EP1719684B1 - Mittelpufferkupplung für Schienenfahrzeuge - Google Patents

Mittelpufferkupplung für Schienenfahrzeuge Download PDF

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Publication number
EP1719684B1
EP1719684B1 EP05009705A EP05009705A EP1719684B1 EP 1719684 B1 EP1719684 B1 EP 1719684B1 EP 05009705 A EP05009705 A EP 05009705A EP 05009705 A EP05009705 A EP 05009705A EP 1719684 B1 EP1719684 B1 EP 1719684B1
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EP
European Patent Office
Prior art keywords
coupling shaft
drawgear
housing
coupling
central buffer
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP05009705A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP1719684A1 (de
Inventor
Christian Dipl.-Ing. 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
Priority to PL05009705T priority Critical patent/PL1719684T3/pl
Application filed by Voith Turbo Scharfenberg GmbH and Co KG filed Critical Voith Turbo Scharfenberg GmbH and Co KG
Priority to DE502005001252T priority patent/DE502005001252D1/de
Priority to EP05009705A priority patent/EP1719684B1/de
Priority to AT05009705T priority patent/ATE370044T1/de
Priority to DK05009705T priority patent/DK1719684T3/da
Priority to ES05009705T priority patent/ES2289616T3/es
Priority to KR1020067025417A priority patent/KR101184501B1/ko
Priority to CNB2006800004063A priority patent/CN100503331C/zh
Priority to CA2568871A priority patent/CA2568871C/en
Priority to AU2006243520A priority patent/AU2006243520B2/en
Priority to PCT/EP2006/002903 priority patent/WO2006117045A1/de
Priority to US11/593,793 priority patent/US7552830B2/en
Publication of EP1719684A1 publication Critical patent/EP1719684A1/de
Priority to NO20065289A priority patent/NO334458B1/no
Application granted granted Critical
Publication of EP1719684B1 publication Critical patent/EP1719684B1/de
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories
    • B61G7/14—Safety devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories
    • B61G7/10—Mounting of the couplings on the vehicle

Definitions

  • the present invention relates to a central buffer coupling for rail vehicles with a coupling shaft and a bearing block having articulation, wherein the rear end of the coupling shaft connected to the articulation and is articulated horizontally pivotable about the bearing block of the articulation on the car body of the rail vehicle.
  • Such a coupling arrangement is generally known from railway engineering ( DE 35 13 294 A1 . EP 0 947 410 A1 ) and is used to produce a positive mechanical connection between two adjacent car bodies of a multi-unit train.
  • the coupling shaft can also perform pivotal movements, which occur for example when cornering of the train, the articulation is designed so that a horizontal and vertical swinging and axial rotation of the coupling rod is made possible.
  • a rigidly supported coupling device for example, occurring during the coupling process or during braking shocks and vibrations to damage the vehicle or: the clutch assembly itself can lead. To avoid such damage, it is necessary to limit the transmission of such shocks, vibrations and the like as possible.
  • the coupling assembly with elastic damping means, such as pull / push devices, for absorbing such impacts.
  • the linkage may consist of a bearing block with a pull / push device, the pull / push device tensile and compressive forces up to a defined size elastically passes over the bearing block in the vehicle underiva. The aim is to absorb energy with an elastic deformation and thus prevent overstressing of the undercarriage.
  • multi-stage energy dissipation facilities From rail vehicle technology, it is also known to use multi-stage energy dissipation facilities. These generally have as a primary stage a reversible energy dissipation device, which is integrated, for example, as a train / shock device in the articulation or as a clutch spring in the coupling shaft of the central buffer, and which should absorb the shock forces occurring in driving, maneuvering and coupling operation.
  • a second, secondary energy dissipation device for absorbing impact energy resulting from excessive camber impulses is often arranged in the form of two side buffers on the outer edge of the end face of the respective car body.
  • the energy dissipation devices are designed so that the implementation of the resulting from shunting accidents Aufier energie is accomplished in two merging stages, the first stage is integrated in the central buffer and the second stage of the supporting body structure is preceded.
  • Another approach provides, after exhaustion of the coupling side energy dissipation device, the residual energy via a predetermined breaking point in the clutch assembly on carriage body side energy absorption elements, such as friction elements redirect.
  • this presupposes that the coupling shaft is taken to the coupling head at a defined level of force from the force transmitted by the clutch assembly force flow, and thus allows the collision of the car bodies and the use of the car side energy absorbing elements.
  • the coupling shaft with the coupling head is removed from the power flow by the coupling shears off at predetermined breaking points in such a way that larger parts of the coupling arrangement are pushed by a backward movement of these in a space provided for this purpose in the undercarriage of the vehicle.
  • a shearing function of the clutch is usually achieved in that the coupling shaft itself is fastened to the lower frame of the car body via the bearing block of the articulation or a joint and via an Abscherfunktion enabling, external shear element.
  • this structure in which the bearing block is fastened with external shear elements on the base of the car body, requires, however, that for the assembly of the linkage and belonging to the articulation bearing block at the respective end face of the car body, a contact surface of the bearing block corresponding opening must be provided the external shearing elements with respect to the mounting plate of the car body of the To attach the back to the undercarriage of the car body. This has the consequence that the installation of external shear elements is very expensive and expensive. Furthermore, in principle, a relatively large opening must be formed in the mounting plate of the car body. The same difficulties occur even when the linkage and belonging to the linkage bearing block are not mounted directly but via an adapter plate on the mounting plate of the car body.
  • FIG. 1 shows a perspective view of an articulation 102, known from the prior art, of a central buffer coupling for rail vehicles.
  • FIG. 2 shows the linkage 102 according to FIG. 1 in a side sectional view.
  • This linkage 102 belongs to a central buffer coupling, in which in the articulation 102 an existing from an elastomeric spring element pull / shock protection 110 is integrated. It is provided that the elastomeric spring element 110 receives tensile and compressive forces up to a defined size. As a result, the occurring during normal driving between the individual car bodies tensile and impact forces are absorbed.
  • the bearing block 104 of the linkage 102 is attached via external shear elements 108 on the car body or on the subframe of the car body.
  • Fig. 3 shows a plan view of the linkage 102 of FIG. 1 in a mounted on the undercarriage of the car body state.
  • the external shearing elements 108 respond when the critical impact forces provided for the shock / shock protection 110 are exceeded, as a result of which they lose their function as fastening elements, and the entire coupling arrangement is removed from the transmitted force flow.
  • the solution shown in FIG. 3 has the further disadvantage that the bearing block 104th can only be attached from the back of the mounting plate 117 via external shear elements 108 on the vehicle body.
  • clutch assemblies in which, for example, by the immediate vicinity of a bogie, a screwing the linkage from the back is not possible, such a shearing solution of the coupling can not be used.
  • the present invention is therefore based on the object, a middle buffer coupling of the type mentioned in such a way that in a crash, i. upon impact of extreme impact energies, the coupled clutches are shortened such that the car side energy absorbing elements of the respective car bodies consume the impact energy transmitted in the impact between the adjacent car bodies without external shearing elements being employed in the space behind the clutch to force the clutch out of the power flow to take.
  • the solution according to the invention has a number of significant advantages over the known from rail vehicle technology and explained above central buffer coupling.
  • a shock absorber provided in the articulation itself, which responds when a certain force transmitted to the coupling shaft is exceeded, the connection between the articulation and the coupling shaft is released, which allows the coupling shaft to be transferred from the force flow transmitted to the articulation can be pressed, in which case the respective carcass side energy absorbing elements are used and reliably reduce the transmitted impact energy.
  • a maximum achievable and in particular calculable energy consumption is achieved in a predictable event sequence.
  • the shock absorber is integrated in the articulation itself, it is no longer necessary to use external shearing elements, with which the bearing block of the articulation is fastened to the vehicle body, and which fulfill the shock protection function. Accordingly, it is no longer necessary with the clutch assembly according to the invention that in the mounting plate of the car body, an opening is provided through which passes through the bearing block to be fastened from the back of the mounting plate via external shear elements on the car body. Rather, it is now possible that the bearing block of the articulation is attached directly from the front of the mounting plate ago on the car body, for example with screws.
  • the shock absorber has an opening formed in the bearing block of the car body towards the central buffer coupling through which, after the critical impact force has been exceeded, the coupling shaft is at least partially pressed and thus removed from the force flow.
  • the opening formed in the bearing block ensures that the coupling shaft released after the shock absorber has responded can move backwards into a space outside the coupling plane in order to be taken out of the power flow.
  • an opening corresponding to the opening formed in the bearing block is already provided in the screw-on plate by which the coupling shaft is at least partially pressed and thus removed from the force flow after the critical impact force has been exceeded, after the coupling shaft has been provided in the bearing block Opening happened.
  • the material of the mounting plate or the mounting plate itself can be designed accordingly so that the coupling shaft after exceeding the critical impact force and after the response in the articulation provided shock protection as easy as possible, ie pierce the material of the mounting plate with little resistance and can be pressed by the thus resulting in the mounting plate opening.
  • the bearing block of the articulation is not mounted directly but via an additional support plate or adapter plate on the mounting plate of the car body, wherein the support plate may further comprise an opening corresponding to the opening provided in the bearing block.
  • This embodiment has the advantage that the central buffer coupling is designed to be modular with the shock absorber according to the invention and thus can be mounted without elaborate conversion measures on differently designed screw-on plates.
  • the support plate itself originally no own opening is provided, but that a corresponding opening is formed only after the coupling shaft has passed through the opening provided in the bearing block.
  • the articulation can have a guide to at least partially guide the movement of the coupling shaft from the force flow transmitted to the articulation when the critical impact force is exceeded.
  • This guide allows a very predictable event sequence, since the coupling shaft can be taken in a guided manner from the power flow when exceeding a defined level of force in a guided manner and thus allows the collision of the car bodies and the use of the car side energy absorbing elements.
  • the guide has a run-on slope in the direction of the opening provided in the bearing block, wherein the guide is designed such that when the critical impact force is exceeded, the coupling shaft is pressed through the opening in the bearing block.
  • the shock absorber has at least one shearing element, by means of which the coupling shaft is connected to the articulation, wherein the shearing element is designed such that it shears at a transmitted from the coupling shaft to the articulation critical impact force, and thus the connection between coupling shaft and linkage is released.
  • shearing element is to be understood as a connecting member which breaks or shears when a certain force in the longitudinal and / or transverse direction of the coupling shaft is exceeded and thereby loses its function as a connecting member.
  • the shearing element can also be designed so that it responds when a certain force is exceeded both in the longitudinal and in the transverse direction of the coupling shaft and thereby loses its function as a connecting member. It is also conceivable to design the shearing element so that it only responds to impact forces and not even to tensile forces.
  • the shock absorber has a shearing element with at least one predetermined breaking point, which breaks at a definable critical impact force, so that the shear element loses its function as a link and thus the connection between the coupling shaft and linkage is released.
  • a predetermined breaking point is that such a shearing element is particularly easy to implement, whereby the response of the shearing element is still very reliably adjustable. In other words, this means that in advance the critical impact force at which the shearing element of the shock absorber is activated and loses its function as a connecting member, can be accurately determined.
  • the central buffer coupling according to the invention can be used in a coupling device in which the articulation is an eye bolt articulation, in which case the shearing element of the pin of the eye bolt articulation, and wherein the coupling shaft with the eye of the eye bolt articulation when exceeded the specified critical impact force is taken from the force flow transmitted to the linkage.
  • Conceivable here would be that serving as Abscherelement bolt breaks when exceeding the specified critical impact force and thus loses its function as a link, as a result, the coupling shaft is taken with the provided at its rear end eye from the power flow, for example, by the in the bearing block of the Wagenkastens trained opening is pushed through.
  • the central buffer coupling further comprises an elastomeric spring device for damping transmitted via the coupling shaft on the linkage tensile and impact forces.
  • the elastomeric spring device includes an open towards the coupling head housing, in which the rear end of the coupling shaft protrudes co-axially with a radial distance from the inner peripheral surface of the housing, whereby thus the rear end of the coupling shaft on the housing with the Linkage is connected.
  • resiliently prestressed resilient rings of an elastic material are advantageously provided between the inner peripheral surface of the housing, which are aligned vertically with their center planes and arranged one behind the other at a mutual distance in the longitudinal direction of the coupling shaft.
  • a single cylindrical elastomer element elastomer cylinder
  • annular elastomer beads are provided.
  • the elastomeric spring means further include both the rear end of the coupling shaft and the Inside the housing to each other directed circumferential annular beads, wherein the made of an elastic material resilient rings or the said elastomeric cylinders are held with the annular beads in each case in spaces between two adjacent annular beads against the rear end of the coupling shaft and the housing, each resilient Ring rests directly on both the peripheral surface of the coupling shaft and on the inner peripheral surface of the housing, and wherein in relation to tensile and impact forces unloaded state of the elastomeric spring device, the annular ridges of the coupling shaft are aligned with the associated annular ridges of the housing.
  • the housing of the elastomeric spring device is connected to the articulation, so that when exceeding the specified critical impact force of the coupling shaft with the housing and the elastomeric spring device provided therein from the transmitted to the articulation Power flow is taken.
  • This solution is allowed that the invention provided in the articulation shock protection can also be used in linkages in which an elastomer-spring joint (EFG) is provided.
  • EFG elastomer-spring joint
  • such a pull / push device may also be implemented with hollow rubber springs, friction springs, hydraulic devices, and combinations thereof. It is also conceivable to use destructive impact elements in addition to regenerative impact elements.
  • Another advantage of this embodiment is that after exceeding the critical impact force by separating the connection between linkage and coupling shaft not only the coupling shaft but also the housing of the bearing block are taken from the power flow, so that the housing remains in its original position on the car body , In particular, it is no longer pushed the housing of the bearing block together with the articulation in a space provided in the undercarriage of the car body space, as was the case with conventional central buffer couplings.
  • the housing remains on the car body and takes over with regard to the coupling shaft detached from the coupling function of a "guide profile" or a “collecting element”, since the coupling shaft can be supported in or on the housing and thus prevents the separated coupling shaft the track can fall down.
  • the central buffer coupling according to the invention according to the latter embodiment ie the central buffer coupling with the Elastomer spring device is designed so that the transmitted from the coupling shaft on the linkage tensile and impact forces are dampened by regenerative deformation of the rings or provided in the articulation Weg- / Stoß worn up to a festdefined size, the fixed-defined size is set to a value smaller than the response of the at least one shearing element. This ensures that the pull / push device absorbs tension and pressure up to the firmly defined size and thus absorbs and thus eliminates minor shocks, such as shocks and vibrations occurring during driving and braking.
  • the articulation has at least one vertically extending pivot with which the housing is connected by means of the at least one shearing element and horizontally pivotally mounted on the bearing block of the car body.
  • the shearing element between the at least one pivot and the housing is provided. It would also be conceivable to connect the trunnion directly to the housing, this connection having a predetermined breaking point.
  • a plurality of vertically extending pivot pins are provided in a preferred manner, wherein a shearing element may be provided on each pivot.
  • the housing of the elastomer spring device which is hinged horizontally with the aid of the at least one shearing element on the bearing block of the car body, consists of two half-shells, which can be detachably connected to each other.
  • bolts come into question.
  • the rings at a certain excess on the bolts or screws with bias perpendicular to the longitudinal direction of the coupling shaft can be installed, whereby a tight fit of the rings between the coupling shaft and housing can be produced.
  • the coupling shaft has at its opening facing the housing opening a collar against which on the one hand a biasing ring with its rear side and on the other hand the closest to the opening of the housing ring with its front wherein the biasing ring biases the rings in the unloaded state of the elastomeric spring means in the longitudinal direction of the coupling shaft.
  • a more accurate and finer adjustment of the bias of the elastomer spring means is achieved in a preferred manner by a type in which the generation and adjustment of the biasing force in the longitudinal direction of the coupling shaft via a pressure piece, which is fastened and supported on the housing by means of screws.
  • FIG. 1 shows a perspective view of an articulation 102 used in a middle buffer coupling known from the prior art.
  • FIG. 2 shows the articulation 102 according to FIG. 1 in a side sectional view.
  • an elastomer spring element 110 is integrated as a pull / push device in the linkage 102.
  • This spring element 110 is designed in such a way that tension and pressure are absorbed up to a defined size and further forces are transmitted via the bearing block 104 into the vehicle undercarriage.
  • the linkage 102 shown in FIGS. 1 and 2 comprises the rear part of the coupling arrangement and serves to pivot the coupling shaft 101 horizontally in a pivotable manner via the bearing block 104 on the screw-on plate of the car body (not explicitly shown here).
  • Fig. 3 shows the known from the prior art and shown in Fig. 1 and 2 linkage 102 in a plan view.
  • the bearing block 104 of the linkage 102 is attached to the mounting plate 117 of the car body.
  • a corresponding opening 107 is provided in the mounting plate 117, through which the bearing block 104 partially protrudes.
  • the bearing block 104 itself is attached via external Abscherium 108 to the base of the car body. From Fig. 3 it can be seen that the attachment of the bearing block 104 by means of the external Abscheremia 108 can be made only from the back of the mounting plate 117.
  • the external shearing elements 108 are designed such that they respond in the event of a crash, ie when extreme impact energies impinge, and thereby lose their function as fastening elements for the bearing block 104.
  • the bearing block 104 can be pushed together with the linkage 102 and the coupling shaft 101 hinged thereto in a provided in the undercarriage of the car body (not explicitly shown) space and thus at least partially taken from the transferred with the clutch assembly power flow.
  • FIG. 4 shows the side view of a linkage 2 of a preferred embodiment of the central buffer coupling according to the invention.
  • Fig. 5 shows a partial sectional view of the linkage 2 of FIG. 4, while FIG. 6 is a complete sectional view thereof.
  • the linkage 2 of the preferred embodiment according to the present invention comprises an elastomeric spring device 10 for damping tensile and impact forces transmitted via the coupling shaft 1 to the linkage 2.
  • the elastomer spring device 10 has a (not explicitly shown) coupling head open towards housing 11, in which the rear end 3 of the coupling shaft 1 projects co-axially with a radial distance from the inner peripheral surface of the housing 11.
  • the rear end 3 of the coupling shaft 1 is connected via the housing 11 with the linkage 2.
  • this connection is made via vertically extending pivot pins 16, to which the housing 11 is connected by means of shearing elements 8 and hinged horizontally pivotably on the bearing block 4 of the car body.
  • prestressed spring rings 13 are provided made of an elastic material, which are aligned vertically with their center planes and arranged at a mutual distance in the longitudinal direction of the coupling shaft 1, wherein both the rear end 3 of the coupling shaft 1 and the inside of the housing 11 facing each other, circumferential annular beads 14, 15 have.
  • These annular beads 14, 15 are designed such that the resilient rings 13 in each case at intervals between two adjacent annular beads 14, 15 opposite the rear end 3 of the coupling shaft 1 and the housing 11 are held.
  • each resilient ring 13 rests directly on both the peripheral surface of the coupling shaft 1 and on the inner peripheral surface 12 of the housing 11, wherein in relation to tensile and impact forces unloaded state of the elastomeric spring device 10, the annular beads 14 of the coupling shaft 1 with the associated annular beads 15 of the housing 11 are aligned, that on the one hand a gimbal movement of the coupling shaft 1 is made possible, and that on the other hand to a defined size tensile and compressive forces can be absorbed and absorbed.
  • the housing 11 of the elastomeric spring device 10 is connected to the articulation 2 with the aid of at least one shearing element 8.
  • the linkage 2 has an upper and a lower vertical pivot pin 16, on which the housing 11 is connected in each case by means of a shear element 8 and pivoted horizontally on the bearing block 4 of the carriage body.
  • the response force of the shearing elements 8 is greater than the amount of force that the elastomer spring device 10 can transmit by regenerative deformation of the resilient rings 13.
  • the housing 11 of the elastomeric spring device 10 is designed to be split in a preferred manner in order to ensure a particularly simple assembly of the spring device 10. Furthermore, this allows the bias of the elastomeric spring means 10 in the longitudinal direction of the coupling shaft 1 are particularly easily adjusted. Conceivable here would also be that the rear end 3 of the coupling shaft 1 has a (not explicitly shown) collar against the one hand, a (not shown) biasing ring with its rear side and on the other hand to the opening of the housing 11 closest resilient ring 13 with the front is applied, wherein the biasing ring biases the resilient rings 13 in the unloaded state of the elastomeric spring device 10 in the longitudinal direction of the coupling shaft 1.
  • the shock absorber 5, 8 of the articulation 2 shown in Figures 4 to 6 consists of an opening provided in the bearing block 4 opening 5 and the Abscherigan already mentioned 8 and is designed such that when exceeding a transmitted via the coupling shaft 1 to the linkage 2, definable critical impact force, the connection between articulation 2 and coupling shaft 1 solved and the coupling shaft 1 at least partially transferred from the articulation 2 Power flow is taken.
  • the coupling shaft 1 In the event of a crash, after the shearing elements 8 have addressed and lost their fastening function, in such a structure the coupling shaft 1 would first be pushed through the opening 5 provided in the bearing block 4 and then through the opening 7 provided in the mounting plate 6 and thus be removed from the force flow , It is also conceivable, instead of an additional opening 7 in the Anschraubplatte 6, the material of the Anschraubplatte perform 6 accordingly, so that the coupling shaft 1 can be pushed after response of the shear elements 8 without too much resistance in a space provided behind the mounting plate 6 space.
  • the bearing block 4 is initially formed without opening 5, and that at the intended position of the opening 5, the material of the bearing block 4 is designed or designed accordingly that when exceeding the critical impact force a slight puncture of the coupling rod is possible.
  • a guide 9 is further provided to exceed the critical impact force and response of the shearing elements 8, the movement of the coupling shaft 1 with the housing 11 and the elastomeric spring element 10 provided therein by the Opening 5 of the bearing block 4 and then through the opening 7 of the support plate 6 to lead.
  • This guide 9 thus allows a very predictable event sequence.
  • FIGS. 7A to 7F show the linkage according to FIGS. 4 to 6 in different states.
  • Fig. 7A shows the linkage in an unloaded state. In this state, the annular ridges of the coupling shaft are aligned with the associated annular ridges of the housing.
  • Fig. 7B shows a loaded with respect to tensile and impact forces state of the elastomeric spring device. As shown, the coupling shaft with the elastomeric spring means provided at its end is slightly displaced in the direction of the carriage body as compared with the state of FIG. 7A. However, the impact force acting on the coupling shaft in the state shown in Fig. 7B is still below the critical impact force at which the shearing elements are responsive.
  • Fig. 7A shows the linkage in an unloaded state. In this state, the annular ridges of the coupling shaft are aligned with the associated annular ridges of the housing.
  • Fig. 7B shows a loaded with respect to tensile and impact forces
  • FIG. 7C shows a loaded state of the linkage after the shock absorber has responded, in which the shearing elements have already been activated and have lost their function as fastening means, so that the coupling shaft (in the figures, only the rear part is shown) together with the housing, in which the elastomer spring device is contained, is pressed from the power flow.
  • Figures 7D to 7F show the further movement of the rear end of the coupling shaft after the response of the shock absorber, the coupling shaft in its course pushed completely out of the coupling plane in a space provided behind the mounting plate of the car body (not explicitly shown) space and thus from the power flow is finally taken until the state shown in Fig. 7F is reached.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Dampers (AREA)
  • Vehicle Body Suspensions (AREA)
  • Toys (AREA)
  • Motor Power Transmission Devices (AREA)
  • Railway Tracks (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Communication Control (AREA)
  • Handcart (AREA)
EP05009705A 2005-05-03 2005-05-03 Mittelpufferkupplung für Schienenfahrzeuge Active EP1719684B1 (de)

Priority Applications (13)

Application Number Priority Date Filing Date Title
DE502005001252T DE502005001252D1 (de) 2005-05-03 2005-05-03 Mittelpufferkupplung für Schienenfahrzeuge
EP05009705A EP1719684B1 (de) 2005-05-03 2005-05-03 Mittelpufferkupplung für Schienenfahrzeuge
AT05009705T ATE370044T1 (de) 2005-05-03 2005-05-03 Mittelpufferkupplung für schienenfahrzeuge
DK05009705T DK1719684T3 (da) 2005-05-03 2005-05-03 Centralbufferkobling for skinnemonterede köretöjer
ES05009705T ES2289616T3 (es) 2005-05-03 2005-05-03 Enganche con tope central para vehiculos sobre carriles.
PL05009705T PL1719684T3 (pl) 2005-05-03 2005-05-03 Sprzęg cięgłowo-zderzakowy dla pojazdów szynowych
KR1020067025417A KR101184501B1 (ko) 2005-05-03 2006-03-30 레일용 차량의 중앙 완충 연결장치
CNB2006800004063A CN100503331C (zh) 2005-05-03 2006-03-30 用于轨道车辆的中央缓冲联结器
CA2568871A CA2568871C (en) 2005-05-03 2006-03-30 Central buffer coupling for rail vehicles
AU2006243520A AU2006243520B2 (en) 2005-05-03 2006-03-30 Central buffer coupling for rail vehicles
PCT/EP2006/002903 WO2006117045A1 (de) 2005-05-03 2006-03-30 Mittelpufferkupplung für schienenfahrzeuge
US11/593,793 US7552830B2 (en) 2005-05-03 2006-11-07 Central buffer coupling for rail-mounted vehicles
NO20065289A NO334458B1 (no) 2005-05-03 2006-11-17 Sentralbufferkobling for skinnekjøretøy

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP05009705A EP1719684B1 (de) 2005-05-03 2005-05-03 Mittelpufferkupplung für Schienenfahrzeuge

Publications (2)

Publication Number Publication Date
EP1719684A1 EP1719684A1 (de) 2006-11-08
EP1719684B1 true EP1719684B1 (de) 2007-08-15

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP05009705A Active EP1719684B1 (de) 2005-05-03 2005-05-03 Mittelpufferkupplung für Schienenfahrzeuge

Country Status (13)

Country Link
US (1) US7552830B2 (ko)
EP (1) EP1719684B1 (ko)
KR (1) KR101184501B1 (ko)
CN (1) CN100503331C (ko)
AT (1) ATE370044T1 (ko)
AU (1) AU2006243520B2 (ko)
CA (1) CA2568871C (ko)
DE (1) DE502005001252D1 (ko)
DK (1) DK1719684T3 (ko)
ES (1) ES2289616T3 (ko)
NO (1) NO334458B1 (ko)
PL (1) PL1719684T3 (ko)
WO (1) WO2006117045A1 (ko)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2522560A1 (de) 2011-05-12 2012-11-14 Voith Patent GmbH Lagerbock zum Anlenken einer Kupplungsstange an einen Wagenkasten eines spurgeführten Fahrzeuges
DE202013005377U1 (de) 2013-06-13 2013-06-28 Voith Patent Gmbh Mittelpufferkupplung
WO2015096893A1 (en) 2013-12-23 2015-07-02 Dellner Couplers Ab Bearing bracket, assembly containing such a bearing bracket and system containing such an assembly
DE102020105294A1 (de) 2020-02-28 2021-09-02 Voith Patent Gmbh Kupplungsstangenanbindung zum beweglichen Anschluss einer Kupplungsstange an ein spurgebundenes Fahrzeug
EP4299406A1 (en) 2022-06-30 2024-01-03 Dellner Couplers AB Endpiece for a coupling rod, draft gear for a coupling rod, coupler for a multi-car vehicle and method for building a draft gear or coupler

Families Citing this family (24)

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Publication number Priority date Publication date Assignee Title
EP1632414B1 (de) * 2004-09-06 2008-07-09 Voith Turbo Scharfenberg GmbH & Co. KG Kupplungskopf mit lösbarer Stirnplatte, für Schienenfahrzeuge, sowie dazugehöriges Montageverfahren
DK1719684T3 (da) * 2005-05-03 2007-11-12 Voith Turbo Scharfenberg Gmbh Centralbufferkobling for skinnemonterede köretöjer
US7810437B2 (en) * 2007-09-05 2010-10-12 Voith Patent Gmbh Shock absorber for the front or rear region of a railborne vehicle having at least one energy absorption device
ATE522421T1 (de) * 2009-04-23 2011-09-15 Voith Patent Gmbh Anlenkung zum gelenkigen verbinden einer kupplungsstange mit einem wagenkasten
EP2524850B1 (de) * 2011-05-20 2014-03-05 Voith Patent GmbH Vorrichtung zum bedarfsweisen Abdichten einer im Stirnbereich eines spurgeführten Fahrzeuges vorgesehenen Öffnung, Bugnasenmodul mit einer derartigen Vorrichtung und spurgeführtes Fahrzeug mit einem derartigen Bugnasenmodul
US9554559B2 (en) * 2011-07-29 2017-01-31 JOHN NOLAN McCARTHY Towed roping dummy shock absorption apparatus
EP2617622B1 (de) * 2012-01-17 2016-06-01 Voith Patent GmbH Vorrichtung zum vertikalen Abstützen einer Kupplungsstange
CN102632906B (zh) 2012-04-17 2014-09-10 青岛思锐科技有限公司 带过载保护的紧凑式缓冲器
GB2517986B (en) * 2013-09-09 2015-07-22 T A Savery & Co Ltd A coupler
DE102013110888A1 (de) * 2013-10-01 2015-04-02 Voith Patent Gmbh Lagerbock zum Anlenken einer Kupplungsstange an einen Wagenkasten eines spurgeführten Fahrzeuges
CN103569152B (zh) * 2013-11-22 2015-11-11 青岛四方车辆研究所有限公司 内剪切缓冲装置
US10227077B2 (en) 2014-03-10 2019-03-12 Dellner Couplers Ab System of a bearing bracket and a coupler rod or connection rod, a multi-car vehicle and a method for controlling the movement of a coupler rod or connection rod
CN104149811B (zh) * 2014-06-30 2016-05-18 常州南车铁马科技实业有限公司 轨道车辆用带脱卸装置的缓冲器
CN104071175B (zh) * 2014-06-30 2016-12-07 常州南车铁马科技实业有限公司 轨道车辆用车钩缓冲器
US9701323B2 (en) 2015-04-06 2017-07-11 Bedloe Industries Llc Railcar coupler
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CN105083318B (zh) 2015-09-28 2016-09-14 青岛思锐科技有限公司 车钩弹簧垂向支撑装置
DE102015221824A1 (de) * 2015-11-06 2017-05-11 Voith Patent Gmbh Verdrehgesicherte Anlenkung zum gelenkigen Verbinden einer Kupplungsstange mit einem Wagenkasten
EP3205551B2 (de) 2016-02-12 2023-06-07 Faiveley Transport Schwab AG Kupplungseinrichtung für ein schienenfahrzeug
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CN113200070B (zh) * 2021-06-18 2022-10-14 中车株洲电力机车有限公司 一种车钩钩尾座安装结构

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EP2522560A1 (de) 2011-05-12 2012-11-14 Voith Patent GmbH Lagerbock zum Anlenken einer Kupplungsstange an einen Wagenkasten eines spurgeführten Fahrzeuges
DE202013005377U1 (de) 2013-06-13 2013-06-28 Voith Patent Gmbh Mittelpufferkupplung
WO2015096893A1 (en) 2013-12-23 2015-07-02 Dellner Couplers Ab Bearing bracket, assembly containing such a bearing bracket and system containing such an assembly
DE102020105294A1 (de) 2020-02-28 2021-09-02 Voith Patent Gmbh Kupplungsstangenanbindung zum beweglichen Anschluss einer Kupplungsstange an ein spurgebundenes Fahrzeug
EP4299406A1 (en) 2022-06-30 2024-01-03 Dellner Couplers AB Endpiece for a coupling rod, draft gear for a coupling rod, coupler for a multi-car vehicle and method for building a draft gear or coupler
WO2024003261A1 (en) 2022-06-30 2024-01-04 Dellner Couplers Ab End piece for a coupling rod, draft gear for a coupling rod, coupler for a multi-car vehicle and method for building a draft gear or coupler

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ATE370044T1 (de) 2007-09-15
AU2006243520A1 (en) 2006-11-09
PL1719684T3 (pl) 2008-01-31
AU2006243520B2 (en) 2011-06-23
DE502005001252D1 (de) 2007-09-27
US7552830B2 (en) 2009-06-30
WO2006117045A1 (de) 2006-11-09
CN100503331C (zh) 2009-06-24
US20070107623A1 (en) 2007-05-17
NO20065289L (no) 2006-11-17
CA2568871C (en) 2012-10-16
ES2289616T3 (es) 2008-02-01
KR20080009248A (ko) 2008-01-28
DK1719684T3 (da) 2007-11-12
NO334458B1 (no) 2014-03-10
CA2568871A1 (en) 2006-11-09
KR101184501B1 (ko) 2012-09-19
CN1976840A (zh) 2007-06-06
EP1719684A1 (de) 2006-11-08

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