EP1371539A1 - Kupplungsanordnung mit einem Energieverzehrglied für Fahrzeug - Google Patents
Kupplungsanordnung mit einem Energieverzehrglied für Fahrzeug Download PDFInfo
- Publication number
- EP1371539A1 EP1371539A1 EP02008869A EP02008869A EP1371539A1 EP 1371539 A1 EP1371539 A1 EP 1371539A1 EP 02008869 A EP02008869 A EP 02008869A EP 02008869 A EP02008869 A EP 02008869A EP 1371539 A1 EP1371539 A1 EP 1371539A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- evk
- coupling arrangement
- arrangement according
- bypass
- energy
- 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
- B61G9/00—Draw-gear
- B61G9/04—Draw-gear combined with buffing appliances
- B61G9/08—Draw-gear combined with buffing appliances with fluid springs or fluid shock-absorbers; Combinations thereof
Definitions
- the present invention relates to a coupling arrangement for Connecting a first and a second car body at a multi-unit vehicle, in particular a rail vehicle, with at least one energy dissipation and / or force transmission member (hereinafter called "EVK member”) for transmission of pulling and / or pushing forces of the first car body on the connected, adjacent second car body.
- EVK member energy dissipation and / or force transmission member
- Coupling arrangements with the features mentioned are basically known from rail vehicle engineering. in this connection serve clutches for connecting vehicles to train and / or Compressive forces from a car body to an adjacent, to transfer coupled car body.
- clutch arrangements with at least one energy dissipation member equipped, which tensile and compressive forces up to a sufficient size and thereby the tensile and impact forces, which during normal driving between the individual car bodies occur, absorbed.
- the energy absorbing elements serve in the clutch assembly for consumption of the resulting tensile and impact energy to a hinge assembly or Car coupling between the car bodies from damage too protect.
- energy absorbing elements in rail transport often used gas hydraulic or hydrostatic buffers.
- a power transmission member For example, could be a coupling rod due to their rigid execution, the attacking tensile or shear forces between two adjacent coupled car bodies without play transfers.
- clutch assemblies with an EVK element in which the Energy absorbing element as a gas hydraulic or hydrostatic buffer executed, the conditionally have the property that they transmit statically lower forces due to their bias as dynamic, can in a pushing association, with which one Car body pushed by a subsequent railcar or train is, for example, an unregulated acceleration of the pulling train the static bias of the buffers in exceeded the clutch assembly between the car bodies become. This occurs in particular more frequently in a towing operation two trains in which a failed train from a is pushed next train.
- the crossing of the static bias of the energy absorbing elements (buffer) in the coupling arrangement between pushed car bodies has As a result, during the acceleration phase, the energy absorbing elements in the clutch assembly due to their design imprint conditional property.
- the partially compressed or pushed together energy absorbing elements and thus also the entire coupling arrangement can not transmit forces during their expansion phase, so that the pushed carbody compared to the sliding Car body delayed in time initiates the braking process.
- the Time delay corresponds to the expansion time of the collapsed Coupling arrangement, i. the time it takes is until the energy absorbing members in the clutch assembly again usually in the relaxed initial state, which at the original coupling of the adjacent car bodies was set, take.
- a power transmission between the decelerating car body and the pushed car body Only starts again when the clutch assembly on her original measure has lengthened and the energy absorbers engage the damping of the tensile force.
- This object is achieved by means of a coupling arrangement for connecting a first and a second car body in a multi-unit vehicle, especially one Rail vehicle, with at least one EVK element for transmission of pulling and / or pushing forces from the first car body solved the connected adjacent second car body, wherein Means for activating and / or deactivating a damping characteristic of the EVK element are provided.
- the solution according to the invention has a whole series of essential Advantages over those known from the automotive industry and on the above-explained coupling arrangement.
- Another advantage of clutch arrangement according to the invention is that the Damping property of the EVK element after its deactivation can be reactivated if necessary. Such a requirement is for example, if in the above-described sliding train the pushed carbody bouncing on an obstacle, causing a shock from the front, pushed car body against the direction of travel to the rear, sliding car body is running. This is the impact energy transmitted via the EVK link between the two car bodies.
- the EVK member at least one energy absorber as well provided at least one power transmission member.
- the energy absorber builds advantageously by that of the transferred the first car body to the second car body Shock accumulating energy.
- the power transmission member is used for transmitting the tensile and / or shear forces between the two coupled car bodies.
- EVK element conceivable.
- the Means for activating and / or deactivating the damping characteristic of the EVK element at least one bypass element.
- the coupling arrangement according to the invention serves the bypass member as a possible realization for deactivating the damping characteristic of the EVK element.
- a technical realization for reactivating a already deactivated by, for example, a bypass element Damping property of the EVK member can be particularly advantageous be implemented by a corresponding shock protection member, this being when a defined force value is exceeded the damping characteristic of the EVK element is activated.
- the activation takes place in a particularly advantageous manner an interruption of the bridging of the pressure force flow through the inserted bypass element.
- the means for activating or deactivating the damping property of the EVK element conceivable.
- shock absorber at the last paragraph said embodiment, this is as a bursting element for Deactivation of the bypass element is executed.
- This one has in particular the advantage that rupture elements, for example, on Material properties or characteristics are based, exactly definable Have bursting, which is particularly effective and easy to realize the deactivation of the bypass member or activating the previously deactivated damping characteristic of the EVK element can be executed.
- a possible embodiment of the coupling arrangement according to the invention provides that the clutch assembly after exceeding a defined force value, the bypass element irreversible deactivated and thus the damping property of the EVK member and the clutch assembly reactivated.
- the bypass member can for example, by a predetermined breaking point of a corresponding Berstiatas be enforced.
- Such irreversible state changes or circuits can be particularly effective Way extremely inexpensive by example corresponding Berstiata be activated, the irreversible
- the bypass member of the coupling arrangement according to the invention is designed as a clasp-like element, which is so It is constructed that between the damping areas of the Coupling assembly and the solid, rigid part of this mounted becomes.
- This clasp-like element is characterized by that two stirrups, connected with rigid elements, so against the non-damping coupling elements of the invention Clutch assembly support that the energy absorbing element the force flow is excluded in the compression direction and the Pushing force is transmitted through the clasp-like element.
- the clasp-like element designed so that, for example, in the event of a rear-end collision from the shift operation of the vehicle combination, corresponding Berst mandate address which the power transmission dissolve over the clasp-like elements, so that the Damping property of the EVK element is activated and the Damping can intervene.
- Berst mandate came here, for example corresponding members in question, which when exceeded respond to a certain thrust (for example break) and thereby the power transmission over the dissolve clasp-like element irreversibly.
- the interpretation criterion for the response of the Berstide selected according to that to be transmitted Force does not exceed the permissible values.
- the energy absorbing element the EVK member of the clutch assembly according to the invention is formed regeneratively. This is as maintenance-free as possible and thus almost unlimited use given the coupling arrangement according to the invention. This On the one hand leads to the reduction of maintenance costs of the corresponding Car body and on the other to a reliable at any time Coupling of corresponding car bodies.
- the energy absorbing element designed as a dynamic damping element is, in particular as a spring, gas hydraulic or hydrostatic buffer or a combination of these.
- FIG. 1 shows a schematic view of a conventional one Coupling arrangement in the installed state.
- the coupling arrangement is composed of a coupling head 7, which via an EVK member 1 with the vehicle undercarriage 6 of a car body 100; 101 is connected. Being in the coupled state two car bodies coupled together so that the respective Coupling heads 7 are in mechanical engagement. While driving is then on the respective EVK element 1, the occurring Forces in or opposite to the direction of travel on the transfer each vehicle undercarriage 6.
- the EVK member 1 is therefore in principle designed as a solid coupling rod, which the tensile or shear forces between the two Car bodies 100; 101 transmits.
- the EVK element 1 with an energy absorbing member 2 (not explicitly shown) for Disassembling the by the from the first car body 100 on the second car body 101 transmitted shock energy equipped.
- the energy absorbing element 2 is a regenerative one Element, such as a spring, gas hydraulic or Hydrostatic buffer or a combination of these.
- the EVK member 1 serves as the centerpiece in the illustrated coupling arrangement the connection of the coupled car bodies 100; 101 i.e. over this member are the tensile or shear forces of the coupled car bodies 100, 101 transferred.
- the absorption of impacts takes place in one integrated in the EVK element 1 Energy Consumption Member, which is shown in FIG Representation is not shown explicitly.
- FIG 2a shows a detailed view of the coupling arrangement according to Figure 1 in the expanded state.
- the EVK element 1 with the energy absorbing element 2 and the power transmission member 3 is constructed.
- the over the coupling head 7 transmitted tensile or shear forces run over the Power transmission element 3 in the vehicle frame 6.
- the EVK member 1 has an integrated next to the power transmission member 3 Energy Consumption 2 on. This is in the illustrated Embodiment designed as a hydrostatic buffer.
- Figure 2b shows a detailed view of the coupling arrangement according to Figure 1 or 2a in the compressed state.
- Two coupled car bodies 100, 101 in push mode, so are over the coupling head 7 transmitted via the EVK member 1 thrust forces.
- the power flow runs through the EVK element 1 in the respective Undercarriage 6. Due to the dynamic damping characteristic of the energy dissipation member integrated in the EVK element 1 2, the entire clutch assembly in the push mode by a dependent of the thrust force length, ⁇ 1, pushed together. This results from the fact that the respective Energy absorbing elements 2 of the clutch assembly during the Acceleration phase are pressed.
- this relative velocity can cause that the capacity of the energy absorbing elements 2 in the pulling direction exceeded and shocks undamped from the power transmission links 3 are introduced into the vehicle undercarriage 6.
- shocks undamped from the power transmission links 3 are introduced into the vehicle undercarriage 6.
- Furthermore a coupling crack is possible.
- FIG. 3 shows a detailed view of the invention Clutch arrangement.
- the coupling arrangement according to the invention serves to compress the clutch assembly during the Acceleration phase in pushing operation between two car bodies 100; 101 to prevent. This will avoid that dynamic damping path .DELTA.l results, which is in a Relative speed between the respective car bodies 100, 101 when changing the acceleration phase into a deceleration phase during the shift operation arises.
- a bypass member 4 between the damping region of the energy absorbing element 2 in the EVK element 1 and the rigid part the power transmission member 3 mounted.
- the bypass member 4 as a clasp which is characterized by the fact that two yokes, which are connected with rigid elements, so against the support non-damping coupling elements that the actual Energy absorbing element 2 from the power flow in the printing direction Excluded and the thrust force on the clasp or the bypass member 4 is transmitted.
- the bypass member 4 is designed so that in the case of Rear-end collision from the pushing mode Shock-absorbing elements 5 respond, which the power transmission via the bypass member. 4 dissolve and the damping property of the EVK element 1 after previous deactivation is reactivated. This can do that Energy absorbing element 2 of the EVK element 1 with its dynamic Damping properties intervene again.
- the shock-absorbing member 5 as Burst executed, which when exceeding a defined Shear or compressive force value breaks and thus the Bypass 4 deactivated, so that the bridging of the pressure force flow is interrupted by the bypass member 4. there is the activation of the shock-absorbing member 5 irreversible.
- This has the advantage that in a very reliable way the Design criterion of the response force for the shock absorber for deactivating the bypass element 4 or for activating the damping characteristic of the EVK element 1 can be set can.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vibration Prevention Devices (AREA)
- Vibration Dampers (AREA)
Abstract
Description
- Figur 1
- eine schematische Ansicht einer herkömmlichen Kupplungsanordnung im eingebauten Zustand;
- Figur 2a
- eine detaillierte Ansicht der Kupplungsanordnung gemäß Figur 1 im expandierten Zustand;
- Figur 2b
- eine detaillierte Ansicht der Kupplungsanordnung gemäß Figur 1 oder 2a im komprimierten Zustand; und
- Figur 3
- eine detaillierte Ansicht der erfindungsgemäßen Kupplungsanordnung.
- 1
- EVK-Glied
- 2
- Energieverzehrglied
- 3
- Kraftübertragungsglied
- 4
- Bypassglied
- 5
- Stoßsicherungsglied
- 6
- Fahrzeuguntergestell
- 7
- Kupplungskopf
- 100
- Erster Wagenkasten
- 101
- Zweiter Wagenkasten
- Δ1
- Dynamischer Dämpfungsweg
Claims (9)
- Kupplungsanordnung zum Verbinden eines ersten und eines zweiten Wagenkastens (100; 101) bei einem mehrgliedrigen Fahrzeug, insbesondere bei einem Schienenfahrzeug, mit wenigstens einem Energieverzehr- und/oder Kraftübertragungsglied (1) (im folgenden kurz "EVK-Glied" (1) genannt) zum Übertragen von Zug- und/oder Schubkräften von dem ersten Wagenkasten (100) auf den verbundenen, benachbarten zweiten Wagenkasten (101),
gekennzeichnet durch
Mittel (4, 5) zum Aktivieren und/oder Deaktivieren einer Dämpfungseigenschaft des EVK-Gliedes (1). - Kupplungsanordnung (1),
dadurch gekennzeichnet, dass
das EVK-Glied (1) wenigstens ein Energieverzehrglied (2) zum Abbauen der durch den von dem ersten Wagenkasten (100) auf den zweiten Wagenkasten (101) übertragenen Stoß anfallenden Energie und wenigstens ein Kraftübertragungsglied (3) zum Übertragen der Zug- und/oder Schubkräfte zwischen den beiden Wagenkästen (100; 101) umfasst. - Kupplungsanordnung nach Anspruch 1 oder 2,
dadurch gekennzeichnet, dass
die Mittel (4, 5) zum Aktivieren und/oder Deaktivieren der Dämpfungseigenschaft des EVK-Gliedes (1) wenigstens ein Bypassglied (4) enthalten zum Entlasten des Energieverzehrgliedes (2) und/oder zur Kraftflussüberbrückung der über das Energieverzehrglied (2) zwischen den beiden Wagenkästen (100; 101) übertragenen Zug- und/oder Druckkräfte. - Kupplungsanordnung nach Anspruch 3,
dadurch gekennzeichnet , dass die Mittel (3, 4) zum Aktivieren und/oder Deaktivieren der Dämpfungseigenschaft des EVK-Gliedes (1) ferner ein Stoßsicherungsglied (5) umfassen, zum Unterbrechen der Überbrückung des Druckkraftflusses durch das Bypassglied (4) bei Überschreiten eines definierten Kraftwertes. - Kupplungsanordnung nach Anspruch 4,
dadurch gekennzeichnet , dass das Stoßsicherungsglied (5) als Berstelement zum Deaktivieren des Bypassgliedes (4) ausgeführt ist. - Kupplungsanordnung nach einem der Ansprüche 3 bis 5, gekennzeichnet durch eine irreversible Deaktivierung des Bypassgliedes (4) nach Überschreiten eines definierten Kraftwertes.
- Kupplungsanordnung nach einem der Ansprüche 3 bis 6,
dadurch gekennzeichnet, dass
das Bypassglied (4) als spangenartiges Element nicht dämpfende Elemente bzw. starre Elemente des EVK-Gliedes (1) abstützt. - Kupplungsanordnung nach einem der Ansprüche 2 bis 7,
dadurch gekennzeichnet , dass das Energieverzehrglied (2) regenerativ ausgebildet ist. - Kupplungsanordnung nach einem der Ansprüche 2 bis 8,
dadurch gekennzeichnet, dass
das Energieverzehrglied (2) ein dynamisches Dämpfungselement ist, insbesondere ein Feder-, Gashydraulik- oder Hydrostatikpuffer oder eine Kombination dieser.
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE50202480T DE50202480D1 (de) | 2002-04-19 | 2002-04-19 | Kupplungsanordnung mit einem Energieverzehrglied für Fahrzeug |
EP20020008869 EP1371539B1 (de) | 2002-04-19 | 2002-04-19 | Kupplungsanordnung mit einem Energieverzehrglied für Fahrzeug |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP20020008869 EP1371539B1 (de) | 2002-04-19 | 2002-04-19 | Kupplungsanordnung mit einem Energieverzehrglied für Fahrzeug |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1371539A1 true EP1371539A1 (de) | 2003-12-17 |
EP1371539B1 EP1371539B1 (de) | 2005-03-16 |
Family
ID=29558286
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP20020008869 Expired - Fee Related EP1371539B1 (de) | 2002-04-19 | 2002-04-19 | Kupplungsanordnung mit einem Energieverzehrglied für Fahrzeug |
Country Status (2)
Country | Link |
---|---|
EP (1) | EP1371539B1 (de) |
DE (1) | DE50202480D1 (de) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1857342A1 (de) * | 2006-05-18 | 2007-11-21 | Voith Turbo Scharfenberg GmbH & Co. KG | Kupplungsvorrichtung mit Überlastsicherungsglied |
Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3400833A (en) * | 1966-04-22 | 1968-09-10 | Acf Ind Inc | Railway car cushioning device |
US3589528A (en) * | 1968-08-14 | 1971-06-29 | Halliburton Co | Valve apparatus for controlling train action events |
US3656633A (en) * | 1969-04-29 | 1972-04-18 | Itt | Shock absorber |
US4334624A (en) * | 1979-05-23 | 1982-06-15 | Detmold Peter J | Draft gear locking device |
-
2002
- 2002-04-19 DE DE50202480T patent/DE50202480D1/de not_active Expired - Fee Related
- 2002-04-19 EP EP20020008869 patent/EP1371539B1/de not_active Expired - Fee Related
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3400833A (en) * | 1966-04-22 | 1968-09-10 | Acf Ind Inc | Railway car cushioning device |
US3589528A (en) * | 1968-08-14 | 1971-06-29 | Halliburton Co | Valve apparatus for controlling train action events |
US3656633A (en) * | 1969-04-29 | 1972-04-18 | Itt | Shock absorber |
US4334624A (en) * | 1979-05-23 | 1982-06-15 | Detmold Peter J | Draft gear locking device |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1857342A1 (de) * | 2006-05-18 | 2007-11-21 | Voith Turbo Scharfenberg GmbH & Co. KG | Kupplungsvorrichtung mit Überlastsicherungsglied |
Also Published As
Publication number | Publication date |
---|---|
DE50202480D1 (de) | 2005-04-21 |
EP1371539B1 (de) | 2005-03-16 |
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