EP0608531B1 - Automatic central buffer coupling - Google Patents
Automatic central buffer coupling Download PDFInfo
- Publication number
- EP0608531B1 EP0608531B1 EP93120047A EP93120047A EP0608531B1 EP 0608531 B1 EP0608531 B1 EP 0608531B1 EP 93120047 A EP93120047 A EP 93120047A EP 93120047 A EP93120047 A EP 93120047A EP 0608531 B1 EP0608531 B1 EP 0608531B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- nozzle plate
- bearing block
- deformation tube
- bearer
- central buffer
- 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
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G7/00—Details or accessories
- B61G7/10—Mounting of the couplings on the vehicle
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G11/00—Buffers
- B61G11/16—Buffers absorbing shocks by permanent deformation of buffer element
Definitions
- the invention relates to an automatic central buffer coupling for a rail vehicle with a pulling and pushing device which is connected to the underframe of the rail vehicle and has a deformation element.
- the pulling and pushing devices of such automatic center buffer couplings serve to introduce the usual forces occurring in driving and maneuvering operation elastically into the undercarriage of the rail vehicle with a predeterminable damping.
- These traction and impact devices are suitable for absorbing the impact energy up to an impact speed of approximately 13 km / h.
- the deformation element serves to destroy the impact energy generated at impact speeds of more than 13 km / h by the deformation work of the deformation element. After such a shock, the central buffer coupling with the pulling and pushing device must be removed to replace the deformation element.
- the deformation element preferably consists of a deformation tube which projects with a conical end into a corresponding tapered bore in a nozzle plate.
- the invention has for its object to provide an automatic central buffer coupling, which is able to absorb overruns by deforming a deformation tube and can be attached to the underframe of a rail vehicle with simple design means.
- the bearing block rests on a fastening element of the base frame, so that the tensile and impact forces from the bearing block are introduced directly into the base frame.
- the bearing block with the deformation tube only moves relative to the undercarriage of the rail vehicle when an overlap causes the deformation tube to deform and to the nozzle plate, the screw connection serving as a sliding guide for the bearing block.
- the automatic center buffer coupling according to the invention therefore does not require any complex, precisely machined guide strips, since their role is taken over by the screw connection in the event of the deformation of the deformation tube due to an overlap.
- the bearing block can preferably consist of a first, rigidly screwed to the base frame, an opening for the passage of the pulling and pushing device, and a second, connected to the pulling and pushing device, screwed to the deformation tube and the nozzle plate, when the deformation tube deforms relative to the first bearing block part of the nozzle plate movable bearing block part.
- the automatic center buffer coupling with the pulling and pushing device, the two bearing block parts, the deformation tube and the nozzle plate can be preassembled and then only needs to be screwed onto the underframe of the rail vehicle by means of the first bearing block part.
- a possible one-piece design of the bearing block requires the mounting of the bearing block with the deformation tube and the nozzle plate with the aid of the screw connection on the underframe of the rail vehicle, which, however, requires a somewhat higher assembly effort.
- the first bearing block part can consist of parallel strips which are screwed vertically to the base frame and which are screwed beforehand to the second bearing block part, the deformation tube and the nozzle plate.
- the screw connection can consist of four tension screws arranged in a rectangle and clamped between the first bearing block part and the nozzle plate, which reach through the second bearing block part and form the bearing block guide when the deformation tube is deformed.
- the bearing block or the second bearing block part can consist of a bearing plate with legs bent laterally forwards and having holes for the screw connection and fastening tabs for the pulling and pushing device.
- the deformation tube is supported during tensioning with one end on the bearing plate and with its tapered other end in the corresponding tapered bore in the nozzle plate and is axially tensioned by means of the screw connection.
- a central buffer coupling 1 is connected to a pulling and pushing device 2, which the pulling and pushing forces occurring in normal driving operation, for. B. on ring spring elements, energy consuming and elastic.
- the pulling and pushing device 2 is pivotally attached to a bearing block 5, 6 by means of a pivot pin 4.
- Two obliquely arranged damper-spring elements 3 cause the central buffer coupling 1 to be reset when deflected from its axial position in the vertical and horizontal directions.
- the bearing block 5, 6 consists of a first bearing block part 5 in the form of parallel spaced strips which are screwed to the base frame of a rail vehicle, not shown, with fastening flanges 10.
- a second bearing block part 6 is screwed to the first bearing block part 5 and consists of a bearing plate 7 with lateral legs 8 bent forward at right angles. Furthermore, the bearing plate 7 has upper and lower tabs 9, which are directed towards the front and serve to fasten the pulling and pushing device 3 by means of the pivot pin 4.
- a deformation tube 11 bears on the bearing plate 7 with its front end. This deformation tube 11 has a tapered end which projects into a corresponding tapered bore in a nozzle plate 12.
- the first bearing block part 5, the second bearing block part 6, the deformation tube 11 and the nozzle plate 12 are axially braced against one another by means of four tension screws 13 arranged in a rectangle.
- This unit together with the pivotable central buffer coupling and the pulling and pushing device 2 can be pre-assembled on the mounting flanges 10 of the rail vehicle underframe. If a collision occurs, for example, at more than 13 km / h, the second bracket part 6 drives the deformation tube 11 through the bore in the nozzle plate 12 with a reduction in diameter, as a result of which the impact energy is converted into deformation work of the deformation tube 11. The second bracket part 6 moves and is guided by the lag screws 13. Additional guidance on the rail vehicle undercarriage is unnecessary. Of course, the deformation tube 11, if it has been deformed due to an impact, must be replaced so that the rail vehicle is ready to run again.
- a one-piece form can also be provided, in which only the second bearing block part 6 is present.
- the front of the legs 8 is screwed directly to the mounting flanges 10, however, a preassembly of the bearing block part 6 with the deformation tube 11 and the nozzle plate 12 is not possible, since in this case the lag screws 13 are simultaneously used as mounting screws on the mounting flanges 10 of the rail vehicle undercarriage serve.
- the deformation path of the deformation tube 11 can be practically doubled compared to the known design, which means that overruns can be absorbed at higher speeds without damage or that lower deceleration forces occur at the same speed .
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Body Structure For Vehicles (AREA)
- Vibration Dampers (AREA)
- Mechanical Operated Clutches (AREA)
Abstract
Description
Die Erfindung betrifft eine automatische Mittelpufferkupplung für ein Schienenfahrzeug mit einer Zug- und Stoßeinrichtung, die mit dem Untergestell des Schienenfahrzeugs verbunden ist und ein Verformungselement aufweist.The invention relates to an automatic central buffer coupling for a rail vehicle with a pulling and pushing device which is connected to the underframe of the rail vehicle and has a deformation element.
Die Zug- und Stoßeinrichtungen derartiger automatischer Mittelpufferkupplungen dienen dazu, die üblichen, im Fahr- und Rangierbetrieb auftretenden Kräfte elastisch mit einer vorgebbaren Dämpfung in das Untergestell des Schienenfahrzeugs einzuleiten. Diese Zug- und Stoßeinrichtungen sind geeignet, die Stoßenergie bis zu einer Aufprallgeschwindigkeit von etwa 13 km/h aufzunehmen. Das Verformungselement dient dazu, die bei Aufprallgeschwindigkeiten von mehr als 13 km/h entstehende Stoßenergie durch die Verformungsarbeit des Verformungselements zu vernichten. Nach einem solchen Stoß muß die Mittelpufferkupplung mit der Zug- und Stoßeinrichtung ausgebaut werden, um das Verformungselement zu ersetzen. Das Verformungselement besteht vorzugsweise aus einem Verformungsrohr, das mit einem konischen Ende in eine entsprechende kegelige Bohrung einer Düsenplatte ragt. Bei einer bekannten, automatischen Mittelpufferkupplung sind ein mit der Zug- und Stoßeinrichtung verbundener Lagerbock, das Verformungsrohr, die Düsenplatte und eine den Durchtritt des verformten Verformungsrohrs zulassende Ankerplatte am Untergestell des Schienenfahrzeugs mittels Schrauben axial miteinander verspannt. Der Lagerbock wird am Untergestell des Schienenfahrzeugs mittels paralleler Führungsleisten geführt, die ein freies Zurückgleiten des Lagerbocks im Falle der Verformung des Verformungsrohrs infolge eines Überstoßes zulassen müssen. Diese bekannte Anordnung hat sich im Betrieb bewährt, erfordert jedoch aufwendige Befestigungs- und Führungselemente am Untergestell des Schienenfahrzeugs und folglich eine genaue Bearbeitung. Sie sind daher verhältnismäßig kostspielig.The pulling and pushing devices of such automatic center buffer couplings serve to introduce the usual forces occurring in driving and maneuvering operation elastically into the undercarriage of the rail vehicle with a predeterminable damping. These traction and impact devices are suitable for absorbing the impact energy up to an impact speed of approximately 13 km / h. The deformation element serves to destroy the impact energy generated at impact speeds of more than 13 km / h by the deformation work of the deformation element. After such a shock, the central buffer coupling with the pulling and pushing device must be removed to replace the deformation element. The deformation element preferably consists of a deformation tube which projects with a conical end into a corresponding tapered bore in a nozzle plate. In a known, automatic central buffer coupling, a bearing block connected to the pulling and pushing device, the deformation tube, the nozzle plate and an anchor plate permitting the passage of the deformed deformation tube are on The base frame of the rail vehicle is axially clamped together using screws. The bearing block is guided on the undercarriage of the rail vehicle by means of parallel guide strips which must allow the bearing block to slide back freely in the event of the deformation of the deformation tube as a result of an overturn. This known arrangement has proven itself in operation, but requires complex fastening and guiding elements on the underframe of the rail vehicle and consequently precise machining. They are therefore relatively expensive.
Der Erfindung liegt die Aufgabe zugrunde, eine automatische Mittelpufferkupplung zu schaffen, die in der Lage ist, Überstöße durch Verformung eines Verformungsrohrs aufzunehmen und sich mit einfachen konstruktiven Mitteln am Untergestell eines Schienenfahrzeugs befestigen läßt.The invention has for its object to provide an automatic central buffer coupling, which is able to absorb overruns by deforming a deformation tube and can be attached to the underframe of a rail vehicle with simple design means.
Ausgehend von dieser Aufgabenstellung wird eine automatische Mittelpufferkupplung für ein Schienenfahrzeug mit einer Zug- und Stoßeinrichtung gemäß Anspruch 1 vorgeschlagen.Based on this task, an automatic central buffer coupling for a rail vehicle with a pulling and pushing device according to
Im Gegensatz zur bekannten automatischen Mittelpufferkupplung liegt der Lagerbock an einem Befestigungselement des Untergestells an, so daß die Zug- und Stoßkräfte vom Lagerbock direkt in das Untergestell eingeleitet werden. Nur wenn ein Überstoß eine Verformung des Verformungsrohrs bewirkt, verschiebt sich der Lagerbock mit dem Verformungsrohr relativ zum Untergestell des Schienenfahrzeuges und zur Düsenplatte, wobei die Schraubenverbindung als Gleitführung für den Lagerbock dient. Die erfindungsgemäße automatische Mittelpufferkupplung benötigt somit keine aufwendigen, genau zu bearbeitenden Führungsleisten, da deren Rolle durch die Schraubenverbindung im Falle der Verformung des Verformungsrohrs durch einen Überstoß übernommen wird. Da die Befestigung des Lagerbocks am Untergestell des Schienenfahrzeugs im Bereich der Anlenkung der Zug- und Stoßeinrichtung möglich ist und hinter dieser Befestigung keinerlei Führungselemente vorhanden sind, läßt sich des weiteren der Verformungsweg des Verformungsrohrs erheblich vergrößern, so daS die dabei entstehenden Verzögerungskräfte erheblich vermindert werden. Dies führt zu einer Schonung des Schienenfahrzeugs und der Ladung.In contrast to the known automatic central buffer coupling, the bearing block rests on a fastening element of the base frame, so that the tensile and impact forces from the bearing block are introduced directly into the base frame. The bearing block with the deformation tube only moves relative to the undercarriage of the rail vehicle when an overlap causes the deformation tube to deform and to the nozzle plate, the screw connection serving as a sliding guide for the bearing block. The automatic center buffer coupling according to the invention therefore does not require any complex, precisely machined guide strips, since their role is taken over by the screw connection in the event of the deformation of the deformation tube due to an overlap. Since the mounting of the bearing block on the undercarriage of the rail vehicle is possible in the region of the articulation of the pulling and pushing device and there are no guide elements behind this fastening, the deformation path of the deformation tube can be considerably increased, so that the resulting deceleration forces are considerably reduced. This leads to protection of the rail vehicle and the load.
Vorzugsweise kann der Lagerbock aus einem ersten, mit dem Untergestell starr verschraubten, eine Öffnung zum Durchtritt der Zug- und Stoßeinrichtung aufweisenden Lagerbockteil und einem zweiten, mit der Zug- und Stoßeinrichtung verbundenen, mit dem Verformungsrohr und der Düsenplatte verschraubten, bei Verformung des Verformungsrohrs relativ zum ersten Lagerbockteil der Düsenplatte verschiebbaren Lagerbockteil bestehen. Bei dieser Ausführungsform läßt sich die automatische Mittelpufferkupplung mit der Zug- und Stoßeinrichtung, den beiden Lagerbockteilen, dem Verformungsrohr und der Düsenplatte vormontieren und braucht anschließend nur noch mittels des ersten Lagerbockteils am Untergestell des Schienenfahrzeugs angeschraubt zu werden. Demgegenüber erfordert eine auch mögliche einteilige Ausführung des Lagerbocks die Montage des Lagerbocks mit dem Verformungsrohr und der Düsenplatte mit Hilfe der Schraubenverbindung am Untergestell des Schienenfahrzeugs, was jedoch einen etwas höheren Montageaufwand erfordert.The bearing block can preferably consist of a first, rigidly screwed to the base frame, an opening for the passage of the pulling and pushing device, and a second, connected to the pulling and pushing device, screwed to the deformation tube and the nozzle plate, when the deformation tube deforms relative to the first bearing block part of the nozzle plate movable bearing block part. In this embodiment, the automatic center buffer coupling with the pulling and pushing device, the two bearing block parts, the deformation tube and the nozzle plate can be preassembled and then only needs to be screwed onto the underframe of the rail vehicle by means of the first bearing block part. In contrast, a possible one-piece design of the bearing block requires the mounting of the bearing block with the deformation tube and the nozzle plate with the aid of the screw connection on the underframe of the rail vehicle, which, however, requires a somewhat higher assembly effort.
Der erste Lagerbockteil kann in seiner einfachsten Ausführungsform aus parallelen, senkrecht mit dem Untergestell beabstandet verschraubten Leisten bestehen, die vorher mit dem zweiten Lagerbockteil, dem Verformungsrohr und der Düsenplatte verschraubt werden. Hierzu kann die Schraubenverbindung aus vier, im Rechteck angeordneten, zwischen dem ersten Lagerbockteil und der Düsenplatte verspannten Zugschrauben bestehen, die den zweiten Lagerbockteil durchgreifen und die Lagerbockführung bei einer Verformung des Verformungsrohrs bilden.In its simplest embodiment, the first bearing block part can consist of parallel strips which are screwed vertically to the base frame and which are screwed beforehand to the second bearing block part, the deformation tube and the nozzle plate. For this purpose, the screw connection can consist of four tension screws arranged in a rectangle and clamped between the first bearing block part and the nozzle plate, which reach through the second bearing block part and form the bearing block guide when the deformation tube is deformed.
Sowohl bei einem einteiligen Lagerbock als auch bei einem zweiteiligen Lagerbock kann der Lagerbock oder der zweite Lagerbockteil aus einer Lagerplatte mit seitlich nach vorn gebogenen, Bohrungen für die Schraubenverbindung aufweisenden Schenkeln und Befestigungslaschen für die Zug- und Stoßeinrichtung bestehen. Das Verformungsrohr stützt sich beim Verspannen mit dem einen Ende an der Lagerplatte und mit seinem kegeligen anderen Ende in der entsprechenden kegeligen Bohrung der Düsenplatte ab und wird mittels der Schraubenverbindung axial verspannt. Diese Schrauben halten auch die beiden parallelen Leisten des ersten Lagerbockteils, so daß sich diese Einheit aus Mittelpufferkupplung, Zug- und Stoßeinrichtung, dem ersten und zweiten Lagerbockteil, dem Verformungsrohr und der Düsenplatte als Ganzes mit dem Untergestell des Schienenfahrzeugs verschrauben läßt.Both in a one-piece bearing block and in a two-piece bearing block, the bearing block or the second bearing block part can consist of a bearing plate with legs bent laterally forwards and having holes for the screw connection and fastening tabs for the pulling and pushing device. The deformation tube is supported during tensioning with one end on the bearing plate and with its tapered other end in the corresponding tapered bore in the nozzle plate and is axially tensioned by means of the screw connection. These screws also hold the two parallel strips of the first bracket part, so that this unit consisting of the central buffer coupling, pulling and pushing device, the first and second bracket part, the deformation tube and the nozzle plate as a whole can be screwed to the undercarriage of the rail vehicle.
Die Erfindung wird nachstehend anhand eines in der Zeichnung dargestellten Ausführungsbeispiels des näheren erläutert. In der Zeichnung zeigen:
- Fig. 1
- eine Seitenansicht einer Mittelpufferkupplung mit Schnittdarstellung des Verformungsrohrs und der Düsenplatte,
- Fig. 2
- eine Draufsicht auf die Mittelpufferkupplung und
- Fig. 3
- eine Rückansicht der Mittelpufferkupplung.
- Fig. 1
- a side view of a central buffer coupling with a sectional view of the deformation tube and the nozzle plate,
- Fig. 2
- a plan view of the central buffer coupling and
- Fig. 3
- a rear view of the central buffer coupling.
Eine Mittelpufferkupplung 1, ist mit einer Zug- und Stoßeinrichtung 2 verbunden, die die im üblichen Fahrbetrieb auftretenden Zug- und Stoßkräfte, z. B. über Ringfederelemente, energieverzehrend und elastisch aufnimmt. Die Zug- und Stoßeinrichtung 2 ist mittels eines Anlenkzapfens 4 schwenkbeweglich an einem Lagerbock 5, 6 befestigt. Zwei schräg angeordnete Dämpfer-Feder-Elemente 3 bewirken eine Rückstellung der Mittelpufferkupplung 1 bei Auslenkung aus ihrer Achsenlage in vertikaler und horizontaler Richtung.A
Der Lagerbock 5, 6 besteht aus einem ersten Lagerbockteil 5 in Form von parallel beabstandeten Leisten, die mit Befestigungsflanschen 10 am Untergestell eines nicht dargestellten Schienenfahrzeugs verschraubt sind. Mit dem ersten Lagerbockteil 5 ist ein zweites Lagerbockteil 6 verschraubt, das aus einer Lagerplatte 7 mit seitlichen, rechtwinklig nach vorn gebogenen Schenkeln 8 besteht. Des weiteren weist die Lagerplatte 7 obere und untere Laschen 9 auf, die nach vorn gerichtet sind und zur Befestigung der Zug- und Stoßeinrichtung 3 mittels des Anlenkzapfens 4 dienen. An der Lagerplatte 7 liegt ein Verformungsrohr 11 mit seinem vorderen Ende an. Dieses Verformungsrohr 11 weist ein kegeliges Ende auf, das in eine entsprechende kegelige Bohrung einer Düsenplatte 12 ragt. Der erste Lagerbockteil 5, der zweite Lagerbockteil 6, das Verformungsrohr 11 und die Düsenplatte 12 sind mittels vier im Rechteck angeordneten Zugschrauben 13 axial gegeneinander verspannt. Diese Einheit zusammen mit der daran schwenkbar befestigten Mittelpufferkupplung und der Zug- und Stoßeinrichtung 2 läßt sich vormontiert an den Befestigungsflanschen 10 des Schienenfahrzeuguntergestells anschrauben. Tritt ein Überstoß mit beispielsweise mehr als 13 km/h auf, treibt der zweite Lagerbockteil 6 das Verformungsrohr 11 unter Durchmesserverringerung durch die Bohrung in der Düsenplatte 12 hindurch, wodurch die Stoßenergie in Verformungsarbeit des Verformungsrohrs 11 umgewandelt wird. Dabei verschiebt sich der zweite Lagerbockteil 6 und wird durch die Zugschrauben 13 geführt. Eine zusätzliche Führung am Schienenfahrzeuguntergestell ist dabei unnötig. Selbstverständlich muß das Verformungsrohr 11, wenn es aufgrund eines Überstoßes verformt wurde, ausgewechselt werden, damit das Schienenfahrzeug wieder fahrbereit wird.The
Anstelle einer zweiteiligen Ausführung des Lagerbocks mit den Leisten 5, die mit den Befestigungsflanschen 10 des Schienenfahrzeuguntergestells verschraubt werden, kann auch eine einteilige Form vorgesehen sein, bei der nur der zweite Lagerbockteil 6 vorhanden ist. In diesem Fall wird die Vorderseite der Schenkel 8 direkt mit den Befestigungsflanschen 10 verschraubt, jedoch ist eine Vormontage des Lagerbockteils 6 mit dem Verformungsrohr 11 und der Düsenplatte 12 nicht möglich, da in diesem Fall die Zugschrauben 13 gleichzeitig als Befestigungsschrauben an den Befestigungsflanschen 10 des Schienenfahrzeuguntergestells dienen.Instead of a two-part design of the bearing block with the
Da am Schienenfahrzeuguntergestell nur eine vereinfachte Befestigung in Form der Befestigungsflansche 10 erforderlich ist, läßt sich der Verformungsweg des Verformungsrohrs 11 gegenüber der bekannten Ausführung praktisch verdoppeln, was dazu führt, daß Überstöße mit höherer Geschwindigkeit schadlos aufgenommen werden können oder daß bei gleicher Geschwindigkeit geringere Verzögerungskräfte auftreten.Since only a simplified attachment in the form of the
Claims (5)
- Automatic central buffer coupling for a rail vehicle, comprising- a traction-and-shock device (2),- a bearer block (5, 6) secured to the underframe of the rail vehicle and connected to the traction-and-shock device (2),- a deformation tube (11) abutting against the bearer block (5, 6),- a nozzle plate (12) abutting against the deformation tube (11), and- a screw connection (13) axially straining the bearer block (5, 6), the deformation tube (11) and the nozzle plate (12) and permitting axial displacement of the bearer block (5, 6) and the deformation tube (11) relative to the underframe and the nozzle plate (12).
- Automatic central buffer coupling according to claim 1, characterised in that the bearer block comprises a first part (5) screwed rigidly to the underframe and having an opening for the traction-and-shock device (2) to pass through and a second part(6), connected to the traction-and-shock device (2) and screwed to the deformation tube (11) and the nozzle plate (12), which is displaceable relative to the first part (5) of the bearer block and the nozzle plate (12) on deformation of the deformation tube (11).
- Automatic central buffer coupling according to claim 2, characterised in that the first part (5) of the bearer block comprises two parallel rails (5) spaced apart and screwed to the underframe at right angles thereto.
- Automatic central buffer device according to claim 1, claim 2 or claim 3, characterised in that the screw connection comprises four tension bolts (13), arranged in a rectangle and strained between the underframe or the first part (5) of the bearer block and the nozzle plate (12), which engage through the bearer block or the second part (6) of the bearer block and form the guide for the bearer block when the deformation tube (11) is deformed.
- Automatic central buffer device according to one or more of claims 1 to 4, characterised in that the bearer block or the second part (6) of the bearer block comprises a bearer plate (7) having forwardly bent lateral arms (8) having bores for the screw connection (13) and securing brackets (9) for the traction-and-shock device (2).
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE4302444A DE4302444A1 (en) | 1993-01-29 | 1993-01-29 | Automatic central buffer coupling |
| DE4302444 | 1993-01-29 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| EP0608531A1 EP0608531A1 (en) | 1994-08-03 |
| EP0608531B1 true EP0608531B1 (en) | 1997-03-19 |
Family
ID=6479169
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP93120047A Expired - Lifetime EP0608531B1 (en) | 1993-01-29 | 1993-12-13 | Automatic central buffer coupling |
Country Status (3)
| Country | Link |
|---|---|
| EP (1) | EP0608531B1 (en) |
| AT (1) | ATE150397T1 (en) |
| DE (1) | DE4302444A1 (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| AU2007242929B2 (en) * | 2007-02-08 | 2012-03-15 | Voith Patent Gmbh | Automatic central buffer coupling |
| WO2020187002A1 (en) * | 2019-07-25 | 2020-09-24 | 中车青岛四方车辆研究所有限公司 | Cushioning apparatus, coupler cushioning apparatus, and railway train |
| WO2022158620A1 (en) * | 2021-01-25 | 2022-07-28 | 한국철도기술연구원 | Centering device |
Families Citing this family (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE19636225A1 (en) * | 1996-09-06 | 1998-03-12 | Dellner Couplers Ab | Centre rail vehicle buffer coupling |
| DE19654993A1 (en) * | 1996-09-10 | 1998-06-25 | Deutsche Waggonbau Ag | Underframe structure and deformation element on rail vehicles |
| SE525950C2 (en) * | 2003-10-03 | 2005-05-31 | Dellner Couplers Ab | Car coupler |
| DK1990251T3 (en) * | 2007-05-08 | 2009-10-12 | Voith Patent Gmbh | Energy absorbing device for multi-jointed vehicles |
| JP4732486B2 (en) * | 2008-06-17 | 2011-07-27 | 株式会社日本製鋼所 | Railcar trunk receiver |
| EP2428423B1 (en) * | 2010-02-09 | 2014-09-24 | Kawasaki Jukogyo Kabushiki Kaisha | Vehicle equipment protection structure for railroad vehicle |
| WO2013056950A1 (en) * | 2011-10-18 | 2013-04-25 | Siemens Ag Österreich | Energy absorption device |
| EP2594452B1 (en) | 2011-11-21 | 2014-01-08 | Voith Patent GmbH | Coupling assembly for the front of a rail-guided vehicle |
| CN102632906B (en) * | 2012-04-17 | 2014-09-10 | 青岛思锐科技有限公司 | Compact buffer with overload protection |
| EP3173307B1 (en) | 2015-11-30 | 2019-03-13 | Dellner Dampers AB | Energy absorption device and method |
| US10518789B2 (en) | 2016-10-21 | 2019-12-31 | Crrc Qingdao Sifang Co., Ltd. | Coupling assembly and rail vehicle having same |
| CN106494451B (en) * | 2016-10-21 | 2018-08-10 | 中车青岛四方机车车辆股份有限公司 | Draft gear assemblies and rail vehicle with the draft gear assemblies |
| CN109987110B (en) * | 2019-04-08 | 2024-06-18 | 湖北时瑞达重型工程机械有限公司 | Coupler connecting assembly |
| WO2021018401A1 (en) * | 2019-08-01 | 2021-02-04 | Flexiwaggon Ab | A coupler for railway wagons |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE1912049C3 (en) * | 1969-03-07 | 1981-08-13 | Scharfenbergkupplung Gmbh, 3320 Salzgitter | Device for absorbing oversized impacts |
| US3750896A (en) * | 1972-04-17 | 1973-08-07 | Westinghouse Air Brake Co | Draft gear having emergency release means |
| DE3513294A1 (en) * | 1985-04-13 | 1986-10-16 | Scharfenbergkupplung Gmbh, 3320 Salzgitter | SUPPORT FOR A TOW AND PUSHING DEVICE |
-
1993
- 1993-01-29 DE DE4302444A patent/DE4302444A1/en not_active Withdrawn
- 1993-12-13 EP EP93120047A patent/EP0608531B1/en not_active Expired - Lifetime
- 1993-12-13 AT AT93120047T patent/ATE150397T1/en active
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| AU2007242929B2 (en) * | 2007-02-08 | 2012-03-15 | Voith Patent Gmbh | Automatic central buffer coupling |
| WO2020187002A1 (en) * | 2019-07-25 | 2020-09-24 | 中车青岛四方车辆研究所有限公司 | Cushioning apparatus, coupler cushioning apparatus, and railway train |
| US11498596B2 (en) | 2019-07-25 | 2022-11-15 | Crrc Qingdao Sifang Rolling Stock Research Institute Co., Ltd. | Draft gear, coupler and draft gear and railway train |
| WO2022158620A1 (en) * | 2021-01-25 | 2022-07-28 | 한국철도기술연구원 | Centering device |
Also Published As
| Publication number | Publication date |
|---|---|
| DE4302444A1 (en) | 1994-08-04 |
| EP0608531A1 (en) | 1994-08-03 |
| ATE150397T1 (en) | 1997-04-15 |
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