EP1371539B1 - Barre d'attelage avec dispositif d'absorption d'énergie pour véhicules - Google Patents

Barre d'attelage avec dispositif d'absorption d'énergie pour véhicules Download PDF

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Publication number
EP1371539B1
EP1371539B1 EP20020008869 EP02008869A EP1371539B1 EP 1371539 B1 EP1371539 B1 EP 1371539B1 EP 20020008869 EP20020008869 EP 20020008869 EP 02008869 A EP02008869 A EP 02008869A EP 1371539 B1 EP1371539 B1 EP 1371539B1
Authority
EP
European Patent Office
Prior art keywords
evk
coupling arrangement
energy dissipating
arrangement according
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.)
Expired - Fee Related
Application number
EP20020008869
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German (de)
English (en)
Other versions
EP1371539A1 (fr
Inventor
Christian Radewagen
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Voith Turbo Scharfenberg GmbH and Co KG
Original Assignee
Voith Turbo Scharfenberg GmbH and Co KG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Voith Turbo Scharfenberg GmbH and Co KG filed Critical Voith Turbo Scharfenberg GmbH and Co KG
Priority to EP20020008869 priority Critical patent/EP1371539B1/fr
Priority to DE50202480T priority patent/DE50202480D1/de
Publication of EP1371539A1 publication Critical patent/EP1371539A1/fr
Application granted granted Critical
Publication of EP1371539B1 publication Critical patent/EP1371539B1/fr
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

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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, 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 Kraft Weg Wegtechnischüberbrückung the over the energy absorbing element transferred between the two car bodies train and / or Compressive forces.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 Energyverzehrgliedes and / or for Kraft Kunststoffung 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.
  • 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 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 Kraft Wegschreibung on the energy absorbing element of between the two car bodies transferred tensile or compressive forces is made possible in a particularly effective manner.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • One such irreversible deactivation of 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 Berstetti be activated, the irreversible
  • 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.
  • 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, .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 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.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Dampers (AREA)
  • Vibration Prevention Devices (AREA)

Claims (7)

  1. Barre d'attelage pour relier une première et une deuxième caisses (100, 101) d'un véhicule à plusieurs éléments, notamment d'un véhicule sur rails, dotée d'au moins un dispositif d'absorption d'énergie et/ou d'un dispositif de transmission de force, abrégé en « dispositif EVK » (1) dans ce qui suit, pour transmettre des forces de traction et/ou de poussée de la première caisse (100) vers la deuxième caisse (101) raccordée adjacente, et de moyens (4, 5) pour activer et/ou désactiver une propriété d'amortissement du dispositif EVK (1), les moyens (4, 5) comportant au moins un dispositif de dérivation (4) pour soulager le dispositif d'absorption d'énergie (2) et/ou pour court-circuiter la puissance des forces de traction et/ou de compression transmises à l'aide du dispositif d'absorption d'énergie (2) entre les deux caisses (100, 101), caractérisée en ce que le dispositif de dérivation (4) comme élément en forme de boucle soutient des éléments non amortisseurs ou des éléments rigides du dispositif EVK (1).
  2. Barre d'attelage selon la revendication 1, caractérisée en ce que le dispositif EVK (1) comprend au moins un dispositif d'absorption d'énergie (2) pour réduire l'énergie résultant du choc transmis par la première caisse (100) à la deuxième caisse (101) et au moins un dispositif de transmission de force (3) pour transmettre les forces de traction et/ou de poussée entre les deux caisses (100, 101).
  3. Barre d'attelage selon la revendication 1 ou 2, caractérisée en ce que les moyens (3, 4) pour activer et/ou désactiver la propriété d'amortissement du dispositif EVK (1) comprennent en outre un dispositif amortisseur de chocs (5) pour interrompre le court-circuitage de la puissance de compression par le dispositif de dérivation (4) en cas de dépassement d'une valeur de force définie.
  4. Barre d'attelage selon la revendication 3, caractérisée en ce que le dispositif amortisseur de chocs (5) est réalisé comme élément d'éclatement pour désactiver le dispositif de dérivation (4).
  5. Barre d'attelage selon l'une quelconque des revendications précédentes, caractérisée par une désactivation irréversible du dispositif de dérivation (4) une fois qu'une valeur de force définie est dépassée.
  6. Barre d'attelage selon l'une quelconque des revendications précédentes, caractérisée en ce que le dispositif d'absorption d'énergie (2) est formé de manière régénérative.
  7. Barre d'attelage selon l'une quelconque des revendications précédentes, caractérisée en ce que le dispositif d'absorption d'énergie (2) est un élément d'amortissement dynamique, notamment un tampon à ressort, hydraulique à gaz ou hydrostatique, ou une combinaison de ceux-ci.
EP20020008869 2002-04-19 2002-04-19 Barre d'attelage avec dispositif d'absorption d'énergie pour véhicules Expired - Fee Related EP1371539B1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP20020008869 EP1371539B1 (fr) 2002-04-19 2002-04-19 Barre d'attelage avec dispositif d'absorption d'énergie pour véhicules
DE50202480T DE50202480D1 (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 (fr) 2002-04-19 2002-04-19 Barre d'attelage avec dispositif d'absorption d'énergie pour véhicules

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EP1371539A1 EP1371539A1 (fr) 2003-12-17
EP1371539B1 true EP1371539B1 (fr) 2005-03-16

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EP20020008869 Expired - Fee Related EP1371539B1 (fr) 2002-04-19 2002-04-19 Barre d'attelage avec dispositif d'absorption d'énergie pour véhicules

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DE (1) DE50202480D1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1857342B1 (fr) * 2006-05-18 2008-12-10 Voith Turbo Scharfenberg GmbH & Co. KG Dispositif d'accouplement avec dispositif de sécurité antisurcharge

Family Cites Families (4)

* Cited by examiner, † Cited by third party
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
DE1921897A1 (de) * 1969-04-29 1970-11-12 Teves Gmbh Alfred Stossdaempfereinrichtung,insbesondere fuer Eisenbahnwagen
US4334624A (en) * 1979-05-23 1982-06-15 Detmold Peter J Draft gear locking device

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DE50202480D1 (de) 2005-04-21
EP1371539A1 (fr) 2003-12-17

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