EP1905661A1 - Barre d'accouplement pour la transmission des efforts de traction et de compression. - Google Patents

Barre d'accouplement pour la transmission des efforts de traction et de compression. Download PDF

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Publication number
EP1905661A1
EP1905661A1 EP06121410A EP06121410A EP1905661A1 EP 1905661 A1 EP1905661 A1 EP 1905661A1 EP 06121410 A EP06121410 A EP 06121410A EP 06121410 A EP06121410 A EP 06121410A EP 1905661 A1 EP1905661 A1 EP 1905661A1
Authority
EP
European Patent Office
Prior art keywords
power transmission
coupling rod
cavity
fluid medium
force
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.)
Granted
Application number
EP06121410A
Other languages
German (de)
English (en)
Other versions
EP1905661B1 (fr
Inventor
Christoph Nikolaus
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Voith Turbo Scharfenberg GmbH and Co KG
Original Assignee
Voith Turbo Scharfenberg GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Voith Turbo Scharfenberg GmbH and Co KG filed Critical Voith Turbo Scharfenberg GmbH and Co KG
Priority to DE502006003277T priority Critical patent/DE502006003277D1/de
Priority to AT06121410T priority patent/ATE426537T1/de
Priority to EP06121410A priority patent/EP1905661B1/fr
Publication of EP1905661A1 publication Critical patent/EP1905661A1/fr
Application granted granted Critical
Publication of EP1905661B1 publication Critical patent/EP1905661B1/fr
Expired - Fee Related 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
    • B61G11/00—Buffers
    • B61G11/16—Buffers absorbing shocks by permanent deformation of buffer element
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
    • B61D15/06—Buffer cars; Arrangements or construction of railway vehicles for protecting them in case of collisions
    • 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
    • B61G7/00—Details or accessories
    • B61G7/14—Safety devices

Definitions

  • the present invention relates to a coupling rod for transmitting tensile and impact forces between two adjacent car bodies of a multi-unit vehicle, in particular a rail vehicle, with a first power transmission element and a second power transmission element, over which takes place in the transmission of tensile and impact forces in the longitudinal direction of the coupling rod Power flow flows
  • the first power transmission element is a preferably destructively trained energy absorbing element, which flows in the normal driving operation taking place in the transmission of impact forces in the longitudinal direction of the coupling rod power flow
  • a pull rod which takes place in the transmission of tensile forces in the longitudinal direction of the coupling rod Power flow flows
  • the second power transmission element comprises a power transmission body with a formed in its interior cavity, in which the The second power transmission element facing the head portion of the tie rod at least partially protrudes, and has a first power transmission element facing head portion over which a normal bias is applied to the energy absorbing element, wherein the energy absorbing element is designed such that up to a transmitted through the power flow through
  • Such coupling rods are known in principle from the prior art and are used for example in rail vehicle technology as power transmission members with shock protection.
  • a shock absorber consists of a combination of a pull / push device (spring apparatus) and an energy dissipation device, the shock absorber protects the vehicle, especially at higher Auffahr füren. It is provided, for example, that the train / shock device absorbs tensile and impact forces up to a defined size and transmits beyond the forces in the vehicle undercarriage.
  • a destructive or regenerative trained energy absorbing element is used, which is designed, for example, that after exhaustion of the work consumption of the train / shock device responds and transmitted through the power flow through the energy dissipation element Energy at least partially absorbed and thus degrades.
  • energy-absorbing elements for example, deformation tubes come into question, in which the impact energy is converted into deformation work and heat by a defined plastic deformation of an element in a destructive manner.
  • Fig. 1 is a known from the prior art coupling rod, in which a destructively trained energy dissipation element 110 is integrated in the form of a deformation tube as shock protection, shown in longitudinal section.
  • the known coupling rod has a first force transmission element 100 and a second force transmission element 200, which are connected in such a force-locking manner with the aid of the energy dissipation element 110 that tensile and impact forces in the longitudinal direction of the coupling rod are transferable.
  • the power flow from the first power transmission element 100 to the second power transmission element 200 runs substantially completely over the deformation tube integrated in the first power transmission element 100 and designed as an energy dissipation element 110.
  • the second power transmission element 200 has a power transmission body 210 with a cavity 220 formed in its interior, in which the second power transmission element 200 facing head portion 130 of the first power transmission element 100 associated pull rod 120 projects at least partially.
  • the pull rod 120 of the first power transmission element 100 is fixedly connected with its second power transmission element 200 facing away from the head portion with an end plate 160 of the first power transmission element 100.
  • the head portion 130 of the pull rod 120 facing the second power transmission member 200 at least partially protrudes into the cavity 220 formed inside the power transmission body 210 of the second power transmission member 200 to bias the first power transmission member 100 against the second power transmission member 200.
  • the biasing force is transmitted from the power transmission body 210 via a conical ring 170 on the energy dissipation element (deformation tube) 110.
  • FIG. 1 shows a normal operating state in which the energy transmitted via the coupling rod by tensile and impact forces is less than the energy amount characteristic of the response of the energy dissipation element 110 (deformation tube).
  • the power transmission elements 100 and 200 are rigid relative to one another in the longitudinal direction of the coupling rod, i. In normal operating condition, the coupling rod has no play.
  • FIG. 2 shows a state after the response of the energy dissipation element 110 integrated in the coupling rod according to FIG. 1.
  • the energy dissipation element 110 is integrated in the coupling rod such that the force flow occurring in the transmission of impact forces from the first force transmission element 100 to the second force transmission element 200 (and vice versa) substantially completely over the head portion of the power transmission body 210, the conical ring 170 and the trained as a deformation tube energy dissipation element 110 runs.
  • the energy dissipation element 110 itself is designed such that upon exceeding a characteristic amount of energy transmitted through the force flow through the deformation tube, a plastic deformation of the energy dissipation element takes place, so that the force transmission elements 100 and 200 are displaced relative to one another in the longitudinal direction of the coupling rod, at the same time due to the deformation of the Deformation tube absorbed at least a portion of the transmitted energy amount and converted into deformation work or heat and thus degraded.
  • the size of the relative longitudinal displacement of the force transmission elements 100 and 200 caused by the plastic deformation of the energy dissipation element 110 toward one another is also referred to below as the "longitudinal stroke of the energy dissipation element".
  • the head portion 130 of the tie rod 120 is pushed further into the cavity 220 of the power transmission body 210 according to the amount of longitudinal displacement.
  • the coupling rod 120 is no longer capable of a play-free connection between (not explicitly shown) to guarantee adjacent car bodies of a multi-unit vehicle.
  • the head portion of the second power transmission element 200 abuts with the conical ring 240 on the end plate 160 of the first power transmission element 100, so that a transmission of impact forces on the coupling rod is still possible, thereby, however, that Head portion 130 of the tie rod 120 is no longer engaged with the head portion 230 of the power transmission body 210, the coupling rod in the transmission of tensile forces on a certain play whose size substantially corresponds to the longitudinal displacement stroke of the energy absorbing element 110.
  • the above-described play caused by the deformation of the energy dissipation member 110 causes problems especially when the associated (crashed) body is over the shortened coupling rod is to be towed, for example.
  • towing the car body via the coupling rod namely occur due to the game caused by the deformation of the energy dissipation element uncontrolled relative movements between the accidented car body and the car body, which is used for towing the crashed car body.
  • the present invention is an object of the invention to provide a coupling rod with an integrated energy dissipation element, in which a play-free state of the coupling rod can be achieved even after the response of the energy dissipation element.
  • the cavity which is provided in the interior of the power transmission body, by the wall of the power transmission body on the one hand and by the top surface of the head portion of the tie rod and by a side facing away from the first force transmission element side surface of the hollow body on the other hand is formed such that the hollow body with a preferably non-or only slightly compressible fluid medium via at least one corresponding fluid connection is fillable, wherein the filled in the cavity fluid medium so cooperates with the head portion of the tie rod, that regardless of the state of the energy absorbing element takes place during the transmission of impact forces in the longitudinal direction of the coupling rod flow of force substantially over the fluid medium and the tie rod.
  • the existing space in the power transmission body is thus exploited to fill a flowable filling medium and thus to prevent relative movement between the power transmission elements can also occur when transmitting tensile forces on the coupling rod.
  • the filled up with the fluid medium cavity is formed such that it is fluid-tight with respect to the fluid medium to be filled.
  • the maximum volume of the cavity i. the volume which the hollow body has, when the coupling rod is in its uncut state, is filled with the fluid medium.
  • the first and second power transmission elements of the coupling rod are set in their respective starting position, each corresponding to the positions in which the power transmission elements lie when the energy absorbing element has not responded. In this initial position, the cavity in the power transmission body has its maximum volume. It would be conceivable here, for example, that when the coupling rod is used in a rail vehicle network, the train is pulled apart so far apart from a towing vehicle after an accident that the coupling rod is again as possible in its initial position.
  • the present invention is also suitable for a case integrated in the coupling rod and not yet addressed To protect the energy absorbing element against a response.
  • the fluid medium must be filled in the cavity, which cooperates with the head portion of the tie rod that taking place in the transmission of impact forces in the longitudinal direction of the coupling rod power flow not only on the power transmission body and the energy absorbing element, but also in the hollow body of the Power transmission body filled fluid medium and the pull rod flows.
  • the compression modulus of the fluid medium filled in the cavity in the last-mentioned case it can further be determined which portion of the total force flow occurring in the transmission of impact forces in the longitudinal direction of the coupling rod should flow via the fluid medium filled in the cavity and the drawbar , And which portion is passed over the energy absorbing element. Namely, if a fluid medium with a relatively low compression modulus is used, so a fluid medium in which a change in volume is caused even at relatively low pressures, the proportion of the total occurring in the transmission of impact forces on the coupling rod power flow, by the fluid medium and the pull rod flows and is thus conducted past the energy dissipation element, correspondingly lower.
  • the cavity in the power transmission body cooperates with the head face of the drawbar in such a way that the force flow occurring in the longitudinal direction of the coupling rod when the energy absorbing element responds completely passes through the force flow in the hollow body Fluid medium and the pull rod flows.
  • the energy dissipation element As a result of the fact that the energy dissipation element has already responded, they have moved the first and second force transmission elements relative to one another in the longitudinal direction of the coupling rod, the amount of movement being predetermined by the exhausted longitudinal stroke of the energy dissipation element.
  • the solution according to the invention by filling the fluid medium in the cavity a play-free transmission of impact forces in the longitudinal direction of the coupling rod can be made possible.
  • the cavity formed in the power transmission body is particularly suitable for a liquid fluid medium
  • appropriate sealing elements are provided at suitable positions, which are designed, a Fluidmediumaustritt from the cavity formed in the power transmission body, in particular at the Head section of the pull rod to prevent.
  • suitable positions which are designed, a Fluidmediumaustritt from the cavity formed in the power transmission body, in particular at the Head section of the pull rod to prevent.
  • O- or ring-sealing elements that are inserted in a known manner to the corresponding components of the coupling rod and to fix it there.
  • other sealing elements are also conceivable, which are well known from the prior art and will not be described further here.
  • the fluid connection has a corresponding check valve, and that, alternatively or additionally, the fluid connection has a correspondingly complementary thereto, external firing element is detachably engageable, so as to allow filling of the cavity with the fluid medium.
  • a closable venting element is provided in the power transmission body, which is designed to vent the cavity during filling of the fluid medium.
  • the fluid port for filling the fluid medium into the cavity is formed as a pressure port, via which the fluid medium can be filled under high pressure. It would be conceivable to increase the pressure of the fluid medium during filling so that the fluid medium filled in the cavity pushes back the head portion of the pull rod, which has pushed into the cavity due to the response of the energy dissipation element in its original position, as a result, the first and second power transmission element again assume their original position.
  • the cavity and the head portion of the drawbar or the drawbar itself serves as a kind of hydraulic cylinder, which is driven by the fluid medium filled under high pressure.
  • high pressure a pressure sufficient to achieve the aforementioned hydraulic effect. This is dependent on the hydraulic fluid (fluid medium) and the diameter of the cavity or the diameter of the head portion of the drawbar, which serve as the active surface of the hydraulic cylinder.
  • the fluid medium is preferably an oil, such as a hydraulic oil, etc., water or else flowable solids, for example, fine sand in question.
  • the invention is not limited to these fluid media.
  • FIG. 1 shows a longitudinal section of a known from the prior art coupling rod in the normal operating state shown in which the transmitted via the coupling rod by tensile and impact forces energy lower than that for the response of the integrated in the first power transmission element 100
  • Energyverzehrelements 110 (FIG. Deformation tube) is characteristic energy amount. It can be spotted, that the two power transmission elements 100 and 200 are substantially rigid relative to each other in the longitudinal direction of the coupling rod, so that the coupling rod in the illustrated normal operating condition for a play-free transmission of tensile or impact forces between, for example, two adjacent car bodies of a multi-unit vehicle is suitable.
  • FIG. 2 shows the coupling rod shown in FIG. 1 and known from the prior art after the energy dissipation element (deformation tube) 110 has responded.
  • the head portion of the power transmission body 210 of the second power transmission member 200 abuts against the end plate 160 of the first power transmission member 100.
  • the coupling rod shown in Fig. 2 is in a state in which the coupling rod basically has a certain amount of play, which may lead to uncontrolled relative movements of two adjacent car bodies under certain circumstances, if, for example, via the coupling rod of the coupling rod associated car body is towed.
  • Fig. 3 shows a longitudinal section of a preferred embodiment of the solution according to the invention in the normal operating state, i. in a state in which the integrated in the coupling rod energy absorbing element has not responded.
  • the coupling rod 1 shown in Fig. 3 consists of a first power transmission element 10, in which an energy dissipation element 11 is integrated in the form of a deformation tube. Furthermore, the coupling rod 1 on a second power transmission element 20, which consists essentially of a power transmission body 21 and a first power transmission element 10 facing the head portion 23.
  • the second power transmission element 20 and the power transmission body 21 with a provided on the head portion 23 conical ring 24 by cooperation with a belonging to the first power transmission element 10 pull rod 12 and with a second power transmission element 20 facing head portion 13 of the tie rod 12, on which a Locking nut 17 is arranged, is pressed with a bias against the energy dissipation element 11, so that the coupling rod 1 in normal operation (see Fig .. 3) represents a backlash-free power transmission device.
  • a cavity 22 is further provided, in which the second power transmission element 20th facing head portion 13 of the tie rod 12 at least partially protrudes.
  • the cavity 22 is thereby formed by the inner wall of the power transmission body 21 on the one hand and by the head surface 14 of the head portion 13 of the tie rod 12 and by an end face 15 of the hollow body 22 facing away from the first force transmission element 10.
  • a fluid port 31 is provided with a check valve, said fluid port serves that if necessary formed in the power transmission body 21 cavity 22 with a fluid medium, in particular with an oil such as hydraulic oil, water or can also be filled with a fine-grained solid, such as fine sand.
  • the cavity 22 is correspondingly formed fluid-tight.
  • sealing elements 32 are provided at suitable positions. In the preferred embodiment shown in FIG. 3, these are ring seals which are designed to seal the cavity 22 with respect to the pull rod 12 or the head section 13 of the pull rod 12.
  • a closable vent in the form of a venting element 33 is also provided in the wall of the power transmission body 21.
  • the (closeable) venting element 33 and the fluid connection 31 are preferably arranged on the head section 25 of the power transmission body 21, which lies on the side of the second power transmission element 20 remote from the first power transmission element 10.
  • Fig. 4 the preferred embodiment of the coupling rod 1 according to the invention shown in FIG. 3 in a state after the response of the energy absorbing element 11 is shown.
  • the energy dissipation element 11 is designed such that the force flow occurring during the transmission of impact forces from the first force transmission element 10 to the second force transmission element 20 (and vice versa) passes completely through the energy dissipation element 11 formed as a deformation tube.
  • the energy dissipation element 11 itself is designed such that upon exceeding an amount of energy transmitted through the force flow through the deformation tube plastic deformation of the element 11 takes place, consequently at least a portion of the transmitted energy amount absorbed by the energy absorbing element 11 and the force transmission elements 10 and 20 relative to each other in the longitudinal direction the coupling rod 1 are moved.
  • the hollow space 22 provided in the power transmission body 21 is utilized to charge, preferably under pressure, a flowable filling medium (eg water, oil or fine sand), thus preventing the force transmission elements 10 and 20 relative to each other in the longitudinal direction of the coupling rod 1 can move.
  • a flowable filling medium eg water, oil or fine sand
  • FIG. 5 shows a state in which the cavity 22 in the force transmission body 21 is completely filled with a corresponding fluid medium 30.
  • the fluid medium 30 has been introduced under pressure into the cavity 22 so that the cavity 22 has reached its maximum volume, which is substantially identical to the volume of the cavity 22 in the normal operating condition (see Fig. 3).
  • the fluid medium 30 can be supplied under pressure from an external, preferably portable device or from a system permanently installed on the vehicle via the fluid connection 31.
  • the closable vent 33 initially allows the escape of air from the cavity 22 and is closed as soon as the filling process is completed or the air originally present in the cavity 22 is completely escaped.
  • the solution according to the invention makes it possible in a simple manner to restore a play-free state of the coupling rod and the original coupling rod length after a response of the energy dissipation element provided in the force transmission element.
  • the embodiment of the invention is not limited to the embodiment described in FIGS. 3 to 5, but is also possible in a large number of variants.
  • several energy-absorbing elements are integrated in the coupling rod.
  • at least one energy dissipation element is designed as a regenerative energy dissipation element, and that a corresponding energy dissipation device is also provided in the second force transmission element.
  • the solution according to the invention is not limited exclusively to coupling rods for transmitting tensile and impact forces, but the solution according to the invention is particularly suitable for any and whatever aligned connecting devices, are transmitted via which tensile and impact forces.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
  • Vibration Dampers (AREA)
  • Golf Clubs (AREA)
  • Reinforcement Elements For Buildings (AREA)
EP06121410A 2006-09-28 2006-09-28 Barre d'accouplement pour la transmission des efforts de traction et de compression. Expired - Fee Related EP1905661B1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
DE502006003277T DE502006003277D1 (de) 2006-09-28 2006-09-28 Kupplungsstange zum Übertragen von Zug- und Stoßkräften
AT06121410T ATE426537T1 (de) 2006-09-28 2006-09-28 Kupplungsstange zum ubertragen von zug- und stosskraften
EP06121410A EP1905661B1 (fr) 2006-09-28 2006-09-28 Barre d'accouplement pour la transmission des efforts de traction et de compression.

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP06121410A EP1905661B1 (fr) 2006-09-28 2006-09-28 Barre d'accouplement pour la transmission des efforts de traction et de compression.

Publications (2)

Publication Number Publication Date
EP1905661A1 true EP1905661A1 (fr) 2008-04-02
EP1905661B1 EP1905661B1 (fr) 2009-03-25

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EP06121410A Expired - Fee Related EP1905661B1 (fr) 2006-09-28 2006-09-28 Barre d'accouplement pour la transmission des efforts de traction et de compression.

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EP (1) EP1905661B1 (fr)
AT (1) ATE426537T1 (fr)
DE (1) DE502006003277D1 (fr)

Cited By (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR100916595B1 (ko) 2007-12-06 2009-09-11 한국철도기술연구원 철도차량용 복합식 튜브 완충기
KR100916597B1 (ko) 2007-12-06 2009-09-11 한국철도기술연구원 철도차량 튜브완충기용 스테빌라이저 및 스테빌라이저부가형성된 철도차량용 튜브완충기
JP2010526702A (ja) * 2007-05-08 2010-08-05 フォイト パテント ゲゼルシャフト ミット ベシュレンクテル ハフツング 多部品車両のためのエネルギ散逸装置
EP2295305A1 (fr) * 2009-09-15 2011-03-16 Voith Patent GmbH Dispositif de déformation d'énergie, notamment sous la forme d'une sécurité contre les chocs pour un véhicule sur rails
KR101063942B1 (ko) 2009-05-21 2011-09-14 한국철도기술연구원 충격 흡수 장치
CN103010250A (zh) * 2012-12-11 2013-04-03 青岛四方车辆研究所有限公司 集成式缓冲压溃装置
WO2013056950A1 (fr) * 2011-10-18 2013-04-25 Siemens Ag Österreich Dispositif d'absorption d'énergie
GB2517970A (en) * 2013-09-06 2015-03-11 T A Savery & Co Ltd A buffer
WO2015043654A1 (fr) * 2013-09-27 2015-04-02 Siemens Aktiengesellschaft Véhicule ferroviaire à système d'attelage entrant entièrement dans la structure
US9421985B2 (en) 2011-04-04 2016-08-23 Siemens Ag Oesterreich Rail vehicle having an attached deformation zone
CN106240595A (zh) * 2016-09-28 2016-12-21 中南大学 一种轨道车辆用碰撞吸能装置
EP3162652A1 (fr) * 2015-10-30 2017-05-03 Dellner Couplers AB Fixation à absorption d'énergie, ancrage de pivot et voiture
EP3173307A1 (fr) * 2015-11-30 2017-05-31 Dellner Dampers AB Dispositif d'absorption d'énergie et procédé
EP3184397A1 (fr) * 2015-12-23 2017-06-28 Dellner Couplers AB Dispositif de dissipation d'énergie, dispositif de connexion conçu pour relier une première cabine d'un véhicule à plusieurs cabines à une seconde cabine de véhicule à plusieurs cabines et procédé de construction d'un dispositif de connexion
EP3205551A1 (fr) * 2016-02-12 2017-08-16 Faiveley Transport Schwab AG Dispositif d'attelage pour un vehicule sur rails
WO2018033271A1 (fr) * 2016-08-16 2018-02-22 Voith Patent Gmbh Tube de déformation pour un attelage, en particulier un attelage de traction, et attelage de traction
WO2018114161A1 (fr) * 2016-12-23 2018-06-28 Voith Patent Gmbh Dispositif de tamponnement et de traction et unité de transmission de force comprenant un dispositif de tamponnement et de traction de ce type
CN108248534A (zh) * 2018-01-19 2018-07-06 青岛四方庞巴迪铁路运输设备有限公司 车体吸能装置及其方法

Families Citing this family (1)

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Publication number Priority date Publication date Assignee Title
PL3372472T3 (pl) * 2017-03-06 2022-08-16 Dellner Couplers Ab Urządzenie rozpraszające energię odpowiednie do stosowania jako część urządzenia łączącego, które łączy pierwszy wagon pojazdu wielowagonowego z drugim wagonem pojazdu wielowagonowego, i sposób rozpraszania energii w urządzeniu łączącym

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Publication number Priority date Publication date Assignee Title
FR2062515A5 (fr) * 1969-09-22 1971-06-25 Bergische Stahlindustrie
DE19636225A1 (de) * 1996-09-06 1998-03-12 Dellner Couplers Ab Mittelpufferkupplung

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2062515A5 (fr) * 1969-09-22 1971-06-25 Bergische Stahlindustrie
DE19636225A1 (de) * 1996-09-06 1998-03-12 Dellner Couplers Ab Mittelpufferkupplung

Cited By (34)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010526702A (ja) * 2007-05-08 2010-08-05 フォイト パテント ゲゼルシャフト ミット ベシュレンクテル ハフツング 多部品車両のためのエネルギ散逸装置
KR100916597B1 (ko) 2007-12-06 2009-09-11 한국철도기술연구원 철도차량 튜브완충기용 스테빌라이저 및 스테빌라이저부가형성된 철도차량용 튜브완충기
KR100916595B1 (ko) 2007-12-06 2009-09-11 한국철도기술연구원 철도차량용 복합식 튜브 완충기
KR101063942B1 (ko) 2009-05-21 2011-09-14 한국철도기술연구원 충격 흡수 장치
EP2295305A1 (fr) * 2009-09-15 2011-03-16 Voith Patent GmbH Dispositif de déformation d'énergie, notamment sous la forme d'une sécurité contre les chocs pour un véhicule sur rails
US8100237B2 (en) 2009-09-15 2012-01-24 Voith Patent Gmbh Energy-absorbing device, in particular in the form of a safety device against shock loads for a track-borne vehicle
US9421985B2 (en) 2011-04-04 2016-08-23 Siemens Ag Oesterreich Rail vehicle having an attached deformation zone
WO2013056950A1 (fr) * 2011-10-18 2013-04-25 Siemens Ag Österreich Dispositif d'absorption d'énergie
CN103010250A (zh) * 2012-12-11 2013-04-03 青岛四方车辆研究所有限公司 集成式缓冲压溃装置
CN103010250B (zh) * 2012-12-11 2016-03-30 中车青岛四方车辆研究所有限公司 集成式缓冲压溃装置
EP2845784B1 (fr) * 2013-09-06 2020-08-19 T A Savery & Co., Ltd. Tampon
GB2517970B (en) * 2013-09-06 2016-02-10 T A Savery & Co Ltd A buffer
GB2517970A (en) * 2013-09-06 2015-03-11 T A Savery & Co Ltd A buffer
US9663122B2 (en) 2013-09-06 2017-05-30 T A Savery & Co., LTD Buffer
US10000219B2 (en) 2013-09-27 2018-06-19 Siemens Aktiengesellschaft Rail vehicle with a completely retractable coupling
WO2015043654A1 (fr) * 2013-09-27 2015-04-02 Siemens Aktiengesellschaft Véhicule ferroviaire à système d'attelage entrant entièrement dans la structure
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DE502006003277D1 (de) 2009-05-07
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