EP2033868B1 - Überpufferungsschutzeinrichtung für Eisenbahnwaggons, insbesondere Tankwaggons - Google Patents

Überpufferungsschutzeinrichtung für Eisenbahnwaggons, insbesondere Tankwaggons Download PDF

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Publication number
EP2033868B1
EP2033868B1 EP07301351A EP07301351A EP2033868B1 EP 2033868 B1 EP2033868 B1 EP 2033868B1 EP 07301351 A EP07301351 A EP 07301351A EP 07301351 A EP07301351 A EP 07301351A EP 2033868 B1 EP2033868 B1 EP 2033868B1
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EP
European Patent Office
Prior art keywords
base
shell
claws
buffer
wagon
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Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP07301351A
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English (en)
French (fr)
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EP2033868A1 (de
Inventor
Christian Soulat
Ludovic Kasprzak
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Ateliers d'Orval
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Ateliers d'Orval
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Publication date
Application filed by Ateliers d'Orval filed Critical Ateliers d'Orval
Priority to AT07301351T priority Critical patent/ATE554984T1/de
Priority to ES07301351T priority patent/ES2387126T3/es
Priority to PL07301351T priority patent/PL2033868T3/pl
Priority to EP07301351A priority patent/EP2033868B1/de
Priority to MA31205A priority patent/MA31267B1/fr
Priority to CN2008102156269A priority patent/CN101407221B/zh
Publication of EP2033868A1 publication Critical patent/EP2033868A1/de
Application granted granted Critical
Publication of EP2033868B1 publication Critical patent/EP2033868B1/de
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G11/00—Buffers
    • B61G11/18—Details
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
    • B61D15/06—Buffer cars; Arrangements or construction of railway vehicles for protecting them in case of collisions

Definitions

  • the invention relates to the field of railway equipment, and the present invention more specifically relates to a device for improving the safety of railroad cars, and in particular tank cars, intended for the transport of dangerous goods, in particular airframes.
  • gas so-called Class 2 tank wagons
  • IPD 2007 International Carriage of Dangerous Goods by Rail
  • tank car tanks must be protected by measures to avoid the overlap of buffers, which railcars are conventionally equipped with, and the derailment or, at least, to limit damage to the tank cars. said tanks when overlapping buffers, and possibly the chassis of wagons that support them.
  • this Regulation recommends the equipment of the tank cars concerned with an anti-overlapping buffer device, the purpose of which, in the event of a collision between two wagons causing the operation of the fusible devices fitted with the telescopic buffers, tank cars, to prevent the chassis of one of the two wagons from passing over the chassis of the other, and thus to ensure that the chassis of the two wagons remain substantially in the same horizontal plane.
  • the anti-overlap device must not disturb the normal operation of the wagon, nor the normal operation of the buffers, which are known that each of them can execute, in the event of an impact with another buffer another wagon, first a first reversible elastic telescopic race, possibly followed, depending on the importance of the shock, a second telescopic race, irreversible, corresponding to the plastic deformation of a fusible element or assembly.
  • the anti-overlap device must allow the curve crossing encountered during operation, and in particular allow the free registration of another wagon equipped with an anti-overlap device, in a curve. radius of 75 m.
  • the anti-overlap device must allow the assembly, permanent or temporary, on the wagon of other equipment such as grip handle and Bern rectangle.
  • the anti-overlap device must operate regardless of the state of load and wear of the cars it equips and involved in a shock, and the anti-overlap device must remain effective even if a car involved in a shock and other than that it is equipped itself is not equipped with an anti-overlap device, while two anti-overlap devices, each equipping one of two cars involved in a shock, must not interfere mutually, each of which must withstand a vertical effort (upwards and downwards) of 150 kN.
  • the above-mentioned Regulation specifies that the increase in the buffer overhang relative to the chassis of a wagon, and due to the fixing of the anti-overlap device, must be less than 20 mm.
  • the anti-overlap device must allow the mounting of buffers, four in number per wagon, and should not interfere with the maintenance operations on these buffers, the anti-overlap device to be provided at each buffer of a wagon, and be of width at less than the horizontal dimension of a buffer plate, except at the location of the left step at the corresponding longitudinal end of the wagon frame, where this device shall not interfere with the free space for the shunter, any covering the maximum width of the corresponding buffer.
  • the anti-overlap device must be constructed in such a way that it does not aggravate the risk of penetration of tank bottoms in the event of an impact.
  • EP-A-0 532 442 an anti-overlap device is known according to the preamble of claim 1.
  • the object of the present invention is to propose an anti-overlap device satisfying the requirements presented above of the RID 2007 Regulation, and whose structure makes it possible to prevent rather than limit the damage caused by the phenomenon of overlapping railcar buffers. tanks and possibly chassis of such wagons.
  • the invention proposes an anti-overlap device for a railway wagon, and in particular a tank wagon, according to claim 1.
  • Advantageous embodiments of this device are the subject of claims 2 to 9.
  • a claw of the hull engages the buffer associated with the wagon vis-à-vis between this claw and its associated buffer, which prevents the overlap of the chassis of the two wagons.
  • a claw of each of the two hulls engages between one of the two claws of the other hull and the buffer associated with said other hull, which prevents the overlap of the frames of the two wagons.
  • each shell is reversible
  • each claw may be the high claw or the low claw
  • the hull can be mounted between the frame of a wagon and the left or right buffer at one or other of the longitudinal ends of the car.
  • the invention also relates to a railway car, in particular a tank car, according to claim 10.
  • the figure 1 schematically represents a longitudinal end of the frame 1 of a class 2 tank car.
  • This longitudinal end 2 has, laterally and transversely on either side of the longitudinal axis XX of the chassis 1 of the wagon, two elements 3 (of which only one is clearly visible on the figure 1 ), which are two vertical rectangular plates, symmetrical to each other with respect to the axis XX, and each rigidly fixed against the corresponding end 2 of the frame.
  • this end may consist of a set (2, 3) forming a single piece having a rectangular vertical flat surface on the entire end.
  • a telescopic pad 4 of well-known structure, is rigidly fixed by a flange 5 of its foot 6 against the head beam 3, the pad 4 having, at its end opposite the flange 5, a knocker 7, vertical and curved, secured to one end of a sleeve 8 telescopically mounted on the foot 6, and capable, from the maximum deployment position of the buffer 4, to perform a first resilient and reversible telescopic race, then, in case of too abrupt shock with a buffer similar or different (for example with an elastic race but without irreversible "fuse” race) of another car, an irreversible race by plastic deformation of a fuse assembly (not shown in the figures) mounted to inside the telescopic pad 4.
  • the buffers 4 can be of different types, including an international type and at least one other type called "Franco" -Spanish".
  • the anti-overlap device of the invention comprises, for each of the four buffers 4 of which the chassis 1 of the wagon is equipped, a rigid steel hull, which may be a hull 10 of the standard type, as shown in FIGS. Figures 2 to 4 , and fixed on the end 2 of the frame 1, between this end 2 and the corresponding buffer 4, and around substantially this buffer 4, as shown for the left buffer of the end 2 of the frame 1 (for an observer since the center of the chassis 1), and right on the figure 1 , while the right stamp (shown left on the figure 1 ) is rigidly attached to the corresponding head 3 by means of a hull of another type, called truncated 10 ', made according to the Figures 5 to 8 .
  • a rigid steel hull which may be a hull 10 of the standard type, as shown in FIGS. Figures 2 to 4 , and fixed on the end 2 of the frame 1, between this end 2 and the corresponding buffer 4, and around substantially this buffer 4, as shown for the left buffer of the end 2 of the frame 1
  • the two types of rigid 10 and truncated rigid shells 10 comprise a large number of common elements or the like, these elements being identified by the same references, when they are identical from one type of shell to another, or affected. premium index or symbol when they are similar.
  • a standard hull according to Figures 2 to 4 comprises a base 11, having the shape of a substantially flat and rectangular plate, intended to be fixed vertically against the corresponding head crosspiece 3, so that the length of the base 11 is substantially parallel to the length of this cross member; head 3.
  • the base 11 is rigidly secured to a first end or base 12a of one respectively of two claws 12, projecting from the same side of the base 11 and intended for extend longitudinally, one above and one below the corresponding buffer 4, gradually separating from each other from their base 12a to their second end or free end 12b.
  • the figure 4 shows that the two claws 12 are substantially symmetrical to each other with respect to a median horizontal plane P of the base 11 and perpendicular to the latter.
  • Each of the claws 12 has substantially the shape of an inclined flat plate, for the upper claw, upwards, and, for the lower claw, downwardly away from the base 11, without extending to at substantially above the knocker 7 of the buffer 4 corresponding when the latter is in the maximum telescopic extension position (see figure 9 ).
  • Each claw 12 has two parts, one of which 12c, adjacent to the base 11, has a rectangular shape, whose length is parallel to that of the base 11, and the other portion 12d, which extends the first part 12c on the opposite side to the base 11, has, in plan, a substantially isosceles trapezoidal shape, the small base constitutes the free end 12b and is preferably slightly arcuate with its convexity on the opposite side to the base 11 (see figure 3 ).
  • the standard shell 10 also comprises two lateral gussets 13, each having the shape shown in FIG. figure 4 , namely that of an isosceles trapezium, rigidly secured, by its small base, on a vertical side of the base 11 and, by each of its two inclined sides, to the edge, located on the corresponding side, of one respectively of the two claws 12, while a recess 14, defined substantially by a circular arc, is formed in each gusset from its large base substantially between the ends of the side edges of the first portions 12c of the claws 12, at the level of their connection with the parts 12d in isosceles trapeze.
  • the figure 2 shows that the rigid connection between the base 11, the claws 12 and the gussets 13 is provided by extra thicknesses of material in cords 15 to the connection between the upper and lower edges of the base 11 and the bases 12a of the two claws 12 between the vertical and lateral edges of the base 11 and the two gussets 13 and between the lateral edges of the upper and lower claws 12 and the inclined sides of the gussets 13.
  • cords 15 material excess may be solder cords if the shell 10 is a welded assembly, or result of a manufacture by forging or molding of the shell 10.
  • Fixing the shell 10 on the corresponding crosshead 3 is provided by four orifices 16 bolting, which pass through the base 11 at the four corners of a rectangle with a vertical spacing of 160 mm and a horizontal center distance of 280 mm , to simultaneously allow the attachment of a buffer 4 corresponding, by its flange 5, against the inner face of the base 11, the outer face is applied and fixed against the corresponding crosshead 3.
  • the arcuate recesses 14 of the side gussets 13 facilitate not only the fixing of a buffer 4 inside a shell 10 and, via the base 11 of the latter, on the chassis 1 of the wagon, but also the maintenance operations on the buffer 4, whose normal operation, both for its reversible elastic travel and irreversible fuse or plastic race, is not disturbed by the shell 10.
  • the Recesses in an arc 14 also make it possible to lighten the device according to the invention.
  • a base 11' also in the form of a substantially rectangular flat plate, rigidly secured to two longitudinal claws 12 ', inclined and substantially symmetrical to each other with respect to the horizontal median plane perpendicular to the base 11 ', but only one side gusset 13' (see Figures 7 and 8 ), of the same shape and structure as those of the two gussets 13 of the standard shell 10, and which is intended to be located on the side of the other buffer 4 of the same end of the frame 1.
  • the base 11 has four bolting orifices 16 at the four corners of a rectangle with the same vertical and horizontal distances as those of the shell 10, for the rigid and bolted fastening of a buffer 4 by its flange. 5 against the inner face of the base 11 'and the rigid attachment of the latter by its outer face against the corresponding crosshead 3.
  • each claw 12 ' has, as represented on the figure 6 , a first part 12'c of rectangular shape, shorter than the first part 12c on the standard shell 10, which is attached to the upper edge of the base 11 'by its base 12'a, and which extends to the opposite side by a second portion 12'd in the form of a rectangular isosceles trapezium, whose small base constitutes the free end 12'b, also slightly arched but shorter than the free end 12b on the standard shell 10.
  • the base 11 ' substantially of the same length as the base 11 of the standard shell 10, exceeds the alignment with the lateral edges of the two claws 12 ', the opposite side to the gusset 13', as clearly shown on the figure 5 , which shows that the outer lateral edge (with respect to the wagon) of the base 11 'is connected to the edges of the same side of the two claws 12' by substantially triangular lugs 17.
  • the access to the interior of the truncated shell 10 ' is facilitated, because of the absence of external lateral gusset, the side of a step 18 shown on the figure 1 , leaving a free access for the operating agent, the truncated shell 10 'being reversible and able to be mounted around the buffer 4 on the left, keeping its gusset 13' inwards, so that the free side is turned to a screw brake, which promotes the mounting of the latter on the frame 1, for example.
  • the operation of the anti-overlap device, fitted to the buffers 4 of two tank cars coupled to one another, is schematically represented on the Figures 9 to 11 , where the two hulls associated with two buffers 4 each belonging to one of the two wagons coupled and in contact with each other with a zero telescopic driving stroke, are two standard hulls 10, for simplification.
  • the figure 9 shows that in this configuration, the upper and lower claws 12 of the two shells 10 do not interfere with each other. with the others.
  • the figure 9 also represents that the two wagons have different states of load and / or wear, hence a difference in buffer height (difference in relative height between the two buffers 4) which is still found in practice and is admissible until at 125 mm.
  • the figure 10 represents the same elements (buffers 4 and shells 10) after a reversible elastic compression stroke of the buffers 4 of 105 mm, for which the free ends 12b of the claws 12 are close together, but still without interfering with each other, so the anti-overlap devices do not disturb the normal operation of the buffers 4.
  • figure 11 represents the two tampons 4 compressed axially at the maximum, after their irreversible fuse stroke, and it is found that the shells 10 (and / or 10 ') of the two anti-overlap devices are embedded one inside the other by their claws 12 d an appropriate length, and thus prevent the overlap of the buffers 4 and frame 1 of the two wagons.
  • the upper claw 12 of the shell 10 fixed around the right buffer 4 on this figure 11 is engaged between the two claws 12 of the shell 10 surrounding the buffer 4 on the left, and more precisely is engaged below the upper claw 12 of the hull 10 on the left, but above the buffer 4 on the left, and symmetrically , the lower claw 12 of the hull 10 on the left is engaged above the lower claw 12 of the hull 10 on the right, between the lower claw 12 and the buffer 4 on the right, so that any additional upward relative movement or down one of the two buffers 4 with its shell 10 relative to the other buffer 4 and the other shell 10 is prevented by these nesting, which effectively prevent the overlap of the chassis.
  • the figure 13 represents the buffer 4, surrounded by a shell 10 (or 10 '), in contact with a zero compression stroke, against another buffer 4', without an anti-overlap device, with a maximum vertical offset of 125 mm of the buffers 4 and 4 'relative to each other, visible at the knockers 7 and 7', while the figure 14 shows that after a telescopic stretch of maximum elastic compression of 105 mm of each buffer 4 and 4 ', the shell 10 (or 10') does not interfere with the normal operation of the buffers 4 and 4 ', and the figure 15 shows that after the irreversible fuse stroke of the buffer 4, telescopically compressed to the maximum, the other buffer 4 ', standard structure, is trapped in the anti-overlap device being engaged by its knocker 7' between the two claws 12 ( or 12 ') of the shell 10 (or 10'), and limited in its upward or downward movement relative to the pad 4, respectively by the upper or lower claw 12 (or 12 '), which prevents the overlapping the chassis of the two cars.
  • a lighter version of the hulls 10 and 10 ' is obtained by producing at least one recess and / or at least one lightening light in at least one of the claws 12 or 12' and at least one of the gussets 13 or 13 '.
  • FIG. 12 there is shown an exemplary embodiment of a shell 10, for illustrative only and not limiting the scope of the present invention, in which there is provided a recess 19 which is partially formed in each claw 12 of the shell 10, as well as in the base 11.
  • a recess 19 which is partially formed in each claw 12 of the shell 10, as well as in the base 11.
  • recesses formed only in the claws 12, and of any possible shape.
  • the anti-overlap device of the invention thus meets the requirements and achieves the desired purpose.
  • this device can be mounted in workshops on new wagons as on wagons already in operation, during their revision, retrofit or retrofit.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Vibration Dampers (AREA)
  • Agricultural Machines (AREA)
  • Intermediate Stations On Conveyors (AREA)
  • Chain Conveyers (AREA)
  • Electroluminescent Light Sources (AREA)
  • Connection Of Plates (AREA)
  • Details Of Rigid Or Semi-Rigid Containers (AREA)

Claims (10)

  1. Überpufferungsschutzeinrichtung für einen Eisenbahnwagen und insbesondere einen Kesselwagen, welche für jeden der zwei Puffer (4) mindestens eines Endes (2) des Wagens eine Schale (10, 10') aus einem starren Material umfasst, die dazu bestimmt ist, an dem Fahrgestell (1) des Wagens und um einen jeweiligen Puffer (4) herum befestigt zu werden, und welche umfasst:
    - einen Sockel (11, 11') zur im Wesentlichen vertikalen Befestigung an einem Längsende (2) des Fahrgestells (1) durch Mittel zur vorzugsweise lösbaren Befestigung;
    - zwei Schalenabschnitte (12, 12'), von denen der eine dazu bestimmt ist, sich oberhalb, und der andere, sich unterhalb des entsprechenden Puffers (4) zu erstrecken, und die beide durch ein erstes Ende (12a, 12'a) fest mit dem Sockel (11, 11') verbunden sind und sich von dem Sockel (11, 11') zu ihrem zweiten Ende (12b, 12'b) hin, welches frei ist, zunehmend voneinander entfernen; und
    - mindestens einen seitlichen Schalenabschnitt (13, 13'), der mit dem Sockel (11, 11') und den beiden Schalenabschnitten (12, 12'), welche dieser mindestens eine seitliche Schalenabschnitt (13, 13') seitlich miteinander verbindet, fest verbunden ist, dadurch gekennzeichnet, dass die zwei Schalenabschnitte als von dem Sockel (11, 11') vorspringende Klauen (12, 12'), die jeweils die Form einer im Wesentlichen ebenen Platte aufweisen, ausgebildet sind und im Wesentlichen symmetrisch zueinander bezüglich einer Mittelebene (P) geneigt sind, die im Wesentlichen horizontal und zu dem Sockel (11, 11') senkrecht ist, und dadurch, dass der mindestens eine seitliche Schalenabschnitt als Verbindungsblech (13, 13') ausgebildet ist, das die Form einer im Wesentlichen ebenen und vertikalen Platte aufweist, von der Form eines im Wesentlichen gleichschenkligen Trapezes, das über seine beiden geneigten Seiten mit den beiden auf ein und derselben Seite befindlichen Seitenrändern der beiden Klauen (12, 12') und über seine kurze Grundseite mit einem Seitenrand des Sockels (11, 11') auf der entsprechenden Seite fest verbunden ist, während seine lange Grundseite eine im Wesentlichen kreisbogenförmige Vertiefung (14) mit einer von dem Sockel (11, 11') abgewandten Konkavität aufweist.
  2. Einrichtung nach Anspruch 1, dadurch gekennzeichnet, dass der Sockel (11, 11') eine im Wesentlichen ebene und rechteckige oder quadratische Platte ist, die von Öffnungen (16) zur Befestigung, vorzugsweise durch Verschraubung, an einem Kopfträger (3) des Fahrgestells (1) des Wagens durchbohrt ist.
  3. Einrichtung nach einem der Ansprüche 1 und 2, dadurch gekennzeichnet, dass sie zwei Verbindungsbleche (13) umfasst, die im Wesentlichen parallel zueinander und senkrecht zu dem Sockel (11) sind.
  4. Einrichtung nach Anspruch 3, dadurch gekennzeichnet, dass jede der beiden Klauen (12) zwei in Längsrichtung hintereinander angeordnete Abschnitte (12c, 12d) aufweist, von denen ein erster Abschnitt (12c), der dem Sockel (11) benachbart ist, eine in der Draufsicht rechteckige Form aufweist, während der zweite Abschnitt (12d), welcher den ersten verlängert, in der Draufsicht die Form eines im Wesentlichen gleichschenkligen Trapezes aufweist, dessen kurze Grundseite den freien Rand (12b) der Klaue (12) bildet.
  5. Einrichtung nach einem der Ansprüche 1 und 2, dadurch gekennzeichnet, dass sie ein einziges Verbindungsblech (13') umfasst, das die Seitenränder der beiden Klauen (12') und des Sockels (11'), welche dazu bestimmt sind, sich auf der Seite des anderen Puffers (4) zu befinden, mit demselben Längsende des Fahrgestells (1) des Wagens verbindet, derart, dass die Schale (10') umdrehbar ist, so dass sie um einen linken oder rechten Puffer (4) des Wagens herum angebracht werden kann.
  6. Einrichtung nach Anspruch 5, dadurch gekennzeichnet, dass jede der beiden im Wesentlichen ebenen Klauen (12') zwei Abschnitte (12'c, 12'd) aufweist, von denen ein erster (12'c), welcher dem Sockel (11') benachbart ist, eine in der Draufsicht rechteckige Form aufweist, und von denen der zweite Abschnitt (12'd), welcher den ersten verlängert, im Wesentlichen die Form eines rechteckigen Trapezes aufweist, dessen kurze Grundseite den freien Rand (12'c) der Klaue (12') bildet.
  7. Einrichtung nach einem der Ansprüche 1 bis 6, dadurch gekennzeichnet, dass jede Schale (10, 10') eine metallische maschinengeschweißte Baugruppe ist, vorzugsweise aus Stahl, mit konvexen Schweißnähten (15) im Inneren der Schale (10, 10') an der Verbindung des Sockels (11, 11') mit jeder der beiden Klauen (12, 12') und mit dem mindestens einen Verbindungsblech (13, 13') und an der Verbindung jeder der beiden Klauen (12, 12') mit dem mindestens einen Verbindungsblech (13, 13').
  8. Einrichtung nach einem der Ansprüche 1 bis 6, dadurch gekennzeichnet, dass jede Schale (10, 10') ein metallisches, geschmiedetes oder gegossenes monolithisches Element ist, vorzugsweise aus Stahl.
  9. Einrichtung nach einem der Ansprüche 1 bis 8, dadurch gekennzeichnet, dass mindestens eine Aussparung und/oder mindestens eine Öffnung zur Gewichtsverringerung (19) in mindestens einer der Klauen (12, 12') und/oder in dem mindestens einen Verbindungsblech (13, 13') ausgebildet ist/sind.
  10. Eisenbahnwagen, und insbesondere Kesselwagen, welcher zwei Puffer (4) an jedem der beiden Längsenden seines Fahrgestells (1) umfasst, wobei jeder Puffer (4) einen umkehrbaren elastischen teleskopischen Kompressionsweg und einen teleskopischen Kompressionsweg mit plastischer Verformung eines Sicherungselements ausführen kann, dadurch gekennzeichnet, dass er mit einer Überpufferungsschutzeinrichtung nach einem der Ansprüche 1 bis 9 ausgestattet ist, von der jede der vier Schalen (10, 10') um jeweils einen der Puffer (4) herum angebracht ist.
EP07301351A 2007-09-07 2007-09-07 Überpufferungsschutzeinrichtung für Eisenbahnwaggons, insbesondere Tankwaggons Not-in-force EP2033868B1 (de)

Priority Applications (6)

Application Number Priority Date Filing Date Title
AT07301351T ATE554984T1 (de) 2007-09-07 2007-09-07 Überpufferungsschutzeinrichtung für eisenbahnwaggons, insbesondere tankwaggons
ES07301351T ES2387126T3 (es) 2007-09-07 2007-09-07 Dispositivo anticabalgamiento para vagones de ferrocarril, en particular vagones cisterna
PL07301351T PL2033868T3 (pl) 2007-09-07 2007-09-07 Urządzenie zabezpieczające przed zachodzeniem dla wagonów kolejowych, zwłaszcza wagonów - cystern
EP07301351A EP2033868B1 (de) 2007-09-07 2007-09-07 Überpufferungsschutzeinrichtung für Eisenbahnwaggons, insbesondere Tankwaggons
MA31205A MA31267B1 (fr) 2007-09-07 2008-09-04 Dispositif anti-chevauchement pour wagons de chemins de fer, en particulier wagons-citernes.
CN2008102156269A CN101407221B (zh) 2007-09-07 2008-09-08 铁路车厢特别是罐车的防交搭装置

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP07301351A EP2033868B1 (de) 2007-09-07 2007-09-07 Überpufferungsschutzeinrichtung für Eisenbahnwaggons, insbesondere Tankwaggons

Publications (2)

Publication Number Publication Date
EP2033868A1 EP2033868A1 (de) 2009-03-11
EP2033868B1 true EP2033868B1 (de) 2012-04-25

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EP07301351A Not-in-force EP2033868B1 (de) 2007-09-07 2007-09-07 Überpufferungsschutzeinrichtung für Eisenbahnwaggons, insbesondere Tankwaggons

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Country Link
EP (1) EP2033868B1 (de)
CN (1) CN101407221B (de)
AT (1) ATE554984T1 (de)
ES (1) ES2387126T3 (de)
MA (1) MA31267B1 (de)
PL (1) PL2033868T3 (de)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012221313B3 (de) * 2012-11-22 2014-01-02 Waggonbau Graaff Gmbh Überpufferungsschutz für Schienenfahrzeuge
DE102013009121B3 (de) * 2013-05-29 2014-07-31 Waggonbau Graaff Gmbh Überpufferungsschutz für Schienenfahrzeuge
EP2808222A1 (de) 2013-05-29 2014-12-03 Waggonbau Graaff GmbH Überpufferungsschutz für Schienenfahrzeuge

Families Citing this family (3)

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Publication number Priority date Publication date Assignee Title
DE102012224193A1 (de) * 2012-12-21 2014-06-26 Siemens Aktiengesellschaft Aufkletterschutz
RU2641579C1 (ru) * 2014-02-11 2018-01-18 Сименс Акциенгезелльшафт Предохранительное приспособление от выжимания для рельсового транспортного средства
WO2022069052A1 (de) * 2020-10-01 2022-04-07 Falk Schneider Energieaufnahmereduzierter aufkletterschütz

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DE39821C (de) * C. T. burchardt in Berlin SW., Friedrichstr. 48 Sicherheitsbuffer für Eisenbahnfahrzeuge
DE58990C (de) * W. SCHMID, k. b. Eisenbahn-Maschinenmeister, in München, Bayerstr. 26 Buffer für Eisenbahnfahrzeuge
FR2681300B1 (fr) 1991-09-12 1993-12-10 Dietrich Cie Sa De Dispositif d'antichevauchement et d'absorption d'energie pour vehicules ferroviaires.
DE10126483A1 (de) * 2001-05-31 2002-12-05 Scharfenbergkupplung Gmbh & Co Energieverzehreinrichtung für die Stirnseite von Schienenfahrzeugen
DE10155257B4 (de) * 2001-11-09 2008-02-21 Alstom Lhb Gmbh Kollisionsschutzeinrichtung für Schienenfahrzeuge
US6792871B2 (en) * 2002-11-07 2004-09-21 Miner Enterprises, Inc. Railroad car energy absorption apparatus
AT413683B (de) * 2003-06-13 2006-05-15 Siemens Sgp Verkehrstech Gmbh Aufkletterschutz für schienenfahrzeuge

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012221313B3 (de) * 2012-11-22 2014-01-02 Waggonbau Graaff Gmbh Überpufferungsschutz für Schienenfahrzeuge
DE102013009121B3 (de) * 2013-05-29 2014-07-31 Waggonbau Graaff Gmbh Überpufferungsschutz für Schienenfahrzeuge
EP2808222A1 (de) 2013-05-29 2014-12-03 Waggonbau Graaff GmbH Überpufferungsschutz für Schienenfahrzeuge

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MA31267B1 (fr) 2010-04-01
ES2387126T3 (es) 2012-09-14
CN101407221B (zh) 2013-05-15
PL2033868T3 (pl) 2012-11-30
EP2033868A1 (de) 2009-03-11
CN101407221A (zh) 2009-04-15
ATE554984T1 (de) 2012-05-15

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