EP1305199B1 - Hülsenpuffer - Google Patents

Hülsenpuffer Download PDF

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Publication number
EP1305199B1
EP1305199B1 EP01956561A EP01956561A EP1305199B1 EP 1305199 B1 EP1305199 B1 EP 1305199B1 EP 01956561 A EP01956561 A EP 01956561A EP 01956561 A EP01956561 A EP 01956561A EP 1305199 B1 EP1305199 B1 EP 1305199B1
Authority
EP
European Patent Office
Prior art keywords
moving member
plunger
buffer
displacement
guide sleeve
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
Application number
EP01956561A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP1305199A1 (de
Inventor
Sieghard Schneider
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Individual
Original Assignee
Individual
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Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of EP1305199A1 publication Critical patent/EP1305199A1/de
Application granted granted Critical
Publication of EP1305199B1 publication Critical patent/EP1305199B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • 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 a sleeve buffer according to the preamble of claim 1.
  • a sleeve buffer is known from US-A-4,624,493.
  • sleeve buffers for freight cars or locomotives, as for example, from the book "Electric traction vehicles” by K. Sachs, Volume 1 "General principles and mechanical part", Springer-Verlag Vienna, New York, 1973, p 656 ff.
  • the known sleeve buffers have a buffer housing which has a base plate (buffer bottom) which can be fastened to the vehicle frame and a guide sleeve integrally attached thereto as immovable component and a ram displaceable relative to the guide sleeve with a front-side buffer plate as a movable component.
  • a spring element or a spring-damper element is arranged in the interior of the buffer housing.
  • the travel of typical pod buffers is 100 to 105mm, in exceptional cases 150mm.
  • the housing length is usually between 620 and 650mm. So it is only a small part of the total length usable as travel to shorten the buffer. With a strong impact load, which exceeds the energy absorption capacity of the buffer, it may come through the buffer with subsequent overloading and deformation of the support structure of the rail vehicle.
  • a sleeve buffer for rail vehicles is already known - with a buffer housing, which consists of a fixedly attached to the support structure bottom plate, attached to the bottom plate guide sleeve, and a movable relative to the guide sleeve movement member.
  • the moving member is guided during its displacement movement of the guide sleeve.
  • the wall of the moving member is weakened at one point, whereby a controlled deformation of the moving member without deformation or change in position of the bottom plate takes place when the moving member stops on the bottom plate.
  • the force transmitting member is further pressed together in the deformation of the moving member, with the result that the spring force further increases and the force increase, which causes the deformation of the moving member, additively superimposed.
  • the deformation path in relation to the travel is very small, whereby the energy consumed in the deformation is relatively low.
  • the guide sleeve in addition to the normal displacement path of the moving member, the guide sleeve must be shortened by the deformation path, which has the further consequence that the overlap length between the moving member and guide member is reduced.
  • Each sleeve buffer comprises a moving member which is slidably mounted in a deformable sleeve, which is fixed with its rear end face to the support structure of the vehicle.
  • a Power transmission member arranged in the form of a compressive element surrounding the moving member, which is maximally compressed in the normal state.
  • the object of the invention is in contrast to form a sleeve buffer of the type mentioned in such a way that at significantly increased energy absorption, the additional shortening of the buffer is in the order of the spring travel and the displacement of the moving member takes place at a substantially constant level of force.
  • first embodiment of a sleeve buffer 1 consists of a buffer housing 10 having a fixed part and a movable part. 1 shows the sleeve buffer 1 in its rebounded basic position (position A in FIG. 4).
  • the immovable part of the buffer housing 10 comprises a bottom plate 11 (buffer bottom), which is attached to a support structure 2, in particular the vehicle frame of a rail vehicle, not shown, for example screwed.
  • the bottom plate 11 carries a tubular guide sleeve 12 and is preferably integrally connected to one end face of the guide sleeve 12, for example, welded.
  • the movable part of the buffer housing 10 consists of a moving member 13 in the form of a plunger, which is slidable within the guide sleeve 12 on the inner wall thereof.
  • the inner wall of the guide sleeve 12 takes on the executives to slide the moving member 13 in the radial direction.
  • the excellent from the guide sleeve 12 end face of the moving member 13 is closed with a buffer plate 14, to which impact forces are applied in particular when maneuvering the rail vehicle.
  • the movement member 13 and the guide sleeve 12 to limit the friction and to protect against self-locking by tilting a certain minimum overlap length to the guide even with lateral, generated by friction on the buffer plate 13 operating loads or eccentric or oblique operating loads (eg curves / S -Curve ride on rail vehicles) to ensure.
  • both parts 12, 13 in mutual displacement respectively the required space for freedom.
  • the demand for the largest possible overlap length of guide sleeve 12 and the movement member 13 struggles with the opposing requirement that at a deformation the parts 12, 13 can move significantly beyond the normal travel (stroke), without thereby increasing the overall length of the buffer.
  • the sleeve buffer 1 according to the invention seen from the outside has the shape and dimensions of a known sleeve buffer.
  • parts of the buffer housing are used after exceeding the normal travel beyond their normal leadership function for energy absorption by deformation.
  • This may be the guide sleeve 12 or the movement member 13 or even both components 12, 13, at the same time or offset in time.
  • the deformation takes place here in such a way that length proportions of these components 12, 13, which contribute to the overlap and thus to the leadership in normal operation, are shortened.
  • a power transmission member 20 which is arranged between the movement member 13 and guide sleeve 12 and serves in normal operation for transmitting the longitudinal force, the additional Foreshortening and this does not generate an inadmissibly high level of force.
  • two spring elements 21, 22 of different diameters are arranged in the interior of the housing 10 as a force transmission member 20 between the parts 12, 13 and coupled together by a coupling member 23.
  • the coupling member 23 is designed so that when it exceeds a limit load, e.g. shears off at a predetermined breaking point and so allows that the two spring elements 21, 22 telescopically merge without transmitting long forces.
  • the coupling member 23 has in the illustrated example case ( Figures 1 to 3) has the shape of a disc with a flat profile. Instead of a flat profile can in a manner not shown, a pot-shaped or hat-shaped profile for the disc the coupling member 23 may be provided.
  • the left end of the first spring element 21 is supported against the inner surface of the buffer plate 14, while the right end of the second spring element 22 is supported against the inner surface of the bottom plate 11.
  • the coupling member 23 has in the vicinity of its outer edge a predetermined breaking point 24 in the form of opposite annular grooves.
  • the position of these annular grooves is chosen so that the first spring element 21 radially on the other side of the annular grooves and the second spring element 22 on this side of the annular grooves on the coupling member 23 are supported.
  • the coupling member 23 ruptures when exceeding a maximum load or when reaching a maximum displacement path within the buffer housing 10 at the predetermined breaking point 24, as shown in FIG. 3 can be seen.
  • the break of the coupling member 23 means that the coupling effect on the spring elements 21 and 22 is turned off.
  • the spring element 22 with the smaller diameter can then slide into the spring element 21 with the larger diameter.
  • FIG. 2 shows the sleeve buffer 1 in its maximum spring-loaded position (Pos. B. in Fig. 4).
  • the moving member 13 abuts the buffer bottom 11. From this position of the moving member 13, a further shift take place only with deformation of the guide sleeve 12, as illustrated in Fig. 3.
  • the integrally formed on the buffer plate 14 at the transition to the guide sleeve fillet 14a promotes entry the guide sleeve 12 in a failure mode, which initially widens them to the breaking point, then continuously induces continuous cracks in the longitudinal direction and everts the resulting individual segments 12a of the sleeve 12 to the outside. This type of failure has several advantages. First, the deformation begins progressively and without a force peak.
  • the guide sleeve 12 which has a relatively large wall thickness due to their dimensioning on operating loads, can then be deformed under not too high, uniform force level (solid line between Pos. B and Pos. C in Fig. 4).
  • the guide sleeve 12 can be completely consumed so practically without remaining residual length.
  • the remaining protruding segments 12a do not take up any length, nor do they hinder the progressive deformation process.
  • Another advantage is that the lateral guidance remains unimpaired or even increased over oblique or eccentric forces over the entire deformation path.
  • FIGS. 1 and 3 The various states of the inventive sleeve buffer 1 according to FIGS. 1 and 3 are explained with reference to the force-displacement characteristic shown in FIG. Following the range of normal operation between the positions A and B (travel 100 ... 105mm) takes place in the deformation region (between the positions B and C), a further shortening of the moving member 13 by about 200mm at a uniformly high level of force. In doing so, the full functionality of the sleeve buffer specified by standards is maintained.
  • FIG. 4 shows in detail, carried out in the range of normal operation, the displacement of the moving member 13 according to the characteristic of the series-connected spring elements 21 and 22 along the solid, bent curve.
  • the Kurvenknick results from the fact that the flatter curve branch of a softer spring characteristic of the series connection of the two spring elements 21 and 22 follows and that upon further displacement of the moving member 13, the softer of the two spring elements 21, 22 stops and then the stiffer of the two spring elements with his steeper characteristic curve for the force-displacement curve becomes effective. With the dashed curve in the region of normal operation, the additional damping effect of the optionally provided hydraulic damper 30 indicated. At the end of the displacement travel of 100 mm (position B) breaks the coupling member 23 between the two spring elements 21 and 22, whereby the spring action of the spring elements 21, 22 abruptly stops, as can be seen by the slight, steep curve drop at 100 mm displacement path.
  • Another possibility for achieving favorable operational characteristics is the parallel connection of a dashed hydraulic damper 40, for example within the spring element 22 with the smaller diameter.
  • a higher energy consumption in normal operation can be achieved (dashed line between Pos. A and Pos. B in Fig. 4).
  • Fig. 1 it can be seen that the coupling member 23 abuts against a stop 30 or on the housing of the damper 40. Further, the moving member 13 is located on two or more, on the outer circumference of the coupling member 23 radially projecting pin 23a.
  • the stop 30 and the pins 23 a have the function of a triggering aid for the coupling member 23.
  • a sudden concentration of stress within the coupling member 23 can be generated exactly upon reaching a certain displacement position of the moving member 13, the leads to immediate triggering (failure and shearing) of the coupling member 23. This triggering takes place away-controlled.
  • the coupling member 23 fails force controlled by reaching its load limit. This type of failure can, regardless of the presence of tripping aids, e.g. the hydraulic damper 30, even before reaching the full compression travel of the spring elements 21, 22 done. Even if this process causes a temporary collapse in the force-displacement curve, this is certainly desirable in order to prevent the creation of impermissibly high force peaks.
  • Fig. 3 shows the sleeve buffer 1 in its end position at the end of the deformation region (Pos. C in Fig. 4). Large parts of the guide sleeve 12 have been deformed and stand off as individual segments 12a. It can be seen the sheared coupling member 23 and the telescopically nested spring elements 21, 22. The sleeve buffer 1 has reached its maximum possible shortening. Further deformation will be possible only under extreme force under total destruction and steeply rising force curve (Fig. 4, Pos. D).
  • a delay of the steep increase in force can be achieved that the moving member is made compressible, for example by local cross-sectional weakening.
  • the last phase of the deformation region there is additionally a deformation of the motion element 13, which until then has not been deformed, whereby a further displacement reserve at elevated force level is made possible (FIG. 4, dot-dash line C-D ').
  • FIG. 5 shows a variant of the sleeve buffer 1 shown in FIG. 1, in which the arrangement of the two spring elements 21, 22 is reversed and the release aid is dispensed with by pins 23a on the coupling member 23.
  • the stop 30 as a triggering aid is mounted here on the moving member 13. The Function of this variant does not change due to the reversed arrangement of the spring elements 21, 22.
  • a sleeve buffer 1 is shown, in which the moving member 13, the guide sleeve 12 engages around the outside.
  • the transition between guide sleeve 12 and bottom plate 11 may be rounded in order to promote a failure behavior of the movement member 13.
  • the maximum shift of the normal operating range (FIG. 4) is exceeded, the movement member 13 abuts on this rounding and begins to deform.
  • the rupturing and protruding segments form near the bottom plate 11.
  • the guide sleeve 12 may have an additional compression capacity.
  • FIG. 7 shows a sleeve buffer 1, in which, compared to the embodiment shown in FIG. 6, the two spring elements 21, 22 are interchanged. The function is not changed by this.
  • the moving member 13 instead of a metallic Material are used a fiber-reinforced plastic or composite materials formed from different materials, which occur in their geometry irregular, but in the force curve more uniform failure modes.
  • the sleeve buffer according to the invention Compared with known sleeve buffers results in the sleeve buffer according to the invention practically a tripling of the displacement path of 100 to 300 mm, without the support structure 2 (vehicle frame) of the rail vehicle is damaged.
  • a kinetic energy of about 200 kJ can be absorbed by deformation.
  • the deformed sleeve buffer needs to be replaced in case of deformation only by a new sleeve buffer. Since the sleeve buffers according to the invention have the same dimensions and fixings as known tube bumpers in use, existing rail vehicles can easily be retrofitted with the sleeve buffers according to the invention.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Dampers (AREA)
  • Electrophonic Musical Instruments (AREA)
  • Valve Device For Special Equipments (AREA)
  • Lubricants (AREA)
  • Farming Of Fish And Shellfish (AREA)
  • Compounds Of Unknown Constitution (AREA)
  • Vibration Prevention Devices (AREA)
EP01956561A 2000-07-29 2001-07-25 Hülsenpuffer Expired - Lifetime EP1305199B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10037050 2000-07-29
DE10037050A DE10037050C2 (de) 2000-07-29 2000-07-29 Hülsenpuffer
PCT/EP2001/008617 WO2002009996A1 (de) 2000-07-29 2001-07-25 Hülsenpuffer

Publications (2)

Publication Number Publication Date
EP1305199A1 EP1305199A1 (de) 2003-05-02
EP1305199B1 true EP1305199B1 (de) 2006-07-05

Family

ID=7650685

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01956561A Expired - Lifetime EP1305199B1 (de) 2000-07-29 2001-07-25 Hülsenpuffer

Country Status (10)

Country Link
EP (1) EP1305199B1 (cs)
AT (1) ATE332260T1 (cs)
AU (1) AU2001278507A1 (cs)
CZ (1) CZ297793B6 (cs)
DE (2) DE10037050C2 (cs)
ES (1) ES2267798T3 (cs)
PL (1) PL199598B1 (cs)
SI (1) SI21092B (cs)
SK (1) SK287518B6 (cs)
WO (1) WO2002009996A1 (cs)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107972613A (zh) * 2017-11-16 2018-05-01 华侨大学 一种分级溃缩的高效吸能装置
EP3530544A1 (de) 2018-02-21 2019-08-28 Falk Schneider Deformationsvorrichtung mit aufkletterschutz für schienenfahrzeuge

Families Citing this family (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2836108B1 (fr) * 2002-02-21 2005-04-15 Acieries De Ploermel Tampon absorbeur d'energie pour vehicule ferroviaire
PL1740435T3 (pl) * 2004-04-27 2008-09-30 Est Eisenbahn Systemtechnik Gmbh Zderzak tulejowy
DE102004045600A1 (de) * 2004-09-17 2006-04-06 Keystone Bahntechnik Gmbh Puffersystem
DE102006043982B4 (de) 2006-09-19 2023-06-29 Est Eisenbahn-Systemtechnik Gmbh Seitenpuffer für bewegliche oder feste Tragstrukturen von Schienenfahrzeugen
DE102006050028B4 (de) 2006-10-24 2019-05-02 Est Eisenbahn-Systemtechnik Gmbh Vorrichtung an der Fahrzeugfront von Schienenfahrzeugen
JP4966712B2 (ja) * 2007-03-30 2012-07-04 株式会社日立製作所 輸送機
ITTO20110359A1 (it) * 2011-04-22 2012-10-23 Ansaldobreda Spa Treno provvisto di interfacce collassabili tra le carrozze
GB2517970B (en) * 2013-09-06 2016-02-10 T A Savery & Co Ltd A buffer
CN103552527B (zh) * 2013-11-09 2016-01-20 卢碧娴 防撞汽车
DE102013225343A1 (de) * 2013-12-10 2015-06-11 Voith Patent Gmbh Energieabsorber, Kupplung und Fahrzeug mit einem Energieabsorber sowie Verfahren zur Herstellung eines Energieabsorbers
PL2949539T6 (pl) * 2014-05-28 2021-06-14 Dellner Couplers Ab Urządzenie rozpraszające energię i urządzenie łączące zawierające takie urządzenie rozpraszające energię
US12122433B2 (en) * 2021-01-29 2024-10-22 Amsted Rail Company, Inc. Crash energy management systems for car coupling systems of rail cars
CN113335335B (zh) * 2021-07-12 2023-01-24 中车制动系统有限公司 轨道车辆缓冲装置及车钩缓冲系统

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE462539C (de) * 1927-05-20 1928-07-12 Wilhelm Wurl Eisenbahn-Huelsenpuffer
DE747330C (de) * 1941-07-26 1944-09-20 Karl V Waldstaetten Dipl Ing Huelsenpuffer mit Zerstoerungsglied, besonders fuer Schienenfahrzeuge
US2423877A (en) * 1945-02-10 1947-07-15 Miner Inc W H Spring and friction buffer for railway cars
CH265703A (de) * 1948-03-03 1949-12-15 Schweiz Wagons Aufzuegefab Puffer an Schienenfahrzeugen.
FR1280548A (fr) * 1961-02-28 1961-12-29 Opee Ltd Perfectionnements apportés aux tampons pour véhicules de chemin de fer, de tramways et analogues
US4624493A (en) * 1985-09-30 1986-11-25 Chrysler Motors Corporation Self-restoring energy absorbing bumper mount
DE19616944B4 (de) * 1996-04-27 2006-05-18 Suspa Holding Gmbh Aufpralldämpfer
DE19635221C1 (de) * 1996-08-30 1998-04-02 Krauss Maffei Verkehrstechnik Aufprallschutzvorrichtung für Schienenfahrzeuge
DE19809489A1 (de) * 1998-01-28 1999-07-29 Krauss Maffei Verkehrstechnik Aufprallschutzvorrichtung für Schienenfahrzeuge
FR2775240B1 (fr) * 1998-02-25 2000-12-22 Nantes Ecole Centrale Perfectionnement aux tampons amortisseurs d'accostage pour vehicules ferroviaires

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107972613A (zh) * 2017-11-16 2018-05-01 华侨大学 一种分级溃缩的高效吸能装置
CN107972613B (zh) * 2017-11-16 2020-10-09 华侨大学 一种分级溃缩的高效吸能装置
EP3530544A1 (de) 2018-02-21 2019-08-28 Falk Schneider Deformationsvorrichtung mit aufkletterschutz für schienenfahrzeuge

Also Published As

Publication number Publication date
DE50110406D1 (de) 2006-08-17
SK287518B6 (sk) 2010-12-07
ES2267798T3 (es) 2007-03-16
SI21092A (sl) 2003-06-30
DE10037050A1 (de) 2002-02-28
ATE332260T1 (de) 2006-07-15
AU2001278507A1 (en) 2002-02-13
SI21092B (sl) 2010-09-30
CZ297793B6 (cs) 2007-03-28
PL199598B1 (pl) 2008-10-31
WO2002009996A1 (de) 2002-02-07
DE10037050C2 (de) 2002-10-31
CZ20024271A3 (cs) 2003-04-16
EP1305199A1 (de) 2003-05-02
SK832003A3 (en) 2003-08-05
PL359387A1 (en) 2004-08-23

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