EP1663755B1 - Collision protection in a coupler for rail-mounted vehicles, and a coupler equipped therewith for permanently connecting two rail-mounted vehicle units - Google Patents
Collision protection in a coupler for rail-mounted vehicles, and a coupler equipped therewith for permanently connecting two rail-mounted vehicle units Download PDFInfo
- Publication number
- EP1663755B1 EP1663755B1 EP04775361A EP04775361A EP1663755B1 EP 1663755 B1 EP1663755 B1 EP 1663755B1 EP 04775361 A EP04775361 A EP 04775361A EP 04775361 A EP04775361 A EP 04775361A EP 1663755 B1 EP1663755 B1 EP 1663755B1
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- EP
- European Patent Office
- Prior art keywords
- tube
- collision protection
- protection according
- bore
- tubes
- Prior art date
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- 230000004224 protection Effects 0.000 title claims abstract description 46
- 230000008878 coupling Effects 0.000 claims abstract description 16
- 238000010168 coupling process Methods 0.000 claims abstract description 16
- 238000005859 coupling reaction Methods 0.000 claims abstract description 16
- 230000006835 compression Effects 0.000 claims abstract description 4
- 238000007906 compression Methods 0.000 claims abstract description 4
- 238000006073 displacement reaction Methods 0.000 claims abstract description 4
- 230000007704 transition Effects 0.000 claims 1
- 239000003981 vehicle Substances 0.000 description 19
- 239000000463 material Substances 0.000 description 8
- 229910000831 Steel Inorganic materials 0.000 description 5
- 210000001624 hip Anatomy 0.000 description 5
- 239000010959 steel Substances 0.000 description 5
- 229910001208 Crucible steel Inorganic materials 0.000 description 2
- 230000004323 axial length Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 125000006850 spacer group Chemical group 0.000 description 2
- 230000009466 transformation Effects 0.000 description 2
- 229910000975 Carbon steel Inorganic materials 0.000 description 1
- 230000006978 adaptation Effects 0.000 description 1
- 239000010962 carbon steel Substances 0.000 description 1
- 239000000969 carrier Substances 0.000 description 1
- 229910052804 chromium Inorganic materials 0.000 description 1
- 230000000295 complement effect Effects 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 229910052802 copper Inorganic materials 0.000 description 1
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- 230000001419 dependent effect Effects 0.000 description 1
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Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G5/00—Couplings for special purposes not otherwise provided for
- B61G5/02—Couplings for special purposes not otherwise provided for for coupling articulated trains, locomotives and tenders or the bogies of a vehicle; Coupling by means of a single coupling bar; Couplings preventing or limiting relative lateral movement of vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G9/00—Draw-gear
- B61G9/04—Draw-gear combined with buffing appliances
- B61G9/10—Draw-gear combined with buffing appliances with separate mechanical friction shock-absorbers
Definitions
- this invention relates to a collision protection for couplings for rail-mounted vehicles of the type that comprises a coupling element in which two parts translationally movable in relation to each other are included, between which at least one energy-extincting or energy-absorbing element of deformable character is arranged.
- the invention in a second, more limited aspect, relates to a link device intended for permanently connecting two rail-mounted vehicle units of the type that comprises two link members connected via a common hinge, one of which is divided into two parts translationally movable in relation to each other, namely a front link head connected to the hinge and a rear carrier fixedly connectable to a vehicle unit, between said parts an energy-extincting or energy-absorbing element of deformable character serving as collision protection being arranged.
- the collision protection henceforth treated constitutes a protection in the sense that the same has the purpose of protecting the rail-mounted vehicles in question against plastic deformation upon moderate collisions, the energy that is absorbed in the collision protection included in the coupling only constituting a part of all energy that is absorbed by the total collision protection equipment of the rail-mounted vehicle (comprising, for instance, deformation zones in the vehicles) upon larger collisions.
- the energy-extincting element consists of a plastically deformable tube, which at a rear end is fixedly united to the rear carrier of the individual link member and which at a front end co-operates with a mandrel-like male element (in the form of a more robust tube) that projects rearward from the link head connected to the hinge. More precisely, said deformation tube is at the front end thereof formed with a conical collar widening forwards, in which a partially conically shaped ring on the rear end of the male element is inserted.
- the conical surface on said ring is pressed in close contact with or free from play against the collar of the deformation tube already in the starting position of the device, i.e., without collision having occurred.
- an axial force in excess of a predetermined limit value is applied to the individual link member, the male element is allowed to penetrate axially into the deformation tube during radial expansion of the same, the material in the tube being deformed plastically under simultaneous heat release; all with the purpose of transforming kinetic energy to heat energy and thereby abate or reducing the effect of axial impulsive forces between two connected rail-mounted vehicle units.
- this type of collision protection is associated with a plurality of disadvantages.
- One disadvantage is caused by the deformation work and the transformation of energy taking place by radial expansion of the deformation tube so far that this requires a certain available space around the tube. In such a way, the possibilities of the designer to attain desired compactness of the link device in its entirety are limited.
- the fact that the deformation takes place by radial expansion entails a latent risk that the material in the deformation tube breaks before the male element has had time to run the entire length of stroke thereof. In such a way, the energy transformation process may cease prematurely, whereby the effect of the collision protection of the tube is lost too fast.
- the general energy-absorbing capacity of the construction is fairly limited also in the case the tube does not break.
- a primary object of the invention is to provide a collision protection, which can be realized in a compact embodiment by not requiring any particular space of receipt of radially expanding components.
- An additional object is to provide a collision protection, the energy-extinction elements of which do not risk breaking and which, therefore, do not risk prematurely losing the energy-converting and shock-absorbing capacity thereof.
- the invention also relates to a link device of the type initially mentioned.
- the features of this link device is seen in the characterizing clause of claim 16.
- the invention is based on the idea of using one or more tubes or sleeves as energy-extinction elements, which tubes or sleeves are plastically deformable by radial compression such as a consequence of they having a first, tapering end portion inserted into a thinner bore in one of the two parts of a coupling element and an opposite, free end distanced from the second part in order to, upon displacement of the two parts in the direction of each other - in connection with a collision accident - be pressed axially into the bore.
- This means that the deformable element never can become enlarged radially and occupy space in the surroundings outside the same. Neither it is risked that the element breaks prematurely because of material break.
- Another feature characteristic of the invention is that the front, free end of the deformation tube or tubes is distanced from one part of the coupling element via a certain gap. In such a way, it is guaranteed that the deformation tube never can be influenced by the normal, moderate stresses that occur in the link device. Not until such considerable impulsive forces that occur in connection with collisions or the like have detached the translationally movable part, this will contact the deformation tube and trigger the collision protection function.
- the link device selected as embodiment example and illustrated in figs. 1-4 includes two components, namely a first, complete link member 1 and a part designated 2, which is included in a second link member. More precisely, the part 2 is insertable into a box-like frame 2', shown in fig. 13 , which forms a second link part that is fastenable on another vehicle unit or car body than the link member 1.
- the two link members are mutually articulately connected via a hinge in its entirety designated 3. In a conventional way, this hinge includes a vertical pin 4, which enables the link members 1, 2 to turn in relation to each other in the horizontal plane, as is outlined by means of the angle range ⁇ in fig.
- Each link member 1, 2 is fastenable on a rail-mounted vehicle unit or a chassis, as is outlined in fig. 13 .
- the link members namely the link member 1
- the second link member 2, 2' will not be described closer.
- the link member 1 includes a front link head 6 and a rear carrier, fixedly connectable to a co-operating vehicle unit, which carrier in its entirety is designated 7.
- said carrier is composed of two assembled components, namely a box-like frame 8, as well as a back piece 9 located in the area of the rear end thereof.
- the frame 8 includes a bottom plate 10, as well as a vertical front plate 11 from which two vertical side pieces 12 extend, which are stiffly united to the front plate as well as the bottom plate, e.g., by being welded against the same.
- the side pieces are oriented perpendicularly to the front plate 11 and spaced-apart mutually, at the same time as they separately are located at a certain distance inside the opposite side edges of the bottom plate 10.
- the frame 8 is made from a strong steel plate (thickness within the range of 25-50 mm).
- the back piece 9 is even more robust, which advantageously can be made in the form of a solid cast steel body, which is connected to the side pieces 12 of the frame 8 via a plurality of strong connecting elements 13, e.g., large screws or pins. Connection of the carrier 7 to the appurtenant rail-mounted vehicle unit takes place via the bottom and front plates 10, 11 of the frame 8, more precisely via connecting elements, not shown, that are applied in holes 14 in the respective plates.
- the link head 6 at a rear end has a cross piece 15, which extends perpendicularly to the geometrical longitudinal axis of the link head. More precisely, the cross piece 15 is of a rectangular basic shape, grooves 16 being recessed in the opposite short side edges thereof.
- the link head 6 projects through a central opening 17 in the front plate 11 of the frame 8, the cross piece 15 abutting against the back side of the front plate 11.
- four threaded holes 18 are formed for receipt of equally many screws or bolts 19 (see fig. 6 ), which have the purpose of holding the link head in place.
- the shank of the screw is somewhat weakened via a waist 21, the diameter of which decides the strength of the screw.
- waist 21 a suitable diameter, it may be predetermined at which stress the screw should break. If the link device would be exposed to extreme, axial impulsive forces of the type that arise in connection with collisions and the like, accordingly the link head 6 can be detached from the frame 8 by the fact that the screws 19 break, and then be set in an axial, translational motion in relation to the frame.
- an axially oriented guide bar 22 is arranged, which engages a co-operating groove 16 in the cross piece 15 of the link head.
- a central tube 23 of a first type and two co-lateral tubes 24 of another type.
- the nature of these tubes, which in practice are denominated deformation tubes, will be described closer below, reference being made to figs. 9-12 .
- the most conspicuous difference between the two types of tubes is that they have different diameters. More precisely, the intermediate tube 23 has a larger diameter than the two side tubes 24.
- the tubes co-operate with through bores 25, 26 in the back piece 9.
- each bore is of a cylindrical basic shape and is formed with a funnel-like mouth 27, which widens in the forward direction towards the front surface 28 of the back piece 9.
- each bore is divided into three different sections having different diameters, namely a front section 29, which has a smallest diameter and is located in close vicinity of the mouth 27, an intermediate section 30 having a somewhat larger diameter, and a rear section 31, which has a larger diameter than the intermediate section 30.
- a ring-shaped shoulder surface 32 is formed between the two last-mentioned sections.
- the shape of the mouth 27 is genuinely conical, i.e., the surface defining the mouth is rotationally symmetrical and generated by a rectilinear generatrix.
- a particular insert ring 33 is shown, which is not shown in figs. 7 and 8 , but which after manufacture of the body forming the back piece 9, is mounted in the ring-shaped space adjacent to the bore.
- Said insert ring 33 consists of another material than the material in the rest of the back piece.
- the ring 33 may be composed of a high-strength and heat-resistant steel, while the body 9, for instance, consists of cast steel.
- a common feature of the two types of tubes 23, 24 is that the same have a first, rear end portion 34, which tapers in the backward direction from the long, front portion 35 of the tube.
- the portion 35 which extends along the major part of the length L of the tube, has a genuinely cylindrical shape, i.e., the envelope surface 36 thereof is cylindrical and generated by a conceived rectilinear generatrix that is parallel to the centre axis C (see figs. 11, 12 ).
- the tapering shape of the end portion 34 is determined by an external envelope surface 37, which in the example is genuinely conical, i.e., generated by a conceived generatrix that is rectilinear.
- the conical end portion 34 has the same thickness T as the cylindrical portion 35, more precisely as a consequence of the internal surface 38 of the end portion 34 having the same conicity as the external surface 37.
- the same conicity, which is determined by angle ⁇ , is of great importance for the serviceability of the deformation tube.
- the angle ⁇ amounts to 15°.
- the cone angle in question should, however, amount to at least 5° and at most 20°, and suitably be within the range of 10-16°. Tests that form the basis of the invention have been most successful when the cone angles have varied within the range of 11-15°. In this connection, it should be emphasized that it is the cone angle of the external envelope surface 37 that is most critical.
- adaptation and variation of the energy-absorbing capacity of the deformation tube to desired characteristics may be effected by varying the wall thickness in the end portion 34.
- the end portion 34 may successively become thinner in the backward direction towards the smallest opening of the tube.
- the wall thickness of the cylindrical tube portion 35 is defined as D 1 -D 2 /2, where D 1 is the outer diameter and D 2 the inner diameter.
- the tube 24 of the thinner type has an outer diameter D 1 of 60 mm and an inner diameter D 2 of 42 mm, i.e., the wall thickness amounts to 9,0 mm.
- the total length L is 249 mm.
- the front end of the tube 24 is constituted by a ring-shaped, planar surface 39, which extends perpendicularly to the centre axis C.
- the tube 24 has a seating in which a washer 40 having a nut 41 is welded.
- the outer diameter D 1 of the tube 23 is larger and amounts in the example to 134 mm, at the same time as the inner diameter D 2 amounts to 120,2 mm, i.e., in this case the wall thickness of the tube amounts to 6,9 mm (to compare with the thickness of 9,0 mm of the thinner tube 24).
- the wall thickness of the sleeves should be in inverse proportion to the diameter so far that a thicker tube should have a smaller wall thickness than any thinner tube and vice versa.
- the total length L of the thick tube 23 amounts to 266 mm. In other words, the tube 23 is somewhat longer than the tube 24.
- the tube 23 resembles the tube 24 so far that it includes a welded washer 40 and a nut 41, and the conical end portion 34 having the same wall thickness 1 as the cylindrical portion 35.
- figs. 7 and 8 which - in the concrete embodiment example - illustrate the dimensions of the bores 25, 26 that co-operate with the deformation tubes 23, 24.
- the inner diameter D 3 of the section 29 amounts to 120 mm. This dimension agrees with the smallest inner diameter of the insert ring 33 (see fig. 6 ) at the rear end of the ring.
- the deformation tube 23 has an outer diameter D 1 of 134 mm. This means that the diameter of the hole section 29 amounts to only approx. 90 % of the outer diameter of the tube and that the outer diameter of the tube will be reduced by 14 mm when the tube is pressed into the bore.
- the diameter D 4 of the intermediate section 30 is 122 mm, while the rear section 31 has a diameter D 5 of 127 mm.
- the axial length L 1 of the back piece amounts to 160 mm.
- the length dimensions are L 2 95 mm, L 3 45 mm and L 4 26 mm.
- the largest outer diameter D 6 of the mouth 27 amounts to 146 mm.
- the cone angle ⁇ agrees with the cone angle ⁇ according to fig. 12 (the complementary mounted insert ring 33 is of uniform thickness and has, therefore, the same cone angle as the seating of the mouth).
- the inner diameter D 3 (52 mm) of the hole section 29 amounts to approx. 87 % of the outer diameter D 1 (60 mm) of the tube 24.
- the diameter of the tube 24 is reduced by 8 mm upon deformation.
- the degree of reduction should be within the range of 80-95 %, suitably 85-90 %.
- fig. 6 illustrates how a deformation tube 24 is mounted in the back piece 9. More precisely, the mounting is carried out by means of a bolt 42 provided with a head 42', the male thread of which bolt is screwed into the female thread of the nut 41. The head 42' is tightened against a stopping element in the form of a washer 43, which is pressed against the aforementioned shoulder 32. Between the washers 40, 43 serving as stopping elements, a spacer member 44 extends, the length of which decides the tightening force by which the conical end portion of the tube 24 is fastened in the mouth or the seating 27 in the back piece 9.
- the tubes 23, 24 protrude differently far in the forward direction from the back piece 9. More precisely, the thick, central tube 23 protrudes somewhat longer than the two thinner, co-lateral tubes 24. Between the tube 23 and the cross piece 15 of the link head 6, a gap 45 is accordingly formed, which is somewhat smaller or founder than the gaps 46 between the front end surfaces 39 of the side tubes 24 and said cross piece 15. In practice, the gap 45 may have an axial length within the range of 5-15 mm and the gaps 46 a length within the range of 10-20 mm. This means that one of the tubes, namely the central tube 23 will be impinged by the cross piece 15 somewhat before the same cross piece impinges on the other tubes in connection with a possible triggering of the collision protection.
- the choice of material in the deformation tubes 23, 24 is of vital importance.
- the tubes should be made from steel, more precisely carbon steel. After a plurality of tests, it has turned out that a commercially available steel of the type OVAKO 280 has particularly suitable properties.
- This steel is characterized by the following principal analysis: C: 0,17-0,20 %, Si: 0,30-0,45 %, Mn: 1,45-1,60 %, P: max 0,030 %, S: 0,020-0,035 %, Cr: 0,202-0,30 %, Ni: max 0,30 %, Mo: max 0,10 %, Cu: max 0,30 %, V: 0,08-0,12 %, Ca: max 15 ppm, Ti: max 30 ppm, O: max 15 ppm and N: 70-150 ppm.
- the collision protection formed by the three deformation tubes is inactive so far that the screws 19 hold the link head 6 fixed in the position shown in the drawings in which the cross piece 15 is kept pressed in close contact against the back side of the front plate 11. In this state, the cross piece has no contact at all with the deformation tubes 23, 24 because of the presence of the gaps 45, 46.
- the collision protection is activated.
- the above-mentioned screws 19 extend axially, i.e., parallel to the length extension of the link member or parallel to the direction of the relative motion between the link head 6 and the frame 7. Therefore, rupture takes place by the material in the screws, more precisely the waists of the screws, attaining the ultimate tensile strength.
- the screws serve as triggering members, which - by suitable choice of the diameter of the screws or the waists - can be dimensioned so that they activate the collision protection at a very exact, predetermined limit value of the impulsive forces that the link coupling should carry.
- the screws also contribute in the shock-absorbing and kinetic energy-extincting work so far that the material in the same is deformed under strain and heat release up to the point where the ultimate tensile strength is attained.
- the strain of the screws is possible as a consequence of the presence of the gaps 45, 46 between the cross piece 15 of the link head and the free ends of the deformation tubes 23, 24, i.e., as a consequence of the deformation tubes not being clamped at the opposite ends thereof.
- the invention is not solely limited to the embodiment described and shown in the drawings.
- the general inventive idea may accordingly be applied in any couplings for rail-going vehicles, e.g., in automatic couplers or permanent couplers of a type that does not form link devices of the permanent type described above.
- the collision protection may be modified in various ways, in particular regarding the geometry of the deformation tubes and the receiving bores.
- the tapering portion on the deformation tube does not necessarily need to have a genuinely conical shape, neither the receiving, tapering mouth.
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- Motorcycle And Bicycle Frame (AREA)
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Abstract
Description
- In a first, broad aspect, this invention relates to a collision protection for couplings for rail-mounted vehicles of the type that comprises a coupling element in which two parts translationally movable in relation to each other are included, between which at least one energy-extincting or energy-absorbing element of deformable character is arranged.
- In a second, more limited aspect, the invention relates to a link device intended for permanently connecting two rail-mounted vehicle units of the type that comprises two link members connected via a common hinge, one of which is divided into two parts translationally movable in relation to each other, namely a front link head connected to the hinge and a rear carrier fixedly connectable to a vehicle unit, between said parts an energy-extincting or energy-absorbing element of deformable character serving as collision protection being arranged.
- Already now it should be pointed out that the collision protection henceforth treated constitutes a protection in the sense that the same has the purpose of protecting the rail-mounted vehicles in question against plastic deformation upon moderate collisions, the energy that is absorbed in the collision protection included in the coupling only constituting a part of all energy that is absorbed by the total collision protection equipment of the rail-mounted vehicle (comprising, for instance, deformation zones in the vehicles) upon larger collisions.
- A collision protection and a link device of the above generally mentioned kind is previously known by
EP 1312527 . In this case, the energy-extincting element consists of a plastically deformable tube, which at a rear end is fixedly united to the rear carrier of the individual link member and which at a front end co-operates with a mandrel-like male element (in the form of a more robust tube) that projects rearward from the link head connected to the hinge. More precisely, said deformation tube is at the front end thereof formed with a conical collar widening forwards, in which a partially conically shaped ring on the rear end of the male element is inserted. More precisely, the conical surface on said ring is pressed in close contact with or free from play against the collar of the deformation tube already in the starting position of the device, i.e., without collision having occurred. When an axial force in excess of a predetermined limit value is applied to the individual link member, the male element is allowed to penetrate axially into the deformation tube during radial expansion of the same, the material in the tube being deformed plastically under simultaneous heat release; all with the purpose of transforming kinetic energy to heat energy and thereby abate or reducing the effect of axial impulsive forces between two connected rail-mounted vehicle units. - However, in practice, this type of collision protection is associated with a plurality of disadvantages. One disadvantage is caused by the deformation work and the transformation of energy taking place by radial expansion of the deformation tube so far that this requires a certain available space around the tube. In such a way, the possibilities of the designer to attain desired compactness of the link device in its entirety are limited. Furthermore, the fact that the deformation takes place by radial expansion entails a latent risk that the material in the deformation tube breaks before the male element has had time to run the entire length of stroke thereof. In such a way, the energy transformation process may cease prematurely, whereby the effect of the collision protection of the tube is lost too fast. In addition, the general energy-absorbing capacity of the construction is fairly limited also in the case the tube does not break.
- In the broadest aspect thereof, the present invention aims at obviating the disadvantages of previously known collision protections in general and at providing an improved collision protection. Thus, a primary object of the invention is to provide a collision protection, which can be realized in a compact embodiment by not requiring any particular space of receipt of radially expanding components. An additional object is to provide a collision protection, the energy-extinction elements of which do not risk breaking and which, therefore, do not risk prematurely losing the energy-converting and shock-absorbing capacity thereof.
- According to the invention, at least the primary object is attained by the features that are defined in the characterizing clause of
claim 1. Preferred embodiments of the collision protection according to the invention are furthermore defined in the dependent claims 2-15. - In a second, more limited aspect, the invention also relates to a link device of the type initially mentioned. The features of this link device is seen in the characterizing clause of
claim 16. - The invention is based on the idea of using one or more tubes or sleeves as energy-extinction elements, which tubes or sleeves are plastically deformable by radial compression such as a consequence of they having a first, tapering end portion inserted into a thinner bore in one of the two parts of a coupling element and an opposite, free end distanced from the second part in order to, upon displacement of the two parts in the direction of each other - in connection with a collision accident - be pressed axially into the bore. This means that the deformable element never can become enlarged radially and occupy space in the surroundings outside the same. Neither it is risked that the element breaks prematurely because of material break.
- Another feature characteristic of the invention is that the front, free end of the deformation tube or tubes is distanced from one part of the coupling element via a certain gap. In such a way, it is guaranteed that the deformation tube never can be influenced by the normal, moderate stresses that occur in the link device. Not until such considerable impulsive forces that occur in connection with collisions or the like have detached the translationally movable part, this will contact the deformation tube and trigger the collision protection function.
- In the drawings:
- Fig. 1
- is a side view of a link device intended for perma- nent coupling and in which a collision protection according to the invention is included,
- Fig. 2
- is a planar view from above of the link device according to
fig. 1 , - Fig. 3
- is a longitudinal section through the same link device,
- Fig. 4
- is a perspective exploded view of two link members included in the link device,
- Fig. 5
- is a perspective exploded view of only one of the link members,
- Fig. 6
- is an enlarged longitudinal section through a car- rier included in the link member,
- Fig. 7
- is a first longitudinal section through a back piece included in the carrier,
- Fig. 8
- is a second longitudinal section through the same back piece,
- Fig. 9
- is a side view of first type of deformation tube included in the collision protection,
- Fig. 10
- is a longitudinal section through the same tube,
- Fig.
- 11 is a side view of another type of deformation tube,
- Fig. 12
- is a longitudinal section through the tube accord- ing to
fig. 11 , and - Fig.
- 13 is a simplified, perspective exploded view showing the link device adjacent to two rail-mounted vehi- cle units in the form of chassis or car bodies, as well as a Jakobs bogie co-operating with the same.
- Below, the invention will be described, reference being made to a particular form of coupling for rail-mounted vehicles, namely a link device or link coupling, which in practice is used for permanently connecting two rail-mounted vehicle units, e.g., two wheel-carried chassis or car bodies, which together form a railroad car, which can be inserted into arbitrary train units by being connected with other cars or locomotives, usually via automatic couplers or the like. However, it should already now be pointed out that the invention is not limited to a link device of the type that is shown in the drawings, but rather may also be applied to arbitrary coupling elements in order to interconnect rail-mounted vehicles, e.g., automatic couplers, other permanent couplers or the like.
- The link device selected as embodiment example and illustrated in
figs. 1-4 includes two components, namely a first,complete link member 1 and a part designated 2, which is included in a second link member. More precisely, thepart 2 is insertable into a box-like frame 2', shown infig. 13 , which forms a second link part that is fastenable on another vehicle unit or car body than thelink member 1. The two link members are mutually articulately connected via a hinge in its entirety designated 3. In a conventional way, this hinge includes avertical pin 4, which enables thelink members fig. 2 , as well as aspherical bearing box 5, which allows that the link members turn in the vertical plane in relation to each other, as is outlined by means of the angle range β infig. 3 . Eachlink member fig. 13 . In the example, only one of the link members, namely thelink member 1, is formed with a collision protection according to the invention, and therefore thesecond link member 2, 2' will not be described closer. - As is best seen in
fig. 4 in combination withfigs. 1-3 , thelink member 1 includes afront link head 6 and a rear carrier, fixedly connectable to a co-operating vehicle unit, which carrier in its entirety is designated 7. In the example, said carrier is composed of two assembled components, namely a box-like frame 8, as well as aback piece 9 located in the area of the rear end thereof. Theframe 8 includes abottom plate 10, as well as a verticalfront plate 11 from which twovertical side pieces 12 extend, which are stiffly united to the front plate as well as the bottom plate, e.g., by being welded against the same. The side pieces are oriented perpendicularly to thefront plate 11 and spaced-apart mutually, at the same time as they separately are located at a certain distance inside the opposite side edges of thebottom plate 10. In practice, theframe 8 is made from a strong steel plate (thickness within the range of 25-50 mm). Theback piece 9 is even more robust, which advantageously can be made in the form of a solid cast steel body, which is connected to theside pieces 12 of theframe 8 via a plurality of strong connectingelements 13, e.g., large screws or pins. Connection of thecarrier 7 to the appurtenant rail-mounted vehicle unit takes place via the bottom andfront plates frame 8, more precisely via connecting elements, not shown, that are applied inholes 14 in the respective plates. - Reference is now made to
figs. 5 and 6 , which more in detail illustrate the nature of thelink member 1. Infig. 5 , it is seen that thelink head 6 at a rear end has across piece 15, which extends perpendicularly to the geometrical longitudinal axis of the link head. More precisely, thecross piece 15 is of a rectangular basic shape,grooves 16 being recessed in the opposite short side edges thereof. In mounted state, thelink head 6 projects through acentral opening 17 in thefront plate 11 of theframe 8, thecross piece 15 abutting against the back side of thefront plate 11. In thecross piece 15, four threadedholes 18 are formed for receipt of equally many screws or bolts 19 (seefig. 6 ), which have the purpose of holding the link head in place. In the area between the male thread andhead 20 of the individual screw, the shank of the screw is somewhat weakened via awaist 21, the diameter of which decides the strength of the screw. By endowing the waist 21 a suitable diameter, it may be predetermined at which stress the screw should break. If the link device would be exposed to extreme, axial impulsive forces of the type that arise in connection with collisions and the like, accordingly thelink head 6 can be detached from theframe 8 by the fact that thescrews 19 break, and then be set in an axial, translational motion in relation to the frame. - On the inside of the
individual side piece 12, an axially orientedguide bar 22 is arranged, which engages aco-operating groove 16 in thecross piece 15 of the link head. Thus, upon translational move of the link head in relation to the frame, the link head is guided by the guide bars 22. - With the
back piece 9, three tubes or sleeves serving as collision protection are connected, namely acentral tube 23 of a first type, and twoco-lateral tubes 24 of another type. The nature of these tubes, which in practice are denominated deformation tubes, will be described closer below, reference being made tofigs. 9-12 . The most conspicuous difference between the two types of tubes is that they have different diameters. More precisely, theintermediate tube 23 has a larger diameter than the twoside tubes 24. The tubes co-operate with throughbores back piece 9. - Reference is now made to
figs. 7 and 8 , which illustrate the nature of the above-mentionedbores deformation tubes intermediate bore 25 of thecentral deformation tube 23 and the co-lateral bores 26 of thetubes 24 have different diameters, they are formed in principally the same way. Thus, the individual bore is of a cylindrical basic shape and is formed with a funnel-like mouth 27, which widens in the forward direction towards thefront surface 28 of theback piece 9. In the example, each bore is divided into three different sections having different diameters, namely afront section 29, which has a smallest diameter and is located in close vicinity of themouth 27, anintermediate section 30 having a somewhat larger diameter, and arear section 31, which has a larger diameter than theintermediate section 30. Between the two last-mentioned sections, a ring-shapedshoulder surface 32 is formed. In this case, the shape of themouth 27 is genuinely conical, i.e., the surface defining the mouth is rotationally symmetrical and generated by a rectilinear generatrix. In this connection, it should, however, be pointed out that the shape of thefunnel mouth 27 tapering in the backward direction also may be defined by other surfaces than a genuinely conical one, e.g., a convexly curved surface (= the generatrix being arched). - In
fig. 6 , aparticular insert ring 33 is shown, which is not shown infigs. 7 and 8 , but which after manufacture of the body forming theback piece 9, is mounted in the ring-shaped space adjacent to the bore. Saidinsert ring 33 consists of another material than the material in the rest of the back piece. For instance, thering 33 may be composed of a high-strength and heat-resistant steel, while thebody 9, for instance, consists of cast steel. - A common feature of the two types of
tubes 23, 24 (seefigs. 9-12 ) is that the same have a first,rear end portion 34, which tapers in the backward direction from the long,front portion 35 of the tube. In the example, theportion 35, which extends along the major part of the length L of the tube, has a genuinely cylindrical shape, i.e., theenvelope surface 36 thereof is cylindrical and generated by a conceived rectilinear generatrix that is parallel to the centre axis C (seefigs. 11, 12 ). The tapering shape of theend portion 34 is determined by anexternal envelope surface 37, which in the example is genuinely conical, i.e., generated by a conceived generatrix that is rectilinear. In the example, theconical end portion 34 has the same thickness T as thecylindrical portion 35, more precisely as a consequence of the internal surface 38 of theend portion 34 having the same conicity as theexternal surface 37. The same conicity, which is determined by angle γ, is of great importance for the serviceability of the deformation tube. In the example, the angle γ amounts to 15°. Although the conicity may vary upward as well as downward from this value, the cone angle in question should, however, amount to at least 5° and at most 20°, and suitably be within the range of 10-16°. Tests that form the basis of the invention have been most successful when the cone angles have varied within the range of 11-15°. In this connection, it should be emphasized that it is the cone angle of theexternal envelope surface 37 that is most critical. Accordingly, adaptation and variation of the energy-absorbing capacity of the deformation tube to desired characteristics may be effected by varying the wall thickness in theend portion 34. Thus, by decreasing the cone angle of the internal surface 38, theend portion 34 may successively become thinner in the backward direction towards the smallest opening of the tube. - The wall thickness of the
cylindrical tube portion 35 is defined as D1-D2/2, where D1 is the outer diameter and D2 the inner diameter. In the example, thetube 24 of the thinner type has an outer diameter D1 of 60 mm and an inner diameter D2 of 42 mm, i.e., the wall thickness amounts to 9,0 mm. Simultaneously, the total length L is 249 mm. In this connection, it should be pointed out that the front end of thetube 24 is constituted by a ring-shaped,planar surface 39, which extends perpendicularly to the centre axis C. - At the rear end thereof, the
tube 24 has a seating in which awasher 40 having anut 41 is welded. - The differences between the embodiment described above and shown in
figs. 8 and9 and thethicker tube 23 shown infigs. 10 and11 are few. However, the outer diameter D1 of thetube 23 is larger and amounts in the example to 134 mm, at the same time as the inner diameter D2 amounts to 120,2 mm, i.e., in this case the wall thickness of the tube amounts to 6,9 mm (to compare with the thickness of 9,0 mm of the thinner tube 24). When a plurality of tubes having different diameters are used in combination with each other, it has turned out that the wall thickness of the sleeves should be in inverse proportion to the diameter so far that a thicker tube should have a smaller wall thickness than any thinner tube and vice versa. - The total length L of the
thick tube 23 amounts to 266 mm. In other words, thetube 23 is somewhat longer than thetube 24. - In other respects, the
tube 23 resembles thetube 24 so far that it includes a weldedwasher 40 and anut 41, and theconical end portion 34 having thesame wall thickness 1 as thecylindrical portion 35. - Now reference is made again to
figs. 7 and 8 , which - in the concrete embodiment example - illustrate the dimensions of thebores deformation tubes thick bore 25, it applies that the inner diameter D3 of thesection 29 amounts to 120 mm. This dimension agrees with the smallest inner diameter of the insert ring 33 (seefig. 6 ) at the rear end of the ring. As has been pointed out above, thedeformation tube 23 has an outer diameter D1 of 134 mm. This means that the diameter of thehole section 29 amounts to only approx. 90 % of the outer diameter of the tube and that the outer diameter of the tube will be reduced by 14 mm when the tube is pressed into the bore. - As to the rest, the diameter D4 of the
intermediate section 30 is 122 mm, while therear section 31 has a diameter D5 of 127 mm. The axial length L1 of the back piece amounts to 160 mm. As to the rest, the length dimensions are L2 95 mm,L 3 45 mm andL 4 26 mm. The largest outer diameter D6 of themouth 27 amounts to 146 mm. - The cone angle λ agrees with the cone angle γ according to
fig. 12 (the complementarymounted insert ring 33 is of uniform thickness and has, therefore, the same cone angle as the seating of the mouth). - For the
thinner bore 26 according tofig. 8 , the following vital dimensions apply: D3 = 52 mm, D4 = 54 mm, L2 = 105 mm, L3 = 45 mm, L4 = 18 mm and D6 = 72 mm. Also in this case, the cone angle λ agrees with the cone angle γ of thetube 24. - From the above, it is seen that the inner diameter D3 (52 mm) of the
hole section 29 amounts to approx. 87 % of the outer diameter D1 (60 mm) of thetube 24. Thus, in this case, the diameter of thetube 24 is reduced by 8 mm upon deformation. Generally, the degree of reduction should be within the range of 80-95 %, suitably 85-90 %. - Now reference is made again to
fig. 6 , which illustrates how adeformation tube 24 is mounted in theback piece 9. More precisely, the mounting is carried out by means of abolt 42 provided with a head 42', the male thread of which bolt is screwed into the female thread of thenut 41. The head 42' is tightened against a stopping element in the form of awasher 43, which is pressed against theaforementioned shoulder 32. Between thewashers spacer member 44 extends, the length of which decides the tightening force by which the conical end portion of thetube 24 is fastened in the mouth or theseating 27 in theback piece 9. - Reference is now made to
fig. 2 , in which is seen that thetubes back piece 9. More precisely, the thick,central tube 23 protrudes somewhat longer than the two thinner,co-lateral tubes 24. Between thetube 23 and thecross piece 15 of thelink head 6, agap 45 is accordingly formed, which is somewhat smaller or founder than thegaps 46 between the front end surfaces 39 of theside tubes 24 and saidcross piece 15. In practice, thegap 45 may have an axial length within the range of 5-15 mm and the gaps 46 a length within the range of 10-20 mm. This means that one of the tubes, namely thecentral tube 23 will be impinged by thecross piece 15 somewhat before the same cross piece impinges on the other tubes in connection with a possible triggering of the collision protection. - The choice of material in the
deformation tubes max max max - During normal circumstances, i.e., when the cars or the vehicle units in a train unit are exposed to usual tensile, compressive and torsion stresses, the collision protection formed by the three deformation tubes is inactive so far that the
screws 19 hold thelink head 6 fixed in the position shown in the drawings in which thecross piece 15 is kept pressed in close contact against the back side of thefront plate 11. In this state, the cross piece has no contact at all with thedeformation tubes gaps screws 19 breaking, whereby thelink head 6 is detached so that the same and the back piece may move towards each other. In doing so, thecross piece 15 first impinges on thecentral tube 23 and shortly afterwards the twothinner side tubes 24, wherein all tubes will be pressed into the appurtenant bore in the back piece up to a point where thecross piece 15 is stopped against thefront surface 28 of theback piece 9. When the individual tube is pressed into the appurtenant bore, the same will be deformed successively by being compressed or pressed together in the radial direction while the outer diameter of the tube is reduced to the same inner diameter as thefront section 29 in the bore (= the smallest inner diameter of the insert ring). During this deformation, which in all essentials takes place in the area of theconical insert ring 33, the kinetic energy in the detached link head is converted into heat in the deformation tubes as well as theback piece 9. This means that a substantial part of the kinetic energy is extincted before it is transferred from one of the cars or vehicle units to the other. - The above-mentioned
screws 19 extend axially, i.e., parallel to the length extension of the link member or parallel to the direction of the relative motion between thelink head 6 and theframe 7. Therefore, rupture takes place by the material in the screws, more precisely the waists of the screws, attaining the ultimate tensile strength. In this connection, the screws serve as triggering members, which - by suitable choice of the diameter of the screws or the waists - can be dimensioned so that they activate the collision protection at a very exact, predetermined limit value of the impulsive forces that the link coupling should carry. In addition to this, the screws also contribute in the shock-absorbing and kinetic energy-extincting work so far that the material in the same is deformed under strain and heat release up to the point where the ultimate tensile strength is attained. In this connection, it should also be mentioned that the strain of the screws is possible as a consequence of the presence of thegaps cross piece 15 of the link head and the free ends of thedeformation tubes cross piece 15 of the link head is in the immediate vicinity of the ends of the deformation tubes (thegap 45 between thedeformation tube 23 and thecross piece 15 is reduced to some or a few millimetres) when the screws break and trigger the proper collision protection. Furthermore, the prestress of thescrews 19 gives a joint free of play and fatigue resistant to normal vertical, lateral and longitudinal operational loads. Furthermore, in this connection, it should be pointed out that the link head and the cross piece thereof are guided axially without being angularly displaced thanks to the guide bars 22 engaging in the guidinggrooves 16. - Although it would be feasible to use only one deformation tube that can be pressed together radially, it is preferred to use two or more differently long tubes in which the deformation work is initiated differently far after the link head having been released from the locked position thereof. In such a way, a more even energy-extinction course is obtained. Furthermore, the use of a plurality of tubes having limited diameter instead of one single tube having a large diameter means an improved utilization of the available height space in the link device or the coupling. In other words, for a given specification of requirements, a collision protection from a plurality of co-lateral deformation tubes occupies a considerably smaller space in the vertical direction than a single tube for the same specification of requirements.
- By modifying the deformation forces of the triggering
screws 19 and of thetubes - The invention is not solely limited to the embodiment described and shown in the drawings. As already previously has been pointed out, the general inventive idea may accordingly be applied in any couplings for rail-going vehicles, e.g., in automatic couplers or permanent couplers of a type that does not form link devices of the permanent type described above. Entering into details, the collision protection may be modified in various ways, in particular regarding the geometry of the deformation tubes and the receiving bores. Thus, the tapering portion on the deformation tube does not necessarily need to have a genuinely conical shape, neither the receiving, tapering mouth.
-
- 1
- = link member
- 2
- = link part
- 2'
- = link part
- 3
- = hinge
- 4
- = pivot pin
- 5
- = bearing box
- 6
- = link head
- 7
- = carrier
- 8
- = frame
- 9
- = back piece
- 10
- = bottom plate
- 11
- = front plate
- 12
- = side pieces
- 13
- = connecting elements
- 14
- = hole
- 15
- = cross piece
- 16
- = guiding grooves
- 17
- = opening
- 18
- = hole
- 19
- = screws
- 20
- = screw head
- 21
- = waist
- 22
- = guide bar
- 23
- = intermediate deformation tube
- 24
- = co-lateral deformation tubes
- 25
- = bore
- 26
- = bore
- 27
- = bore mouth
- 28
- = front surface
- 29
- = front bore section
- 30
- = intermediate bore section
- 31
- = rear bore section
- 32
- = shoulder surface
- 33
- = insert ring
- 34
- = conical tube end portion
- 35
- = main tube portion
- 36
- = tube envelope surface
- 37
- = conical envelope surface
- 38
- = internal cone surface
- 39
- = planar tube end surface
- 40
- = washer
- 41
- = nut
- 42
- = bolt
- 43
- = washer
- 44
- = spacer member
- 45
- = gap
- 46
- = gap
Claims (16)
- Collision protection for couplings for rail-mounted vehicles of the type that comprises a coupling element (1) in which two parts (6, 7) translationally movable in relation to each other are included, between which at least one energy-extincting or energy-absorbing element (23, 24) of deformable character is arranged, characterized in that the energy-extincting element consists of a tube (23, 24), which is deformable by radial compression as a consequence of having a first, tapering end portion (34) inserted into a thinner bore (25, 26) in a first part (7) and an opposite, free end (39) distanced from the second part (6) in order to, upon displacement of the two parts (6, 7) in the direction of each other, be pressed axially into the bore, more precisely after rupture of one or more triggering members (19), which initially hold together said parts in a fixed state in which the deformation tube (23, 24) is completely inactive.
- Collision protection according to claim 1, characterized in that the bore (25, 26) is formed with a funnel-like mouth (27), which widens in the direction of the deformable tube and in which the rear end portion (34) of said tube is pressed in.
- Collision protection according to claim 1 or 2, characterized in that the deformable tube (23, 24) is of a cylindrical basic shape.
- Collision protection according to claim 2 or 3, characterized in that the end portion (34) of the tube (23, 24) inserted into the mouth (27) of the bore (25, 26) has a conical outside (35).
- Collision protection according to claim 4, characterized in that the funnel-like mouth (27) of the bore is conical and has a cone angle (λ), which is at least equally large as the cone angle (γ) of the rear end portion (34) of the tube (23, 24), and which amounts to at least 5° and at most 20°.
- Collision protection according to any one of the preceding claims, characterized in that the free end of the deformable tube (23, 24) consists of a ring-shaped, planar surface (39), which extends perpendicularly to the geometrical centre axis (C) of the tube.
- Collision protection according to any one of claims 4-6, characterized in that the deformable tube (23, 24) is fixedly pressed into the mouth (27) of the bore (25, 26) by means of a clamping element (43), which is accessible from a rear end of the bore (25, 26).
- Collision protection according to claim 7, characterized in that the clamping element consists of a nut (41) and bolt (42), which extend between two stopping elements (40, 43) one of which (40) is fixed in the clamped end of the tube (23, 24) and the other is pressed against a ring-shaped shoulder (32) in the transition between a rear section (31) of the bore that has a larger diameter than a section (30) being in front.
- Collision protection according to any one of the preceding claims, characterized in that the distance between the free end of the deformation tube and said second part (6) amounts to at least 5 mm.
- Collision protection according to any one of the preceding claims, characterized in that a plurality of deformable tubes (23, 24) are associated with said first part (7), the free ends (30) of which tubes are located at differently large distances from the second part (6) in order to initiate deformation of the tubes at different points of time after a commenced displacement of the two parts (6, 7) towards each other.
- Collision protection according to claim 10, characterized in that at least two different tubes (23, 24) have different outer diameters (D1).
- Collision protection according to claim 10 or 11, characterized in that the tubes (23, 24) have different wall thicknesses (T).
- Collision protection according to claim 11 and 12, characterized in that the wall thickness (T) of the tubes is in inverse proportion to the diameter (D1) so far that a thicker tube (23) has a smaller wall thickness (T) than any thinner tube (24).
- Collision protection according to any one of the preceding claims, characterized in that said triggering member (19) consists of one or more screws (19), which extend parallel to the direction of the relative motion between said parts (6, 7) in order to break by attaining a predetermined ultimate tensile strength after strain.
- Collision protection according to claim 14, characterized in that the individual screw (19) is formed with a waist (21) the diameter of which decides the ultimate tensile strength of the screw.
- Link device for permanently connecting two rail-mounted vehicle units, comprising two link members or link parts (1, 2) connected via a common hinge (3) at least one of which (1) is divided into two parts translationally movable in relation to each other, namely a front link head (6) connected to the hinge (3) and a rear carrier (7) fixedly connectable to a vehicle unit, between these parts (6, 7) an energy-extincting or energy-absorbing element of deformable character serving as collision protection being arranged, characterized in that a collision protection made in accordance with any one of claims 1-12 is used as collision protection, the energy-extinction element of which consists of a tube (23, 24), which is deformable by radial compression as a consequence of having a rear, tapering end portion (34) inserted into a thinner bore (25, 26) in a back piece (9) included in the carrier (7), and which at an opposite, front end (39) is distanced from the link head (6).
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PL04775361T PL1663755T3 (en) | 2003-09-10 | 2004-09-01 | Collision protection in a coupler for rail-mounted vehicles, and a coupler equipped therewith for permanently connecting two rail-mounted vehicle units |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
SE0302411A SE526056C2 (en) | 2003-09-10 | 2003-09-10 | Collision protection for rail vehicle couplings and a linkage device designed for such a connection for permanent coupling of two rail vehicle units |
PCT/SE2004/001255 WO2005023618A1 (en) | 2003-09-10 | 2004-09-01 | Collision protection in a coupler for rail-mounted vehicles, and a coupler equipped therewith for permanently connecting two rail-mounted vehicle units |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1663755A1 EP1663755A1 (en) | 2006-06-07 |
EP1663755B1 true EP1663755B1 (en) | 2009-03-11 |
Family
ID=28787296
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP04775361A Active EP1663755B1 (en) | 2003-09-10 | 2004-09-01 | Collision protection in a coupler for rail-mounted vehicles, and a coupler equipped therewith for permanently connecting two rail-mounted vehicle units |
Country Status (7)
Country | Link |
---|---|
EP (1) | EP1663755B1 (en) |
AT (1) | ATE425058T1 (en) |
DE (1) | DE602004019944D1 (en) |
DK (1) | DK1663755T3 (en) |
PL (1) | PL1663755T3 (en) |
SE (1) | SE526056C2 (en) |
WO (1) | WO2005023618A1 (en) |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2011162671A1 (en) * | 2010-06-23 | 2011-12-29 | Soldian Limited | Shock-absorbing coupling arrangement |
WO2011162672A1 (en) * | 2010-06-23 | 2011-12-29 | Soldian Limited | A buckling-resistant coupling arrangement for rail vehicles |
WO2011162674A1 (en) * | 2010-06-23 | 2011-12-29 | Soldian Limited | Shock-absorbing coupler head for a coupling arrangement |
WO2011162673A1 (en) * | 2010-06-23 | 2011-12-29 | Soldian Limited | Draftgear with stiffening beam through coupler head |
Families Citing this family (14)
Publication number | Priority date | Publication date | Assignee | Title |
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SE527014C2 (en) * | 2004-04-20 | 2005-12-06 | Dellner Couplers Ab | Train vehicles and clamping device for fixing a towing device for such vehicles |
PL1752353T3 (en) * | 2005-08-10 | 2008-05-30 | Voith Turbo Scharfenberg Gmbh & Co Kg | Energy dissipating device with increased response force |
ES2318683T3 (en) * | 2006-05-18 | 2009-05-01 | VOITH TURBO SCHARFENBERG GMBH & CO. KG | HITCH DEVICE WITH PROTECTION ELEMENT AGAINST OVERLOADS. |
PL1884434T3 (en) * | 2006-07-31 | 2009-04-30 | Voith Turbo Scharfenberg Gmbh & Co Kg | Hinge for the articulated connection of adjacent vehicle bodies |
ITTO20060857A1 (en) | 2006-12-01 | 2008-06-02 | Ansaldobreda Spa | CONVEYANCE PROVIDED WITH INTERFACES THAT ABSORB ENERGY BETWEEN THE CARRANS IN CASE OF COLLISION |
US8714377B2 (en) * | 2011-02-04 | 2014-05-06 | Wabtec Holding Corp. | Energy absorbing coupler |
ES2522015B1 (en) * | 2012-03-15 | 2015-09-11 | Patentes Talgo, S.L. | Elastic hitch between rail vehicle cars |
EP2886413A1 (en) * | 2013-12-23 | 2015-06-24 | Ego International B.V. | Bearing bracket, assembly containing such a bearing bracket and system containing such an assembly |
EP3162652B1 (en) | 2015-10-30 | 2022-12-28 | Dellner Couplers AB | Pivot anchor and car |
EP3205551B2 (en) † | 2016-02-12 | 2023-06-07 | Faiveley Transport Schwab AG | Coupling device for a rail vehicle |
PL3372472T3 (en) | 2017-03-06 | 2022-08-16 | Dellner Couplers Ab | Energy dissipating device suitable to be used as part of a connection device that connects a first car of a multi-car vehicle with a second car of a multi-car vehicle and method for dissipating energy in a connection device |
RU183101U1 (en) * | 2018-03-20 | 2018-09-11 | Валентин Карпович Милованов | Fingerless Nozzle Hitch Attachment |
US20220242461A1 (en) * | 2021-01-29 | 2022-08-04 | Amsted Rail Company, Inc. | Crash energy management systems for car coupling systems of rail cars |
WO2023018526A1 (en) * | 2021-08-11 | 2023-02-16 | Amsted Rail Company, Inc. | Crash energy management systems for car coupling systems of rail cars |
Family Cites Families (4)
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NL134701C (en) * | 1965-11-12 | |||
DE1912049C3 (en) * | 1969-03-07 | 1981-08-13 | Scharfenbergkupplung Gmbh, 3320 Salzgitter | Device for absorbing oversized impacts |
ES2203569T3 (en) * | 2001-09-17 | 2004-04-16 | VOITH TURBO SCHARFENBERG GMBH & CO. KG | COUPLING ARTICULATION. |
DE10153460A1 (en) * | 2001-10-30 | 2003-05-22 | Voith Turbo Scharfenberg Gmbh | Railcar or wagon coupling offers lengthways maneuvrability via destructive buffer to guard against overloading of cars and coupling forks and bolt lashing. |
-
2003
- 2003-09-10 SE SE0302411A patent/SE526056C2/en not_active IP Right Cessation
-
2004
- 2004-09-01 WO PCT/SE2004/001255 patent/WO2005023618A1/en active Application Filing
- 2004-09-01 DK DK04775361T patent/DK1663755T3/en active
- 2004-09-01 PL PL04775361T patent/PL1663755T3/en unknown
- 2004-09-01 AT AT04775361T patent/ATE425058T1/en not_active IP Right Cessation
- 2004-09-01 EP EP04775361A patent/EP1663755B1/en active Active
- 2004-09-01 DE DE602004019944T patent/DE602004019944D1/en active Active
Cited By (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2011162671A1 (en) * | 2010-06-23 | 2011-12-29 | Soldian Limited | Shock-absorbing coupling arrangement |
WO2011162672A1 (en) * | 2010-06-23 | 2011-12-29 | Soldian Limited | A buckling-resistant coupling arrangement for rail vehicles |
WO2011162674A1 (en) * | 2010-06-23 | 2011-12-29 | Soldian Limited | Shock-absorbing coupler head for a coupling arrangement |
WO2011162673A1 (en) * | 2010-06-23 | 2011-12-29 | Soldian Limited | Draftgear with stiffening beam through coupler head |
CN103003128A (en) * | 2010-06-23 | 2013-03-27 | Ego国际公司 | Shock-absorbing coupler head for a coupling arrangement |
US8915385B2 (en) | 2010-06-23 | 2014-12-23 | Ego International B.V. | Shock-absorbing coupler head for a coupling arrangement |
CN103003128B (en) * | 2010-06-23 | 2016-03-30 | Ego国际公司 | For the absorbing coupler head of coupler device |
Also Published As
Publication number | Publication date |
---|---|
DK1663755T3 (en) | 2009-07-06 |
EP1663755A1 (en) | 2006-06-07 |
SE0302411L (en) | 2005-03-11 |
DE602004019944D1 (en) | 2009-04-23 |
SE0302411D0 (en) | 2003-09-10 |
ATE425058T1 (en) | 2009-03-15 |
PL1663755T3 (en) | 2009-10-30 |
SE526056C2 (en) | 2005-06-21 |
WO2005023618A1 (en) | 2005-03-17 |
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