EP1371539B1 - Draw bar assembly with an energy dissipating device for vehicles - Google Patents

Description

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, and Means for activating and / or deactivating a damping characteristic the EVK member, wherein the means at least one bypass member contained to relieve the energy absorbing element and / or for Kraftflussüberbrückung the over the energy absorbing element transferred between the two car bodies train and / or Compressive forces.

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. Usually are 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. As energy absorbing elements in rail transport often used gas hydraulic or hydrostatic buffers.

While the energy absorbing member occurring in the clutch assembly Impact forces absorbed, thereby transferring from Bumps between adjacent, coupled car bodies Prevents jolts between adjacent, coupled car bodies serves the power transmission member in the clutch assembly for transmitting tensile and / or shear forces of one first car body on a connected, adjacent second carbody. Such 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. A clutch assembly, which only a force transmission member without an additional energy absorber All shocks would be undamped across the force transmitting member hand off. Therefore, usually clutch arrangements designed to be an energy-absorbing element and a power transmission member in combination with each other. An example of such a coupling arrangement is the well-known claw coupling in combination with the side buffers the respective car bodies. In the broader sense, however Also, a rigid coupling rod conceivable that at least one their ends has an energy-absorbing element, approximately in shape a spring element or another, similar damping element.

Since 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. This property can especially critical when the pushing train or Railcar directly from acceleration to braking deceleration changes and does not slow down the pushed car body can. 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.

Due to the interaction described above between the Energy absorbing member and the power transmission member in the clutch assembly when changing from the acceleration to the deceleration state of a pushed car body association arises between the car bodies a relative speed, that of decelerated the energy absorbing elements of the clutch assembly Need to become. For large expansion strokes or buffer strokes can this relative speed cause the capacity the energy absorbing elements in tensile direction is exceeded and Impacted undamped by the transmission members in the vehicle be initiated. In extreme situations, especially in a heavy load combination, it can then lead to deformations on the respective car bodies or clutch arrangements come, causing an extreme load on the clutch assembly leads to the clutch break.

This is a previously unresolved in rail vehicle technology Problem, since so far no technical solution exists to the To avoid extreme loads on the clutch assemblies. to Time may be the burden of the respective clutch assemblies a sliding carbody bandage described above only by a very careful and predictive maneuvering be kept to a safe level, which in many cases However, due to unforeseeable events, it fails to such as in rear-end collisions.

From the US 3,589,528 A, for example, is already a hydraulic Shock absorber unit known to be integral with a coupling rod in a coupling arrangement for rail vehicles is executed. The hydraulic shock absorber unit comprises furthermore a piston arranged on a first car body, in telescopic engagement with one at a second, adjacent Car body provided cylinder arrangement is. The cylinder assembly has an inner cylinder space in the the piston at a pressure force transmission between the two Car bodies are pushed into it. The movement of the piston will by the building up compression of a hydraulic fluid in the Inner cylinder steamed. This damping is dependent on Controlled piston travel, in addition to the inner cylinder space a space is provided which is in communication with the Inside cylinder space is over a series of passages. The Passages are individually by means of a control valve driven. Also, it is possible the variable damping characteristic completely exhibit, by the passages fluid-tight be switched.

This known from the prior art hydraulic shock absorber unit However, it has a very complicated and expensive Construction consisting of a variety in communication standing fluid passages and valves. The disadvantage this construction is in particular that the technical implementation or integration of the shock absorber unit in a coupling arrangement very expensive is. In particular, a subsequent equipping is a Coupling arrangement with such a hydraulic shock absorber unit not economically justifiable.

Due to the described problem of the invention the task of specifying a coupling arrangement, in which in both a pushed and a sliding Wagenkastenverband the respective power transmission members the participating couplings and the vehicle racks of the involved Car bodies effectively protected against extreme loads become. This should apply even in extreme maneuvers, such as during a change from the acceleration phase in a delay phase in a pushed vehicle association. This clutch assembly should also be as simple and as possible be constructed consisting of only a few individual components, in which in both a pushed and a pushing Wagenkastenverband the respective power transmission members the participating couplings and the vehicle racks of the involved Car bodies effectively protected against extreme loads become.

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 the connected, adjacent second car body and with means for activating and / or deactivating a damping characteristic solved the EVK-member, wherein the means at least one Bypass member included to relieve the Energieverzehrgliedes and / or for Kraftflussüberbrückung the over the energy absorbing element transferred between the two car bodies train and / or Compressive forces, and means for activating and / or Disabling a damping property of the EVK element provided are.

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. By the means for activating and / or deactivating a damping characteristic of the EVK member is thereby causes the damping property the entire clutch assembly activated as needed or can be deactivated. Especially in situations where which the conventionally provided damping property of Coupling arrangement can lead to problematic situations, is the damping property of the EVK-member and thus deactivates the damping characteristic of the entire clutch assembly. In a towing operation of two trains, in which a a failed train is pushed by a subsequent train, For example, would be a deactivation of the damping property the EVK element in the relevant clutch assembly makes sense. This actively prevents the static bias the clutch assembly, which the damping property this defined, passed between the car bodies becomes. This is often the case with e.g. an unregulated Acceleration of the pushing train. By deactivating the damping characteristic can thus be the EVK member of the Clutch assembly not compressed during the acceleration phase or be pressed. Thus, the critical situation if the pushing train is directly from the acceleration a braking delay changes and the pushed train does not change can brake, defused, since the clutch assembly directly the Delay force of the sliding train on the pushed train transfers because an expansion phase of the clutch assembly absent. As a result, there can be no relative speed between the car bodies during this acceleration-delay change arising from the clutch assembly would have to be braked in the pulling direction. Thus, the Danger of deformation on the respective vehicle frame or in the Coupling arrangement no longer exist. 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. For extreme shocks, for example in the event of a rear-end collision from the push mode, would be at a rigid Coupling arrangement or in a clutch assembly with deactivated Damping property of the EVK member may be due to the resulting impact energy damage to the clutch assembly arise, in extreme cases, even damage in the Vehicle undercarriage can not be excluded. According to the invention and Advantageously, it is possible to deactivate the To reactivate damping property of the EVK element, so that incurred for example in a rear-end collision Energy in the energy absorbing member of the EVK member absorbed and thus reliably degraded.

Furthermore, the means for activating and / or deactivating contain the damping property of the EVK element at least one bypass element. This is designed so that it is the energy-absorbing element the EVK member in the clutch assembly with respect Relieves on attacking tensile or shear forces and thereby a Kraftflussüberbrückung on the energy absorbing element of between the two car bodies transferred tensile or compressive forces is made possible in a particularly effective manner. In the invention Coupling arrangement serves the bypass member as a possible implementation for deactivating the damping characteristic of the EVK member. This is a particularly easy to implement Implementation of the coupling arrangement according to the invention, what the a particularly advantageous way the coupling mass only grows insignificant, since the bypass member accordingly easy to run, and on the other hand, a cost-effective Implementation of the invention allows.

It is further provided that the bypass member of the invention Coupling arrangement designed as a clasp-like element which is designed to be between the damping areas of the clutch assembly and the fixed, rigid part of this is mounted. This clasp-like element It is characterized by the fact that two stirrups, connected with rigid elements, so against the non-damping coupling elements support the coupling arrangement according to the invention, that the energy absorbing element from the power flow in the pressure direction is excluded and the thrust on the clasp-like Element is transferred. In a particularly advantageous manner while the clasp-like element designed so that, for example in the event of a collision from the shift operation of Fahrzeuggespannes, corresponding Berstelemente appeal, Weil dissolve the power transmission through the clasp-like elements, such that the damping characteristic of the EVK element is activated and the damping can intervene. As bursting elements Here, for example, corresponding members would be considered which respond when exceeding a certain thrust (for example break) and thereby the power transmission irreversibly dissolve over the clasp-like element. It is advantageously the design criteria for the response the Berstelemente selected according to that to be transmitted Force does not exceed the permissible values.

Preferred embodiments of the invention are in the subclaims 2 to 7 indicated.

So is for the EVK member at least one energy absorber as well provided at least one power transmission member. The energy absorber builds advantageous conditions by the one 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. Of course they are but also other embodiments of an EVK element conceivable.

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. Of course, here are also other embodiments for the means for activating or deactivating the damping property of the EVK element conceivable.

A particularly effective and easy to implement embodiment the 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. One such irreversible deactivation of the bypass member can for example, by a predetermined breaking point of a corresponding Berstelementes be enforced. Such irreversible state changes or circuits can be particularly effective Way extremely inexpensive by example corresponding Berstelemente be activated, the irreversible In addition, deactivate maintenance of the bursting element in the Usually unnecessary, resulting in a high operating efficiency of the invention Coupling arrangement leads.

Particularly advantageous is provided that the energy absorbing element formed the coupling assembly according to the invention regenerative is. This is as maintenance-free as possible and thus almost unlimited use of the invention Coupling arrangement given. 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.

In one possible implementation it is provided that 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. By on out already rail vehicle technology known and widely used Components used in the clutch assembly according to the invention is achieved in a particularly advantageous manner be that the realization of the coupling arrangement especially easy and cost efficient is possible. Of course they are but also other embodiments conceivable here.

In the following, a preferred embodiment of the invention explained in more detail with reference to drawings.

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.

Show it:

FIG. 1

a schematic view of a conventional clutch assembly in the installed state;

FIG. 2a

a detailed view of the clutch assembly of Figure 1 in the expanded state;

FIG. 2b

a detailed view of the clutch assembly of Figure 1 or 2a in the compressed state; and

FIG. 3

a detailed view of the clutch assembly according to the invention.

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. Furthermore, 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. As a rule, 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. In addition, there are car bodies 100, 101 equipped with further energy absorbing elements 2, these are in the form of buffers.

Figure 2a shows a detailed view of the coupling arrangement according to Figure 1 in the expanded state. Here you can clearly see as 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. Are located two coupled car bodies 100, 101 (in the in FIG 2b illustrated embodiment is only one coupling arrangement shown) 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, .DELTA.l, 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 can be critical Become property when the sliding carbody 100; 101 directly from acceleration to braking deceleration and the pushed carbody 101; 100 do not brake can. The pushed together clutch assembly shown in Figure 2b is in an expansion phase in this state, in which no forces can be transmitted. A power transmission takes place again when the respective clutch assemblies to their original dimension - as in Figure 2a have shown - have lengthened and the energy absorbing elements 2 for Damping of the pulling or pushing force come into engagement. The episode is that from this acceleration-delay change a Relative speed between the respective car bodies 100; 101 is formed by the energy absorbing elements 2 in the pulling direction have to be slowed down. For large dynamic damping paths, Δl, 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. In extreme situations, there may be deformations on the vehicle undercarriage or come on the clutch assembly. 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. According to the invention For this purpose, 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. In that shown in Figure 3 Embodiment, 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. In the in Figure 3 illustrated embodiment, 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.

LIST OF REFERENCE NUMBERS

1

EVK element

2

Energy dissipating member

3

Power transmission member

4

bypass element

5

Shock absorber element

6

Vehicle undercarriage

7

coupling head

100

First carbody

101

Second carbody

.DELTA.l

Dynamic damping path

Claims (7)

1. A coupling arrangement for connecting a first and a second coach body (100; 101) in a multilink vehicle, in particular a rail vehicle, comprising at least one energy dissipating and/or force transmitting member, hereinafter briefly called "EVK member" (1), for transmitting tractive and/or pushing forces from the first coach body (100) to the associated adjacent second coach body (101), and means (4, 5) for activating and/or deactivating a dissipation property of the EVK member (1), said means (4, 5) including at least one by-pass member (4) for releasing the load of the energy dissipating member (2) and/or for bridging the power flow of the tractive and/or pressure forces transmitted between the two coach bodies (100; 101) via the energy dissipating member (2), characterized in that said by-pass member (4) as a brace-like element supports non-absorbing elements or rigid elements of the EVK member (1).
2. The coupling arrangement according to claim 1, characterized in that the EVK member (1) comprises at least one energy dissipating member (2) for relieving the energy resulting from the shock transmitted by the first coach body (100) to the second coach body (101), and at least one force transmitting member (3) for transmitting the tractive and/or pushing forces between the two coach bodies (100; 101).
3. The coupling arrangement according to claim 1 or 2, characterized in that the means (3, 4) for activating and/or deactivating the absorbing properties of the EVK member (1) moreover comprise a shock protection member (5) for disrupting the bridging of the pressure force flow effected by the by-pass member (4) when a defined force value is exceeded.
4. The coupling arrangement according to claim 3, characterized in that the shock protection member (5) is realized as a burst element for deactivating the by-pass member (4).
5. The coupling arrangement according to any one of the preceding claims, characterized by an irreversible deactivation of the by-pass member (4) after exceeding a defined force value.
6. The coupling arrangement according to any one of the preceding claims, characterized in that the energy dissipating member (2) is realized regenerative.
7. The coupling arrangement according to any one of the preceding claims, characterized in that the energy dissipating member (2) is a dynamic absorbing element, in particular a spring buffer, a gas-driven hydraulic buffer or a hydrostatic buffer or a combination of these.

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