EP1990251B1 - Power consumption unit for vehicles consisting of several units - Google Patents
Power consumption unit for vehicles consisting of several units Download PDFInfo
- Publication number
- EP1990251B1 EP1990251B1 EP07107702A EP07107702A EP1990251B1 EP 1990251 B1 EP1990251 B1 EP 1990251B1 EP 07107702 A EP07107702 A EP 07107702A EP 07107702 A EP07107702 A EP 07107702A EP 1990251 B1 EP1990251 B1 EP 1990251B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- bearing block
- car body
- section
- side end
- block part
- 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.)
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- 230000008878 coupling Effects 0.000 claims description 82
- 238000010168 coupling process Methods 0.000 claims description 82
- 238000005859 coupling reaction Methods 0.000 claims description 82
- 230000007704 transition Effects 0.000 claims description 13
- 230000021715 photosynthesis, light harvesting Effects 0.000 description 95
- 238000005265 energy consumption Methods 0.000 description 20
- 230000004044 response Effects 0.000 description 19
- 230000035939 shock Effects 0.000 description 12
- 238000009434 installation Methods 0.000 description 6
- 239000006096 absorbing agent Substances 0.000 description 4
- 230000008901 benefit Effects 0.000 description 4
- 230000001066 destructive effect Effects 0.000 description 4
- 238000006073 displacement reaction Methods 0.000 description 4
- 238000005516 engineering process Methods 0.000 description 3
- 230000001172 regenerating effect Effects 0.000 description 3
- 230000000712 assembly Effects 0.000 description 2
- 238000000429 assembly Methods 0.000 description 2
- 230000005540 biological transmission Effects 0.000 description 2
- 238000011161 development Methods 0.000 description 1
- 230000018109 developmental process Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 238000009420 retrofitting Methods 0.000 description 1
Images
Classifications
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- 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
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- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G7/00—Details or accessories
- B61G7/10—Mounting of the couplings on the vehicle
Definitions
- the present invention relates to an energy dissipation device for a clutch assembly, for a close coupling or for a side buffer of a multi-unit vehicle, with a attachable to a car body bearing block, which has a preferably pointing in the direction of the coupling plane interface through which transmitted from an adjacent car body impact forces in the Bearing can be introduced, and with a deformation tube which bears against the bearing block, wherein the bearing block has a rigidly attachable to a car body of the multi-member vehicle first bearing block member and connected to the carriage box-side end portion of the interface second bearing block part, wherein the deformation tube at its coupling plane side end portion a having fixedly connected to the first bearing block part, which has a widened compared to a further lying in the direction of the car body portion of the deformation tube Quersc and wherein the carriage box-side end portion of the second bearing block part between the first bearing block part and the further lying in the direction of the car body section of the deformation tube is braced.
- Such energy dissipation device are known in principle according to the prior art, for example, used in rail vehicle technology as shock protection in a clutch assembly.
- a shock absorber consists of a combination of a pull / push device (spring apparatus) and an energy dissipation device in the form of a deformation tube, wherein the energy dissipation device of the shock protection protects the vehicle especially at higher Auffahr füren. It is provided, for example, that the pull / push device up to a defined size absorbs tensile and impact forces and forwards beyond that forces in the vehicle undercarriage.
- the shock absorber is often equipped with a destructive or regenerative trained energy dissipation device, which is designed, for example, that after exhausting the work consumption of the train / shock device responds and by the power flow over the energy dissipation element at least partially absorbs energy and thus degrades.
- energy dissipation means in particular those in question, which have a deformation tube.
- the impact energy is transformed into deformation work and heat by a defined plastic deformation of an element (deformation tube) in a destructive manner.
- the energy dissipation device is designed to respond when exceeding an amount of energy transmitted through the power flow through the deformation tube and to absorb at least a portion of the amount of energy transmitted by the coupling rod and the clutch assembly. After the response of the energy dissipation device, the deformation element must be replaced accordingly.
- the deformation element used as an energy dissipation element may for example consist of a deformation tube, whose carriage end side section is conical and protrudes into a corresponding conical bore, which is formed in a nozzle plate.
- the bearing block, the nozzle plate and a passage permitting the deformation of the energy dissipation device deformed deforming armature plate are braced axially on the underframe of the rail vehicle by means of screws connected for example via the coupling rod with the pull / push device.
- An energy consumption device is also characterized by WO 2005/075272 known.
- Fig. 1 Such a solution for a coming in a clutch assembly energy dissipation device is, for example, schematically in Fig. 1 shown.
- Fig. 1 in a partially sectional view of a known in principle from the prior art bearing block, at the wagenkasten wornem end portion abuts a deformation tube which forms the energy absorbing element and is designed to plastic when exceeding the operating load of the clutch assembly by axial displacement of the bearing block in the direction of the car body under cross-sectional expansion deform.
- the in Fig. 1 shown bearing block on a vertically extending pivot pin 400, via a in Fig. 1 not explicitly illustrated carriage box-side end portion of a coupling rod in the horizontal plane is pivotally hinged to the bearing block.
- the bearing block consists of a first on one (not explicitly shown) car body rigidly attachable bearing block member 200 and a second connected to the carriage box side end portion of the coupling rod on the pivot pin 400 bearing block part 300.
- the carriage box-side end portion of the coupling rod on the pivot pin 400 with the coupling rod side or coupling plane-side end portion 300 b of the second bearing block part 300 pivotally connected.
- the deformation tube 500 which in the in Fig. 1 illustrated and known from the prior art solution is applied to the bearing block, has at its coupling-side end portion 500b a fixedly connected to the first bearing block portion 200 section 500.1.
- This deformation pipe section 500.1 which is firmly connected to the first bearing block part 200, has a widened cross section in comparison to a deformation pipe section 500.2 lying further in the direction of the car body.
- a conical ring 700 which is fixedly connected with its coupling rod side or coupling side end portion with the carriage box side end portion 300a of the second bearing block 300, wherein its wagenkastenscher end portion on the inner surface of the transition section 500.3 between the Verformungsrohrabêt 500.1 with the expanded cross section and the further lying in the direction of the car body deformation pipe section 500.2 is applied.
- the second bearing block part 300 is clamped with its carriage box-side end portion 300a between the first bearing block part 200 and the further lying in the direction of the car body deformation pipe section 500.2.
- Fig. 1 Realization of an energy dissipation device the fundamental risk that those components which move in the event of a crash relative to the fixed to the car body first bearing block part in the direction of the car body, tilt in this axial displacement, whereby the recoverable energy consumption is indefinite and in particular no pre-determinable event sequence in energy consumption is given ,
- the in Fig. 1 illustrated and generally known from the prior art solution the basic Danger that during the axial displacement in the direction of the car body, the second bearing block part 300 with the provided on the carriage box side end portion 300a of the second bearing block member 300 cone ring 700 in the interior of the deformation tube 500 tilted or wedged.
- an energy dissipation device is to be specified in which in a crash, ie, for example when exceeding the operating load of the clutch assembly, on the one hand at least partially the resulting impact energy can be destroyed by a defined and predetermined event sequence, and in which the other hand, the energy consumption element used as small as possible Installation space in the base of the car body requires.
- the bearing block further comprises a guide element whose coupling plane side end portion is connected to the carriage box side end portion of the second bearing block part, and whose wagenkasten deviser end portion at least partially in the lying further in the direction of the car body section of Deformation tube protrudes and rests against the inner surface of this deformation tube section.
- a deformation tube which is connected to the bearing block and designed to deform plastically when exceeding the operating load, for example, the coupling assembly under cross-sectional widening, an energy dissipation device that allows maximum energy consumption in the smallest possible installation space. This is achieved because when the energy dissipation device responds, the deformation tube is not ejected into a space which is additionally to be provided, for example, in the undercarriage of the car body.
- This guide element which is connected via its coupling plane-side end portion with the second bearing block part, projects with its carriage box-side end portion at least partially into the deformation pipe section, whose cross-section is not expanded compared to the expanded cross section of the coupling plane side end portion of the deformation tube prior to response of the energy dissipation device.
- the guide member since the guide member abuts on the inner surface of the deformation pipe portion not expanded before the energy dissipation device responds, and on the other hand, the coupling plane side end portion of the guide member is connected to the carriage box side end portion of the second bearing block part, when the energy dissipation device responds, that is, when the second bearing block member is engaged with the guide member moved relative to the fixed to the car body first bearing block part and the fixedly connected to the first bearing block part deformation tube in the direction of the car body, the carriage box-side end portion of the guide element on the inner surface of the (not) along the deformation pipe section along and thus causes an axial guidance of the second bearing block part.
- This axial guidance of the second bearing block part prevents the second bearing block part from tilting when the energy dissipation device responds in the deformation tube, so that the plastic deformation of the deformation tube (ie the plastic cross-sectional widening of the deformation tube) proceeds in a predictable manner and the event sequence of the energy consumption in the event of a crash is altogether predictable ,
- the guide element of the bearing block preferably integrally formed with the guide element cone ring, the coupling plane side end portion is connected to the carriage box side end portion of the second bearing block part, and the carriage side end portion at least partially in the further in In the direction of the car body lying portion of the deformation tube protrudes and on the inner surface of this deformation pipe section, whose cross section before Response of the energy dissipation device is not yet expanded, is applied.
- the guide element thus, on the one hand, the axial guidance of the second bearing block part when the energy dissipation device responds and, on the other hand, the function of the conical ring are adopted.
- the coupling plane-side section of the guide element lies against the transition section between the widened deformation tube section and the deformation tube section, whose cross-section is not yet widened before the energy dissipation device responds to the widened cross-section of the coupling plane-side end section of the deformation tube, and when the energy dissipation device responds when the second bearing block part moves together with the guide element relative to the deformation tube in the direction of the car body, the plastic expansion of the previously not expanded deformation pipe section.
- the carriage box-side portion of the guide element is in principle applied to the inner surface of the deformation pipe section whose cross-section is reduced compared to the coupling side end portion of the deformation tube with the expanded cross section, via this guide element portion, the required axial guidance of the second bearing block part in response of the energy dissipation device.
- the coupling plane side end portion of the guide element (or the coupling plane side end portion of the cone ring) is in a positive engagement with the carriage box side end portion of the second bearing block part ,
- a positive connection between the carriage box-side end portion of the second bearing block part and the coupling plane side end portion of the guide element is selected, in particular when the energy dissipation device a safe and defined power transmission from the second bearing block part on the guide element is possible.
- a particularly high and ideally complete force from the second bearing block part are realized in the transition section of the deformation tube, whereby on the one hand the response time and the response of the energy dissipation device and on the other hand, the event sequence in energy consumption, ie after the response of the energy dissipation device, can be precisely determined in advance.
- the coupling plane-side end section of the guide element is connected to the carriage box-side end section of the second bearing block section as free of play as possible in order to shorten or precisely define and define in advance the response time and response of the energy dissipation device in the event of a crash.
- the portion of the guide member which takes over the function of a conical ring and on the inner surface of the transition section between the Verformungsrohrabrough with the expanded cross-section and further is located in the direction of the car body deformation pipe section, whose cross section is not (yet) widened by a plastic deformation, it is achieved that transmitted from the second bearing block part on the deformation tube to the first bearing block part in a possible defined and complete manner at the transition portion of the deformation tube between the Section with the expanded cross-section and the section with the (not) not expanded cross-section is introduced into the deformation tube, which is the response of Energyverzehreinri on the one hand and the event sequence when consuming energy on the other makes it particularly predictable.
- the bearing block has a conical ring which with its coupling plane-side end portion is connected to the carriage box-side end portion of the second bearing block part, and which rests against the inner surface of the transition portion between the Verformungsrohrabrough with the expanded cross-section and lying further in the direction of the car body section of the deformation tube, thus the already mentioned defined introduction of force from the second bearing block part to realize in the deformation tube.
- the guide element is advantageously connected via its coupling side end portion with the carriage box-side end portion of the second bearing block part and protrudes with its carriage box-side end portion at least partially in the further lying in the direction of the car body deformation pipe section, which before addressing the energy dissipation device compared to the (expanded) Cross-section of the further lying in the direction of the coupling rod deformation tube section has a reduced inner diameter.
- this carriage box-side end portion of the guide element abuts the inner surface of the deformation tube section with the reduced inner diameter.
- the guide element on the carriage box-side end portion of the second bearing block part such that the coupling plane-side end portion of the guide element is connected to the carriage box-side end portion of the second bearing block part, and that the carriage box-side end portion of the guide element at least partially in the lying further towards the car body deformation tube section protrudes, the inner diameter of which is not yet expanded before the response of the energy dissipation device.
- the carriage box-side end portion of the guide element should rest against the inner surface of this deformation tube section with the reduced inner diameter.
- the conical ring and the guide element are each designed as separate components, it is preferably provided that the conical ring with its coupling side end portion on the one hand and the guide element with its coupling side end portion on the other hand each with the carriage box end portion of the second Bearing part are in a positive engagement.
- a positive connection is a particularly easy to implement yet effective way to realize a safe and as complete as possible power transmission between the second bearing block part and the respective components of the energy dissipation device, in particular the conical ring on the one hand and the guide element on the other.
- the cone ring and / or the guide element for example by means of a screw etc.
- the guide element on the one hand and the conical ring on the other hand are each designed as separate components
- the guide element and the second bearing block part are integrally formed, whereby the number of individual components of the clutch assembly according to the invention reduced can be, which is particularly advantageous in terms of a simplified installation of the energy dissipation device.
- first bearing block part is preferably provided that this can be attached by means of a screw on the associated car body. Additionally or alternatively, however, it is also conceivable that the first bearing block part is attachable to the car body via a positive connection. These are possible implementations with which the first bearing block part can be fixedly connected, for example, to the undercarriage of the associated car body. Of course, other embodiments are also conceivable here.
- the first bearing block part has at least two parallel spaced strips, which for example with a Mounting flange on the subframe of the car body are screwed.
- These at least two mutually parallel strips of the first bearing block part should be designed such that they constitute an opening, which shifts in the event of a crash, so if the response of the energy dissipation device, the second bearing block part relative to the first bearing block part and the deformation tube together with the guide element towards the car body allows the passage of the carriage box-side end portion of the interface with the attached second bearing block part.
- the solution proposed here is a particularly easy-to-implement embodiment of the first bearing block part consisting of parallel, preferably perpendicularly spacedly bolted to the base frame bars. Of course, other embodiments are also conceivable here.
- the second bearing block part such between the first bearing block part and the deformation tube preferably braced free of play
- the deformation tube is designed such that relatively when exceeding a pre-definable operating load of the clutch assembly, the second bearing block part moved to the first bearing block part in the direction of the car body while the further lying in the direction of the car body section of the deformation tube, which has a non-expanded cross section before the response of the energy dissipation device, under cross-sectional expansion plastically deformed.
- the energy dissipation device it is possible with the energy dissipation device to protect the clutch assembly in a reliable manner against collisions, etc., by the response on the one hand and the maximum energy consumption on the other hand, the energy dissipation device are adapted to the operating load of the clutch assembly.
- the energy dissipation device according to the invention is suitable as a shock absorber in a coupling arrangement of a multi-unit vehicle, wherein the coupling arrangement has a coupling rod for transmitting tensile and impact forces, and wherein the pointing preferably in the direction of the coupling plane interface of the energy dissipation device has a vertically extending pivot pin on the the carriage box-side end portion of the coupling rod is hinged to the second bearing block part in a horizontal plane pivotally.
- a clutch arrangement will be specified in which in a crash, ie when exceeding the operating load of the clutch assembly, on the one hand at least partially the resulting impact energy can be destroyed by a defined and predetermined event sequence, and on which other hand, the energy dissipation element used as small as possible installation space in Undercarriage of the car body requires.
- the energy dissipation device according to the invention in a side buffer of a multi-unit vehicle, wherein the side buffer has a baffle for introducing impact forces into the energy dissipation device, and wherein the preferably pointing in the direction of the coupling plane interface of the energy dissipation device with the baffle of the side buffer is preferably rigid connected is.
- a page buffer is provided with energy consumption in which in the event of a crash, i. when the operating load of, for example, a clutch arrangement is exceeded, in particular the resulting impact energy can be at least partially destroyed after a defined and pre-definable event sequence in the energy dissipation device.
- Fig. 1 shows in a partially sectioned side view of a bearing block with an energy dissipation device, as used in conventional manner in clutch assemblies according to the prior art as a shock absorber.
- the in Fig. 1 The solution shown by the fact that the Energy dissipation device, the deformation tube plastically deformed under cross-sectional expansion and thus not, for example via a nozzle plate, is ejected from the energy dissipation device.
- the known solution as for example in Fig.
- Fig. 2a shows in a side sectional view of a first preferred embodiment of the energy dissipation device according to the invention, which is used in a clutch assembly.
- a rear view on the in Fig. 2a shown energy dissipation device is in Fig. 2b shown.
- Fig. 2c is a sectional view along the in Fig. 2b indicated line BB through the coming in the second embodiment of the energy dissipation device according to the invention bearing block with the downstream energy dissipation element according to Fig. 2a shown.
- the coupling arrangement in which the first preferred embodiment of the energy dissipation device is used, essentially comprises a coupling rod, not explicitly shown in the figures, for transmitting tensile and impact forces and a bearing block which can be attached to a body of a multi-unit vehicle.
- the bearing block consists of a first rigidly attachable to the car body of the multi-unit vehicle bearing block part 2 and a second connected to the carriage box-side end portion of the coupling rod via a pivot pin 4 bearing block part 3.
- the pivot pin 4 in this case represents the interface over which the example of a adjacent car body transmitted impact forces on the coupling rod in the second bearing block part 3 can be introduced.
- the first bearing block part 2 which as shown may consist of two substantially mutually parallel strips, is rigidly attachable by means of a screw 8 to the car body.
- the second bearing block part 3 is tensioned between a projecting element 10 of the first bearing block part 2 and a deformation tube 5, which is connected downstream of the bearing block as energy consumption.
- the deformation tube 5 has at its coupling rod side or coupling plane side end section 5b a section 5.1 fixedly connected to the first bearing block part 2, which has a widened cross section compared to a section 5.2 of the deformation tube 5 lying further in the direction of the carriage body.
- the coupling rod side or coupling plane-side deformation tube section 5b ie the section of the deformation tube 5 which has an expanded cross-section, can be fixedly connected to the first bearing block part 2 via the already mentioned screw connection 8, as shown in FIG Fig. 2a is indicated.
- the carriage box-side end portion 3a of the second bearing block part 3 is between the already mentioned projecting element 10 of the first bearing block part 2 and the further lying in the direction of the car body section 5.2 of the deformation tube 5 free of tension, so the deformation pipe section whose cross-section is reduced before response of the energy dissipation device compared to the cross section of the first bearing block part 2 firmly connected coupling rod side Verformungsrohrendabiteses 5b.
- a guide element 6 is provided on the carriage box-side end section 3a of the second bearing block part 3, which has a conical ring 7 formed integrally with the guide element 6.
- the coupling rod-side end portion 6b of the guide member 6 is connected via a positive engagement with the carriage box-side end portion 3a of the second bearing block part 3, wherein the carriage box-side end portion 6a of the guide member 6 at least partially in the lying further towards the car body deformation pipe section 5.2, whose cross-section is not expanded, protrudes and abuts the inner surface of this deformation pipe section 5.2.
- an axial guide is provided with the response of the energy dissipation device, the second bearing block part 2 in a guided and defined manner relative to first bearing block part 2 and the deformation tube 5 in the direction of the car body with simultaneous cross-sectional widening of the further lying in the direction of the car body deformation tube section 5.2 is performed.
- FIGS. 3a to 3c is a modification of with reference to the FIGS. 2a to 2c previously described bearing block with energy dissipation device, this preferred alternative is used in a second embodiment of the energy dissipation device according to the invention.
- Fig. 3a a side sectional view of a second preferred embodiment of the energy dissipation device according to the invention shown, which is used in a clutch assembly is used.
- a rear view of the energy dissipation device, which in the embodiment according to Fig. 3a is used in is Fig. 3b shown.
- Fig. 3c is a sectional view along the in Fig. 3b indicated line BB through the coming in the second embodiment of the energy dissipation device according to the invention used bearing block with the downstream energy dissipation element.
- the second embodiment of the energy dissipation device according to the invention differs from the previously with reference to the FIGS. 2a to 2c described first by the fact that the coupling rod-side end portion 5b of the deformation tube 5 is not firmly connected via the screw 8, but via a positive connection with the first bearing block part 2.
- This positive connection is formed via a radially projecting part 9 on the coupling rod-side end portion 5b of the deformation tube 5 on the one hand and the first bearing block part 2 and an element 10.
- the bearing block used in the second preferred embodiment of the energy dissipation device according to the invention differs with the downstream energy dissipation element of the first embodiment in the realization of the guide element 6.
- a conical ring 7 are provided, which is firmly connected with its coupling rod side end portion 7b with the carriage box side end portion 3a of the second bearing block part 3 via a positive engagement, and which on the inner surface of the transition section 5.3 between the deformation pipe section 5.1 the expanded cross-section and the further lying in the direction of the car body deformation tube section 5.2 is present.
- a guide member 6 formed separately from the conical ring 7 is provided in the second embodiment, which is also preferably connected to the cart body side end portion 3a of the second bracket 3 by a positive engagement, with the carriage box end portion 6a of the Guiding element 6 protrudes at least partially in the further lying in the direction of the car body deformation pipe section 5.2 and rests against the inner surface of this deformation pipe section 5.2.
- the conical ring 7 on the one hand and the guide element 6 on the other hand are designed as separate components, which is suitable in Fig. 3a and Fig. 3c Guide element 6 shown in particular for retrofitting an already existing Solution, such as in Fig. 1 is shown. Accordingly, it is possible at the in Fig. 1 shown solution only the guide element 6 according to Fig. 3a incorporate to provide the energy dissipation device with the functionality of axial guidance when exceeding the operating load of the clutch assembly.
- the embodiment of the invention is not limited to the embodiments described with reference to the figures. Rather, the individual features described herein may be implemented in any combination with one another.
- the energy dissipation device to be used in a side buffer of a multi-unit vehicle, the side buffer having a baffle surface for introducing impact forces into the energy dissipation device, and the interface preferably pointing in the direction of the coupling plane of the energy dissipation device to the impact surface of the side buffer is rigidly connected.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vibration Dampers (AREA)
- Vehicle Body Suspensions (AREA)
- Pipe Accessories (AREA)
- Seats For Vehicles (AREA)
Description
Die vorliegende Erfindung betrifft eine Energieverzehreinrichtung für eine Kupplungsanordnung, für eine Kurzkupplung oder für einen Seitenpuffer eines mehrgliedrigen Fahrzeuges, mit einem an einem Wagenkasten anbringbaren Lagerbock, welcher eine vorzugsweise in Richtung Kupplungsebene zeigende Schnittstelle aufweist, über welche die von einem benachbarten Wagenkasten übertragenen Stoßkräfte in den Lagerbock einleitbar sind, und mit einem Verformungsrohr, welches an dem Lagerbock anliegt, wobei der Lagerbock ein an einem Wagenkasten des mehrgliedrigen Fahrzeuges starr anbringbares erstes Lagerbockteil und ein mit dem wagenkastenseitigen Endabschnitt der Schnittstelle verbundenes zweites Lagerbockteil aufweist, wobei das Verformungsrohr an seinem kupplungsebenenseitigen Endabschnitt einen mit dem ersten Lagerbockteil fest verbundenen Abschnitt aufweist, welcher einen im Vergleich zu einem weiter in Richtung Wagenkasten liegenden Abschnitt des Verformungsrohres aufgeweiteten Querschnitt aufweist, und wobei der wagenkastenseitige Endabschnitt des zweiten Lagerbockteils zwischen dem ersten Lagerbockteil und dem weiter in Richtung Wagenkasten liegenden Abschnitt des Verformungsrohres verspannt ist.The present invention relates to an energy dissipation device for a clutch assembly, for a close coupling or for a side buffer of a multi-unit vehicle, with a attachable to a car body bearing block, which has a preferably pointing in the direction of the coupling plane interface through which transmitted from an adjacent car body impact forces in the Bearing can be introduced, and with a deformation tube which bears against the bearing block, wherein the bearing block has a rigidly attachable to a car body of the multi-member vehicle first bearing block member and connected to the carriage box-side end portion of the interface second bearing block part, wherein the deformation tube at its coupling plane side end portion a having fixedly connected to the first bearing block part, which has a widened compared to a further lying in the direction of the car body portion of the deformation tube Quersc and wherein the carriage box-side end portion of the second bearing block part between the first bearing block part and the further lying in the direction of the car body section of the deformation tube is braced.
Derartige Energieverzehreinrichtung sind im Prinzip nach aus dem Stand der Technik bekannt werden beispielsweise in der Schienenfahrzeugtechnik als Stoßsicherung in einer Kupplungsanordnung eingesetzt. In der Regel besteht eine solche Stoßsicherung aus einer Kombination aus einer Zug-/Stoßeinrichtung (Federapparat) und einer Energieverzehreinrichtung in Gestalt eines Verformungsrohres, wobei die Energieverzehreinrichtung der Stoßsicherung das Fahrzeug insbesondere auch bei größeren Auffahrgeschwindigkeiten schützt. Dabei ist beispielsweise vorgesehen, dass die Zug-/Stoßeinrichtung bis zu einer definierten Größe Zug- und Stoßkräfte aufnimmt und darüber hinausgehende Kräfte in das Fahrzeuguntergestell weiterleitet.Such energy dissipation device are known in principle according to the prior art, for example, used in rail vehicle technology as shock protection in a clutch assembly. In general, such a shock absorber consists of a combination of a pull / push device (spring apparatus) and an energy dissipation device in the form of a deformation tube, wherein the energy dissipation device of the shock protection protects the vehicle especially at higher Auffahrgeschwindigkeiten. It is provided, for example, that the pull / push device up to a defined size absorbs tensile and impact forces and forwards beyond that forces in the vehicle undercarriage.
Dadurch werden zwar Zug- und Stoßkräfte, welche während des normalen Fahrbetriebes beispielsweise bei einem mehrgliedrigen Fahrzeug zwischen den einzelnen Wagenkästen auftreten, in dieser in der Regel regenerativ ausgebildeten Zug-/Stoßeinrichtung der Stoßsicherung absorbiert. Bei Überschreiten der Betriebslast der Zug-/Stoßeinrichtung hingegen, etwa beim Aufprall des Fahrzeuges auf ein Hindernis oder bei einem abrupten Abbremsen des Fahrzeuges, wird die regenerativ ausgebildete Zug-/Stoßeinrichtung und die gegebenenfalls vorgesehene Kupplungsverbindung zwischen den einzelnen Wagenkästen möglicherweise zerstört oder beschädigt. In jedem Fall reicht die Zug-/Stoßeinrichtung der Stoßsicherung nicht für einen Verzehr der insgesamt anfallenden Energie aus. Dadurch ist diese Zug-/Stoßeinrichtung dann nicht mehr in dem Energieverzehrkonzept des Gesamtfahrzeuges eingebunden, so dass die anfallende Stoßenergie direkt auf das Fahrzeuguntergestell übertragen wird. Dabei wird diese extremen Belastungen ausgesetzt und unter Umständen beschädigt oder sogar zerstört. Bei Schienenfahrzeugen läuft in solch einem Fall der Wagenkasten Gefahr, zu entgleisen.As a result, although tensile and impact forces, which occur during normal driving operation, for example in a multi-unit vehicle between the individual bodies, are absorbed in this usually regenerative train / shock device of shock protection. On the other hand, when the operating load of the push / push device is exceeded, for example when the vehicle strikes an obstacle or during an abrupt deceleration of the vehicle, the regeneratively formed pull / push device and the optionally provided coupling connection between the individual car bodies may be destroyed or damaged. In any case, the tensile / shock device of the shock protection is not sufficient for consumption of the total energy. As a result, this pull / push device is no longer involved in the energy consumption concept of the entire vehicle, so that the resulting impact energy is transmitted directly to the vehicle undercarriage. In doing so, it is exposed to extreme loads and may be damaged or even destroyed. In rail vehicles running in such a case, the car body risk derailment.
Um das Fahrzeuguntergestell gegen Beschädigungen bei starken Auffahrstößen zu schützen, ist von daher die Stoßsicherung häufig mit einer destruktiv oder regenerativ ausgebildeten Energieverzehreinrichtung ausgerüstet, welche beispielsweise derart ausgelegt ist, dass diese nach Ausschöpfung des Arbeitsverzehrs der Zug-/Stoßeinrichtung anspricht und die durch den Kraftfluss über das Energieverzehrelement übertragene Energie zumindest teilweise absorbiert und somit abbaut. Als Energieverzehreinrichtung kommen insbesondere solche in Frage, die ein Verformungsrohr aufweisen. Bei derartigen Energieverzehreinrichtungen wird durch eine definierte plastische Verformung eines Elements (Verformungsrohr) in destruktiver Weise die Stoßenergie in Verformungsarbeit und Wärme umgewandelt.In order to protect the vehicle undercarriage against damage in strong collisions, therefore, the shock absorber is often equipped with a destructive or regenerative trained energy dissipation device, which is designed, for example, that after exhausting the work consumption of the train / shock device responds and by the power flow over the energy dissipation element at least partially absorbs energy and thus degrades. As energy dissipation means, in particular those in question, which have a deformation tube. In such energy dissipation devices, the impact energy is transformed into deformation work and heat by a defined plastic deformation of an element (deformation tube) in a destructive manner.
Hierzu ist aus dem Stand der Schienenfahrzeugtechnik bekannt, beispielsweise die Kupplungsstange mit ihrem wagenkastenseitigen Endabschnitt an einem Lagerbock in horizontaler Ebene schwenkbar anzulenken, wobei die in der Regel regenerativ ausgebildete Zug-/Stoßeinrichtung, welche die im normalen Fahr- und Rangierbetrieb auftretenden Kräfte absorbieren und somit abdämpfen soll, entweder in der Kupplungsstange selber oder in der Anlenkung der Kupplungsstange am Lagerbock vorgesehen ist. Als Energieverzehreinrichtung wird beispielsweise ein dem Lagerbock nachgeschaltetes und vorzugsweise destruktiv ausgebildetes Energieverzehrelement in Gestalt eines Verformungsrohres verwendet. Dieses beispielsweise in Gestalt eines Verformungselements ausgebildete Energieverzehrelement dient dazu, die bei Überschreiten der Betriebslast der Kupplungsanordnung entstehende Stoßenergie durch Verformungsarbeit zu vernichten. Hierzu ist die Energieverzehreinrichtung ausgelegt, bei Überschreiten eines durch den Kraftfluss über das Verformungsrohres übertragenen Energiebetrages anzusprechen und zumindest einen Teil des von der Kupplungsstange und der Kupplungsanordnung übertragenen Energiebetrags zu absorbieren. Nach dem Ansprechen der Energieverzehreinrichtung muss das Verformungselement entsprechend ersetzt werden.For this purpose, it is known from the prior art rail vehicle technology, for example, to pivot the coupling rod with its carriage box-side end portion on a bearing block in a horizontal plane, wherein the usually regenerative train / push device, which absorb the forces occurring in normal driving and maneuvering and thus should attenuate, either in the coupling rod itself or in the articulation of the coupling rod is provided on the bearing block. As an energy dissipation device, for example, a the bearing block downstream and preferably destructively trained energy dissipation element used in the form of a deformation tube. This formed for example in the form of a deformation element energy absorbing element serves to destroy the resulting upon exceeding the operating load of the clutch assembly impact energy by deformation work. For this purpose, the energy dissipation device is designed to respond when exceeding an amount of energy transmitted through the power flow through the deformation tube and to absorb at least a portion of the amount of energy transmitted by the coupling rod and the clutch assembly. After the response of the energy dissipation device, the deformation element must be replaced accordingly.
Wie beispielsweise in der Druckschrift
Bei der aus der Druckschrift
Der Nachteil dieser Lösung ist zum einen darin zu sehen, dass für die Rückwärtsbewegung des Lagerbocks zusammen mit dem Verformungsrohr im Untergestell des Wagenkastens ein relativ großer Raum beansprucht wird, da beim Verformen des Verformungsrohres, also beim Ansprechen der Energieverzehreinrichtung, das Verformungsrohr durch die Düsenplatte in einen zusätzlich zu Verfügung zustellenden Raum hinter der Kupplungsanordnung gedrückt wird. Bei Kupplungsanordnungen, bei denen, beispielsweise durch die unmittelbare Nähe eines Drehgestells, dieser zusätzliche Raum nicht vorhanden ist, wird es nicht möglich sein, die in diesem Stand der Technik bekannte Lösung als Energieverzehreinrichtung einzusetzen, um in einem Crashfall die Kupplungsanordnung zu schützen.The disadvantage of this solution is to be seen in the fact that for the backward movement of the bearing block together with the deformation tube in the subframe of the car body, a relatively large space is claimed, since during deformation of the deformation tube, so when addressing the energy dissipation device, the deformation tube through the nozzle plate in an additional space is provided behind the clutch assembly is pressed. In clutch assemblies in which, for example, by the immediate vicinity of a bogie, this additional space is not present, it will not be possible, known in this prior art solution as Use energy dissipation device to protect the clutch assembly in a crash.
Andererseits besteht bei der aus der Druckschrift
Eine oberbegriffsgemäße Energieverzehreinrichtung ist ebenso durch die
Ferner ist beispielsweise bereits aus der Schienenfahrzeugtechnik bekannt, als Energieverzehrelement ein Verformungsrohr einzusetzen, welches beim Ansprechen der Energieverzehreinrichtung nicht unter Querschnittsverringerung, sondern unter Querschnittsaufweitung plastisch verformt wird, so dass im Crashfall ein Ausstoßen des verformten Verformungsrohres aus der Energieverzehreinrichtung verhindert wird. Bei dieser Lösung ist somit bereits eine Energieverzehreinrichtung mit einem maximalen Energieverzehr bei einem kleinen Einbauraum realisierbar.Furthermore, it is already known, for example, from rail vehicle technology to use a deformation tube as the energy dissipation device, which is not plastically deformed when the energy dissipation device is reduced in cross-section, but under cross-sectional expansion, so that in the event of a crash ejection of the deformed deformation tube from the energy dissipation device is prevented. In this solution, an energy dissipation device with a maximum energy consumption in a small installation space is thus already feasible.
Eine derartige Lösung für eine in einer Kupplungsanordnung zum Einsatz kommende Energieverzehreinrichtung ist beispielsweise schematisch in
Im einzelnen weist der in
Das Verformungsrohr 500, welches bei der in
Bei der in
In einem Crashfall, d.h. wenn ein Überstoß über die Kupplungsanordnung übertragen wird, und wenn dieser Überstoß eine Verformung des Verformungsrohres 500 bewirkt, verschiebt sich das zweite Lagerbockteil 300 mit dem Kegelring 700 relativ zu dem am Wagenkasten starr angebrachten ersten Lagerbockteil 200 und dem Verformungsrohr 500 in Richtung Wagenkasten, wobei der weiter in Richtung Wagenkasten liegende Verformungsrohrabschnitt 500.2 unter plastischer Verformung hinsichtlich seines Querschnitts aufgeweitet wird.In a crash case, i. When a splash is transmitted via the clutch assembly, and if this surge causes deformation of the
Wie auch bei der bereits im Zusammenhang mit der Druckschrift
Ausgehend von dieser Problemstellung liegt der vorliegenden Erfindung nun die Aufgabe zugrunde, eine Energieverzehreinrichtung der eingangs genannten Art, und wie sie beispielsweise in der zuvor unter Bezugnahme auf
Diese Aufgabe wird mit einer Energieverzehreinrichtung der eingangs genannten Art dadurch gelöst, dass erfindungsgemäß der Lagerbock ferner ein Führungselement aufweist, dessen kupplungsebenenseitiger Endabschnitt mit dem wagenkastenseitigen Endabschnitt des zweiten Lagerbockteils verbunden ist, und dessen wagenkastenseitiger Endabschnitt zumindest teilweise in den weiter in Richtung Wagenkasten liegenden Abschnitt des Verformungsrohres hineinragt und an der Innenoberfläche dieses Verformungsrohrabschnittes anliegt.This object is achieved with an energy dissipation device of the type mentioned in that according to the invention, the bearing block further comprises a guide element whose coupling plane side end portion is connected to the carriage box side end portion of the second bearing block part, and whose wagenkastenseitiger end portion at least partially in the lying further in the direction of the car body section of Deformation tube protrudes and rests against the inner surface of this deformation tube section.
Die mit der vorgeschlagenen Lösung erzielbaren Vorteile liegen auf der Hand. Einerseits kann durch das Vorsehen eines Verformungsrohres, welches dem Lagerbock nachgeschaltet und ausgelegt ist, sich bei Überschreiten der Betriebslast beispielsweise der Kupplungsanordnung unter Querschnittserweiterung plastisch zu verformen, eine Energieverzehreinrichtung bereitgestellt werden, die einen maximalen Energieverzehr bei einem möglichst kleinen Einbauraum ermöglicht. Dies wird erzielt, da beim Ansprechen der Energieverzehreinrichtung das Verformungsrohr nicht in einen beispielsweise im Untergestell des Wagenkastens zusätzlich vorzusehenden Raum ausgestoßen wird.The achievable with the proposed solution advantages are obvious. On the one hand can be provided by the provision of a deformation tube, which is connected to the bearing block and designed to deform plastically when exceeding the operating load, for example, the coupling assembly under cross-sectional widening, an energy dissipation device that allows maximum energy consumption in the smallest possible installation space. This is achieved because when the energy dissipation device responds, the deformation tube is not ejected into a space which is additionally to be provided, for example, in the undercarriage of the car body.
Andererseits ist mit der vorgeschlagenen Lösung durch das Vorsehen des Führungselements auch ein vorab festlegbarer Ereignisablauf beim Energieverzehr in einem Crashfall möglich. Dieses Führungselement, welches über seinen kupplungsebenenseitigen Endabschnitt mit dem zweiten Lagerbockteil verbunden ist, ragt dabei mit seinem wagenkastenseitigen Endabschnitt zumindest teilweise in den Verformungsrohrabschnitt hinein, dessen Querschnitt vor Ansprechen der Energieverzehreinrichtung im Vergleich zu dem aufgeweiteten Querschnitt des kupplungsebenenseitigen Endabschnittes des Verformungsrohres nicht aufgeweitet ist. Da einerseits das Führungselement an der Innenoberfläche des vor Ansprechen der Energieverzehreinrichtung nicht aufgeweiteten Verformungsrohrabschnittes anliegt, und da andererseits der kupplungsebenenseitige Endabschnitt des Führungselements mit dem wagenkastenseitigen Endabschnitt des zweiten Lagerbockteils verbunden ist, läuft beim Ansprechen der Energieverzehreinrichtung, also wenn sich das zweite Lagerbockteil mit dem Führungselement relativ zu dem am Wagenkasten fest angebrachten ersten Lagerbockteil und dem mit dem ersten Lagerbockteil fest verbundenen Verformungsrohr in Richtung Wagenkasten bewegt, der wagenkastenseitige Endabschnitt des Führungselements an der Innenoberfläche des (noch) nicht ausgeweiteten Verformungsrohrabschnittes entlang und bewirkt somit eine axiale Führung des zweiten Lagerbockteils. Diese axiale Führung des zweiten Lagerbockteils verhindert ein Verkanten des zweiten Lagerbockteils beim Ansprechen der Energieverzehreinrichtung in dem Verformungsrohr, so dass die plastische Verformung des Verformungsrohres (d.h. die plastische Querschnittsaufweitung des Verformungsrohres) in einer vorhersehbaren Weise abläuft und der Ereignisablauf des Energieverzehrs im Crashfall insgesamt vorhersehbar ist.On the other hand, with the proposed solution by the provision of the guide element and a pre-determinable event sequence when energy consumption in a crash is possible. This guide element, which is connected via its coupling plane-side end portion with the second bearing block part, projects with its carriage box-side end portion at least partially into the deformation pipe section, whose cross-section is not expanded compared to the expanded cross section of the coupling plane side end portion of the deformation tube prior to response of the energy dissipation device. On the one hand, since the guide member abuts on the inner surface of the deformation pipe portion not expanded before the energy dissipation device responds, and on the other hand, the coupling plane side end portion of the guide member is connected to the carriage box side end portion of the second bearing block part, when the energy dissipation device responds, that is, when the second bearing block member is engaged with the guide member moved relative to the fixed to the car body first bearing block part and the fixedly connected to the first bearing block part deformation tube in the direction of the car body, the carriage box-side end portion of the guide element on the inner surface of the (not) along the deformation pipe section along and thus causes an axial guidance of the second bearing block part. This axial guidance of the second bearing block part prevents the second bearing block part from tilting when the energy dissipation device responds in the deformation tube, so that the plastic deformation of the deformation tube (ie the plastic cross-sectional widening of the deformation tube) proceeds in a predictable manner and the event sequence of the energy consumption in the event of a crash is altogether predictable ,
Vorteilhafte Weiterentwicklungen der erfindungsgemäßen Lösung, insbesondere die Realisierung der Energieverzehreinrichtung betreffend, sind in den Unteransprüchen angegeben.Advantageous further developments of the solution according to the invention, in particular concerning the realization of the energy dissipation device, are specified in the subclaims.
So ist in einer besonders bevorzugten Realisierung der erfindungsgemäßen Lösung vorgesehen, dass das Führungselement des Lagerbocks einen vorzugsweise mit dem Führungselement einstückig ausgebildeten Kegelring aufweist, dessen kupplungsebenenseitiger Endabschnitt mit dem wagenkastenseitigen Endabschnitt des zweiten Lagerbockteils verbunden ist, und dessen wagenseitiger Endabschnitt zumindest teilweise in den weiter in Richtung Wagenkasten liegenden Abschnitt des Verformungsrohres hineinragt und an der Innenoberfläche dieses Verformungsrohrabschnittes, dessen Querschnitt vor dem Ansprechen der Energieverzehreinrichtung noch nicht aufgeweitet ist, anliegt. Bei dieser bevorzugten Realisierung werden mit dem Führungselement somit einerseits die axiale Führung des zweiten Lagerbockteils beim Ansprechen der Energieverzehreinrichtung und andererseits die Funktion des Kegelrings übernommen. Der kupplungsebenenseitige Abschnitt des Führungselements liegt dabei an dem Übergangsabschnitt zwischen dem aufgeweiteten Verformungsrohrabschnitt und dem Verformungsrohrabschnitt, dessen Querschnitt vor Ansprechen der Energieverzehreinrichtung im Vergleich zu dem aufgeweiteten Querschnitt des kupplungsebenenseitigen Endabschnittes des Verformungsrohres noch nicht aufgeweitet ist, an und bewirkt beim Ansprechen der Energieverzehreinrichtung, wenn sich das zweite Lagerbockteil zusammen mit dem Führungselement relativ zum Verformungsrohr in Richtung des Wagenkastens verschiebt, die plastische Aufweitung des bisher noch nicht aufgeweiteten Verformungsrohrabschnittes. Da der wagenkastenseitige Abschnitt des Führungselements grundsätzlich an der Innenoberfläche des Verformungsrohrabschnittes anliegt, dessen Querschnitt im Vergleich zu dem kupplungsebenenseitigen Endabschnitt des Verformungsrohres mit dem aufgeweiteten Querschnitt reduziert ist, erfolgt über diesen Führungselementabschnitt die erforderliche axiale Führung des zweiten Lagerbockteils beim Ansprechen der Energieverzehreinrichtung.Thus, in a particularly preferred embodiment of the inventive solution is provided that the guide element of the bearing block preferably integrally formed with the guide element cone ring, the coupling plane side end portion is connected to the carriage box side end portion of the second bearing block part, and the carriage side end portion at least partially in the further in In the direction of the car body lying portion of the deformation tube protrudes and on the inner surface of this deformation pipe section, whose cross section before Response of the energy dissipation device is not yet expanded, is applied. In this preferred implementation, with the guide element thus, on the one hand, the axial guidance of the second bearing block part when the energy dissipation device responds and, on the other hand, the function of the conical ring are adopted. The coupling plane-side section of the guide element lies against the transition section between the widened deformation tube section and the deformation tube section, whose cross-section is not yet widened before the energy dissipation device responds to the widened cross-section of the coupling plane-side end section of the deformation tube, and when the energy dissipation device responds when the second bearing block part moves together with the guide element relative to the deformation tube in the direction of the car body, the plastic expansion of the previously not expanded deformation pipe section. Since the carriage box-side portion of the guide element is in principle applied to the inner surface of the deformation pipe section whose cross-section is reduced compared to the coupling side end portion of the deformation tube with the expanded cross section, via this guide element portion, the required axial guidance of the second bearing block part in response of the energy dissipation device.
Bei der zuletzt genannten bevorzugten Realisierung des Führungselements, welches einen vorzugsweise mit dem Führungselement einstückig ausgebildeten Kegelring aufweist, ist vorgesehen, dass der kupplungsebenenseitige Endabschnitt des Führungselements (bzw. der kupplungsebenenseitige Endabschnitt des Kegelrings) mit dem wagenkastenseitigen Endabschnitt des zweiten Lagerbockteils in einem formschlüssigen Eingriff steht. Indem eine formschlüssige Verbindung zwischen dem wagenkastenseitigen Endabschnitt des zweiten Lagerbockteils und dem kupplungsebenenseitigen Endabschnitt des Führungselements gewählt wird, ist insbesondere beim Ansprechen der Energieverzehreinrichtung eine sichere und definierte Kraftübertragung von dem zweiten Lagerbockteil auf das Führungselement möglich. Beim Ansprechen der Energieverzehreinrichtung wird diese in das Führungselement eingeleitete Kraft von dem Abschnitt des Führungselements, der als Kegelring ausgebildet ist und an dem Übergangsabschnitt zwischen dem bereits aufgeweiteten Verformungsrohrabschnitt und dem (noch) nicht aufgeweiteten Verformungsrohrabschnitt anliegt, zum plastischen Verformen des ursprünglich noch nicht aufgeweiteten Verformungsrohrabschnittes verwendet.In the last-mentioned preferred realization of the guide element, which has a preferably integrally formed with the guide element cone ring, it is provided that the coupling plane side end portion of the guide element (or the coupling plane side end portion of the cone ring) is in a positive engagement with the carriage box side end portion of the second bearing block part , By a positive connection between the carriage box-side end portion of the second bearing block part and the coupling plane side end portion of the guide element is selected, in particular when the energy dissipation device a safe and defined power transmission from the second bearing block part on the guide element is possible. When the energy dissipation device responds, this force introduced into the guide element from the section of the guide element which is designed as a conical ring and abuts against the transition section between the already expanded deformation tube section and the (not yet) expanded deformation tube section, is used to plastically deform the deformation tube section that was not originally expanded used.
Insbesondere kann durch das Vorsehen eines Kegelringes bzw. Kegelringabschnittes im Übergangabschnitt zwischen dem bereits aufgeweiteten Verformungsrohrabschnitt und dem (noch) nicht aufgeweiteten Verformungsrohrabschnitt eine besonders hohe und im Idealfall vollständige Krafteinleitung von dem zweiten Lagerbockteil in den Übergangsabschnitt des Verformungsrohres realisiert werden, wodurch einerseits die Ansprechzeit und das Ansprechverhalten der Energieverzehreinrichtung und andererseits der Ereignisablauf beim Energieverzehr, d.h. nach dem Ansprechen der Energieverzehreinrichtung, vorab genau festlegbar sind.In particular, by providing a conical ring or conical ring section in the transition section between the already expanded deformation pipe section and the (not yet) expanded deformation pipe section a particularly high and ideally complete force from the second bearing block part are realized in the transition section of the deformation tube, whereby on the one hand the response time and the response of the energy dissipation device and on the other hand, the event sequence in energy consumption, ie after the response of the energy dissipation device, can be precisely determined in advance.
Zusätzlich oder alternativ zu der zuletzt genannten bevorzugten Ausführung betreffend die Verbindung zwischen dem kupplungsebenenseitigen Endabschnitt des Führungselements bzw. des Kegelrings und dem wagenkastenseitigen Endabschnitt des zweiten Lagerbockteils in Gestalt eines formschlüssigen Eingriffs ist es allerdings auch denkbar, dass hier eine beispielsweise mit Hilfe einer Schraubverbindung realisierte form-/ kraftschlüssige Verbindung oder eine reine kraftschlüssige Verbindung vorliegt. Besonders bevorzugt ist grundsätzlich, dass der kupplungsebenenseitige Endabschnitt des Führungselements mit dem wagenkastenseitigen Endabschnitt des zweiten Lagerbockteils möglichst spielfrei verbunden ist, um in einem Crashfall die Ansprechzeit und das Ansprechverhalten der Energieverzehreinrichtung zu verkürzen bzw. vorab genau festzulegen und zu definieren.However, in addition or as an alternative to the last-mentioned preferred embodiment relating to the connection between the coupling-plane-side end section of the guide element or cone ring and the carriage-box-side end section of the second bearing block part in the form of a positive engagement, it is also conceivable that a form realized by way of example with the aid of a screw connection - / frictional connection or a pure non-positive connection exists. In principle, it is particularly preferred that the coupling plane-side end section of the guide element is connected to the carriage box-side end section of the second bearing block section as free of play as possible in order to shorten or precisely define and define in advance the response time and response of the energy dissipation device in the event of a crash.
Dadurch, dass bei der zuvor genannten bevorzugten Realisierung des Führungselements, welches einen vorzugsweise mit dem Führungselement einstückig ausgebildeten Kegelring aufweist, der Abschnitt des Führungselements, welcher die Funktion eines Kegelringes übernimmt und an der Innenoberfläche des Übergangsabschnittes zwischen dem Verformungsrohrabschnitt mit dem aufgeweiteten Querschnitt und dem weiter in Richtung Wagenkasten liegenden Verformungsrohrabschnitt anliegt, dessen Querschnitt (noch) nicht durch eine plastische Verformung aufgeweitet ist, wird erreicht, dass die von dem zweiten Lagerbockteil über das Verformungsrohr zum ersten Lagerbockteil übertragene Kraft in einer möglichst definierten und vollständigen Weise am Übergangsabschnitt des Verformungsrohres zwischen dem Abschnitt mit dem aufgeweiteten Querschnitt und dem Abschnitt mit dem (noch) nicht aufgeweiteten Querschnitt in das Verformungsrohr eingeleitet wird, was das Ansprechverhalten der Energieverzehreinrichtung einerseits und den Ereignisablauf beim Energieverzehr andererseits besonders genau vorhersehbar macht.Characterized in that in the above-mentioned preferred realization of the guide element having a preferably integrally formed with the guide element cone ring, the portion of the guide member which takes over the function of a conical ring and on the inner surface of the transition section between the Verformungsrohrabschnitt with the expanded cross-section and further is located in the direction of the car body deformation pipe section, whose cross section is not (yet) widened by a plastic deformation, it is achieved that transmitted from the second bearing block part on the deformation tube to the first bearing block part in a possible defined and complete manner at the transition portion of the deformation tube between the Section with the expanded cross-section and the section with the (not) not expanded cross-section is introduced into the deformation tube, which is the response of Energieverzehreinri on the one hand and the event sequence when consuming energy on the other makes it particularly predictable.
In einer anderen (alternativen) Realisierung der erfindungsgemäßen Lösung ist in vorteilhafter Weise vorgesehen, dass der Lagerbock einen Kegelring aufweist, welcher mit seinem kupplungsebenenseitigen Endabschnitt mit dem wagenkastenseitigen Endabschnitt des zweiten Lagerbockteils verbunden ist, und welcher an der Innenoberfläche des Übergangsabschnittes zwischen dem Verformungsrohrabschnitt mit dem aufgeweiteten Querschnitt und dem weiter in Richtung Wagenkasten liegenden Abschnitt des Verformungsrohres anliegt, um somit die bereits erwähnte definierte Krafteinleitung von dem zweiten Lagerbockteil in das Verformungsrohr zu realisieren. Ferner ist hierbei das Führungselement in vorteilhafter Weise über seinen kupplungsebenenseitigen Endabschnitt mit dem wagenkastenseitigen Endabschnitt des zweiten Lagerbockteils verbunden und ragt mit seinem wagenkastenseitigen Endabschnitt zumindest teilweise in den weiter in Richtung Wagenkasten liegenden Verformungsrohrabschnitt hinein, welcher vor Ansprechen der Energieverzehreinrichtung im Vergleich zu dem (aufgeweiteten) Querschnitt des weiter in Richtung Kupplungsstange liegenden Verformungsrohrabschnittes einen reduzierten Innendurchmesser aufweist. Dabei liegt dieser wagenkastenseitige Endabschnitt des Führungselements an der Innenoberfläche des Verformungsrohrabschnittes mit dem reduzierten Innendruchmesser an.In another (alternative) realization of the solution according to the invention is provided in an advantageous manner that the bearing block has a conical ring which with its coupling plane-side end portion is connected to the carriage box-side end portion of the second bearing block part, and which rests against the inner surface of the transition portion between the Verformungsrohrabschnitt with the expanded cross-section and lying further in the direction of the car body section of the deformation tube, thus the already mentioned defined introduction of force from the second bearing block part to realize in the deformation tube. Furthermore, in this case the guide element is advantageously connected via its coupling side end portion with the carriage box-side end portion of the second bearing block part and protrudes with its carriage box-side end portion at least partially in the further lying in the direction of the car body deformation pipe section, which before addressing the energy dissipation device compared to the (expanded) Cross-section of the further lying in the direction of the coupling rod deformation tube section has a reduced inner diameter. In this case, this carriage box-side end portion of the guide element abuts the inner surface of the deformation tube section with the reduced inner diameter.
Die Vorteile, die durch das Vorsehen eines derartigen als separates Bauteil zu dem Kegelring ausgebildeten Führungselements bewirkbar sind, entsprechen im wesentlichen den Vorteilen, die zuvor im Zusammenhang mit dem Führungselement beschrieben wurden, welches einen mit dem Führungselement einstückig ausgebildeten Kegelring aufweist. Um Wiederholungen zu vermeiden, sei an dieser Stelle auf die vorangehenden Ausführungen verwiesen. Bei der zweiteiligen Ausführung von Führungselement und Kegelring allerdings ergibt sich der zusätzliche Vorteil, dass eine herkömmliches Energieverzehreinrichtung, wie sie beispielsweise zuvor im Zusammenhang mit
Bei der zuletzt genannten Realisierung der erfindungsgemäßen Lösung, bei welcher der Kegelring und das Führungselement jeweils als separate Bauteile ausgeführt sind, ist bevorzugt vorgesehen, dass der Kegelring mit seinem kupplungsebenenseitigen Endabschnitt einerseits und das Führungselement mit seinem kupplungsebenenseitigen Endabschnitt andererseits jeweils mit dem wagenkastenseitigen Endabschnitt des zweiten Lagerbockteils in einem formschlüssigen Eingriff stehen. Bei einer solchen formschlüssigen Verbindung handelt es sich um eine besonders leicht zu realisierende aber dennoch effektive Art und Weise, eine sichere und möglichst vollständige Kraftübertragung zwischen dem zweiten Lagerbockteil und den jeweiligen Bauteilen der Energieverzehreinrichtung, insbesondere des Kegelrings einerseits und des Führungselements andererseits, zu realisieren. Selbstverständlich ist es hierbei auch denkbar, dass der Kegelring und/oder das Führungselement beispielsweise mit Hilfe einer Schraubverbindung etc. mit dem wagenkastenseitigen Endabschnitt des zweiten Lagerbockteils verbunden sind/ist. Grundsätzlich ist es bevorzugt, wenn zwischen dem Führungselement und dem zweiten Lagerbockteil einerseits und dem Kegelring und dem zweiten Lagerbockteil andererseits möglichst kein Spiel vorhanden ist, um das Ansprechverhalten der Energieverzehreinrichtung zu verkürzen und zu definieren, und um insbesondere auch den Ereignisablauf beim Energieverzehr vorab festlegbar zu machen.In the latter realization of the solution according to the invention, in which the conical ring and the guide element are each designed as separate components, it is preferably provided that the conical ring with its coupling side end portion on the one hand and the guide element with its coupling side end portion on the other hand each with the carriage box end portion of the second Bearing part are in a positive engagement. In such a positive connection is a particularly easy to implement yet effective way to realize a safe and as complete as possible power transmission between the second bearing block part and the respective components of the energy dissipation device, in particular the conical ring on the one hand and the guide element on the other. Of course, it is also conceivable that the cone ring and / or the guide element, for example by means of a screw etc. connected to the carriage box-side end portion of the second bearing block part / is. In principle, it is preferred if, as far as possible, there is no play between the guide element and the second bearing block part, on the one hand, and the conical ring and the second bearing block part, in order to shorten and define the response of the energy dissipation device and, in particular, to predetermine the energy consumption in advance do.
In einer besonders bevorzugten Ausführungsform der zuletzt genannten Realisierung, bei welcher das Führungselement einerseits und der Kegelring andererseits jeweils als separate Bauteile ausgeführt sind, ist es denkbar, dass das Führungselement und das zweite Lagerbockteil einstückig ausgebildet sind, wodurch die Anzahl der Einzelkomponenten der erfindungsgemäßen Kupplungsanordnung reduziert werden kann, was insbesondere im Hinblick auf eine vereinfachte Montage der Energieverzehreinrichtung von Vorteil ist.In a particularly preferred embodiment of the latter implementation, in which the guide element on the one hand and the conical ring on the other hand are each designed as separate components, it is conceivable that the guide element and the second bearing block part are integrally formed, whereby the number of individual components of the clutch assembly according to the invention reduced can be, which is particularly advantageous in terms of a simplified installation of the energy dissipation device.
Hinsichtlich des ersten Lagerbockteils ist bevorzugt vorgesehen, dass dieses mit Hilfe einer Schraubverbindung an dem zugehörigen Wagenkasten anbringbar ist. Zusätzlich oder alternativ hierzu ist es allerdings auch denkbar, dass das erste Lagerbockteil über eine formschlüssige Verbindung an dem Wagenkasten anbringbar ist. Es handelt sich hierbei um mögliche Realisierungen, mit denen das erste Lagerbockteil fest mit beispielsweise dem Untergestell des zugehörigen Wagenkastens verbunden werden kann. Selbstverständlich sind hier aber auch andere Ausführungsformen denkbar.With regard to the first bearing block part is preferably provided that this can be attached by means of a screw on the associated car body. Additionally or alternatively, however, it is also conceivable that the first bearing block part is attachable to the car body via a positive connection. These are possible implementations with which the first bearing block part can be fixedly connected, for example, to the undercarriage of the associated car body. Of course, other embodiments are also conceivable here.
Bei einer bevorzugten Realisierung des ersten Lagerbockteils ist vorgesehen, dass dieses zumindest zwei parallel beabstandete Leisten aufweist, welche zum Beispiel mit einem Befestigungsflansch am Untergestell des Wagenkastens verschraubbar sind. Diese zumindest zwei parallel zueinander verlaufenden Leisten des ersten Lagerbockteils sollten derart ausgeführt sein, dass sie eine Öffnung begründen, welche im Crashfall, also wenn sich beim Ansprechen der Energieverzehreinrichtung das zweite Lagerbockteil relativ zum ersten Lagerbockteil und zum Verformungsrohr mitsamt dem Führungselement in Richtung Wagenkasten verschiebt, den Durchtritt des wagenkastenseitigen Endabschnitts der Schnittstelle mit dem daran befestigten zweiten Lagerbockteil ermöglicht. Bei der hier vorgeschlagenen Lösung handelt es sich um eine besonders einfach zu realisierende Ausführungsform des ersten Lagerbockteils bestehend aus parallelen, vorzugsweise senkrecht mit dem Untergestell beabstandet verschraubten Leisten. Selbstverständlich sind hier aber auch andere Ausführungsformen denkbar.In a preferred embodiment of the first bearing block part is provided that this has at least two parallel spaced strips, which for example with a Mounting flange on the subframe of the car body are screwed. These at least two mutually parallel strips of the first bearing block part should be designed such that they constitute an opening, which shifts in the event of a crash, so if the response of the energy dissipation device, the second bearing block part relative to the first bearing block part and the deformation tube together with the guide element towards the car body allows the passage of the carriage box-side end portion of the interface with the attached second bearing block part. The solution proposed here is a particularly easy-to-implement embodiment of the first bearing block part consisting of parallel, preferably perpendicularly spacedly bolted to the base frame bars. Of course, other embodiments are also conceivable here.
Schließlich ist besonders bevorzugt vorgesehen, dass bei der vorgeschlagenen erfindungsgemäßen Lösung einerseits das zweite Lagerbockteil derart zwischen dem ersten Lagerbockteil und dem Verformungsrohr vorzugsweise spielfrei verspannt, und andererseits das Verformungsrohr derart ausgelegt ist, dass sich bei Überschreiten einer vorab festlegbaren Betriebslast der Kupplungsanordnung das zweite Lagerbockteil relativ zum ersten Lagerbockteil in Richtung des Wagenkastens bewegt und dabei den weiter in Richtung Wagenkasten liegenden Abschnitt des Verformungsrohrs, der vor dem Ansprechen der Energieverzehreinrichtung einen nicht aufgeweiteten Querschnitt aufweist, unter Querschnittserweitung plastisch verformt. Somit ist es möglich, mit der Energieverzehreinrichtung die Kupplungsanordnung in zuverlässiger Weise vor Überstößen etc. zu schützen, und zwar indem das Ansprechverhalten einerseits und der maximale Energieverzehr andererseits der Energieverzehreinrichtung an die Betriebslast der Kupplungsanordnung angepasst werden.Finally, it is particularly preferably provided that in the proposed solution according to the invention, on the one hand, the second bearing block part such between the first bearing block part and the deformation tube preferably braced free of play, and on the other hand, the deformation tube is designed such that relatively when exceeding a pre-definable operating load of the clutch assembly, the second bearing block part moved to the first bearing block part in the direction of the car body while the further lying in the direction of the car body section of the deformation tube, which has a non-expanded cross section before the response of the energy dissipation device, under cross-sectional expansion plastically deformed. Thus, it is possible with the energy dissipation device to protect the clutch assembly in a reliable manner against collisions, etc., by the response on the one hand and the maximum energy consumption on the other hand, the energy dissipation device are adapted to the operating load of the clutch assembly.
Besonders bevorzugt eignet sich die erfindungsgemäße Energieverzehreinrichtung als eine Stoßsicherung in einer Kupplungsanordnung eines mehrgliedrigen Fahrzeuges, wobei die Kupplungsanordnung eine Kupplungsstange zum Übertragen von Zug- und Stoßkräften aufweist, und wobei die vorzugsweise in Richtung Kupplungsebene zeigende Schnittstelle der Energieverzehreinrichtung einen vertikal verlaufenden Schwenkbolzen aufweist, über den der wagenkastenseitige Endabschnitt der Kupplungsstange an dem zweiten Lagerbockteil in horizontaler Ebene schwenkbar angelenkt ist. Mit dieser Verwendung der erfindungsgemäßen Energieverzehreinrichtung wird demnach eine Kupplungsanordnung mit einem Energieverzehrelement bereitgestellt, bei welcher in einem Crashfall ein maximaler Energieverzehr bei einem vorab festlegbaren Ereignisablauf realisierbar ist. Insbesondere wird eine Kupplungsanordnung angegeben werden, bei welcher in einem Crashfall, d.h. bei Überschreiten der Betriebslast der Kupplungsanordnung, einerseits zumindest teilweise die anfallende Stoßenergie nach einem definierten und vorab festlegbaren Ereignisablauf vernichtet werden kann, und bei welcher andererseits das dazu verwendete Energieverzehrelement einen möglichst kleinen Einbauraum im Untergestell des Wagenkastens erfordert.Particularly preferably, the energy dissipation device according to the invention is suitable as a shock absorber in a coupling arrangement of a multi-unit vehicle, wherein the coupling arrangement has a coupling rod for transmitting tensile and impact forces, and wherein the pointing preferably in the direction of the coupling plane interface of the energy dissipation device has a vertically extending pivot pin on the the carriage box-side end portion of the coupling rod is hinged to the second bearing block part in a horizontal plane pivotally. With this use of the energy dissipation device according to the invention, therefore, a clutch arrangement with an energy dissipation element is provided, in which case a maximum energy consumption can be achieved in the event of a crash in a previously definable event sequence. Especially a clutch arrangement will be specified in which in a crash, ie when exceeding the operating load of the clutch assembly, on the one hand at least partially the resulting impact energy can be destroyed by a defined and predetermined event sequence, and on which other hand, the energy dissipation element used as small as possible installation space in Undercarriage of the car body requires.
Andererseits ist es ebenfalls bevorzugt, die erfindungsgemäße Energieverzehreinrichtung in einem Seitenpuffer eines mehrgliedrigen Fahrzeuges zu verwenden, wobei der Seitenpuffer eine Prallfläche zum Einleiten von Stoßkräften in die Energieverzehreinrichtung aufweist, und wobei die vorzugsweise in Richtung Kupplungsebene zeigende Schnittstelle der Energieverzehreinrichtung mit der Prallfläche des Seitenpuffers vorzugsweise starr verbunden ist. Dabei wird ein Seitenpuffer mit Energieverzehr bereitgestellt, bei welchem in einem Crashfall, d.h. bei Überschreiten der Betriebslast von beispielsweise einer Kupplungsanordnung, insbesondere die anfallende Stoßenergie nach einem definierten und vorab festlegbaren Ereignisablauf in der Energieverzehreinrichtung zumindest teilweise vernichtet werden kann.On the other hand, it is also preferred to use the energy dissipation device according to the invention in a side buffer of a multi-unit vehicle, wherein the side buffer has a baffle for introducing impact forces into the energy dissipation device, and wherein the preferably pointing in the direction of the coupling plane interface of the energy dissipation device with the baffle of the side buffer is preferably rigid connected is. In this case, a page buffer is provided with energy consumption in which in the event of a crash, i. when the operating load of, for example, a clutch arrangement is exceeded, in particular the resulting impact energy can be at least partially destroyed after a defined and pre-definable event sequence in the energy dissipation device.
Nachfolgend werden bevorzugte Ausführungsformen der erfindungsgemäßen Lösung anhand der beigefügten Zeichnungen näher beschrieben.Hereinafter, preferred embodiments of the solution according to the invention are described in more detail with reference to the accompanying drawings.
Es zeigen:
- Fig. 1
- eine teilgeschnittene Seitenansicht eines aus dem Stand der Technik bekannten Lagerbockes mit nachgeschalteter Energieverzehreinrichtung;
- Fig. 2a
- eine Seitenschnittansicht einer ersten bevorzugten Ausführungsform der erfindungsgemäßen Energieverzehreinrichtung, welche bei einer Kupplungsanordnung zum Einsatz kommt;
- Fig. 2b
- eine Rückansicht auf das bei der Ausführungsform gemäß
Fig. 2a zum Einsatz kommende Energieverzehrelement (Verformungsrohr); - Fig. 2c
- eine Schnittansicht entlang der in
Fig. 2b angegebenen Linie B-B durch den bei der ersten Ausführungsform der erfindungsgemäßen Energieverzehreinrichtung zum Einsatz kommenden Lagerbock mit dem nachgeschalteten Energieverzehrelement; - Fig. 3a
- eine Seitenschnittansicht einer zweiten bevorzugten Ausführungsform der erfindungsgemäßen Energieverzehreinrichtung, welche bei einer Kupplungsanordnung zum Einsatz kommt;
- Fig. 3b
- eine Rückansicht auf das bei der Ausführungsform gemäß
Fig. 3a zum Einsatz kommende Energieverzehrelement (Verformungsrohr); und - Fig. 3c
- eine Schnittansicht entlang der in
Fig. 3b angegebenen Linie B-B durch den bei der zweiten Ausführungsform der erfindungsgemäßen Energieverzehreinrichtung zum Einsatz kommenden Lagerbock mit dem nachgeschalteten Energieverzehrelement.
- Fig. 1
- a partially sectioned side view of a known from the prior art bracket with downstream energy dissipation device;
- Fig. 2a
- a side sectional view of a first preferred embodiment of the energy dissipation device according to the invention, which is used in a clutch assembly used;
- Fig. 2b
- a rear view of that in the embodiment according to
Fig. 2a used energy consumption element (deformation tube); - Fig. 2c
- a sectional view along the in
Fig. 2b indicated line BB through the in the first embodiment of the energy dissipation device according to the invention used bearing block with the downstream energy dissipation element; - Fig. 3a
- a side sectional view of a second preferred embodiment of the energy dissipation device according to the invention, which is used in a clutch assembly used;
- Fig. 3b
- a rear view of that in the embodiment according to
Fig. 3a used energy consumption element (deformation tube); and - Fig. 3c
- a sectional view along the in
Fig. 3b indicated line BB through the coming in the second embodiment of the energy dissipation device according to the invention bearing block with the downstream energy dissipation element.
Die Kupplungsanordnung, bei welcher die ersten bevorzugte Ausführungsform der Energieverzehreinrichtung zum Einsatz kommt, weist im wesentlichen eine in den Figuren nicht explizit dargestellte Kupplungsstange zum Übertragen von Zug- und Stoßkräften und einen an einem Wagenkasten eines mehrgliedrigen Fahrzeuges anbringbaren Lagerbock auf. Im einzelnen besteht der Lagerbock aus einem ersten an dem Wagenkasten des mehrgliedrigen Fahrzeuges starr anbringbaren Lagerbockteil 2 und einem zweiten mit dem wagenkastenseitigen Endabschnitt der Kupplungsstange über einen Schwenkbolzen 4 verbundenen Lagerbockteil 3. Der Schwenkbolzen 4 stellt hierbei die Schnittstelle dar, über welche die beispielsweise von einem benachbarten Wagenkasten übertragenen Stoßkräfte über die Kupplungsstange in das zweite Lagerbockteil 3 einleitbar sind.The coupling arrangement, in which the first preferred embodiment of the energy dissipation device is used, essentially comprises a coupling rod, not explicitly shown in the figures, for transmitting tensile and impact forces and a bearing block which can be attached to a body of a multi-unit vehicle. In particular, the bearing block consists of a first rigidly attachable to the car body of the multi-unit vehicle bearing
Das erste Lagerbockteil 2, welches wie dargestellt aus zwei im wesentlichen parallel zueinander verlaufenden Leisten bestehen kann, ist mit Hilfe einer Schraubverbindung 8 an dem Wagenkasten starr anbringbar. Das zweite Lagerbockteil 3 hingegen wird zwischen einem vorspringenden Element 10 des ersten Lagerbockteils 2 und einem Verformungsrohr 5, welches als Energieverzehr dem Lagerbock nachgeschaltet ist, spielfrei verspannt.The first
Im einzelnen weist hierzu das Verformungsrohr 5 an seinem kupplungsstangenseitigen bzw. kupplungsebenenseitigen Endabschnitt 5b einen mit dem ersten Lagerbockteil 2 fest verbundenen Abschnitt 5.1 auf, welcher einen im Vergleich zu einem weiter in Richtung Wagenkasten liegenden Abschnitt 5.2 des Verformungsrohres 5 aufgeweiteten Querschnitt aufweist. Der kupplungsstangenseitige bzw. kupplungsebenenseitige Verformungsrohrabschnitt 5b, also der jenige Abschnitt des Verformungsrohres 5, der einen aufgeweiteten Querschnitt aufweist, kann mit dem ersten Lagerbockteil 2 über die bereits erwähnte Schraubverbindung 8 fest verbunden sein, wie es in
Am kupplungsstangenseitigen bzw. kupplungsebenenseitigen Endabschnitt 3b des zweiten Lagerbockteils 3 ist als Schnittstelle zum Einleiten von Stoßkräften in die Energieverzehreinrichtung der Schwenkbolzen 4 vorgesehen, an welchem der wagenkastenseitige Endabschnitt der (nicht explizit dargestellten) Kupplungsstange mit dem Lagerbock in horizontaler Ebene schwenkbar angelenkt ist.On the coupling rod side or coupling plane-
Der wagenkastenseitige Endabschnitt 3a des zweiten Lagerbockteils 3 hingegen ist zwischen dem bereits erwähnten vorspringenden Element 10 der ersten Lagerbockteils 2 und dem weiter in Richtung Wagenkasten liegenden Abschnitt 5.2 der Verformungsrohres 5 spielfrei verspannt, also dem Verformungsrohrabschnitt, dessen Querschnitt vor Ansprechen der Energieverzehreinrichtung im Vergleich zum Querschnitt des mit dem ersten Lagerbockteil 2 fest verbundenen kupplungsstangenseitigen Verformungsrohrendabschnittes 5b reduziert ist.The carriage box-
Im einzelnen ist hierbei am wagenkastenseitigen Endabschnitt 3a des zweiten Lagerbockteils 3 ein Führungselement 6 vorgesehen, welches einen einstückig mit dem Führungselement 6 ausgebildeten Kegelring 7 aufweist. Der kupplungsstangenseitige Endabschnitt 6b des Führungselementes 6 ist über einen formschlüssigen Eingriff mit dem wagenkastenseitigen Endabschnitt 3a des zweiten Lagerbockteiles 3 verbunden, wobei der wagenkastenseitige Endabschnitt 6a des Führungselements 6 zumindest teilweise in den weiter in Richtung Wagenkasten liegenden Verformungsrohrabschnitt 5.2, dessen Querschnitt nicht aufgeweitet ist, hineinragt und an der Innenoberfläche dieses Verformungsrohrabschnittes 5.2 anliegt.In detail, a
Der bei der Ausführungsform gemäß
Mit dem wagenkastenseitigen Endabschnitt 6a des Führungselements 6, der in den nicht aufgeweiteten Verformungsrohrabschnitt 5.2 hineinragt und an der Innenoberfläche dieses Verformungsrohrsabschnittes 5.2 anliegt, wird eine axiale Führung bereitgestellt, mit der beim Ansprechen der Energieverzehreinrichtung das zweite Lagerbockteil 2 in einer geführten und definierten Weise relativ zum ersten Lagerbockteil 2 und zum Verformungsrohr 5 in Richtung Wagenkasten unter gleichzeitiger Querschnittsaufweitung des weiter in Richtung Wagenkasten liegenden Verformungsrohrabschnittes 5.2 geführt wird.With the carriage box-
In den
Wie es insbesondere
Des weiteren unterscheidet sich der bei der zweiten bevorzugten Ausführungsform der erfindungsgemäßen Energieverzehreinrichtung verwendete Lagerbock mit dem nachgeschalteten Energieverzehrelement von der ersten Ausführungsform in der Realisierung des Führungselementes 6. Wie es insbesondere
Da bei der zweiten Ausführungsform der Kegelring 7 einerseits und das Führungselement 6 andererseits als separate Bauteile ausgeführt sind, eignet sich das in
Die Ausführung der Erfindung sind nicht die unter Bezugnahme auf die Figuren beschriebenen Ausführungsbeispiele beschränkt. Vielmehr können die hierin beschriebenen Einzelmerkmale in einer beliebigen Kombination miteinander realisiert werden. Insbesondere ist es beispielsweise auch denkbar, dass die Energieverzehreinrichtung in einem Seitenpuffer eines mehrgliedrigen Fahrzeuges verwendet wird, wobei der Seitenpuffer eine Prallfläche zum Einleiten von Stoßkräften in die Energieverzehreinrichtung aufweist, und wobei die vorzugsweise in Richtung Kupplungsebene zeigende Schnittstelle der Energieverzehreinrichtung mit der Prallfläche des Seitenpuffers vorzugsweise starr verbunden ist.The embodiment of the invention is not limited to the embodiments described with reference to the figures. Rather, the individual features described herein may be implemented in any combination with one another. In particular, it is also conceivable, for example, for the energy dissipation device to be used in a side buffer of a multi-unit vehicle, the side buffer having a baffle surface for introducing impact forces into the energy dissipation device, and the interface preferably pointing in the direction of the coupling plane of the energy dissipation device to the impact surface of the side buffer is rigidly connected.
- 22
- erstes Lagerbockteilfirst bearing block part
- 33
- zweites Lagerbockteilsecond bearing block part
- 3a3a
- wagenkastenseitiger Endabschnitt des zweiten Lagerbockteilswagenkastenseitiger end portion of the second bearing block part
- 3b3b
- kupplungsstangenseitiger Endabschnitt des zweiten Lagerbockteilscoupling rod side end portion of the second bearing block part
- 44
- Schwenkbolzenpivot pin
- 55
- Verformungsrohrdeformation tube
- 5a5a
- wagenkastenseitiger Endabschnitt des Verformungsrohrescart box side end portion of the deformation tube
- 5b5b
- kupplungsstangenseitiger Endabschnitt des Verformungsrohrescoupling rod side end portion of the deformation tube
- 5.15.1
- Verformungsrohrabschnitt mit aufgeweitetem QuerschnittDeformation pipe section with expanded cross-section
- 5.25.2
- Verformungsrohrabschnitt mit nicht-aufgeweitetem QuerschnittDeformation tube section with unexpanded cross-section
- 5.35.3
- Übergangsabschnitt des VerformungsrohresTransition section of the deformation tube
- 66
- Führungselementguide element
- 6a6a
- wagenkastenseitiger Endabschnitt des Führungselementscarriage box-side end portion of the guide element
- 6b6b
- kupplungsstangenseitiger Endabschnitt des Führungselementscoupling rod side end portion of the guide element
- 77
- Kegelringcone ring
- 7a7a
- wagenkastenseitiger Endabschnitt des Kegelringescart box side end portion of the cone ring
- 7b7b
- kuppplungsstangenseitiger Endabschnitt des Kegelringescoupling rod side end portion of the cone ring
- 88th
- Schraubenverbindungscrew connection
- 99
- vorspringendes Element am kupplungsstangenseitiger Endabschnitt des Verformungsrohres des ersten Lagerbockteilsprojecting element on the coupling rod side end portion of the deformation tube of the first bearing block part
- 1010
- vorspringendes Element am ersten Lagerbockteilprojecting element on the first bearing block part
Claims (15)
- An energy absorbing device for a coupling assembly, for a semi-permanent coupler or for a side buffer of a multi-member vehicle having a bearing block (2, 3) mountable to a car body which comprises an interface (4) preferably oriented to the coupling plane by means of which the impact forces transmitted from an adjacent car body can be conducted to the bearing block (2, 3) and a deformation tube (5) abutting against the bearing block (2, 3), wherein the bearing block (2, 3) comprises a first bearing block part (2) rigidly mountable to a car body of the multi-member vehicle and a second bearing block part (3) connected to the car body-side end section of the interface (4),
wherein the deformation tube (5) comprises a section (5.1) fixedly connected to the first bearing block part (2) at its coupling plane-side end section (5b) which exhibits a widened cross-section compared to a section (5.2) of the deformation tube (5) positioned closer to the car body, and
wherein the car body-side end section (3a) of the second bearing block part (3) is braced between the first bearing block part (2) and the section (5.2) of the deformation tube (5) positioned closer to the car body, the bearing block (2, 3) further comprises a guide element (6), its coupling plane-side end section (6b) connected to the car body-side end section (3a) of the second bearing block part (3),
characterized in that
the car body-side end section (6a) of the guide element (6) extends at least partly into the section (5.2) of the deformation tube (5) positioned closer to the car body and abuts against the inner surface of said deformation tube section (5.2). - The energy absorbing device according to claim 1, wherein the guide element (6) of the bearing block (2, 3) comprises a conical ring (7) integrally formed with said guide element (6), its coupling plane-side end section (7b) connected to the car body-side end section (3a) of the second bearing block part (3) and its car body-side end section (7a) extending at least partly into the section (5.2) of the deformation tube (5) positioned closer to the car body and abutting against the inner surface of said deformation tube section (5.2).
- The energy absorbing device according to claim 2, wherein
the coupling plane-side end section (7b) of the conical ring (7) positively engages with the car body-side end section (3a) of the second bearing block part (3). - The energy absorbing device according to claim 2 or 3, wherein the coupling plane-side end section (7b) of the conical ring (7) is rigidly connected to the car body-side end section (3a) of the second bearing block part (3) in a force-fit connection.
- The energy absorbing device according to any one of claims 2 to 4, wherein the conical ring (7) abuts against the inner surface of the transition section (5.3) between the deformation tube section (5.1) of widened cross-section and the section (5.2) of the deformation tube (5) positioned closer to the car body.
- The energy absorbing device according to claim 1, wherein the bearing block (2, 3) further comprises a conical ring (7) connected to the car body- side end section (3a) of the second bearing block part (3) at its coupling plane-side end section (7b) and which abuts against the inner surface of the transition section (5.3) between the deformation tube section (5.1) of widened cross-section and the section (5.2) of the deformation tube (5) positioned closer to the car body, and wherein the guide element (6) is connected to the car body-side end section (3a) of the second bearing block part (3) at its coupling plane-side end section (6b) and its car body-side end section (6a) extends at least partly into the section (5.2) of the deformation tube (5) positioned closer to the car body and abuts against the inner surface of said deformation tube section (5.2).
- The energy absorbing device according to claim 6, wherein the coupling plane-side end section (7b) of the conical ring (7) on the one hand and the coupling plane-side end section (6b) of the guide element (6) on the other positively engage respectively with the car body-side end section (3a) of the second bearing block part (3).
- The energy absorbing device according to claim 6 or 7, wherein the guide element (6) and the second bearing block part (3) are of integral configuration.
- The energy absorbing device according to any one of claims 2 to 8, wherein the second bearing block part (3) is braced without play between the first bearing block part (2) and the section (5.2) of the deformation tube (5) positioned closer to the car body by means of the conical ring (7).
- The energy absorbing device according to any one of the preceding claims, wherein the first bearing block part (2) is mountable to the car body by means of a bolted connection (8):
- The energy absorbing device according to any one of the preceding claims, wherein the first bearing block part (2) is mountable to the car body by means of a positive connection.
- The energy absorbing device according to any one of the preceding claims, wherein the first bearing block part (2) consists of two rails extending substantially parallel to one another which can be fixedly bolted to the car body.
- The energy absorbing device according to any one of the preceding claims, wherein the second bearing block part (3) is braced between the first bearing block part (2) and the deformation tube (5) on the one hand, and the deformation tube (5) is designed on the other such that upon the energy absorbing device exceeding a predefinable operating load, the second bearing block part (3) is moved toward the car body relative the first bearing block part (2) and thus the section (5.2) of the deformation tube (5) positioned closer to the car body and the cross-sectional widening plastically deforms.
- Use of the energy absorbing device according to any one of the preceding claims in a coupling assembly of a multi-member vehicle, wherein the coupling assembly comprises a coupling rod for transferring tractive and impact forces, and wherein the interface (4) of the energy absorbing device preferably oriented to the coupling plane comprises a vertically-extending pivot pin by means of which the car body-side end section of the coupling rod is articulated to the second bearing block part (3) so as to be pivotable in the horizontal plane.
- Use of the energy absorbing device according to any one of claims 1 to 13 in a side buffer of a multi-member vehicle, wherein the side buffer comprises a baffle area to conduct impact forces to the energy absorbing device, and wherein the interface (4) of the energy absorbing device preferably oriented to the coupling plane is preferably rigidly connected to the baffle area of the side buffer.
Priority Applications (16)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DK07107702T DK1990251T3 (en) | 2007-05-08 | 2007-05-08 | Energy absorbing device for multi-jointed vehicles |
DE502007001130T DE502007001130D1 (en) | 2007-05-08 | 2007-05-08 | Energy-consuming device for multi-unit vehicles |
SI200730057T SI1990251T1 (en) | 2007-05-08 | 2007-05-08 | Power consumption unit for vehicles consisting of several units |
PL07107702T PL1990251T3 (en) | 2007-05-08 | 2007-05-08 | Power consumption unit for vehicles consisting of several units |
ES07107702T ES2328527T3 (en) | 2007-05-08 | 2007-05-08 | ENERGY ABSORPTION DEVICE FOR MULTIPLE UNIT VEHICLES. |
EP07107702A EP1990251B1 (en) | 2007-05-08 | 2007-05-08 | Power consumption unit for vehicles consisting of several units |
CN2008800150694A CN101674969B (en) | 2007-05-08 | 2008-04-25 | Energy absorption device for multi-section vehicles |
BRPI0810242-2A2A BRPI0810242A2 (en) | 2007-05-08 | 2008-04-25 | POWER CONSUMPTION DEVICE FOR VEHICLES OF VARIOUS SECTIONS |
PCT/EP2008/055064 WO2008135414A2 (en) | 2007-05-08 | 2008-04-25 | Energy absorption device for multi-section vehicles |
AU2008248723A AU2008248723B2 (en) | 2007-05-08 | 2008-04-25 | Energy dissipation device for multi-member vehicle |
JP2010506889A JP5273405B2 (en) | 2007-05-08 | 2008-04-25 | Energy dissipation device for multi-part vehicles |
KR1020097022796A KR101141476B1 (en) | 2007-05-08 | 2008-04-25 | Energy absorption device for multi-section vehicles |
TW097115169A TWI412464B (en) | 2007-05-08 | 2008-04-25 | Multi-section vehicle energy consumption device |
US12/149,786 US20090008963A1 (en) | 2007-05-08 | 2008-05-08 | Energy absorbing element for multiple unit vehicles |
HK09101573.4A HK1123779A1 (en) | 2007-05-08 | 2009-02-18 | Power consumption unit for vehicles consisting of several units |
NO20093130A NO20093130L (en) | 2007-05-08 | 2009-10-12 | Energy-absorbing device for multi-joint vehicles |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP07107702A EP1990251B1 (en) | 2007-05-08 | 2007-05-08 | Power consumption unit for vehicles consisting of several units |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1990251A1 EP1990251A1 (en) | 2008-11-12 |
EP1990251B1 true EP1990251B1 (en) | 2009-07-22 |
Family
ID=38441713
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP07107702A Active EP1990251B1 (en) | 2007-05-08 | 2007-05-08 | Power consumption unit for vehicles consisting of several units |
Country Status (16)
Country | Link |
---|---|
US (1) | US20090008963A1 (en) |
EP (1) | EP1990251B1 (en) |
JP (1) | JP5273405B2 (en) |
KR (1) | KR101141476B1 (en) |
CN (1) | CN101674969B (en) |
AU (1) | AU2008248723B2 (en) |
BR (1) | BRPI0810242A2 (en) |
DE (1) | DE502007001130D1 (en) |
DK (1) | DK1990251T3 (en) |
ES (1) | ES2328527T3 (en) |
HK (1) | HK1123779A1 (en) |
NO (1) | NO20093130L (en) |
PL (1) | PL1990251T3 (en) |
SI (1) | SI1990251T1 (en) |
TW (1) | TWI412464B (en) |
WO (1) | WO2008135414A2 (en) |
Cited By (1)
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RU2718184C2 (en) * | 2015-11-30 | 2020-03-31 | Деллнер Дамперс Аб | Device and method of energy absorption |
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CN105644580B (en) * | 2015-12-29 | 2019-01-29 | 中车戚墅堰机车车辆工艺研究所有限公司 | Crushing device, assembling method thereof and coupler buffer system comprising crushing device |
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DE102016206989A1 (en) * | 2016-04-25 | 2017-10-26 | Voith Patent Gmbh | Bracket assembly |
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DE102018101043A1 (en) * | 2017-08-11 | 2019-02-14 | Axtone S.A. | Articulated assembly, taper nut ring, method of making an overload releasable attachment of a cutting tool, and method of energy conversion by means of a hinge assembly |
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2007
- 2007-05-08 ES ES07107702T patent/ES2328527T3/en active Active
- 2007-05-08 DE DE502007001130T patent/DE502007001130D1/en active Active
- 2007-05-08 PL PL07107702T patent/PL1990251T3/en unknown
- 2007-05-08 EP EP07107702A patent/EP1990251B1/en active Active
- 2007-05-08 SI SI200730057T patent/SI1990251T1/en unknown
- 2007-05-08 DK DK07107702T patent/DK1990251T3/en active
-
2008
- 2008-04-25 JP JP2010506889A patent/JP5273405B2/en not_active Expired - Fee Related
- 2008-04-25 TW TW097115169A patent/TWI412464B/en not_active IP Right Cessation
- 2008-04-25 BR BRPI0810242-2A2A patent/BRPI0810242A2/en not_active IP Right Cessation
- 2008-04-25 KR KR1020097022796A patent/KR101141476B1/en active IP Right Grant
- 2008-04-25 WO PCT/EP2008/055064 patent/WO2008135414A2/en active Application Filing
- 2008-04-25 CN CN2008800150694A patent/CN101674969B/en not_active Ceased
- 2008-04-25 AU AU2008248723A patent/AU2008248723B2/en not_active Ceased
- 2008-05-08 US US12/149,786 patent/US20090008963A1/en not_active Abandoned
-
2009
- 2009-02-18 HK HK09101573.4A patent/HK1123779A1/en not_active IP Right Cessation
- 2009-10-12 NO NO20093130A patent/NO20093130L/en not_active Application Discontinuation
Cited By (1)
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---|---|---|---|---|
RU2718184C2 (en) * | 2015-11-30 | 2020-03-31 | Деллнер Дамперс Аб | Device and method of energy absorption |
Also Published As
Publication number | Publication date |
---|---|
US20090008963A1 (en) | 2009-01-08 |
TW200920636A (en) | 2009-05-16 |
SI1990251T1 (en) | 2009-10-31 |
KR101141476B1 (en) | 2012-05-04 |
WO2008135414A2 (en) | 2008-11-13 |
ES2328527T3 (en) | 2009-11-13 |
CN101674969B (en) | 2012-01-11 |
HK1123779A1 (en) | 2009-06-26 |
KR20100004106A (en) | 2010-01-12 |
DE502007001130D1 (en) | 2009-09-03 |
NO20093130L (en) | 2010-01-14 |
PL1990251T3 (en) | 2010-01-29 |
TWI412464B (en) | 2013-10-21 |
EP1990251A1 (en) | 2008-11-12 |
CN101674969A (en) | 2010-03-17 |
JP2010526702A (en) | 2010-08-05 |
WO2008135414A3 (en) | 2009-01-29 |
AU2008248723B2 (en) | 2011-06-23 |
AU2008248723A1 (en) | 2008-11-13 |
DK1990251T3 (en) | 2009-10-12 |
BRPI0810242A2 (en) | 2014-10-29 |
JP5273405B2 (en) | 2013-08-28 |
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