EP1955918B1 - Automatische Mittelpufferkupplung - Google Patents

Automatische Mittelpufferkupplung Download PDF

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Publication number
EP1955918B1
EP1955918B1 EP07002766A EP07002766A EP1955918B1 EP 1955918 B1 EP1955918 B1 EP 1955918B1 EP 07002766 A EP07002766 A EP 07002766A EP 07002766 A EP07002766 A EP 07002766A EP 1955918 B1 EP1955918 B1 EP 1955918B1
Authority
EP
European Patent Office
Prior art keywords
bearing block
central buffer
coupling
block component
vehicle
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
EP07002766A
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German (de)
English (en)
French (fr)
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EP1955918A1 (de
Inventor
Andreas Kemper
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 Patent GmbH
Original Assignee
Voith Patent GmbH
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 AT07002766T priority Critical patent/ATE429368T1/de
Priority to DE502007000644T priority patent/DE502007000644D1/de
Application filed by Voith Patent GmbH filed Critical Voith Patent GmbH
Priority to PL07002766T priority patent/PL1955918T3/pl
Priority to ES07002766T priority patent/ES2324686T3/es
Priority to EP07002766A priority patent/EP1955918B1/de
Priority to DK07002766T priority patent/DK1955918T3/da
Priority to PT07002766T priority patent/PT1955918E/pt
Priority to NO20075971A priority patent/NO333865B1/no
Priority to KR1020070119708A priority patent/KR100979610B1/ko
Priority to US12/000,132 priority patent/US7708157B2/en
Priority to AU2007242929A priority patent/AU2007242929B2/en
Publication of EP1955918A1 publication Critical patent/EP1955918A1/de
Application granted granted Critical
Publication of EP1955918B1 publication Critical patent/EP1955918B1/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
    • B61G7/10—Mounting of the couplings on the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories
    • B61G7/08—Adjustable coupling heads
    • 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

Definitions

  • the present invention relates to an automatic central buffer coupling for a vehicle, in particular rail vehicle, having a coupling head, a coupling rod connected to the coupling rod, a bearing block, on which the vehicle-side end of the coupling rod is pivotally hinged horizontally, a fastened to the undercarriage of the vehicle mounting plate for fastening the central buffer coupling on the vehicle, and a shock absorber with a destructively designed energy absorbing member in the form of a coupling head with its end on the bearing block and with its vehicle-side end of the mounting plate adjacent deformation tube, the shock protection a the bearing block, the deformation tube and the mounting plate axially bracing and at Surplus, having an axial displacement of the bearing block relative to the mounting plate permitting screw connection.
  • Such a central buffer coupling is known in principle from the prior art, in particular rail vehicle technology and serves to transmit the occurring from a car body of a first vehicle tensile and impact forces on the Wagenkastel1 of the first vehicle adjacent second vehicle when the central buffer coupling with a central buffer coupling of the second vehicle is connected ( EP-A-0 608 531 ).
  • shock protection with a destructively designed energy absorbing element for example in the form of a deformation tube
  • the energy absorbing element of this shock protection being designed in such a way that, after exhaustion of the workload, the train is pulled - / shock protection responds and by the.
  • the deformation tube is plastically deformed in a defined and destructive manner, so that the resulting impact energy is at least partially converted into deformation work and heat ,
  • the problem underlying the present invention is that an automatic central buffer coupling of the aforementioned type, which thus has a shock absorber with a destructively designed energy dissipation member, often the additional Functionality must have that the central buffer coupling in axial Richtutlg, ie in the vehicle longitudinal direction, between a first extended position in which the coupling head of the central buffer coupling in the coupling plane of the vehicle is present and thus ready to be coupled, and a second retracted position in which the coupling head in a is behind the coupling plane, vehicle-proximate position, must be movable.
  • This additional functionality may be required, for example, when using the central buffer coupling in a high-speed train.
  • a train is characterized by the fact that its power train is often built to optimized aerodynamic findings in relation to the driving dynamics of the vehicle.
  • the nose of such a vehicle or the power head is often made to aerodynamic specifications, with the aim of reducing the side wind sensitivity, the bow wave and the so-called tunnel bang.
  • a preferably made of fiberglass nose cone with a pneumatically opening, for example, nose flap is used, in this nose cone the automatic central buffer with shock protection and the operating mechanism for the bow door and other components, such as the signal lighting and the air ducts for the air conditioning are arranged.
  • the shell made of fiberglass for example, the nose itself is often supported on a support structure, which in turn is bolted to the structure of the car body.
  • This support structure can also serve as a mounting base for the example pneumatically operated operating mechanism of the bow door and a (possibly provided) Bahnschreibrs.
  • the shape of the nose tip requires a coupling concept, which provides for a certain distance in the axial direction extendable automatic central buffer coupling in conjunction with the example pneumatically operated nose flap.
  • the route to be planned is usually in a range of approximately 100 mm to 400 mm.
  • the present invention is therefore the object of further developing an automatic central buffer coupling of the type mentioned in that it has the additional functionality of the extension and retractability in the axial direction, without that in the nose of the vehicle for installation of the central buffer coupling required installation space is increased.
  • the central buffer coupling further comprises a controllable linear drive for axially displacing the coupling rod relative to the mounting plate, and that the bearing block, a first bearing block part, which abuts the coupling head side end of the deformation tube, and a second bearing block part, on which the vehicle-side end of the coupling rod is articulated, wherein the second bearing block part by means of the linear drive relative to the first bearing block part is axially displaceable.
  • the solution according to the invention is characterized in that when extending and retracting the coupling rod, the entire central buffer coupling, including the shock absorber, does not have to be displaced axially relative to the fastening plate. Rather, according to the invention, only the second bearing block part, on which the vehicle-side end of the coupling rod is articulated, moves relative to the mounting plate.
  • the first bearing block part, on which the coupling head side end of the deformation tube rests, and which is clamped axially together with the deformation tube and the mounting plate by means of the screw connection of the shock absorber, is in the case of the linear drive caused axial displacement of the second Lagerbocktcils or the coupling arm with respect to the mounting plate stationary.
  • the aerodynamic requirements of the nose tip are taken into account taking into account the best possible crash behavior, without a revision of the body structure or the shape of the nose cone is required.
  • linear drive has a connected to the first bearing block part and a secondary part connected to the second bearing block secondary part, wherein the primary part and the secondary part of the linear drive be operated relative to each other in a telescopic motion sequence upon actuation of the linear drive, in which the primary part and the secondary part of the Lincar drive are moved into each other in the axial direction.
  • the two bearing block parts are also moved in a telescopic motion sequence, the second bearing block part being fixed in the axial direction within the axial displacement effected by the linear drive first bearing block part is moved. Due to the telescopic movement of the two bearing block parts to one another, the displacement travel required in the axial direction for the extension and retraction of the coupling rod is taken into account.
  • the first bearing block part has a bearing plate in which an opening is provided, through which the kuppluogsküpf pune end of the second bearing block part at one with the linear drive caused axial displacement of the second bearing block part is at least partially feasible.
  • This provided in the bearing plate of the first bearing block portion opening thus has a diameter and / or a shape which is greater than the maximum cross-sectional shape of that portion of the second bearing block part, which is guided in the axial displacement caused by the linear drive through the opening.
  • the bearing block although a first and a second bearing block portion which are displaceable relative to each other in the axial direction by means of the linear drive, however, when exceeding the operating load of the central buffer coupling, such as when an overpull occurs, the entire bearing block consisting of the first and the second bearing block part in a permitted by the screw connection of the shock absorber axial displacement in the direction of the mounting plate, and thus axially displaced in the vehicle direction.
  • the bearing plate serves to axially clamp the bearing block via the first bearing block part on which the bearing plate is provided, the deformation tube and the fastening plate with the aid of the screw connection of the shock absorber.
  • the middle buffer coupling also has a support plate which is preferably detachable on the coupling head-side end face of the bearing plate for fastening a center reset mechanism and / or a vertical support for the coupling rod ,
  • a support plate which is preferably detachable on the coupling head-side end face of the bearing plate for fastening a center reset mechanism and / or a vertical support for the coupling rod ,
  • a center reset mechanism and / or a vertical support for the coupling rod may be provided on the support plate also required for the operation of the coupling rod component tone.
  • a guide sleeve can be provided, through which the coupling rod runs, wherein at this guide sleeve relative to the first bearing block member immovable components, such as the center reset mechanism or the vertical support, attack.
  • the first bearing block part has a bearing plate in which an opening is provided, through which the coupling head side end of the second bearing block part is at least partially feasible in an axial displacement of the second bearing block part caused by the linear drive is provided that the first bearing block part abutting an abutting on the vehicle-side end face of the bearing plate and fixed to the bearing plate stop element, at the vehicle end end abuts the deformation tube, and at least partially lying in the interior of the deformation tube support member which is fixedly connected to the stop element comprises , wherein the primary part of the linear drive with the support element and thus also with the first bearing block part is firmly connected.
  • the second bearing block part at its kupplungskopf solution end has a yoke in which a trained on the vehicle side end of the coupling rod joint eye and stored horizontally pivotally by means of a hinge pin is.
  • a Sphottolastiklager takes place, which as a regenerative trained train / shock protection contributes to the energy consumption concept of the central buffer coupling, and in particular dampens the tensile and impact forces occurring during normal driving at least partially ,
  • the bearing In addition or as an alternative to the spherical-elastic bearing preferably provided in the connection between the coupling rod and the second bearing block part, provision is preferably made for the bearing to permit cardanic movement of the coupling rod relative to the second bearing block part. It would be conceivable here, for example, to design the joint eye formed on the vehicle-side end of the coupling rod accordingly.
  • a preferably regenerative running Switzerland- / shock protection is provided in the coupling rod in a preferred realization of the central buffer coupling according to the invention.
  • These pull / shock protection (s) are preferably designed so that they absorb tensile and impact forces to a defined size and forward beyond the forces in the bearing block.
  • the bearing block downstream shock absorber with the destructively designed energy absorbing member in the form of his kupplungskopfscitigen end on the bearing block and its vehicle-side end of the mounting plate adjacent deformation tube serves as shock protection of the vehicle, especially at higher Auffahr york yorken (thrust).
  • shock / shock protection spring apparatus
  • the destructively designed energy absorbing element it is possible that not only tensile and impact forces, which occur during normal driving and are absorbed in the generally regenerative trained train / shock protection, but also when exceeding the operating load of the shock / shock protection or when exceeding the operating load of the central buffer, such as the impact of the vehicle on an obstacle or an abrupt deceleration of the vehicle occurring forces are at least partially absorbed by the deformation tube of the shock absorber and thus reduced ,
  • the deformation tube is designed after exceeding a pre-definable operating load of the central buffer coupling with diameter reduction of the bearing block or the first bearing block part through the bore of the nozzle plate with simultaneous conversion of Shock energy to be pressed into deformation work, while at the same time the bearing block with the first and second bearing block part are moved in the direction of the mounting plate, the mounting plate here as a nozzle plate with a preferably centrally located Bore is executed, through which after exceeding the operating load of the central buffer coupling, the deformation tube is pressed.
  • the shock absorber has a conical ring, against which the deformation tube, wherein the deformation tube is designed to convert after exceeding a pre-definable operating load of the central buffer coupling diameter enlargement impact energy into deformation work, while the bearing block with the first and second bearing block part are moved in the direction of the movement plate.
  • This embodiment would have the advantage that when the shock absorber is triggered, the plastically deformed deformation tube is not pushed out of the shock absorber, but is held in the intermediate space between the bearing plate and the attachment plate. In particular, this space must be provided behind the shock protection, in which the plastically deformed deformation tube is pushed out in the event of a crash.
  • this is an electric linear motor, a hydraulic linear motor or a linear drive with a threaded spindle.
  • a hydraulic linear motor also called hydraulic cylinder
  • An electric linear motor allows - in contrast to, for example, a three-phase motor - a direct translational movement, which can be used for axial displacement of the coupling rod.
  • the linear drive can be controlled externally to extend the coupling rod with the coupling head in the coupling plane, for example, in preparation for a coupling operation, or to go back after completing a decoupling the extended coupling rod with the coupling head, for example, in the nose of the vehicle ,
  • the coupling rod is held in the extended position in the dome-ready position, and in particular to achieve that also in the transmission of higher impact forces the coupling rod is rigid relative to the first bearing block part, in a particularly preferred further development of the automatic Central buffer coupling provided that this further comprises a preferably mechanically or pneumatically actuated lock, which cooperates with the first bearing block part on the one hand and the second bearing block part on the other hand, that the second bearing block part can be locked after its caused by the linear drive axial displacement on the first bearing block part.
  • Both locking members are designed such that they are engageable upon actuation of the locking mechanism in engagement, when the coupling rod is either in the extended or retracted state.
  • the coupling rod is axially displaceable not only between the fully extended position and the completely retracted position. It would be conceivable, for example, that the coupling rod in any position between the fully extended and the fully retracted position by means of the Lineatintriebs axially relative to the first bearing block part can be moved. It is also conceivable that appropriate Verricgelept are provided at any position between the fully extended and the fully retracted position.
  • this further comprises a longitudinal displacement guide with at least one guide rail which is fastened with its vehicle-side end to the mounting plate and designed, after exceeding a pre-definable operating load of the central buffer coupling a guided axial movement of the bearing block with the first and second Allow the bearing block part in the direction of the mounting plate.
  • a longitudinal displacement guide makes it possible that in a crash, the deformation tube is deformed in a defined manner, so that the event sequence of energy consumption is fixed in advance also simplifies the at least one guide rail of the longitudinal displacement guide assembly (installation) of the central buffer in the installation space of the vehicle.
  • FIG. 1 the rear part of the central buffer coupling is shown in a partially sectioned perspective view.
  • FIG. 2 is a perspective view of the complete center-race clutch according to the preferred embodiment, while FIG Fig. 3 is shown in a partially sectioned side view of the bearing block and the shock absorber of the preferred embodiment.
  • Fig. 4 the complete central buffer coupling according to the preferred embodiment is shown in a plan view.
  • the automatic central buffer coupling 1 which is particularly suitable for a high-speed drive head of a rail vehicle, has a coupling head 100, which - in particular the Fig. 6 can be seen from the accompanying drawings - for example, a coupling head of Scharfenberg ® type 10 can be.
  • a coupling head of Scharfenberg ® type 10 can be.
  • Fig. 6 the preferred embodiment of the central buffer coupling according to the invention is shown in a plan view of the face plate 101 of the coupling head 100.
  • the coupling head 100 is connected to a coupling rod 90.
  • a regenerative trained pull / shock protection 93 integrated in the form of a hydraulically operating spring apparatus. This pull / shock absorber 93 serves to absorb the tensile and impact forces transmitted during normal driving.
  • a hinge eye 92 is formed, which is received by a bearing bracket 60, 70 belonging to the yoke 72 and mounted horizontally pivotable by means of a hinge pin 2.
  • the storage of the Gelenkauges 92 is preferably carried out via a Sphotrolastiklager 9, which absorbs the forces occurring during normal driving operation in addition to the pull / shock protection 93 of the coupling rod 90.
  • the coupling rod 90 is not only pivotable in the horizontal plane, but also has a certain pivoting range in the vertical direction.
  • the automatic central buffer coupling 1 according to the present invention is fastened via a mounting plate 50 to the undercarriage of the vehicle not explicitly shown or to the front plate of the vehicle, for this purpose corresponding holes 52 are provided for receiving suitable screws etc. in the mounting plate 50.
  • a shock absorber 40 with a destructively designed energy absorbing member in the form of one with his kupplungskopf accordingen end on the bearing block 60, 70 and with its vehicle-side end to the mounting plate 50 adjacent deformation tube 41 is provided.
  • the shock absorber 40 further has a bearing block 60, 70, the deformation tube 41 and the mounting plate 50 axially bracing, and upon overshoot an axial displacement of the bearing block 60, 70 relative to the mounting plate 50 permitting screw connection 42.
  • the central buffer coupling 1 further comprises a linear actuator 30 which is disposed within the deformation tube 41.
  • the bearing block 60, 70 is made in two parts, wherein on a first Lagerböckteil 60 the coupling head side end of the deformation tube 41 is present, and wherein on a second bearing block part 70, the vehicle-side Find 91 of the coupling rod 90 is articulated.
  • linear actuator 30 is designed to move the second bearing block member 70 relative to the first bearing block member 60 axially.
  • the linear drive 30 has a primary part 31 connected to the first bearing block part 60 and a secondary part 32 connected to the second bearing block part 70, wherein the primary part 31 and the secondary part 32 of the linear drive 30 move relative to each other when the linear drive 30 is actuated, in a telescope-like movement are movable, where the primary part. 31 and the secondary part 32 of the linear actuator 30 are moved into each other in the axial direction.
  • the translational movement transmitted by the secondary part 32 of the linear drive 30 to the second bearing block part 70 is transmitted from the second bearing block part 70 directly to the coupling rod 90, since the at the vehicle-side end 91 of the coupling rod 90 provided joint eye 92 with the yoke 72, which is formed on kuppluagskopf solutionen end of the second bearing block member 70 is connected.
  • the first bearing block member 60 has a bearing plate 61, in which an opening 62 is provided, through which at a caused with the linear actuator 30 axial displacement of the second bearing block member 70, the coupling head end of the second bearing block member 70 together with the coupling rod hinged thereto 90 is at least partially feasible.
  • a support plate 67 is also releasably attached on the coupling head side end face of the bearing plate 61.
  • This support plate 67 serves in the preferred embodiment to hold a center return mechanism 3 and a vertical support 4. Both the center return mechanism 3 and the vertical support 4 do not engage directly on the coupling rod 90, but on a guide sleeve 94, through which the coupling rod 90 runs.
  • the guide sleeve 94 is moved relative to the support plate 67 and thus to the center return mechanism 3 and the vertical support 4 upon actuation of the linear actuator 30.
  • the first bearing block part 60 has, in addition to the already mentioned bearing plate 61 a fixedly connected to the bearing plate 61 stop member 63, at the vehicle-side end of the deformation tube 41 is applied.
  • the first bearing block part 60 has a support element 64 extending into the interior of the deformation tube 41, which is fixedly connected to the stop element 63 of the first bearing block part 60.
  • This supporting element 64 serves to support the primary part 31 of the linear drive 30 which is stationary when the linear drive 30 is actuated with respect to the fastening plate 50.
  • the stop member 63 and the support member 64 of the first bearing block member 60 are made in one piece to ensure the lowest possible manufacturing and assembly costs.
  • the second bearing block part 70 which is movable relative to the first bearing block part 60 in the axial direction with the aid of the secondary part 32, has a linear guide 71 running axially in the vehicle direction, which on retraction of the linear drive 30 to an axially extending surface 65 of the relative to the primary part 31 of the linear actuator 30 moving secondary part 32 of the linear actuator 30 allows.
  • the mounting plate 50 is designed as a nozzle plate with a centrally disposed bore 51, wherein the shock absorber 40 further comprises a conical ring 45 against which abuts the nozzle-side end of the deformation tube 41.
  • the deformation tube 41 of the shock absorber 40 is designed to be pressed after exceeding a pre-definable operating load of the central buffer coupling 1 with reduction in diameter of the stop element 63 of the first Lütbockteils with simultaneous conversion of impact energy into deformation work through the bore 51 of the mounting plate 50.
  • the bearing block with the first and the second bearing block part 60, 70 is moved in the direction of the fastening plate 50.
  • the shock absorber 40 further comprises a longitudinal displacement guide with two guide strips 43, which are fastened with their vehicle-side ends to the mounting plate 50 and designed to allow in aphobiaetrise a guided axial movement of the entire bearing block consisting of the first bearing block part 60 and the second bearing block part 70.
  • these guide rails 43 also serve to simplify assembly of the automatic central buffer 1 in the installation space of the vehicle.
  • the guide rails 43 are to be fastened by means of screws 44 to the corresponding walls of the installation box.
  • the central buffer coupling 1 further comprises a mechanically or pneumatically actuated lock 5 with a locking mechanism 6, which cooperates with a first, arranged on the first bearing block member 60 locking member 7.
  • a second locking element 8 correspondingly complementary to the first locking element 7, which is engageable with the first locking element 7 and thus ensures locking of the second bearing block part 70 relative to the first bearing block part 60.
  • the second bearing block part 70 can thus be locked in different positions.
  • FIGS. 5a to 5c show in a side view, the preferred embodiment of the central buffer coupling 1 in an extended state, ie in a state in which the coupling rod 90 and the second bearing block part 70 by means of the linear drive 30 in its extended position. In this condition the coupling head 100 is in the coupling plane and thus is in a ready-coupling state.
  • Fig. 5b a state is shown in which the second bearing block part 70 is axially displaced by means of the linear drive 30 relative to the first bearing block part 60 in the direction of the fastening plate 50.
  • the coupling head side portion of the second bearing block portion 70 is guided together with the hinge pin 2, the yoke 72, the hinge eye 92 and the vehicle-side end 91 of the coupling rod 90 through the provided in the bearing plate 61 of the first bearing block portion 60 opening 62.
  • the coupling head 100 is no longer in the coupling plane, but in a retracted plane, so that, for example, a (not shown) the front door of the vehicle can be closed, thus ensuring a closed nose.
  • Fig. 5c is the in Fig. 5b illustrated central buffer coupling 1 shown after the shock protection 40.
  • the shock absorber 40 responds, the entire bearing block consisting of the first bearing block part 60 and the second bearing block part 70 is moved in the axial direction onto the fastening plate 50, this movement being guided in the axial direction by the guide strips 43 and the screw connection 42.
  • the deformation tube 41 is pressed under diameter reduction through the provided in the mounting plate 50 bore 51, at the same time at least a portion of the transmitted impact energy is converted into deformation work and thus consumed.
  • the first bearing block part 60 and the second bearing block part 70 are moved together with the linear drive 30 as a unit in the direction of the fastening plate 50.
  • Fig. 7 is a plan view of the central buffer coupling 1 according to the preferred embodiment shown on the mounting plate 50 designed as a nozzle plate.
EP07002766A 2007-02-08 2007-02-08 Automatische Mittelpufferkupplung Active EP1955918B1 (de)

Priority Applications (11)

Application Number Priority Date Filing Date Title
PT07002766T PT1955918E (pt) 2007-02-08 2007-02-08 Engate central automático de amortecimento
PL07002766T PL1955918T3 (pl) 2007-02-08 2007-02-08 Automatyczny sprzęg cięgłowo-zderzny
DE502007000644T DE502007000644D1 (de) 2007-02-08 2007-02-08 Automatische Mittelpufferkupplung
EP07002766A EP1955918B1 (de) 2007-02-08 2007-02-08 Automatische Mittelpufferkupplung
DK07002766T DK1955918T3 (da) 2007-02-08 2007-02-08 Automatisk central bufferkobling
ES07002766T ES2324686T3 (es) 2007-02-08 2007-02-08 Enganche automatico de tope central.
AT07002766T ATE429368T1 (de) 2007-02-08 2007-02-08 Automatische mittelpufferkupplung
NO20075971A NO333865B1 (no) 2007-02-08 2007-11-21 Automatisk, sentral bufferkobling
KR1020070119708A KR100979610B1 (ko) 2007-02-08 2007-11-22 자동 중앙 버퍼 커플링
US12/000,132 US7708157B2 (en) 2007-02-08 2007-12-10 Automatic central buffer coupling
AU2007242929A AU2007242929B2 (en) 2007-02-08 2007-12-12 Automatic central buffer coupling

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP07002766A EP1955918B1 (de) 2007-02-08 2007-02-08 Automatische Mittelpufferkupplung

Publications (2)

Publication Number Publication Date
EP1955918A1 EP1955918A1 (de) 2008-08-13
EP1955918B1 true EP1955918B1 (de) 2009-04-22

Family

ID=38173506

Family Applications (1)

Application Number Title Priority Date Filing Date
EP07002766A Active EP1955918B1 (de) 2007-02-08 2007-02-08 Automatische Mittelpufferkupplung

Country Status (11)

Country Link
US (1) US7708157B2 (pl)
EP (1) EP1955918B1 (pl)
KR (1) KR100979610B1 (pl)
AT (1) ATE429368T1 (pl)
AU (1) AU2007242929B2 (pl)
DE (1) DE502007000644D1 (pl)
DK (1) DK1955918T3 (pl)
ES (1) ES2324686T3 (pl)
NO (1) NO333865B1 (pl)
PL (1) PL1955918T3 (pl)
PT (1) PT1955918E (pl)

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SE534926C2 (sv) * 2010-06-23 2012-02-21 Ego Int Bv Energiupptagande koppelhuvud för en draginrättning
SE534923C2 (sv) * 2010-06-23 2012-02-21 Ego Int Bv Draginrättning med en genom ett koppelhuvud gående förstyvningsbalk
US8714377B2 (en) 2011-02-04 2014-05-06 Wabtec Holding Corp. Energy absorbing coupler
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PL2617622T3 (pl) * 2012-01-17 2017-08-31 Voith Patent Gmbh Urządzenie do pionowego podpierania drążka sprzęgu
US9561807B2 (en) * 2012-03-15 2017-02-07 Patentes Talgo, S.L. Elastic coupling between rail vehicle wagons
CN102700563B (zh) * 2012-06-13 2014-11-26 南车戚墅堰机车车辆工艺研究所有限公司 钩缓用过载保护吸能装置
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RU2637833C2 (ru) 2013-09-27 2017-12-07 Сименс Акциенгезелльшафт Рельсовое транспортное средство с полностью погружаемым сцепным устройством
CN106170423B (zh) 2014-03-10 2018-10-19 德尔纳库普勒斯股份公司 轴承架和联接杆或连接杆的系统、多车厢车辆以及用于控制联接杆或连接杆的运动的方法
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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
JP6561207B2 (ja) * 2015-09-30 2019-08-14 中▲車▼青▲島▼四方▲機車車▼輌股▲分▼有限公司Ｃｒｒｃ Ｑｉｎｇｄａｏ Ｓｉｆａｎｇ Ｃｏ．， Ｌｔｄ． エネルギ吸収装置及び当該エネルギ吸収装置を含む鉄道車両
CN105151075B (zh) * 2015-09-30 2018-03-20 中车青岛四方机车车辆股份有限公司 一种吸能装置及具有该吸能装置的轨道车辆
CN105620505B (zh) * 2016-01-06 2018-01-16 中南大学 导向复合式专用吸能结构及其在列车上的应用
CN105599783B (zh) * 2016-01-18 2017-11-03 中车青岛四方车辆研究所有限公司 钩缓装置及钩高调节限位装置
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KR102006082B1 (ko) * 2017-12-19 2019-07-31 현대로템 주식회사 철도차량 커플러 토크 작업용 지그
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US20080277366A1 (en) 2008-11-13
KR20080074704A (ko) 2008-08-13
NO333865B1 (no) 2013-10-07
PT1955918E (pt) 2009-07-16
AU2007242929B2 (en) 2012-03-15
DK1955918T3 (da) 2009-08-17
US7708157B2 (en) 2010-05-04
NO20075971L (no) 2008-08-11
EP1955918A1 (de) 2008-08-13
ATE429368T1 (de) 2009-05-15
KR100979610B1 (ko) 2010-09-01
AU2007242929A1 (en) 2008-08-28
PL1955918T3 (pl) 2009-09-30
DE502007000644D1 (de) 2009-06-04

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