EP1738985B1 - Dispositif d'amortissement pour dispositifs de traction et/ou de tamponnement des véhicules ferroviaires - Google Patents

Dispositif d'amortissement pour dispositifs de traction et/ou de tamponnement des véhicules ferroviaires Download PDF

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Publication number
EP1738985B1
EP1738985B1 EP06405264A EP06405264A EP1738985B1 EP 1738985 B1 EP1738985 B1 EP 1738985B1 EP 06405264 A EP06405264 A EP 06405264A EP 06405264 A EP06405264 A EP 06405264A EP 1738985 B1 EP1738985 B1 EP 1738985B1
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EP
European Patent Office
Prior art keywords
piston
pressure chamber
damping apparatus
channel
damping
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.)
Not-in-force
Application number
EP06405264A
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German (de)
English (en)
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EP1738985A1 (fr
Inventor
Otto Ziegler
Werner Maurer
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.)
Schwab Verkehrstechnik AG
Original Assignee
Schwab Verkehrstechnik AG
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Publication of EP1738985A1 publication Critical patent/EP1738985A1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G11/00—Buffers
    • B61G11/12—Buffers with fluid springs or shock-absorbers; Combinations thereof

Definitions

  • the invention relates to a damping device for tensile and / or impact devices on rail vehicles according to the preamble of claim 1.
  • Generic damping devices are used for example in buffers or couplings on rail vehicles.
  • the shock absorber is equipped with a mechanical spring unit and a hydraulic damper.
  • the mechanical spring unit is formed by a plurality of individual springs.
  • the hydraulic damper consists of a pressure chamber arranged within a pressure chamber jacket, which is connected via radial throttle openings with a compensation chamber.
  • a piston is arranged, which is fastened by means of a screw to a bolt. The piston plunges during compression of the shock absorber in the pressure chamber and reduces it.
  • a part of the damping fluid absorbed in the pressure chamber is displaced and conveyed via the radial throttle openings into the compensation chamber.
  • the throttle cross-section should be changeable according to the requirements.
  • the buffer is provided with a gas-hydraulic damping device and an elastomeric spring arrangement.
  • the gas-hydraulic damping device is provided with a cylindrical pressure chamber and a receiving chamber connected thereto via at least one channel.
  • the pressure chamber decreases with increasing deflection of the buffer by a piston plunging into it.
  • an annular gap is formed between the piston and the inner circumference of the cylinder.
  • the piston is frontally provided with a recess which defines an annular wall which is elastically deformable depending on the internal pressure.
  • the damping device further comprises a horizontally arranged hydraulic damper.
  • This includes a bore provided with a damper housing having a filled with hydraulic fluid pressure chamber in the interior, in which a cylindrically shaped piston is immersed.
  • the piston is connected via a piston rod to the one pressure disk.
  • the pressure chamber is connected by means of overflow with a lying above the piston receiving space.
  • the invention aims to develop a damping device for tensile and / or impact devices on rail vehicles such that it consists of a few individual parts, is very simple and can be manufactured inexpensively.
  • a damping device for tensile and / or impact devices on rail vehicles according to claim 1 is provided.
  • a buffer for rail vehicles which is provided with an inventively designed damping device.
  • the buffer shown in the unloaded resting state has a sleeve 1 (not shown) to be fastened to the rail vehicle and a slide 2 that is displaceable relative thereto.
  • a buffer plate 3 On the front of the plunger 2 a buffer plate 3 is welded. Both the sleeve 1 and the plunger 2 are formed substantially hollow cylindrical.
  • the damping device comprises an elastomeric damping device in the form of a spring assembly 4 and a gas-hydraulic damping device 5.
  • the elastomeric spring assembly 4 consists of a plurality of elastomeric elements 4a, which are separated from each other by means of discs 4b.
  • the individual spring elements 4a are lined up in succession on a piston 7, which is supported on the sleeve 1 at the vehicle end.
  • the piston 7 has the shape of a bolt, which is integrally formed and preferably has a constant outer diameter and a smooth outer surface over its entire length.
  • the front end of the piston 7 is provided with a chamfer in the form of a circumferential phase.
  • Both the elastomer elements 4a as well as the discs 4b are each provided with a bore whose diameter is matched to the outer diameter of the piston 7, so that the piston 7 simultaneously serves to position and support the elastomeric elements 4a.
  • the discs 4b are held by the elastomeric members 4a so that they can not come into contact with the piston 7 and damage its surface.
  • the gas-hydraulic damping device 5 comprises a cylinder element 6, which is fixed to the rear side of the buffer plate 3.
  • centering pins 20 are provided.
  • Cylinder element 6 on the buffer plate 3 facing side provided with a spherical surface 31.
  • the cylinder element 6 is provided with a central pressure chamber 9 and a coaxially arranged, the pressure chamber 9 coaxially comprehensive receiving chamber 10 in the form of an annular space.
  • an annular cover 8 is attached, which limits the receiving chamber 10 to the outside and seals.
  • the pressure chamber 9 is cylindrical over about 90% of its length, the pressure chamber 9 in the opposite end of the immersion side of the piston 7, i. is provided in the region of its bottom 18, with a conically widening in diameter section 9a.
  • the pressure chamber 9 is completely filled with a hydraulic medium such as hydraulic oil, while the receiving chamber 10 is filled in the idle state shown here in majority with hydraulic medium and a gas under pressure.
  • the extending between the cylinder element 6 and the receiving chamber 10 cylinder wall is provided with the reference numeral 6a.
  • the wall thickness of the cylinder wall 6a increases toward the buffer plate 3. This overcompensates for the higher elasticity in the center of the cylinder and ensures that the annular gap area between the piston and the cylinder wall decreases over the stroke. This is intended to ensure that the pressure in the pressure chamber 9, despite a continuously decreasing immersion speed of the piston 7, is largely constant over a wide stroke range during dynamic compression of the plunger 2.
  • the recessed into the cylinder element 6 pressure chamber 9 is open on the side facing away from the buffer plate 3, wherein the piston 7 is guided into the pressure chamber 9 via this opening.
  • the pressure chamber 9 is bounded by the cylinder bottom 18.
  • two sealing rings 11 surrounding the piston 7 are embedded in the end region facing the vehicle.
  • a passage in the form of an annular gap 15 is not apparent from this illustration.
  • the size of this annular gap 15 can be selected according to the requirements, wherein it preferably moves in the range of a few thousandths of a millimeter to a few hundredths of a millimeter.
  • annular channel 13 is inserted, which is in communication with the annular gap 15. From this annular channel 13, a channel in the form of a bore 14 leads down into the receiving chamber 10. Between the annular channel 13 and the sealing rings 11 is a relief annular channel 16 in the cylinder wall 6a of the cylinder member 6 is inserted, which also has a radial relief hole 17 with the receiving chamber 10 communicates.
  • the cylinder member 6 is provided with a check valve 19 which connects the receiving chamber 10 with the pressure chamber 9 and allows backflow of hydraulic medium from the receiving chamber 10 into the pressure chamber 9, when the piston 7 during rebound of the buffer from the Retracts pressure chamber 9.
  • a check valve 19 is preferably embedded on the underside in the cylinder wall 6a, 7 hydraulic medium is fed into the pressure chamber 9 during rebound of the piston.
  • an overflow channel could also be provided, via which the hydraulic medium can flow past the piston 7 into the annular channel 13.
  • Such an overflow channel is preferably introduced on the upper side into the cylinder wall 6a, so that upon compression of the piston 7, the gas is first displaced and the pressure chamber 9 automatically vented.
  • the embodiment shown, in which the piston 7 is guided from the side facing away from the buffer plate 3 in the pressure chamber 9, has the further advantage that the hydraulic medium due to the inertia in a casserole at the cylinder bottom 18 collects, while small amounts of gas inadvertently in the pressure chamber 9 can get to collect at the end face of the piston 7.
  • the small amounts of gas would remain in the pressure chamber 9 and constantly multiply at several successive bumps, which would mean a large loss of energy absorption and damping capacity of the damping device and thus the whole buffer.
  • the piston 7 Since the piston 7 has a constant outer diameter and a smooth lateral surface, increases with increasing deflection of the plunger 2 of the throttle resistance in the piston 7 annular surrounding gap 15, whereby an increase in force is achieved via the insertion path.
  • this increase in force is not only determined by the static cross section of the annular gap 15, but possibly also via an elastic extension of the cylinder member 6, the cylinder wall 6a has a tendency especially in a casserole to bulge material elastic in the radial direction to the outside, bringing itself at the same time the annular gap 15 would increase.
  • This material-elastic expansion of the cylinder element 6 is influenced by the rigidity or wall thickness of the cylinder wall 6a, especially since the wall thickness of the cylinder wall 6a varies along the pressure chamber 9.
  • the pressure chamber 9 is provided in this end with the conically widening portion 9a. This section 9a is to ensure that in the extreme load case even against the stroke end sufficient hydraulic oil can flow past the piston 7.
  • the piston 7 is supported on its rear side not directly on the sleeve 1, but via an annular insert 22. While the sleeve 1 is preferably made of cast iron, the insert 22 is preferably made of a high-tempered steel.
  • the annular insert 22 is provided with an oblique pressure surface 25 which at a corresponding annular surface on the rear wall 21 of the sleeve 1 rests.
  • the insert 22 also has an extension 23 which has a spherical surface and a central through-bore 24. At this spherical surface, the piston 7 is supported with a corresponding pressure surface on its back.
  • the piston 7 is also provided on its back with a piston extension 26 which projects into the recessed into the insert 22 bore 24.
  • the outer diameter of the piston extension 26 is slightly smaller than the diameter of the inserted into the insert 22 bore 24, so that the piston 7 can be slightly deflected about the type of joint forming spherical surface of the insert 22 in the radial direction, which in the case of radially on the buffer plate 3 or ram 2 acting frictional forces is advantageous.
  • a closure arrangement 27 is provided, which serves to close off a channel 28 leading through the piston 7 in the longitudinal direction.
  • the closure assembly 27 is secured by unspecified means which are arranged in the bore 24 of the insert 22. Via the channel 28, the buffer can be filled after assembly with a gas and a hydraulic fluid.
  • the Fig. 2 shows a cross section through the buffer along the line AA in Fig. 1 .
  • the annular gap 15 between the piston 7 and the cylinder member 6 can be seen, which is shown exaggerated in this representation, however, for better visibility.
  • a recessed into the sleeve 1 groove 29 can be seen, in which a arranged on the plunger 2 guide wedge 30 engages to define the position of the sleeve 1 relative to the plunger 2 in the circumferential direction and to prevent rotation of the plunger 2 relative to the sleeve 1
  • four recessed in the rear wall 21 mounting holes can be seen, by means of which the sleeve 1 can be attached to a rail vehicle.
  • the annular channel 14 surrounding the piston 7 is in the resting state of the buffer behind the end face of the piston 7, ie it is covered by the piston 7, so that from the beginning of the Einfedervorgangs to the gas-hydraulic damping device 5 is active by the displaced from the pressure chamber 9 hydraulic medium can flow only through the annular gap 15 in the annular channel 13 and the channel 14, which is associated with a corresponding throttling action.
  • the piston 7 may be mentioned, which is integrally formed and has a constant outer diameter over its entire length. It is understood that such a piston 7 can be manufactured comparatively inexpensively.
  • spring arrangement consisting of elastomer elements
  • other spring arrangements such as, for example, mechanical spring arrangements or friction spring arrangements could also be used.
  • damping devices for example, for use in clutches on rail vehicles.

Claims (16)

  1. Dispositif d'amortissement pour dispositifs de traction et/ou de tamponnement sur des véhicules ferroviaires, comprenant un manchon (1) et un poussoir (2) mobile par rapport à celui-ci, comprenant un dispositif d'amortissement (4) élastomère et/ou mécanique ainsi qu'un dispositif d'amortissement gazohydraulique (5) destiné à appuyer de manière élastique le poussoir (2) contre le manchon (1), le dispositif d'amortissement gazohydraulique (5) étant pourvu d'une chambre de pression cylindrique (9) et d'une chambre de réception (10) reliée à celle-ci par au moins un canal (14), et la chambre de pression (9), lors d'une sollicitation dans la direction de tamponnement, étant rétrécie par un piston (7) s'introduisant dans celle-ci, et au moins un passage étant formé entre le piston (7) et une paroi cylindrique (6a) délimitant la chambre de pression (9), lequel passage est relié à le au moins un canal (14) menant dans la chambre de réception (10), caractérisé en ce que la partie principale de la partie du piston (7) pouvant être introduite dans la chambre de pression (9) est conçue de manière cylindrique et présente un diamètre extérieur continuellement constant et en ce que le piston (7) est prévu simultanément pour positionner et appuyer le dispositif d'amortissement élastomère et/ou mécanique (5).
  2. Dispositif d'amortissement selon la revendication 1, caractérisé en ce qu'au moins la partie du piston (7) pouvant être introduite dans la chambre de pression (9) est pourvue d'une surface périphérique lisse.
  3. Dispositif d'amortissement selon la revendication 1 ou 2, caractérisé en ce que la chambre de pression (9) est pourvue dans la zone d'extrémité opposée au côté d'introduction du piston (7) d'une section (9a) dont le diamètre s'élargit ou s'agrandit.
  4. Dispositif d'amortissement selon la revendication 3, caractérisé en ce que la section (9a) dont le diamètre s'élargit ou s'agrandit présente une longueur axiale qui correspond au maximum à 25% du diamètre de piston.
  5. Dispositif d'amortissement selon l'une quelconque des revendications précédentes, caractérisé en ce que la chambre de compression (9) est conçue de façon cylindrique au moins sur 75% de sa longueur.
  6. Dispositif d'amortissement selon l'une quelconque des revendications précédentes, caractérisé en ce que la paroi cylindrique (6a) délimitant la chambre de compression (9) peut être déviée vers l'extérieur de façon élastique dans la direction radiale en fonction de la vitesse du piston (7) avançant dans la chambre de pression (7), de sorte que la section transversale du au moins un passage entre le piston (7) et la paroi cylindrique (6a) délimitant la chambre de compression augmente.
  7. Dispositif d'amortissement selon l'une quelconque des revendications précédentes, caractérisé en ce que l'épaisseur de paroi de la paroi cylindrique (6a) délimitant la chambre de pression (9) varie au moins le long de la section conçue de façon cylindrique de telle sorte que lors d'une compression dynamique du poussoir (7) la pression dans la chambre de pression (9), bien que la vitesse d'introduction du piston (7) diminue en continu, est largement constante sur une large plage de levée.
  8. Dispositif d'amortissement selon l'une quelconque des revendications précédentes, caractérisé en ce que le passage entre le piston (7) et la paroi cylindrique (6a) délimitant la chambre de pression (9) est conçu sous forme d'une fente annulaire (15) et/ou d'un canal de débordement, lequel et/ou lesquels sont reliés par le au moins un canal (14) menant dans la chambre de réception (10).
  9. Dispositif d'amortissement selon l'une quelconque des revendications précédentes, caractérisé en ce que le au moins un canal (14) est relié radialement à un canal annulaire (13) entourant radialement le piston (7).
  10. Dispositif d'amortissement selon l'une quelconque des revendications précédentes, caractérisé en ce que le piston (7) présente la forme d'un boulon, est conçu en une seule pièce et présente sur toute sa longueur un diamètre extérieur constant.
  11. Dispositif d'amortissement selon l'une quelconque des revendications précédentes, caractérisé en ce qu'au moins un élément d'étanchéité (11) enserrant le piston (7) est encastré dans la paroi cylindrique (6a) délimitant la chambre de pression (9), et en ce qu'un autre canal de décharge (16) entourant radialement le piston (7) est disposé entre le canal annulaire (13) entourant radialement le piston (7) et l'élément d'étanchéité (11), lequel canal de décharge est relié par un alésage (17) à la chambre de réception (10).
  12. Dispositif d'amortissement selon l'une quelconque des revendications précédentes, caractérisé en ce que le piston (7) est appuyé sur la face arrière destinée à être tournée vers le véhicule contre un insert (22) pourvu d'une surface sphérique (23) de telle sorte qu'il peut pivoter dans la direction radiale le long de la surface sphérique (23).
  13. Dispositif d'amortissement selon la revendication 9, caractérisé en ce que l'élément cylindrique (6) est fixé sur la face arrière du disque de tampon (3) et en ce que le dispositif d'amortissement mécanique et/ou élastomère (4) est encastré entre l'insert (22) et la face frontale de l'élément cylindrique (6).
  14. Dispositif d'amortissement selon la revendication 13, caractérisé en ce que la chambre de pression (9) encastrée dans l'élément cylindrique (6) est ouverte sur la face opposée au disque de tampon (3) et le piston (7) est guidé à l'intérieur de l'ouverture ainsi formée dans la chambre de pression (9).
  15. Dispositif d'amortissement selon la revendication 14, caractérisé en ce que le canal annulaire (13) entourant radialement le piston (7) est disposé à l'état de repos du tampon derrière la surface frontale du piston (7) et recouvert par le piston (7).
  16. Dispositif d'amortissement selon l'une quelconque des revendications précédentes, caractérisé en ce qu'une soupape de retenue (19) est disposée entre la chambre de pression (9) et la chambre de réception (10), laquelle soupape permet au liquide hydraulique de repasser de la chambre de réception (10) dans la chambre de compression (9) lorsque le piston (7) sort de la chambre de compression (9).
EP06405264A 2005-06-30 2006-06-21 Dispositif d'amortissement pour dispositifs de traction et/ou de tamponnement des véhicules ferroviaires Not-in-force EP1738985B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CH11052005 2005-06-30

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EP1738985A1 EP1738985A1 (fr) 2007-01-03
EP1738985B1 true EP1738985B1 (fr) 2008-11-19

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EP06405264A Not-in-force EP1738985B1 (fr) 2005-06-30 2006-06-21 Dispositif d'amortissement pour dispositifs de traction et/ou de tamponnement des véhicules ferroviaires

Country Status (4)

Country Link
EP (1) EP1738985B1 (fr)
AT (1) ATE414644T1 (fr)
DE (1) DE502006002099D1 (fr)
ES (1) ES2317478T3 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114407962B (zh) * 2021-11-29 2023-03-31 宁波吉威熔模铸造有限公司 一种多级缓冲式火车车厢连接器

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2703530A1 (de) * 1977-01-28 1978-08-03 Rheinmetall Gmbh In einem eisenbahnhuelsenpuffer liegend angeordneter hydraulischer daempfer
IT7953498V0 (it) * 1979-08-01 1979-08-01 Riv Officine Di Villar Perosa Perfezionamento agli smorzatori per dispositivi di aggancio automatico tra veicoli ferroviari
DE4011439C2 (de) 1990-04-09 1994-01-20 Fischer Ag Georg Puffer mit einem hydraulischen Dämpfer
DE19619214A1 (de) 1996-05-13 1997-11-20 Eisenbahntech Halberstadt Gmbh Stoßdämpfer für Schienenfahrzeuge und Industrieanwendungen

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EP1738985A1 (fr) 2007-01-03
ATE414644T1 (de) 2008-12-15
DE502006002099D1 (de) 2009-01-02
ES2317478T3 (es) 2009-04-16

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