EP0264605B1 - Device for absorbing buffering shock energy - Google Patents
Device for absorbing buffering shock energy Download PDFInfo
- Publication number
- EP0264605B1 EP0264605B1 EP19870113148 EP87113148A EP0264605B1 EP 0264605 B1 EP0264605 B1 EP 0264605B1 EP 19870113148 EP19870113148 EP 19870113148 EP 87113148 A EP87113148 A EP 87113148A EP 0264605 B1 EP0264605 B1 EP 0264605B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- energy
- absorbing
- cross member
- coupling
- shock
- 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 - Lifetime
Links
- 230000035939 shock Effects 0.000 title claims description 21
- 230000003139 buffering effect Effects 0.000 title claims 7
- 230000008878 coupling Effects 0.000 claims description 38
- 238000010168 coupling process Methods 0.000 claims description 38
- 238000005859 coupling reaction Methods 0.000 claims description 38
- 230000002929 anti-fatigue Effects 0.000 claims 1
- 230000021715 photosynthesis, light harvesting Effects 0.000 description 12
- 206010015137 Eructation Diseases 0.000 description 8
- 238000010521 absorption reaction Methods 0.000 description 8
- 208000027687 belching Diseases 0.000 description 8
- 238000010276 construction Methods 0.000 description 7
- 230000009194 climbing Effects 0.000 description 6
- 230000008901 benefit Effects 0.000 description 3
- 230000008030 elimination Effects 0.000 description 3
- 238000003379 elimination reaction Methods 0.000 description 3
- 238000005265 energy consumption Methods 0.000 description 2
- 238000011144 upstream manufacturing Methods 0.000 description 2
- 230000008859 change Effects 0.000 description 1
- 230000001627 detrimental effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000010354 integration Effects 0.000 description 1
- 230000008439 repair process Effects 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 230000002441 reversible effect Effects 0.000 description 1
- 238000000528 statistical test Methods 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G11/00—Buffers
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G11/00—Buffers
- B61G11/02—Buffers with metal springs
- B61G11/04—Buffers with metal springs with helical springs
- B61G11/06—Buffers with metal springs with helical springs arranged to damp each other by mutual friction
Definitions
- the invention relates to a buffer shock energy absorption device, in particular for urban rail vehicles, with a primary energy absorption device integrated in a central buffer coupling, the energy absorption device absorbing buffer forces occurring during driving and maneuvering operation, and a secondary energy absorption device, resulting from excessive impact impacts, the center buffer coupling being articulated a horizontally mounted coupling cross member which is displaceable in the longitudinal direction of the vehicle is fastened.
- the middle buffer couplings usually used in city rail vehicles are usually equipped with an energy dissipation device, which is designed so that the buffer forces occurring during normal driving and maneuvering operations can be absorbed and absorbed without damage.
- the object of the present invention was to develop a shock-absorbing and energy-absorbing device which is characterized on the one hand by the small space requirement and on the other hand by the functional advantages of the above-described ram bar construction, furthermore the parts of the rail vehicle underframe which are irreversibly deformed in the case of greatly excessive impact impacts are easily replaceable should be.
- this object is achieved in that the clutch belt carrier is arranged in the vehicle head piece behind consoles pointing to the longitudinal center of the vehicle, fastened to the longitudinal ends of the outer longitudinal members of the rail vehicle, and in that projecting at the ends of the clutch cross member, projecting beyond the front end of the rail vehicle Shock elements arranged in the longitudinal direction of the vehicle are fastened, which are mounted in the guides of the consoles with the interposition of the secondary energy absorption device which is effective only after the travel of the primary energy absorption device has been exhausted.
- the impact elements are detachably connected to the coupling carrier at their end facing the rail vehicle.
- the secondary energy consuming device has mechanical, hydraulic or elastomeric working members.
- the reversible primary shock absorption and energy dissipation device of the central buffer coupling is designed so that the stresses of normal shunting operation are sufficiently reduced, even with extremely unfavorable coupling operations.
- the second energy consumption stage in the form of side buffer-like impact elements without spring travel is provided, which carry climbing protection devices at their free end. Only after the working capacity or the spring travel of the central buffer coupling with the primary energy-absorbing device has been exhausted, the climbing protection profiles of the secondary stage collide, the excess belching energy being converted into friction or deformation work after exceeding their response force.
- the main advantages of the new shock attachment and energy dissipation device with a retractable clutch girder result from the elimination of a complicated lattice structure of the underframe for the coupling linkage, the elimination of the problematic predetermined breaking point in the coupling linkage and the elimination of the force interruption which is detrimental to the lightweight construction when addressing a predetermined breaking point.
- Another advantage of the embodiment according to the invention is that inclined shocks can also be absorbed satisfactorily.
- the coupling cross member is expediently connected to the abutment elements by means of expansion screws, the coupling cross member being centered on the brackets via conical centering devices.
- the undercarriage of the rail vehicle has two outer long girders 2, which have brackets 4 pointing at their front ends to the center of the vehicle.
- These brackets 4 are flat on their side facing the center of the vehicle and are provided with conical centering devices 5.
- the essentially straight coupling cross member 1 is centered on the centering devices 5.
- the coupling cross member 1 carries the central buffer coupling 6 with the primary energy dissipation device 7 in an articulated manner.
- the brackets 4 carry the secondary energy dissipation device 10.
- This secondary energy dissipation device 10 consists of those over the head end of the Rail vehicle projecting, side buffer-like shock elements 9 with frontal climbing protection devices 11 and mechanical supports 13 supported on the brackets 4, the shock elements 9, guided in guides 8 of the brackets 4, being non-positively connected to the coupling cross member 1 by means of the screws 12.
- the energy absorption device 10, which acts mechanically in the exemplary embodiment, can also consist according to the invention of hydraulic or elastomeric working members.
- the entire energy is absorbed in the primary energy dissipation device 7 of the central buffer coupling 6.
- the secondary energy dissipation device 10 When exceeding the permissible The climbing protection devices 11 of the push elements 9 hit the obstacle or the climbing protection device 11 of another rail vehicle, the secondary energy dissipation device 10 then being activated by retracting the push element 9. The excess belching energy is then converted into friction or deformation work within the energy dissipation device 10. With the retraction of the push element 9, the bracing of the coupling cross member 1 with the brackets 4 is inevitably released.
- the coupling cross member 1 can now be pushed back together with the central buffer coupling 6 either in a straight line with a central buffer joint or obliquely with an eccentric buffer joint until the belching energy in the energy dissipation device 10 on the brackets 4 is completely converted into friction or deformation work.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vibration Dampers (AREA)
- Body Structure For Vehicles (AREA)
Description
Die Erfindung betrifft eine Pufferstoß-Energieverzehreinrichtung, insbesondere für Stadtverkehrs-Schienenfahrzeuge mit einer primären, in eine Mittelpufferkupplung integrierten, die beim Fahr- und Rangierbetrieb auftretenden Pufferkräfte absorbierenden Energieverzehreinrichtung und einer sekundären, die aus überhöhten flaufstößen resultierende Aufstoßenergie absorbierenden Energieverzehreinrichtung, wobei die Mittelpufferkupplung gelenkig an einem in Fahrzeuglängsrichtung verschieblichen horizontal gelagerten Kupplungsquerträger befestigt ist.The invention relates to a buffer shock energy absorption device, in particular for urban rail vehicles, with a primary energy absorption device integrated in a central buffer coupling, the energy absorption device absorbing buffer forces occurring during driving and maneuvering operation, and a secondary energy absorption device, resulting from excessive impact impacts, the center buffer coupling being articulated a horizontally mounted coupling cross member which is displaceable in the longitudinal direction of the vehicle is fastened.
Die bei Stadtverkehrs-Schienenfahrzeugen üblicherweise eingesetzten Mittelpufferkupplungen sind in der Regel mit einer Energieverzehreinrichtung ausgestattet, die so ausgelegt ist, daß die beim normalen Fahr- und Rangierbetrieb auftretenden Pufferkräfte schadlos aufgenommen und absorbiert werden können.The middle buffer couplings usually used in city rail vehicles are usually equipped with an energy dissipation device, which is designed so that the buffer forces occurring during normal driving and maneuvering operations can be absorbed and absorbed without damage.
Beim Überschreiten der zulässigen Aufstoßenergie, beispielsweise aufgrund von Rangierunfällen, wird bei den üblichen - durch den Stand der Technik bekannten - Konstruktionen über die Anlenkung der Mittelpufferkupplung am Untergestellrahmen des Schienenfahrzeugs der vordere Teil des Untergestellrahmens deformiert und über die Deformation die unzulässig hohe Aufstoßenergie absorbiert. Dieses bekannte System ist jedoch sehr unwirtschaftlich, da die Reparatur des deformierten Teiles des Untergestellrahmens aufwendig und teuer ist.When the permissible belching energy is exceeded, for example due to maneuvering accidents, in the conventional designs known from the prior art, the articulation of the central buffer coupling on the underframe frame of the rail vehicle deforms the front part of the underframe frame and absorbs the impermissibly high belching energy via the deformation. However, this known system is very uneconomical, since the repair of the deformed part of the underframe is complex and expensive.
Es ist bereits grundsätzlich bekannt und konstruktiv auch versucht worden, die Stoßabbau- und Energieverzehreinrichtungen derartiger Schienenfahrzeuge nach Möglichkeit so zugestalten, daß die Umsetzung der aus Rangierunfällen resultierenden Aufstoßenergie in zwei stetig ohne Kraftunterbrechung ineinander übergehenden Arbeitsstufen bewerkstelligt wird, wobei die erste Stufe in die Mittelpufferkupplung integriert ist und die zweite Stufe der tragenden Wagenkastenstruktur vorgeschaltet ist (Beitrag zur Überarbeitung der den Pufferstoß betreffenden Lastannahmenund Konstruktionsgrundsätze für Stadtverkehrs-Schienenfahrzeuge, Verkehr und Technik 1984, Heft 8). Die in dieser Vorveröffentlichung beschriebene Rammbügellösung läßt sich jedoch konstruktiv nur in Ausnahmefällen umsetzen, da die Stadtverkehrs-Schienenfahrzeuge und Bahnsteigabmessungen keine befriedigende räumliche Integration vorgenannter Rammbügel in die Untergestell-Konstruktion zulassen.It is already known in principle and constructive attempts have been made to reduce the impact and If possible, design energy-consuming devices of such rail vehicles in such a way that the implementation of the belching energy resulting from maneuvering accidents is accomplished in two work stages that continuously merge into one another without power interruption, the first stage being integrated in the central buffer coupling and the second stage being connected upstream of the load-bearing body structure (contribution to the revision of the load assumptions and construction principles for urban rail vehicles, traffic and technology 1984, issue 8) concerning the buffer impact. The ram bracket solution described in this prior publication can, however, only be constructively implemented in exceptional cases, since the city traffic rail vehicles and platform dimensions do not allow a satisfactory spatial integration of the aforementioned ram bar in the underframe construction.
Es ist auch bereits versucht worden, nach Ausschöpfung der kupplungsseitigen Stoßabbau- und Energieverzehreinrichtung die Restenergie auf wagenkastenseitige Arbeitsglieder, beispielsweise Reibelemente, über eine Soll-Bruchstelle in der Kupplungsanlenkung umzuleiten. Dies setzt jedoch voraus, daß die Endkraft, bei welcher die Kupplungsverbindung zum Wagenkasten gelöst wird, sehr genau dosiert sein muß, was sowohl bei einem Reibelement als auch bei einer Sollbruchschraubverbindung nur unter größten Schwierigkeiten möglich ist. Ein weiterer Nachteil dieser Konstruktion ist darin zu sehen, daß sich durch den Wechsel von der mittigen in die seitliche Krafteinleitung ein Mehraufwand für die Gestaltung der tragenden Wagenkastenkonstruktion ergibt, wobei die Kräfte in der Mittelpufferkupplung von einer relativ komplizierten Gitterstruktur aufgenommen und nach Möglichkeit in die Untergestellaußenlangträger weitergeleitet werden müssen. Daraus ergibt sich auch die Notwendigkeit, zwischen Endkraft der Mittelpufferkupplung und statistischer Prüfkraft der Untergestellkonstruktion eine Sicherheitsstufe mit den nachteiligen Begleiterscheinungen einer gestörten Verteilung der Aufstoßenergie auf die übrigen Kuppelsektionen zu schalten.Attempts have also already been made to redirect the residual energy to work box-side work members, for example friction elements, via a predetermined breaking point in the coupling linkage after exhausting the coupling-side shock-absorbing and energy-consuming device. However, this presupposes that the final force at which the coupling connection to the car body is released must be metered very precisely, which is only possible with great difficulty both with a friction element and with a predetermined breaking screw connection. Another disadvantage of this construction is that the change from the central to the lateral introduction of force results in an additional effort for the design of the load-bearing car body construction, the forces in the central buffer coupling being absorbed by a relatively complicated lattice structure and, if possible, in the underframe outer long beam must be forwarded. This also results in the need to switch a security level between the final force of the central buffer coupling and the statistical test force of the base frame construction with the disadvantageous side effects of a disturbed distribution of the belching energy to the other coupling sections.
Es ist auch bereits durch die DE-B-l2 57 190 bekannt, für Schienenfahrzeuge einen die Zug- und Stoßeinrichtung tragenden Kupplungsquerträger über federnde Verbindungselemente dem Untergestellrahmen vorzuschalten. Diese federnden Verbindungselemente sind jedoch parallel zu der Stoßeinrichtung geschaltet und nicht als Energieverzehreinrichtung wirksam. Die begrenzte Verschieblichkeit des Kupplungsquerträgers in Fahrzeuglängsrichtung ist nicht in der Lage, überhöhte Aufstoßenergie zu absorbieren.It is also already known from DE-B-l2 57 190 to connect a coupling cross member carrying the pulling and pushing device upstream of the underframe for rail vehicles via resilient connecting elements. However, these resilient connecting elements are connected in parallel to the impact device and are not effective as an energy dissipation device. The limited mobility of the clutch cross member in the longitudinal direction of the vehicle is unable to absorb excessive belching energy.
Die Aufgabe vorliegender Erfindung bestand darin, eine Stoßabbau- und Energieverzehreinrichtung zu entwickeln, welche einerseits durch geringen Raumbedarf und andererseits durch die funktionalen Vorteile der vorbeschriebenen Rammbügel-Konstruktion gekennzeichnet ist, wobei weiter die bei stark überhöhten Auflaufstößen irreversibel verformten Teile des Schienenfahrzeug-Untergestells leicht auswechselbar sein sollen.The object of the present invention was to develop a shock-absorbing and energy-absorbing device which is characterized on the one hand by the small space requirement and on the other hand by the functional advantages of the above-described ram bar construction, furthermore the parts of the rail vehicle underframe which are irreversibly deformed in the case of greatly excessive impact impacts are easily replaceable should be.
Gemäß der Erfindung wird diese Aufgabe dadurch gelöst, daß der Kupplungsguerträger in dem Fahrzeug-Kopfstück hinter zur Fahrzeuglängsmitte weisenden, an den Längsenden der äußeren Längsträger des Schienenfahrzeuges befestigten Konsolen angeordnet ist und daß an den Enden des Kupplungsquerträgers, über das Stirnende des Schienenfahrzeuges ragende, in Fahrzeugslängsrichtung angeordnete Stoßelemente befestigt sind, die in Führungen der Konsolen unter Zwischenschaltung der, erst nach Ausschöpfung des Federweges der primären Energieverzehreinrichtung wirksamen, sekundären Energieverzehreinrichtung längsverschieblich gelagert sind.According to the invention, this object is achieved in that the clutch belt carrier is arranged in the vehicle head piece behind consoles pointing to the longitudinal center of the vehicle, fastened to the longitudinal ends of the outer longitudinal members of the rail vehicle, and in that projecting at the ends of the clutch cross member, projecting beyond the front end of the rail vehicle Shock elements arranged in the longitudinal direction of the vehicle are fastened, which are mounted in the guides of the consoles with the interposition of the secondary energy absorption device which is effective only after the travel of the primary energy absorption device has been exhausted.
Nach einer Ausgestaltung der Erfindung sind die Stoßelemente an ihrem zum Schienenfahrzeug weisenden Ende mit dem Kupplungsträger lösbar verbunden. Hierbei weist die sekundäre Energieverzehreinrichtung mechanische, hydraulische oder elastomere Arbeitsglieder auf.According to one embodiment of the invention, the impact elements are detachably connected to the coupling carrier at their end facing the rail vehicle. Here, the secondary energy consuming device has mechanical, hydraulic or elastomeric working members.
Die reversibel arbeitende primäre Stoßabbau- und Energieverzehreinrichtung der Mittelpufferkupplung ist dabei so ausgelegt, daß die Beanspruchungen des normalen Rangierbetriebes, auch bei extrem ungünstigen Kuppelvorgängen in ausreichender Weise abgebaut werden. Für die selten vorkommenden Rangierstöße mit höheren Aufstoßgeschwindigkeiten ist die zweite Energieverzehrstufe in Form von seitlich angeordneten seitenpufferähnlichen Stoßelementen ohne Federweg vorgesehen, die an ihrem freien Ende Kletterschutzeinrichtungen tragen. Erst nach Ausschöpfung der Arbeitskapazität bzw. des Federweges der Mittelpufferkupplung mit der primären Energieverzehreinrichtung stoßen die Kletterschutzprofile der Sekundärstufe aufeinander, wobei nach Überschreitung ihrer Ansprechkraft die überschüssige Aufstoßenergie in Reibungs- bzw. Verformungsarbeit umgesetzt wird. Die Hauptvorteile der neuen Stoßanbau- und Energieverzehreinrichtung mit rückführbarem Kupplungsguerträger ergeben sich aus dem Wegfall einer komplizierten Gitterstruktur des Untergestellrahmens für die Kupplungsanlenkung, aus dem Wegfall der problematischen Sollbruchstelle in der Kupplungsanlenkung und dem Fortfall der dem Leichtbau abträglichen Kraftunterbrechung beim Ansprechen einer Sollbruchstelle. Ein weiterer Vorteil der erfindungsgemäßen Ausführung liegt darin, daß auch Schrägstöße zufriedenstellend absorbiert werden können. Schließlich ist von Vorteil, daß die Abknickgefahr für die Kletterschutzeinrichtungen gemindert wird.The reversible primary shock absorption and energy dissipation device of the central buffer coupling is designed so that the stresses of normal shunting operation are sufficiently reduced, even with extremely unfavorable coupling operations. For the rarely occurring maneuvering shocks with higher impact speeds, the second energy consumption stage in the form of side buffer-like impact elements without spring travel is provided, which carry climbing protection devices at their free end. Only after the working capacity or the spring travel of the central buffer coupling with the primary energy-absorbing device has been exhausted, the climbing protection profiles of the secondary stage collide, the excess belching energy being converted into friction or deformation work after exceeding their response force. The main advantages of the new shock attachment and energy dissipation device with a retractable clutch girder result from the elimination of a complicated lattice structure of the underframe for the coupling linkage, the elimination of the problematic predetermined breaking point in the coupling linkage and the elimination of the force interruption which is detrimental to the lightweight construction when addressing a predetermined breaking point. Another advantage of the embodiment according to the invention is that inclined shocks can also be absorbed satisfactorily. Finally, it is advantageous that the risk of kinking for the climbing protection devices is reduced.
Zweckmäßigerweise erfolgt die Verbindung des Kupplungsquerträgers mit den Stoßelementen mittels Dehnschrauben, wobei der Kupplungsquerträger über konische Zentriereinrichtungen an den Konsolen zentriert ist.The coupling cross member is expediently connected to the abutment elements by means of expansion screws, the coupling cross member being centered on the brackets via conical centering devices.
Einzelheiten der Erfindung sind anhand eines Ausführungsbeispiels in der Zeichnung erläutert.Details of the invention are explained using an exemplary embodiment in the drawing.
Es zeigt
- Fig. 1
- einen horizontalen Schnitt durch das Kopfstück eines Stadtverkehr-Schienenfahrzeugs mit einer PufferstoßEnergieverzehreinrichtung gemäß der Erfindung in schematischer Darstellung.
- Fig. 1
- a horizontal section through the head piece of a city traffic rail vehicle with a buffer shock energy consumption device according to the invention in a schematic representation.
Wie in der Zeichnung dargestellt, weist das Untergestell des Schienenfahrzeugs zwei äußere Langträger 2 auf, die an ihren stirnseitigen Enden zur Fahrzeuglängsmitte weisende Konsolen 4 tragen. Diese Konsolen 4 sind auf ihrer zur Fahrzeugquermitte weisenden Seite eben ausgebildet und mit konischen Zentriereinrichtungen 5 versehen. Gegen diese ebenen Stirnflächen 3 der Konsolen 4 liegt der im wesentlichen gerade ausgebildete Kupplungsquerträger 1 über die Zentriereinrichtungen 5 zentriert an. In Fahrzeuglängsmitte trägt der Kupplungsquerträger 1 gelenkig die Mittelpufferkupplung 6 mit der primären Energieverzehreinrichtung 7. Seitlich, nahe seinen Querenden, auf ihrer zum Kopfende des Schienenfahrzeugs weisenden Seite tragen die Konsolen 4 die sekundäre Energieverzehreinrichtung 10. Diese sekundäre Energieverzehreinrichtung 10 besteht aus den über das Kopfende des Schienenfahrzeugs ragenden, seitenpufferähnlichen Stoßelementen 9 mit stirnseitigen Kletterschutzeinrichtungen 11 sowie aus an den Konsolen 4 abgestützen mechanischen Arbeitsgliedern 13, wobei die Stoßelemente 9, in Führungen 8 der Konsolen 4 geführt, mit dem Kupplungsquerträger 1 mittels der Schrauben 12 kraftschlüssig verbunden sind. Die in dem Ausführungsbeispiel mechanisch wirkende Energieverzehreinrichtung 10 kann auch erfindungsgemäß aus hydraulischen oder elastomeren Arbeitsgliedern bestehen.As shown in the drawing, the undercarriage of the rail vehicle has two outer
Bei einem Auflaufstoß innerhalb der zulässigen Grenzen wird die gesamte Energie in der primären Energieverzehreinrichtung 7 der Mittelpufferkupplung 6 aufgefangen. Beim Überschreiten der zulässigen Auflaufgeschwindigkeit treffen die Kletterschutzeinrichtungen 11 der Stoßelemente 9 auf das Hindernis oder die Kletterschutzeinrichtung 11 eines anderen Schienenfahrzeugs, wobei dann die sekundäre Energieverzehreinrichtung 10 durch Zurückweichen des Stoßelementes 9 in Tätigkeit gesetzt wird. Die überschüssige Aufstoßenergie wird dann innerhalb der Energieverzehreinrichtung 10 in Reibungs- bzw. Verformungsarbeit umgesetzt. Mit dem Zurückweichen des Stoßelementes 9 wird zwangsläufig die Verspannung des Kupplungsquerträgers 1 mit den Konsolen 4 gelöst. Der Kuplungsquerträger 1 kann jetzt zusammen mit der Mittelpufferkupplung 6 entweder geradlinig bei zentrischem Pufferstoß oder schräg bei extrentrischem Pufferstoß soweit zurückgedrückt werden, bis die Aufstoßenergie in der Energieverzehreinrichtung 10 an den Konsolen 4 vollständig in Reibungs- bzw. Verformungsarbeit umgesetzt ist.In the event of an impact surge within the permissible limits, the entire energy is absorbed in the primary energy dissipation device 7 of the central buffer coupling 6. When exceeding the permissible The
Die Instandsetzung der deformierten Teile ist einfach. Die Schraubverbindung (Dehnschraube 12) des Kupplungsquerträgers 1 wird gelöst und der Kupplungsquerträger 1 soweit zurückgeschoben, daß die Konsolen 4 ausgebaut und mit neuen Arbeitselementen 13 der sekundären Energieverzehreinrichtung 10 versehen werden können.Repairing the deformed parts is easy. The screw connection (expansion screw 12) of the
Claims (5)
- Device for absorbing buffering shock energy, in particular for urban rail vehicles, having a primary device (7) for absorbing energy, which is integrated into a centre buffer coupling (6) and absorbs the buffering forces occurring during travelling and shunting operation, and a secondary device (10) for absorbing energy, which absorbs impact energy resulting from excessive collision shocks, the centre buffer coupling (6) being fastened in an articulated manner to a horizontally mounted coupling cross member (1) displaceable in the longitudinal direction of the vehicle, characterised in that the coupling cross member (1) is arranged in the vehicle headstock behind brackets (4) pointing towards the longitudinal centre of the vehicle and fastened to the longitudinal ends of the outer longitudinal members (2) of the rail vehicle, and in that shock elements (9) projecting beyond the front end of the rail vehicle and arranged in the longitudinal direction of the vehicle are fastened to the ends of the coupling cross member (1), which shock elements (9) are mounted in a longitudinally displaceable manner in guides (8) of the brackets (4) with the secondary device (10) for absorbing energy inbetween, which is effective only after the spring travel of the primary device (7) for absorbing energy is exhausted.
- Device for absorbing buffering shock energy according to Claim 1, characterised in that the shock elements (9) are detachably connected to the coupling cross member (1) at their end pointing to the rail vehicle.
- Device for absorbing buffering shock energy according to Claims 1 and 2, characterised in that the secondary device (10) for absorbing energy has mechanical, hydraulic or elastomeric working elements (13).
- Device for absorbing buffering shock energy according to Claims 1 to 3, characterised in that the shock elements (9) carry anti-climbing devices (11) at their free end.
- Device for absorbing buffering shock energy according to Claims 1 to 4, characterised in that the coupling cross member (1) is connected to the shock elements (9) by means of anti-fatigue screws (12), and in that the coupling cross member (1) is centred on the brackets (4) via conical centring devices (5).
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE3632578 | 1986-09-25 | ||
| DE19863632578 DE3632578A1 (en) | 1986-09-25 | 1986-09-25 | BUFFER ENERGY EQUIPMENT |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| EP0264605A1 EP0264605A1 (en) | 1988-04-27 |
| EP0264605B1 true EP0264605B1 (en) | 1991-07-31 |
Family
ID=6310326
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP19870113148 Expired - Lifetime EP0264605B1 (en) | 1986-09-25 | 1987-09-09 | Device for absorbing buffering shock energy |
Country Status (2)
| Country | Link |
|---|---|
| EP (1) | EP0264605B1 (en) |
| DE (2) | DE3632578A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102501877A (en) * | 2011-11-07 | 2012-06-20 | 南车长江车辆有限公司 | Secondary buffering device for coupler |
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|---|---|---|---|---|
| DE19502217C2 (en) * | 1995-01-25 | 1997-08-28 | Deutsche Waggonbau Ag | Energy consumption system for local rail vehicles, in particular for urban express railways |
| DE19638739C2 (en) * | 1996-09-10 | 2000-07-13 | Dwa Deutsche Waggonbau Gmbh | Deformation element |
| DE19705226A1 (en) * | 1997-02-12 | 1998-08-13 | Linke Hofmann Busch | Bump energy absorption device for rail vehicles |
| DE19817861C2 (en) | 1998-04-22 | 2001-09-06 | Dwa Deutsche Waggonbau Gmbh | Collision protection device for rail vehicles |
| DE10055876A1 (en) * | 2000-11-03 | 2002-05-16 | Daimler Chrysler Ag | Impact energy consumption device for vehicles |
| DE10126483A1 (en) * | 2001-05-31 | 2002-12-05 | Scharfenbergkupplung Gmbh & Co | Energy consumption device for the front of rail vehicles |
| DE10321238B4 (en) * | 2003-05-12 | 2014-08-07 | Siemens Aktiengesellschaft | Rail vehicle with nose cone |
| DE10355640B3 (en) | 2003-11-28 | 2004-11-04 | Voith Turbo Scharfenberg Gmbh & Co. Kg | Central buffer coupling for rail vehicles comprises a coupling head and a coupling shaft having a section formed by a first partial piece and a second partial piece connected together by an overload protection |
| ITTO20060857A1 (en) * | 2006-12-01 | 2008-06-02 | Ansaldobreda Spa | CONVEYANCE PROVIDED WITH INTERFACES THAT ABSORB ENERGY BETWEEN THE CARRANS IN CASE OF COLLISION |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB410996A (en) * | 1932-09-01 | 1934-05-31 | Krupp Ag | Improvements in or relating to draw-bar and buffing gear in particular for railway waggons |
| DE1063632B (en) * | 1957-05-08 | 1959-08-20 | Deutsche Bundesbahn | Buffer carriers that can be moved in the thrust direction, especially for rail vehicles, to accommodate abnormal buffer forces |
| DE1257190B (en) * | 1965-04-24 | 1967-12-28 | Krauss Maffei Ag | Device for supporting the buffer bar against the frame head carrier of rail vehicles |
-
1986
- 1986-09-25 DE DE19863632578 patent/DE3632578A1/en not_active Ceased
-
1987
- 1987-09-09 EP EP19870113148 patent/EP0264605B1/en not_active Expired - Lifetime
- 1987-09-09 DE DE8787113148T patent/DE3771826D1/en not_active Expired - Lifetime
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102501877A (en) * | 2011-11-07 | 2012-06-20 | 南车长江车辆有限公司 | Secondary buffering device for coupler |
| CN102501877B (en) * | 2011-11-07 | 2014-10-08 | 南车长江车辆有限公司 | Secondary buffering device for coupler |
Also Published As
| Publication number | Publication date |
|---|---|
| EP0264605A1 (en) | 1988-04-27 |
| DE3771826D1 (en) | 1991-09-05 |
| DE3632578A1 (en) | 1988-04-07 |
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