EP1905661B1 - 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
EP1905661B1
EP1905661B1 EP06121410A EP06121410A EP1905661B1 EP 1905661 B1 EP1905661 B1 EP 1905661B1 EP 06121410 A EP06121410 A EP 06121410A EP 06121410 A EP06121410 A EP 06121410A EP 1905661 B1 EP1905661 B1 EP 1905661B1
Authority
EP
European Patent Office
Prior art keywords
force
cavity
energy
coupling bar
power transmission
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
EP06121410A
Other languages
German (de)
English (en)
Other versions
EP1905661A1 (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 EP06121410A priority patent/EP1905661B1/fr
Priority to AT06121410T priority patent/ATE426537T1/de
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

  • Coupling rods of the type mentioned 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 / Stoßeinrich device absorbs tensile and impact forces up to a defined size and forwards beyond the forces in the vehicle undercarriage.
  • Fig. 1 is a known from the prior art coupling rod, in which a destructively designed 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.
  • 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 coupling rod 120 is in the in Fig. 2 shown shortened state, however, no longer able to 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 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 the head portion 130 of the tie rod 120 no longer with engages the head portion 230 of the power transmission body 210, the coupling rod in the transmission of tensile forces on a certain clearance whose size substantially corresponds to the longitudinal displacement stroke of the energy absorbing element 110.
  • 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 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 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. 3 shows a longitudinal section of a preferred embodiment of the solution according to the invention in the normal operating state, ie in a state in which the integrated in the coupling rod energy dissipation element has not responded.
  • the in Fig. 3 shown coupling rod 1 of a first power transmission element 10, in which an energy-absorbing 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. It is provided that 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 Locknut 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 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 in Fig. 3 illustrated preferred embodiment, this is a ring seals, which are designed to seal the cavity 22 relative to the pull rod 12 and the head portion 13 of the tie 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.
  • 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 coupling rod 1 in the in Fig. 4 shown state is again used as a power transmission member, which is required for example when towing accident trains, consists of the possible relative movement between the first and second power transmission element 10, 20 in the coupling rod 1 the risk that high acceleration peaks occur with correspondingly high forces, the one unwanted separation of the connection formed with the tie rod 1 may result due to failure of the coupling rod.
  • 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 a state is shown in which the cavity 22 in the power 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 state (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.

Landscapes

  • 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)

Claims (7)

  1. Barre d'attelage (1) pour la transmission de forces de traction et de poussée entre deux wagons voisins d'un véhicule à plusieurs maillons, en particulier un véhicule ferroviaire, comprenant un premier élément de transmission de forces (10) et un second élément de transmission de forces (20), via lesquels s'écoule le flux des forces qui apparaissent lors de la transmission de forces de traction et de poussée en direction longitudinale de la barre d'attelage (1),
    dans laquelle le premier élément de transmission de forces (10) comprend un élément de consommation d'énergie (11) réalisé de manière destructive et via lequel s'écoule le flux des forces qui se produisent en fonctionnement en circulation normale lors de la transmission de forces de poussée en direction longitudinale de la barre d'attelage (1), et une barre de traction (12) via laquelle s'écoule le flux des forces qui se produisent lors de la transmission de forces de traction en direction longitudinale de la barre d'attelage (1), et
    dans laquelle le second élément de transmission de forces (20) comprend un corps de transmission de forces (21) avec une cavité (22), définie à l'intérieur de lui-même, dans laquelle pénètre au moins partiellement le tronçon de tête (13), de la barre de traction (12), tourné vers le second élément de transmission de forces (20), et un tronçon de tête (23) tourné vers le premier élément de transmission de forces (10), via lequel une précontrainte est exercée sur l'élément de consommation d'énergie (11) lors du fonctionnement en circulation normale,
    dans laquelle l'élément de consommation d'énergie (11) est conçu de telle manière que, jusqu'à une énergie d'une intensité prédéterminée à transmettre via le flux des forces au moyen de l'élément de consommation d'énergie (11), les éléments de transmission de forces (10, 20) sont sensiblement rigides l'un par rapport à l'autre en direction longitudinale de la barre d'attelage (1), et lors d'un dépassement de l'intensité d'énergie déterminée à transmettre par le flux des forces via l'élément de consommation d'énergie (11), les éléments de transmission de force (10, 20) sont déplacés l'un par rapport à l'autre en direction longitudinale de la barre d'attelage (1), et une partie au moins de l'intensité de l'énergie transmise est absorbée par l'élément de consommation d'énergie (11) et détruite, et le tronçon de tête (13) de la barre de traction (12) est enfoncé plus loin dans la cavité (22) du corps de transmission de forces (21), en correspondance de la valeur du déplacement longitudinal,
    caractérisée en ce que
    la cavité (22) est définie par la paroi du corps de transmission de forces (21) d'une part et par la surface de tête (14) du tronçon de tête (13) de la barre de traction (12) et par une surface latérale (15), détournée du premier élément de transmission de forces (10), du corps creux (22) d'autre part, de telle manière que le corps creux (22) peut être entièrement rempli avec un fluide (30) qui n'est de préférence pas compressible ou seulement légèrement compressible via au moins un raccord à fluide correspondant (31), et le fluide (30) rempli dans la cavité (22) coopère avec le tronçon de tête (13) de la barre de traction (12) de telle manière que, indépendamment de l'état de l'élément de consommation d'énergie (11), le flux des forces qui se produisent en direction longitudinale de la barre d'attelage (1) lors de la transmission de forces de poussée, s'écoule au moins partiellement via le fluide (30) rempli totalement dans la cavité (22) et la barre de traction (12).
  2. Barre d'attelage (1) selon la revendication 1, dans laquelle la cavité (22) dans le corps de transmission de forces (21) coopère avec la surface de tête (14) du tronçon de tête (13) de la barre de traction (12) de telle manière qu'après réaction de l'élément de consommation d'énergie (11), le flux des forces qui se produisent en direction longitudinale de la barre d'attelage (1) lors de la transmission de forces de poussée, s'écoule totalement via le fluide (30) rempli dans la cavité (22) et la barre de traction (12).
  3. Barre d'attelage (1) selon l'une des revendications précédentes, qui comprend en outre des éléments d'étanchéité (32) conçus pour empêcher une sortie du fluide hors de la cavité (22) définie dans le corps de transmission de forces (21), en particulier au niveau du tronçon de tête (13) de la barre de traction (12).
  4. Barre d'attelage (1) selon l'une des revendications précédentes, dans laquelle ledit au moins un raccord à fluide (31) pour remplir le fluide (30) dans la cavité (22) définie dans le corps de transmission de forces (21) comprend un clapet antiretour et est réalisé de manière à pouvoir être amené en engagement libérable avec un élément de raccord externe correspondant, réalisé complémentaire à celui-ci, pour permettre un remplissage de la cavité (22) avec le fluide (30).
  5. Barre d'attelage (1) selon l'une des revendications précédentes, dans laquelle il est en outre prévu un élément de purge d'air (33) obturable, dans le corps de transmission de forces (21), cet élément étant conçu pour évacuer l'air hors de la cavité (22) lors du remplissage du fluide (30) dans la cavité (22) réalisée dans le corps de transmission de forces.
  6. Barre d'attelage (1) selon l'une des revendications précédentes, dans laquelle ledit au moins un raccord à fluide (31) est réalisé sous forme de raccord à pression, via lequel le fluide (30) peut être rempli sous haute pression.
  7. Barre d'attelage (1) selon l'une des revendications précédentes, dans laquelle le fluide (30) est une huile, de l'eau ou du sable fin.
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
EP06121410A EP1905661B1 (fr) 2006-09-28 2006-09-28 Barre d'accouplement pour la transmission des efforts de traction et de compression.
AT06121410T ATE426537T1 (de) 2006-09-28 2006-09-28 Kupplungsstange zum ubertragen von zug- und stosskraften

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

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ID=37776576

Family Applications (1)

Application Number Title Priority Date Filing Date
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.

Country Status (3)

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

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103459230A (zh) * 2011-04-04 2013-12-18 奥地利西门子公司 具有加接的变形区的轨道车辆
CN110099837A (zh) * 2016-12-23 2019-08-06 福伊特专利有限公司 牵引/冲击装置和具有这种牵引/冲击装置的力传输单元
CN110621565A (zh) * 2017-03-06 2019-12-27 德尔纳库普勒斯股份公司 适合用作连接多车厢车辆中的第一车厢和多车厢车辆中的第二车厢的连接装置的一部分的消能装置以及用于在连接装置中消散能量的方法

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* Cited by examiner, † Cited by third party
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EP1990251B1 (fr) * 2007-05-08 2009-07-22 Voith Patent GmbH Dispositif d'absorption d'énergie pour véhicules à éléments multiples
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
ATE507128T1 (de) 2009-09-15 2011-05-15 Voith Patent Gmbh ENERGIEVERZEHRVORRICHTUNG, INSBESONDERE IN GESTALT EINER STOßSICHERUNG FÜR EIN SPURGEFÜHRTES FAHRZEUG
WO2013056950A1 (fr) * 2011-10-18 2013-04-25 Siemens Ag Österreich Dispositif d'absorption d'énergie
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
GB2517970B (en) 2013-09-06 2016-02-10 T A Savery & Co Ltd A buffer
US10000219B2 (en) 2013-09-27 2018-06-19 Siemens Aktiengesellschaft Rail vehicle with a completely retractable coupling
ES2938200T3 (es) 2015-10-30 2023-04-05 Dellner Couplers Ab Anclaje pivotante y vagón
ES2730745T3 (es) * 2015-11-30 2019-11-12 Dellner Dampers Ab Dispositivo y método de absorción de energía
PL3184397T3 (pl) * 2015-12-23 2021-06-14 Dellner Couplers Ab Urządzenie rozpraszające energię, urządzenie łączące odpowiednie do łączenia pierwszego wagonu pojazu wielowagonowego z drugim wagonem pojazu wielowagonowego i sposób wytwarzania urządzenia łączącego
EP3205551B2 (fr) * 2016-02-12 2023-06-07 Faiveley Transport Schwab AG Dispositif d'attelage pour un vehicule sur rails
DE102016215201A1 (de) * 2016-08-16 2018-02-22 Voith Patent Gmbh Verformungsrohr für eine Kupplung, insbesondere Zugkupplung, und Zugkupplung
CN106240595B (zh) * 2016-09-28 2018-02-23 中南大学 一种轨道车辆用碰撞吸能装置
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

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BE756205A (fr) * 1969-09-22 1971-03-01 Bergische Stahlindustrie Dispositif destine a absorber des forces se manifestant par saccades
DE19636225A1 (de) * 1996-09-06 1998-03-12 Dellner Couplers Ab Mittelpufferkupplung

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103459230A (zh) * 2011-04-04 2013-12-18 奥地利西门子公司 具有加接的变形区的轨道车辆
CN103459230B (zh) * 2011-04-04 2017-02-15 奥地利西门子公司 具有加接的变形区的轨道车辆
CN110099837A (zh) * 2016-12-23 2019-08-06 福伊特专利有限公司 牵引/冲击装置和具有这种牵引/冲击装置的力传输单元
CN110621565A (zh) * 2017-03-06 2019-12-27 德尔纳库普勒斯股份公司 适合用作连接多车厢车辆中的第一车厢和多车厢车辆中的第二车厢的连接装置的一部分的消能装置以及用于在连接装置中消散能量的方法

Also Published As

Publication number Publication date
EP1905661A1 (fr) 2008-04-02
ATE426537T1 (de) 2009-04-15
DE502006003277D1 (de) 2009-05-07

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DE102014216719A1 (de) Kupplungsanlenkung

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