EP1350704A1 - Zug-/Druckpuffer für Anhängevorrichtungen an Schienen- und Radfahrzeugen - Google Patents
Zug-/Druckpuffer für Anhängevorrichtungen an Schienen- und Radfahrzeugen Download PDFInfo
- Publication number
- EP1350704A1 EP1350704A1 EP03006406A EP03006406A EP1350704A1 EP 1350704 A1 EP1350704 A1 EP 1350704A1 EP 03006406 A EP03006406 A EP 03006406A EP 03006406 A EP03006406 A EP 03006406A EP 1350704 A1 EP1350704 A1 EP 1350704A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- piston element
- piston
- train
- housing
- pressure 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.)
- Granted
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G11/00—Buffers
- B61G11/12—Buffers with fluid springs or shock-absorbers; Combinations thereof
Definitions
- the present invention relates to a train / push buffer for towing devices on rail and wheel vehicles, comprising a housing and a one-sided this outstanding piston element, which consists of a Zero out against the resistance of one Spring device and a damping device in two Directions is movable.
- Double-acting train / push buffers of the above Art dampen both acting in the printing direction Impact impacts as well as impact impacts acting in the direction of the train; they come especially in different vehicles, especially for rail vehicles.
- the aim is to achieve a strongly damped compression weakly damped rebound movement of the piston element in the event of an impact and a weakly damped Pull-out movement and strongly damped return movement of the piston element in the event of collisions.
- a generic train / pressure buffer is from DE 199 18 195 C1 known. It comprises two spatial and functionally separate hydraulic damping devices, namely to dampen the return movement of the Piston element from its pulled out of the housing Position towards the zero position a first hydraulic damping device with a that Piston element surrounding annular hydraulic Work space that has at least one overflow channel with an overflow space arranged inside the piston is connected, and to dampen the Push the piston element into the housing Impact impacts another damping device, which one by the piston element, the housing and one Partition wall limited hydraulic work space, the via at least one arranged in the partition Overflow channel in connection with an overflow space stands, includes.
- a pull / push buffer for towing devices indicated on rail and wheeled vehicles which is a housing and a one-sided protruding from this Piston element that comes from the zero position out against the resistance of a spring device and a damping device in two directions is movable, which is characterized by that to dampen all movements of the piston element a uniform hydraulic relative to the housing Damping device is provided, which one the piston element surrounding annular hydraulic Includes work space by a fixed to the piston element connected and in the hydraulic work space sealingly guided ring piston in two Functional chambers is divided, the two Functional chambers over at least one throttled Overflow channel are connected to each other.
- Every movement of the Piston element relative to the housing becomes a damping medium through the overflow channel from one functional chamber of the hydraulic workspace in the other Functional chamber displaced, although the Damping characteristics in the different directions of movement and positions of the piston element can be different.
- the at least one overflow channel in the form an overflow hole the two functional chambers separating piston.
- suitable execution of the at least one overflow channel e.g. through use check valves with different flow cross-sections
- the overflow channel comprises an annular overflow space, that surrounds the hydraulic working area on the outside and separated from it by an axial head tube is.
- the overflow space is above at least two openings arranged in the head tube with each of the two functional chambers in connection.
- breakthroughs are preferred arranged and / or dimensioned so that at approximate a typical shock load of the buffer rectangular force-displacement curve results.
- the breakthroughs are in alignment on the impact shocks cushioning spring element such arranged and / or dimensioned that in a typical Bump load on the buffer is the sum of itself the flow rate of the damping medium through the Breakthroughs resulting damping force and - accordingly the spring constant of the corresponding spring element with the deflection increasing - spring force practical via the deflection of the piston element stays the same.
- This can generally be done with a a slowdown in the compression movement of the piston element accompanying appropriate reduction of Total flow cross section of the breakthroughs.
- the breakthroughs can be done one at a time have the same flow cross-section and in Pushing in direction of the piston element always denser successive, the distances between adjacent Breakthroughs in the sense of an inverse exponential function lose weight.
- the individual breakthroughs in the pushing-in direction of the piston element increasing in the sense of an exponential function Have flow cross sections.
- the housing 1 consists essentially from an inner section 3, an outer Section 4 and a final part 5.
- the inner section 3 comprises a cylindrical section 6, one firmly connected to the cylindrical section 6 Partition 8, and a connecting section 7.
- the outer section 4 of the housing 1 comprises a cylinder section 9 and one firmly connected to it Intermediate wall 10.
- the end part 5 is at the end the cylinder section 9 of the outer section 4 of the Housing 1 attached.
- piston element 2 which has a piston rod 21 comprises, is in the region of the outer portion 4 of the Housing a between the intermediate wall 10 and the end part 5 located ring piston 11 firmly connected.
- the piston element 2 is also in the area of the inner Section 3 of the housing on both sides of the partition 8 surrounded by two annular pistons 12, 13, both on the piston rod 21 as well as on the inner wall of the housing are guided sealingly axially.
- the Piston element 2 has on its protruding from the housing End of a buffer plate 14; on the opposite The end of the piston rod is a Final part 15 attached, which is a stop for the Ring piston 12 forms (see below).
- the piston element 2 is in the housing 1 along the axis 20 slidably guided. This is the piston element 2 sealingly displaceable by appropriate Bores of the partition walls 8 and 10 and the ring piston 12, 13 out. Furthermore, the piston element is by a corresponding bore of the end part 5 sealingly displaceable led out of the housing 1.
- the intermediate wall 10, the inner wall of the cylinder section 9 of the outer portion 4 of the housing Piston rod 21 and the end part 5 limit one hydraulic work space 25.
- the two functional chambers protrude at least one arranged in the annular piston 11, one Overflow channel 22 forming overflow bore with each other in connection.
- the two functional chambers 23 and 24 separating annular piston 11 is on the inner wall of the cylinder section 9 sealingly axially displaceable guided.
- the two functional chambers 23 and 24 and the overflow channel 22 form the essential ones Components of the damping device.
- the damping characteristic can through the flow cross section of the at least one overflow channel 22 and any provided Check valves are affected.
- the cylinder section 6 of the inner section 3 of the Housing 1, the annular piston 12 and 13, the piston rod 21, as well as that firmly connected to the inner section 3 Partition 8 define two through the partition 8 separate spring chambers 26 and 27.
- the spring chambers 26 and 27 are under pressure (e.g. 5 to 20 bar at zero position of the piston element) filled so that on the piston element 2 in both directions A gas spring acts along the axis 20, the a restoring force on the piston element 2 in the Zero position (Fig. 1) exercises.
- the preload of the two gas springs in the zero position of the piston element defines the minimum force to be overcome must to deflect the piston element from its zero position.
- the through the end part 15, the annular piston 12 and the inner walls of the cylinder section 6 and connection section 7 of the inner portion 3 of the housing 1 be delimited cavity 28 is ventilated.
- Fig. 1 is also for a train / pressure buffer, which corresponds essentially to the buffer of Figures 1 to 3, but in addition to the flow bore 22 shown there, a further (asymmetrical) flow channel only for the flow of the damping medium from the has the second functional chamber 24 in the first functional chamber 23, in the form of a force-displacement diagram, the damping characteristic applicable to a typical impact impact load and the damping characteristic applicable to a typical impact impact, the impact impact being represented by an impact with a certain impact speed on the buffer Mass is defined.
- Characteristic here is an initially steep increase in the force opposing the compression of the piston element from the preload F 0 of the gas spring 27 to a peak value, due to the high flow velocity through the at least one overflow channel 22 associated with the rapid movement of the piston element 2, and the consequent strong throttling of the displaced damping medium, followed by a comparatively steep drop, which is due to the sharp drop in the damping force due to the slowed down movement of the piston element 2; the increase in the spring force from the preload F 0 to the value F E at the end of the compression movement due to the travel of the compression according to the spring constant is considerably less than the decrease in the damping force caused by the decreasing compression speed, so that the result comes to the illustrated force-displacement characteristic curve with the total force decreasing sharply over the distance.
- the damping characteristic shown in the lower left quadrant of the force-displacement diagram for a typical starting impact shows the (exponential) force increase corresponding to the spring characteristic of the gas spring when the piston element is pulled out of the housing without damping and the correspondingly reduced force when the piston element springs back (damped) to the zero position.
- the dashed line shows the course of the characteristic curve which applies to a starting impact in the event of a damped pulling out of the piston element from the housing, which results when the connection between the two functional chambers 23 and 24 is restricted to the bore 22 which is (symmetrically) throttling in both flow directions , Of course this would have one not illustrated in the drawing - influence on the damping characteristic in the area of the springback of the piston element that applies to an impact shock.
- the tension / compression buffer illustrated in FIG. 4 corresponds with regard to its basic structure buffers explained above according to FIGS. 1 to 3. It is therefore used to avoid repetitions the corresponding statements referenced.
- the Difference to the train / pressure buffer shown in FIGS. 1 to 3 can essentially be found in the fact that instead of gas springs 26, 27 mechanical coil springs, which are each on the partition 8 and the Support ring piston 13 or ring piston 12, used be so as to provide the necessary restoring forces Resetting the piston element 2 to its zero position provide.
- the outer wall of the hydraulic working space 25 is formed by an axial control tube 29 which is inserted into the outer housing section 9 and which divides a radially outer annular overflow space 30 from the hydraulic working space.
- the overflow space 30 is connected to the two functional chambers 23 and 24 via a plurality of radial openings 31 arranged in the control tube 29.
- the openings 31, which have the same flow cross section, are arranged in such a way that the spacing between adjacent openings is always smaller in the direction in which the piston element 2 is pressed in, in particular in the sense of an inverse exponential function. This has the consequence that when the speed of the piston element 2 is reduced during the pushing into the housing 1 and the displacement of the damping medium from the first functional chamber 23 into the second functional chamber 24, which is smaller as a result, the sum of the flow cross sections of the effective, the first functional chamber 23 with the overflow space 30 connecting openings 31 decreases.
- a only slightly decreasing flow velocity of the damping medium in the effective openings 31 can be achieved with a damping force which only decreases slightly over the damping path, the decrease in damping force being compensated for by the increase in spring force, so that the total force is essentially constant is.
- 5 shows a typical damping characteristic of the tension / compression buffer shown there in the form of a force-displacement diagram. Characteristic here is an initially steep increase in the force, which opposes the compression of the piston element under a typical shock load on the buffer, from the pretension F 0 to a value which is practically maintained during almost the entire spring travel.
- the damping characteristic of the buffer for impact impacts on the one hand and specifically influence starting impacts. Strong damping during compression is ideal of the piston element as a result of an impact shock with a relatively low damping in the subsequent Spring back of the piston element into its zero position and one comparatively low damping of the rebound of the Piston element due to an impact with a relatively strong damping during the subsequent springback the piston element to its zero position.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Fluid-Damping Devices (AREA)
- Memory System Of A Hierarchy Structure (AREA)
- Mobile Radio Communication Systems (AREA)
Abstract
Description
- Fig. 1
- einen Längsschnitt durch eine erste bevorzugte Ausführungsform des erfindungsgemäßen Zug/Druck-Puffers bei Nullstellung des Kolbenelements sowie ein zu diesem Puffer gehöriges Kraft-Weg-Diagramm,
- Fig. 2
- den Zug-/Druck-Puffer gemäß Fig. 1 bei eingedrücktem Kolbenelement,
- Fig. 3
- den Zug-/Druck-Puffer gemäß Fig. 1 bei herausgezogenem Kolbenelement,
- Fig. 4
- einen Längsschnitt durch eine zweite bevorzugte Ausführungsform des erfindungsgemäßen Zug-/Druck-Puffers bei Nullstellung des Kölbenelements und
- Fig. 5
- einen Längsschnitt durch eine dritte bevorzugte Ausführungsform des erfindungsgemäßen Zug-/Druck-Puffers bei Nullstellung des Kolbenelements sowie ein zu diesem Puffer gehöriges Kraft-Weg-Diagramm.
Claims (6)
- Zug-/Druck-Puffer für Anhängevorrichtungen an Schienen- und Radfahrzeugen, umfassend ein Gehäuse (1) und ein einseitig aus diesem herausragendes Kolbenelement (2), das aus der Nullstellung heraus jeweils gegen den Widerstand einer Federeinrichtung und einer Dämpfungseinrichtung in zwei Richtungen bewegbar ist,
dadurch gekennzeichnet, daß
zur Dämpfung sämtlicher Bewegungen des Kolbenelements (2) relativ zum Gehäuse (1) eine einheitliche hydraulische Dämpfungseinrichtung vorgesehen ist, welche einen das Kolbenelement (2) umgebenden ringförmigen hydraulischen Arbeitsraum (25) umfaßt, der durch einen fest mit dem Kolbenelement (2) verbundenen und in dem hydraulischen Arbeitsraum (25) dichtend verschiebbar geführten Ringkolben (11) in eine erste Funktionskammer (23) und eine zweite Funktionskammer (24) unterteilt wird, wobei die beiden Funktionskammern über wenigstens einen Überströmkanal (22) miteinander in Verbindung stehen. - Zug-/Druck-Puffer nach Anspruch 1,
dadurch gekennzeichnet, daß
der wenigstens eine Überströmkanal (22) den Ringkolben (11) durchsetzt. - Zug-/Druck-Puffer nach Anspruch 1,
dadurch gekennzeichnet, daß
der Überströmkanal einen ringförmigen Überströmraum (30), der den hydraulischen Arbeitsraum (25) außen umgibt und von diesem durch ein axiales Steuerrohr (29) abgeteilt ist, umfaßt, wobei der Überströmraum (30) über wenigstens zwei in dem Steuerrohr (29) angeordnete Durchbrüche (31) mit jeder der beiden Funktionskammern (23, 24) in Verbindung steht. - Zug-/Druck-Puffer nach Anspruch 3,
dadurch gekennzeichnet, daß
die Durchbrüche (31) derart angeordnet und/oder dimensioniert sind, daß die bei einer bestimmten Stoß-Belastung des Puffers die dem Einfedern des Kolbenelements (2) entgegengesetzte Kraft einer annähernd rechteckförmigen Kraft-Weg-Kennlinie gehorcht. - Zug-/Druck-Puffer nach Anspruch 4,
dadurch gekennzeichnet, daß
im Bereich einer der beiden Funktionskammern (23, 24) mehrere einen gleichen Strömungsquerschnitt aufweisende Durchbrüche vorgesehen sind, die in Hereindrückrichtung des Kolbenelements (2) derart angeordnet sind, daß die Abstände zwischen den einzelnen Durchbrüchen im Sinne einer inversen Exponentialfunktion abnehmen. - Zug-/Druck-Puffer nach Anspruch 4,
dadurch gekennzeichnet, daß
äquidistant angeordnete Durchbrüche (31) einen in Hereindrückrichtung des Kolbenelements im Sinne einer Exponentialfunktion zunehmenden Strömungsquerschnitt aufweisen.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE20205198U | 2002-04-04 | ||
DE20205198U DE20205198U1 (de) | 2002-04-04 | 2002-04-04 | Zug-/Druckpuffer für Anhängevorrichtungen an Schienen- und Radfahrzeugen |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1350704A1 true EP1350704A1 (de) | 2003-10-08 |
EP1350704B1 EP1350704B1 (de) | 2007-02-07 |
Family
ID=7969644
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP03006406A Expired - Lifetime EP1350704B1 (de) | 2002-04-04 | 2003-03-21 | Zug-/Druckpuffer für Anhängevorrichtungen an Schienen- und Radfahrzeugen |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP1350704B1 (de) |
AT (1) | ATE353298T1 (de) |
DE (2) | DE20205198U1 (de) |
ES (1) | ES2281577T3 (de) |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US10036445B2 (en) | 2014-08-27 | 2018-07-31 | Axtone Spolka Akcyjna | Impact energy absorbing device |
EP3539841A1 (de) * | 2018-03-16 | 2019-09-18 | Voith Patent GmbH | Vorrichtung zum abdämpfen von druckkräften |
CN110843845A (zh) * | 2019-11-01 | 2020-02-28 | 江苏理工学院 | 一种轨道车辆车钩缓冲器保护系统 |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN103043072B (zh) * | 2012-12-21 | 2015-01-28 | 青岛四方车辆研究所有限公司 | 拉压转换式橡胶缓冲器 |
Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0066299A1 (de) * | 1981-06-03 | 1982-12-08 | Bayerische Motoren Werke Aktiengesellschaft, Patentabteilung AJ-3 | Hydraulischer Teleskopstossdämpfer für ein Kraftfahrzeug |
DE3245732A1 (de) * | 1982-12-10 | 1984-06-14 | Paul Forkardt GmbH & Co KG, 4000 Düsseldorf | Zweiseitig wirkender hydraulischer stossdaempfer |
US5487480A (en) * | 1993-06-10 | 1996-01-30 | Oleo International Holdings Limited | Hydro-pneumatic cushioning device |
GB2312659A (en) * | 1996-04-29 | 1997-11-05 | Oleo International Limited | Buffers |
DE19918195C1 (de) | 1999-04-22 | 2000-09-28 | Klaus Leben | Zug-/Druck-Puffer für Anhängevorrichtungen an Schienen- und Radfahrzeugen |
US6199708B1 (en) * | 1999-03-05 | 2001-03-13 | Asf-Keystone, Inc. | Railcar cushioning device with internal elastomeric spring |
-
2002
- 2002-04-04 DE DE20205198U patent/DE20205198U1/de not_active Expired - Lifetime
-
2003
- 2003-03-21 AT AT03006406T patent/ATE353298T1/de not_active IP Right Cessation
- 2003-03-21 DE DE50306448T patent/DE50306448D1/de not_active Expired - Lifetime
- 2003-03-21 EP EP03006406A patent/EP1350704B1/de not_active Expired - Lifetime
- 2003-03-21 ES ES03006406T patent/ES2281577T3/es not_active Expired - Lifetime
Patent Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0066299A1 (de) * | 1981-06-03 | 1982-12-08 | Bayerische Motoren Werke Aktiengesellschaft, Patentabteilung AJ-3 | Hydraulischer Teleskopstossdämpfer für ein Kraftfahrzeug |
DE3245732A1 (de) * | 1982-12-10 | 1984-06-14 | Paul Forkardt GmbH & Co KG, 4000 Düsseldorf | Zweiseitig wirkender hydraulischer stossdaempfer |
US5487480A (en) * | 1993-06-10 | 1996-01-30 | Oleo International Holdings Limited | Hydro-pneumatic cushioning device |
GB2312659A (en) * | 1996-04-29 | 1997-11-05 | Oleo International Limited | Buffers |
US6199708B1 (en) * | 1999-03-05 | 2001-03-13 | Asf-Keystone, Inc. | Railcar cushioning device with internal elastomeric spring |
DE19918195C1 (de) | 1999-04-22 | 2000-09-28 | Klaus Leben | Zug-/Druck-Puffer für Anhängevorrichtungen an Schienen- und Radfahrzeugen |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US10036445B2 (en) | 2014-08-27 | 2018-07-31 | Axtone Spolka Akcyjna | Impact energy absorbing device |
EP3539841A1 (de) * | 2018-03-16 | 2019-09-18 | Voith Patent GmbH | Vorrichtung zum abdämpfen von druckkräften |
DE102018106157A1 (de) | 2018-03-16 | 2019-09-19 | Voith Patent Gmbh | Vorrichtung zum Abdämpfen von Druckkräften |
CN110843845A (zh) * | 2019-11-01 | 2020-02-28 | 江苏理工学院 | 一种轨道车辆车钩缓冲器保护系统 |
Also Published As
Publication number | Publication date |
---|---|
DE20205198U1 (de) | 2002-08-14 |
DE50306448D1 (de) | 2007-03-22 |
ATE353298T1 (de) | 2007-02-15 |
ES2281577T3 (es) | 2007-10-01 |
EP1350704B1 (de) | 2007-02-07 |
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