~o~tal:Ly extending fishp1ates 21 ~astened at the ends the~eof witn ~transverse struts 25, 26 as wel]. as stru-ts ~7, 28 crossing each other engaging -thereat. In -~he point of in-tersection of the struts 27, 28 there is in addltion a plate 2~ fas-toned -therewi-th.
~~' '.I.'he rail 1~r.lk.i.ng buffer s-~op as descri'bed is essentially des:i~ned and carr~ed. out in tl'le J'orm o~' a welded const:ructic-Q.
A blJ.~'fer a~.;sLm'~.~ly ls connecte~ to the upper sur.f:ace o~ the .... . . ... , . . ,,, . . . . . ,.. . , . . . ., . .. , .. ,., .. ~. . . .. .
impac-~ -tri,angles -I which essent:ial.ly consi.sts o~ a cylinder arrangement 3~) and a pis-ton arrangement 31. The cylinder arrangemen-t 30 which consists o~ two stepped portions is welded -to -the associa-ted impact triangle 10 The hydraulic buffer arr~ngemen-t 2 is known as re~ards -the design thereof' and thersfore will not be descri.bed in more deta.i.l. The cylinder arrangement 30 ~.s filled with hydraulic oil while the piston,arrangement 31 i~ ~illed ~ith nitrogen. When biasing the piston arrangement 31 the hydravlic oil is ~, pressed in-to the nitrogen chamber through a con-trolled passage openingD The nitrogen is compressed in this manner and is effec-tive'as a return spring for the piston arrange-men-t 31 ~ . .
A buffer 32 is connected to the free end o~ the.pis-ton arrangement 31.
An advanoe unit 3 is,arranged at a location spaced through a d,lstance ~rom the ilnpact -triangles 1 which consists of two seotiorls 349 3F co~nected with each other via a carrier 33 resistant -to bending. ~ach one o~ these sectio~ i.s provided wi-th a plate 36 extending in parallel wi-th -the plane o~ tlle rails and with an extension 37 at -the undsr~
side sngagi.ng the head of the dri.ve track 13 (Fig~re 3).
plate 38 ex-tending ln parallel -therewith comprises a lower ex-ten,ion ~ engaging benea-th the hsad of -the drive -track a-t the oppo,site si.de. The sides of -the p'!.ates 36 and 38 which are inc~ined in -the shape of a roof are connected wii,h ~ach ~ 13 -c-ther by ~neans ol stif~ening flanges 39, 4-0 with the en~, of -the flanges 39 an~ /+~ 'acing each other being space(3 ~:rorn eac}) other ver-tlcally and in-terconnec-ted by means o~ a 1;ransversc shee-t rne-tal pla-te 1~1 ex-tendlng upwards above -the h-ydraul-ic buffer arrange,rnen-t 2. A buffer block 42 is connec-ted to -the -transverse shee-t rne-tal pla-te 41 ln the upper region thereof.
The back surface of the sheet metal pla-te 41 comes -to lie in close contact againx-t the bu~fer element 32 of -the buf':L`er arrangement 2.
Between the plates 36 and 38 there are two rollers 5 ro-tatably suppor-ted in the lower region thereo~ through which the advance ~it 3 is supported on the drive track 13.
By this arrangemen~t the advance unit 3 may be easily displaced on the -tracks 13.
Abutments 43 to 46in the ~orm of box sections for coil springs 47, 48 axe respectiveLy ~as-tened with the sections 34 and 35 of t,he adva~ce unit 3 and the inner surface of the plate 11 of the impac~, triangles 1; a guide pipe 49 is a~ranged inside the coil springs connected at the one end thereof -to the abu~ments 4~ at the advance uni-t 3, while being slidab:Ly movable -through an opening, not shown, in the abutrnents 4~ and 4~, respecti.vely5 at the o-ther end thereof.
The s~rings 479 48 are at;tempting to urge -the auxiliary de~ic;e 1 away from the rail brak.ing buffer sto~ thus enhancing th~ re~t.~l~n powe~ of che hydraulic buffer arrangemerlt
2. The pat;h o~ adjusJclrle~.t, i~owe~er, is :li.rn.i-ted by a stop ~0 ~ /14 ~ 1L~ ~
at -the gui~e pipe 49 wh.~.ch engages behind the abutment l-~5 arld 465 respec-tively.
It has s-tl:ll to be added that the hydraulic bu:~'fer arrange-ments 2 are in-terconrlected wi-th each other through a carrier 51 resis-tant to bending.
In the following, a short desGrip-tion will be given of the mode of operatlon of the rail braking buf~er stop as described with automatic return~
If tlle rolling stock arrives at low speed and abuts aga.~nst the buf.~er blocks 42 of the advance unit 3, the piston arrangement 31 of the buffer arrangement 2 will yield -~nder dissipa-tion o~ the rlm-up energy. The advance unit will in this operation mo~e in a direction towards the impact triangles 19 untLl the piston arrangement is completely retracted and, now, the residual energy which, howe~er~ may ye-t still be substantial is a~commodated by the rail braking buf~er s~op in -the usual manner. Af'ter release the advance m:it will then re-tu-rn -to the position of' readi~ess as shown in Figure 1 as a resul-t cf -the re-turn force inheren~t to the buffe.r arrangement 2 and as a result of the return enargy o:E the sprirlg assemblies 4 (Figure 4 showing -the completely retrac-ted posi*ion), , .
From Figure 2 it may be recognized -that -the buEfer blocl~s ~'2 are tapered .I.a-terally so -that with the rolling stock running up onto the ad~ance un:-t, a sort of sel~center.Lng wi:Ll OC¢llr .,./15 in order t~ a.-~oid a canting of -the advance unit. The -trans-mi,ssion O:r fo:rces ac-ting in a direction transvQr,se to the axis o.f -the buffer arrangement 2 is avoided by the mere co~t,act of the bufler arrangGment a-t the advance uni-t 3 .
- lf a vehicle unit arrives a-t eleva-ted speed~ then ths hydraul:ic bu:~fer arrangernent 2 will move forwards w~th th~, vehicle s-till before it is f'orced in and will be intercepted by -the rail braking buffer stop which performs a multiple of braking action.
The embodiment according to Figures 5 to 8 is diff'erent merely a.s regards -the advance unit 3. Therefore, like parts are designated with like reference numerals.
The -two sections 34, 35 of the advance unit 3 are designed in a manner similar to the clesi.gn of the advance ~nit accorcling to the embodiment as descri.bed ~bove, however, they differ-from e~ch o-ther in that the fron-t flange 60 is extended to a height level with the flange 40 and the two sections 349 35 are connec-ted with each other ln the range of the buffer arrangements 2 by means ~ a trans-verse carrier ~! resis-tan-'c to bending. The -transverse carrier ~1 comprises a blind coupling in -the center there-of for center-bur''fer vehicles.At the encls of -the transverse carrier ~1, in addi.tion~ bu:Efer blocks ~3, ~4 are f'as-tened which pro~ec-t s'ligh-tly cibove the blincl coupling ~2, This ernbodimen-t, ~therei.'ore~ ls suitecl. bo-th for side- and . . ./1 .
center-b~ l.`er ~ is.:Les. Xn the 1at-ter case, -the :impac~;
occurrin~ in the ce~ter is transmitte~ to both hyd.rau~1c bu:~x`er arrangements 2.
' : .... ~, .
~ , .
.. ../17
at -the gui~e pipe 49 wh.~.ch engages behind the abutment l-~5 arld 465 respec-tively.
It has s-tl:ll to be added that the hydraulic bu:~'fer arrange-ments 2 are in-terconrlected wi-th each other through a carrier 51 resis-tant to bending.
In the following, a short desGrip-tion will be given of the mode of operatlon of the rail braking buf~er stop as described with automatic return~
If tlle rolling stock arrives at low speed and abuts aga.~nst the buf.~er blocks 42 of the advance unit 3, the piston arrangement 31 of the buffer arrangement 2 will yield -~nder dissipa-tion o~ the rlm-up energy. The advance unit will in this operation mo~e in a direction towards the impact triangles 19 untLl the piston arrangement is completely retracted and, now, the residual energy which, howe~er~ may ye-t still be substantial is a~commodated by the rail braking buf~er s~op in -the usual manner. Af'ter release the advance m:it will then re-tu-rn -to the position of' readi~ess as shown in Figure 1 as a resul-t cf -the re-turn force inheren~t to the buffe.r arrangement 2 and as a result of the return enargy o:E the sprirlg assemblies 4 (Figure 4 showing -the completely retrac-ted posi*ion), , .
From Figure 2 it may be recognized -that -the buEfer blocl~s ~'2 are tapered .I.a-terally so -that with the rolling stock running up onto the ad~ance un:-t, a sort of sel~center.Lng wi:Ll OC¢llr .,./15 in order t~ a.-~oid a canting of -the advance unit. The -trans-mi,ssion O:r fo:rces ac-ting in a direction transvQr,se to the axis o.f -the buffer arrangement 2 is avoided by the mere co~t,act of the bufler arrangGment a-t the advance uni-t 3 .
- lf a vehicle unit arrives a-t eleva-ted speed~ then ths hydraul:ic bu:~fer arrangernent 2 will move forwards w~th th~, vehicle s-till before it is f'orced in and will be intercepted by -the rail braking buffer stop which performs a multiple of braking action.
The embodiment according to Figures 5 to 8 is diff'erent merely a.s regards -the advance unit 3. Therefore, like parts are designated with like reference numerals.
The -two sections 34, 35 of the advance unit 3 are designed in a manner similar to the clesi.gn of the advance ~nit accorcling to the embodiment as descri.bed ~bove, however, they differ-from e~ch o-ther in that the fron-t flange 60 is extended to a height level with the flange 40 and the two sections 349 35 are connec-ted with each other ln the range of the buffer arrangements 2 by means ~ a trans-verse carrier ~! resis-tan-'c to bending. The -transverse carrier ~1 comprises a blind coupling in -the center there-of for center-bur''fer vehicles.At the encls of -the transverse carrier ~1, in addi.tion~ bu:Efer blocks ~3, ~4 are f'as-tened which pro~ec-t s'ligh-tly cibove the blincl coupling ~2, This ernbodimen-t, ~therei.'ore~ ls suitecl. bo-th for side- and . . ./1 .
center-b~ l.`er ~ is.:Les. Xn the 1at-ter case, -the :impac~;
occurrin~ in the ce~ter is transmitte~ to both hyd.rau~1c bu:~x`er arrangements 2.
' : .... ~, .
~ , .
.. ../17
Claims (7)
1. A buffer stop for rail vehicles, the buffer stop com-prising a rail friction buffer stop having two impact triangles, each supporting hydraulic buffer means which include first buffer blocks projecting forward beyond the impact triangle, and an advance unit mounted on the rails for slidable displacement, said advance unit including second buffer blocks, and means for continuously maintaining said first and second buffer blocks in a detached abutting relationship whereby only axial loads may be transmitted from this advance unit to the rail friction buffer stop.
2. A buffer stop according to Claim 1, wherein the advance unit comprises two sections each of which is adapted to be con-nected to a rail in use.
3. A buffer stop according to claim 1, wherein said impact triangles frictionally engage the rail tracks.
4. A buffer stop according to Claim 2 wherein the impact triangles each have a front end portion extending downwardly from its associated first buffer block and said advance unit having a back end portion extending downwardly from its associated second buffer blocks, said front and back end portions extending parallel to one another so as to be nestable when said advance unit is driven toward said rail friction buffer stop in use.
5. A buffer stop according to Claim 4 wherein said front and back end portions are obliquely inclined rearwardly and downwardly in a firection from the advance unit.
6. A buffer stop according to Claim 1, 2 or 3 wherein the advance unit further comprises a fastening section for each rail, each fastening section being adapted to encompass the head of a rail and a roller means in each fastening section adapted to roll along the head of the rail as the advance unit is driven toward the rail friction buffer stop in use.
7. A buffer stop as claimed in Claim 1, 2 or 3 wherein the hydraulic buffer means comprises a pair of hydraulic cylinders mounted one at the top of each impact triangle, each hydraulic cylinder having a plunger reciprocally mounted therein and extending forwardly therefrom, one of said first buffer blocks being mounted at the outer end of each plunger.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DEP2755565.3 | 1977-12-13 | ||
| DE19772755565 DE2755565C3 (en) | 1977-12-13 | 1977-12-13 | Buffer stop for rail vehicles |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1122182A true CA1122182A (en) | 1982-04-20 |
Family
ID=6026036
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000316980A Expired CA1122182A (en) | 1977-12-13 | 1978-11-28 | Buffer stop for rail vehicles |
Country Status (3)
| Country | Link |
|---|---|
| CA (1) | CA1122182A (en) |
| DE (1) | DE2755565C3 (en) |
| GB (1) | GB2009690B (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103253285A (en) * | 2013-05-28 | 2013-08-21 | 杨恩久 | General type hydraulic buffering car stop |
Families Citing this family (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2269986B (en) * | 1992-07-30 | 1997-03-19 | Flight Equip & Eng | Vehicle seats |
| CN101804821B (en) * | 2009-02-12 | 2012-08-01 | 沈阳中铁安全设备有限责任公司 | Hydraulic buffer stopper |
| DE202009010685U1 (en) * | 2009-08-07 | 2010-12-23 | Wanzl Metallwarenfabrik Gmbh | collection station |
| CN102874275B (en) * | 2012-10-19 | 2015-09-02 | 中铁第四勘察设计院集团有限公司 | Air bellow buffer stop |
| CN109866783A (en) * | 2019-03-04 | 2019-06-11 | 中国恩菲工程技术有限公司 | Car buffer |
| CN112249075A (en) * | 2020-10-30 | 2021-01-22 | 大连交通大学 | Railway vehicle buffer with multi-stage buffer structure |
-
1977
- 1977-12-13 DE DE19772755565 patent/DE2755565C3/en not_active Expired
-
1978
- 1978-11-24 GB GB7846014A patent/GB2009690B/en not_active Expired
- 1978-11-28 CA CA000316980A patent/CA1122182A/en not_active Expired
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103253285A (en) * | 2013-05-28 | 2013-08-21 | 杨恩久 | General type hydraulic buffering car stop |
Also Published As
| Publication number | Publication date |
|---|---|
| DE2755565A1 (en) | 1979-06-21 |
| GB2009690B (en) | 1982-06-09 |
| GB2009690A (en) | 1979-06-20 |
| DE2755565B2 (en) | 1979-11-15 |
| DE2755565C3 (en) | 1980-07-24 |
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