EP2072370B1 - Dispositif d'absorption d'énergie pour une caisse d'un véhicule composé de plusieurs unités - Google Patents

Dispositif d'absorption d'énergie pour une caisse d'un véhicule composé de plusieurs unités Download PDF

Info

Publication number
EP2072370B1
EP2072370B1 EP07123312A EP07123312A EP2072370B1 EP 2072370 B1 EP2072370 B1 EP 2072370B1 EP 07123312 A EP07123312 A EP 07123312A EP 07123312 A EP07123312 A EP 07123312A EP 2072370 B1 EP2072370 B1 EP 2072370B1
Authority
EP
European Patent Office
Prior art keywords
energy
deformation
absorbing device
damping
energy dissipation
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP07123312A
Other languages
German (de)
English (en)
Other versions
EP2072370A1 (fr
Inventor
Arthur Kontetzki
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Voith Patent GmbH
Original Assignee
Voith Patent GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Family has litigation
First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=39351564&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=EP2072370(B1) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by Voith Patent GmbH filed Critical Voith Patent GmbH
Priority to DE502007004212T priority Critical patent/DE502007004212D1/de
Priority to EP07123312A priority patent/EP2072370B1/fr
Priority to PL07123312T priority patent/PL2072370T3/pl
Publication of EP2072370A1 publication Critical patent/EP2072370A1/fr
Application granted granted Critical
Publication of EP2072370B1 publication Critical patent/EP2072370B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G9/00—Draw-gear
    • B61G9/04—Draw-gear combined with buffing appliances
    • B61G9/06—Draw-gear combined with buffing appliances with rubber springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G11/00—Buffers
    • B61G11/16—Buffers absorbing shocks by permanent deformation of buffer element
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G9/00—Draw-gear
    • B61G9/20—Details; Accessories
    • B61G9/22—Supporting framework, e.g. cradles; Spring housings

Definitions

  • the present invention relates to an energy dissipation device for a car body of a multi-unit vehicle, in particular rail vehicle, wherein the energy dissipation device comprises a damping device with a regenerative damping element for damping tensile and impact forces occurring in normal driving and an energy dissipation device with a destructively designed energy dissipation element, wherein the destructive trained energy absorbing element is designed to respond to exceeding a pre-definable critical impact force and convert by plastic deformation at least a portion of the transmitted energy dissipation through the impact energy into heat and deformation work and thus to consume.
  • shock absorber Energy consumption devices of the type mentioned are generally known in principle from the prior art and are used for example in rail vehicle technology in particular as a shock absorber.
  • a shock absorber consists of a combination of a damping device (for example in the form of a spring apparatus) and an energy dissipation device.
  • the damping device serves to dampen the tensile and impact forces occurring during normal driving, while the vehicle is protected with the energy dissipation device especially at higher Auffahr füren.
  • the damping device absorbs tensile and impact forces up to a defined size and forwards further forces in the vehicle undercarriage.
  • tensile and impact forces which during the normal driving operation occur in a multi-unit rail vehicle, for example, between the individual car bodies, absorbed in this usually regenerative shock protection.
  • the damping device When exceeding the operating load of the usually regenerative trained damping device, however, such as the impact of the vehicle on an obstacle or the abrupt deceleration of the vehicle, there is a risk that the damping device and possibly provided joint or coupling connection between the car bodies or more generally, the interface between individual car bodies may be destroyed or damaged. In any case, the damping device is not sufficient for damping the total energy accumulated. As a result, the damping device is then no longer involved in the energy consumption concept of the entire vehicle.
  • the resulting impact energy is transmitted directly to the vehicle undercarriage, it is known from rail vehicle technology, downstream of the damping device an energy dissipation device.
  • the energy dissipation device usually responds after exceeding the operating load of the damping device and serves to at least partially consume the resulting impact energy, i. into, for example, heat energy and deformation work.
  • the provision of such an energy dissipation device is basically advisable for reasons of derailment safety, in order to prevent the impact energy generated in a crash case is transmitted directly to the vehicle undercarriage, and in particular that the vehicle undercarriage exposed to extreme loads and may be damaged or even destroyed.
  • shock protection is often an energy dissipation device with a destructively designed energy absorbing element is used, for example, designed so that it responds to exhaustion of Häverzehrs the damping device and by the power flow over the Consumption energy absorbed element at least partially absorbs and degrades.
  • a deformation tube is considered as the energy dissipation element, in which, after a critical impact force has been exceeded by a (desired) plastic deformation in a destructive manner, the impact energy introduced into the energy dissipation device is converted into deformation work and heat.
  • FIG. 1 there is shown an automatic central buffer coupling 100 for a railway vehicle known from the prior art, this central buffer coupling 100 being provided with an energy dissipation device of the type mentioned in the introduction.
  • the central buffer coupling 100 is articulated via a bearing block 103 on the end face of a (not explicitly shown) car body such that a horizontal and vertical swiveling and axial rotation (gimbal movement) of the coupling rod 101 with the coupling head 102 are made possible.
  • a damping device 110 realized in the form of a pull / push device, which absorbs tensile and compressive forces to a defined size and beyond forces undamped on the bearing block in the (not explicitly shown) vehicle undercarriage of the car body forwards.
  • a friction spring integrated in the coupling rod 101 on the one hand and a Sphotrolastiklager on the other hand is used as a pull / push device.
  • damping device 110 (train / shock device or spring apparatus) occurring in normal driving and attenuated by the coupling head 102 via the coupling rod 101 to the bearing block 103 tensile / impact forces are damped ,
  • the integrated in the coupling rod 101 damping device 110 (pull / shock device or spring apparatus) is followed by an energy dissipation device 120, which serves as a shock absorber.
  • the energy dissipation device 120 has a destructively designed energy dissipation element 121 in the form of a deformation tube.
  • the deformation tube 121 is designed to respond to the exceeding of the operating load of the damping device 110 and at least partially reduce the impact energy introduced after exhaustion of termehrs the damping device 110 in the energy dissipation device 120.
  • the breakdown of the impact energy takes place in several stages. After exceeding the operating load of the damping device 110, the coupling rod 101 and the bearing block 103 is pushed relative to the car body towards the car body. As already mentioned, the energy dissipation element 121 is formed as a deformation tube. The deformation tube 121 protrudes - although this is not explicitly the Fig. 1 it can be seen - with his cart side end in a provided in a nozzle plate conical bore.
  • the bearing block 103 moves with the deformation tube 121 relative to the base of the rail vehicle towards the nozzle plate, wherein the deformation tube 121 is pressed under cross-sectional reduction by the nozzle plate provided in the conical bore and thereby converting at least part of the total impact energy into heat energy and plastic deformation work.
  • the at the in Fig. 1 shown energy absorbing device on the one hand from the integrated in the coupling rod 101 damping device 110 and on the other hand from the damping device 110 nachgestalteten energy dissipation 120.
  • This combination of damping device 110 and nachgewandte Energyverzehr worn 120 not only allows damping of the occurring in normal driving train and Shock forces, but also provides protection against damage to the vehicle undercarriage in heavy collision.
  • Another example of energy dissipation device of the type mentioned is from the document WO 2005/075272 A1 known.
  • the above-mentioned combination of damping device and energy dissipation device is also used in the prior art in buffer systems, such as in the document EP 124 7716 A1 will be shown.
  • the present invention is based on the object to provide an energy dissipation device, with a small installation space both an attenuation of the tensile and impact forces occurring in normal driving operation and a consumption of the impact forces occurring in the event of a crash is possible.
  • the damping device is integrated with the regenerative trained and used to dampen the tensile and impact forces occurring in normal driving operation damping element in the energy dissipation device.
  • the damping device is designed and integrated in the energy dissipation device such that, in the event of an impact force transmission, the force flow passes through both the damping device and the energy dissipation element.
  • the attenuation element belonging to the damping device is connected in parallel with the energy dissipation element belonging to the energy dissipation device.
  • the energy dissipation element of the energy dissipation device is not connected downstream of the damping device.
  • the energy dissipation element is designed as a deformation tube with a carriage casing-side first deformation tube section and an opposite second deformation tube section.
  • the second deformation pipe section In this case, it has a widened cross-section compared to the first deformation tube section, wherein the damping device is integrated with the damping element in the (expanded) second deformation tube section.
  • a deformation tube is used as the energy dissipation element, which has an essentially rectangular characteristic curve, which ensures maximum energy absorption after the energy dissipation device has responded.
  • the damping device has a first and a second pressure plate, between which the damping element is arranged, wherein when introducing occurring in normal driving tensile or impact forces in the energy dissipation device, the two pressure plates while reducing the distance between them in the longitudinal direction of the energy dissipation device relative to each other are displaceable.
  • rubber spring elements come into question, for example, which are arranged between the two pressure plates.
  • a gas-hydraulic buffer element or a hydrostatic buffer element as the damping element. All damping elements are characterized by their regenerative (self-restoring) operation, the response of the damping device is selected as needed by a suitable choice of the damping element.
  • the damping element are characterized by their regenerative (self-restoring) operation, the response of the damping device is selected as needed by a suitable choice of the damping element.
  • a suitable choice of the damping element Of course, but also comes a combination of different damping elements in question.
  • a deformation tube having a first deformation tube section and a second deformation tube section is used as the energy dissipation element, wherein the second deformation tube section has a cross-section which is widened compared to the first deformation tube section.
  • the damping device is integrated with the previously mentioned pressure plates and the damping element arranged therebetween in the second deformation tube section.
  • the second deformation tube section has a guide surface with which the first and second pressure plates of the damping device interact in such a way that, in the case of a longitudinal displacement of the pressure plates, the movement of these is guided correspondingly in the longitudinal direction of the energy dissipation device.
  • the second deformation tube section of the energy dissipation device receives the two pressure plates of the damping device and at the same time serves as a guide of the printing plates, it is possible in particular by this double function, which is the second deformation tube section of the energy dissipation device, to reduce the number of components of the energy dissipation device and thus the total weight thereof.
  • the damping device has a first stop associated with the first pressure plate and a second stop associated with the second pressure plate, which stop also in FIG are preferably integrated within the second deformation tube section and serve to limit the longitudinal displacement of the two pressure plates.
  • the energy dissipation device further comprises a force transmission element for introducing tensile and impact forces in the damping device
  • said force transmission element comprises a carriage body end portion which passes through the first pressure plate, the damping element and the second pressure plate and at its cart side End having a counter element which cooperates with at least in a tensile force transmission with the second pressure plate and transmits tensile forces from the force transmission element to the second pressure plate.
  • a force transmission element is any component in question, which serves to transmit tensile and / or impact forces.
  • the end portion of the force transmission element has a guide surface which cooperates with corresponding guide surfaces in the passages of the two pressure plates and the damping element and thus allows for a longitudinal displacement of the pressure plates in the longitudinal direction of the energy dissipation device a guide.
  • damping element of the damping device and the energy dissipation element of the energy dissipation device are connected in parallel to each other.
  • a particularly simple yet effective measure to realize this parallel connection of damping element and energy dissipation element is to provide the damping device with a conical ring, which is arranged at the transition between the first and the second deformation pipe section and cooperates with the second stop in that the forces transmitted from the second pressure plate to the second stop when an impact force is transmitted are transmitted via the conical ring to the first deformation tube section.
  • this critical impact force should be of an order in which the damping property of the damping device is exhausted.
  • the damping device after exhaustion of the working consumption of the damping element provided in the damping element, the damping device is pressed with the cone ring arranged at the transition between the first and the second deformation tube section into the first deformation tube section.
  • the cross section of the first deformation tube section is widened in a plastic manner, so that at least a part of the transmitted impact forces is converted into deformation work and heat.
  • the conical ring has a guide section which projects at least partially into the first deformation tube section and bears against the inner surface of the first deformation tube section.
  • the deformation tube as an energy dissipation element which is designed to plastically deform when exceeding the operating load of the damping device under cross-sectional widening, an energy dissipation device, which in addition to damping the tensile and impact forces occurring in normal driving in a crash case a maximum energy consumption at one possible installation space as small as possible.
  • the energy dissipation element is designed to plastically deform when the operating load of the damping device is exceeded under cross-sectional widening.
  • the plastically deformed deformation tube thus remains inside the energy dissipation device and, in particular, does not have to be ejected into a space to be additionally provided for example in the undercarriage of the vehicle body for plastic deformation.
  • the guide portion of the conical ring bears against the inner surface of the deformation tube section which is not expanded before the energy dissipation device responds, and since, on the other hand, the coupling side end section is connected to the damping device, the energy dissipation device responds when the damping device engages with the conical ring and the cone formed thereon Guide section moves relative to the rigidly connected to the car body deformation tube in the direction of the car body, the guide portion of the conical ring on the inner surface of the (not) undeformed deformation pipe section along and thus causes an axial guidance of moving in a crash case relative to the deformation tube in the direction of the car body damping device , This axial guidance prevents the damping device in the deformation tube from tilting when the energy dissipation device responds, so that the plastic deformation of the deformation tube (i.e., the plastic cross-sectional expansion of the deformation tube) proceeds in a predictable manner and, in the event of a crash, the event sequence
  • the guide section of the conical ring is integrally formed with the conical ring.
  • the coupling plane-side end section of the conical ring is in a positive engagement with the carriage-box-side end section of the damping device.
  • the force introduced by the force transmission element into the damping device is guided on the one hand through the damping element of the damping device and on the other hand via the conical ring into the (not yet) expanded deformation tube section.
  • the coupling plane-side end portion of the conical ring should be connected as far as possible free of play with the carriage box-side end section of the damping device, in order to shorten the response time and the response of the energy dissipation device in a crash, or to precisely define and define it in advance.
  • the coupling plane side End portion of the already expanded (second) deformation pipe section by means of a screw on the associated car body is attachable.
  • the second deformation tube section can be attached to the vehicle body via a positive connection.
  • the damping device further comprises a biasing element which the cart box side end portion of the damping device via the second stop pretensioned against the conical ring.
  • a biasing element is for example a guide tube in question, which is force-connected at its end wagenkasten streeten with the second stop and / or positively and abuts with its opposite end to the first stop and sets a constant distance between the two attacks before addressing the energy dissipation device.
  • the guide tube bears against the at least one guide surface of the second deformation tube section, wherein the first and second pressure plates are received in the interior of the guide tube and transmitted during a transmission of occurring in normal driving tensile or impact forces are movable relative to the guide tube in the longitudinal direction of the energy dissipation device.
  • the parts required to guide the printing plates of the damping device are mounted on the one hand inside the guide tube and on the other hand also within the second deformation tube section.
  • the guide tube transmits the required for the deformation tube bias.
  • the pressure plates of the damping device are decoupled from the energy dissipation device.
  • the energy dissipation device it is also conceivable for the energy dissipation device to have a deformation indicator which is designed to indicate the activation of the energy dissipation element after or during the response of the energy dissipation device.
  • a deformation indicator which is designed to indicate the activation of the energy dissipation element after or during the response of the energy dissipation device.
  • the use of the deformation indicator is not limited to the energy dissipation device used in the energy dissipation device described above; Rather, it is of course also conceivable to use the deformation indicator as such even in other energy dissipation devices already known, for example, from the prior art.
  • the use of the deformation indicator in the energy dissipation device used in the solution according to the invention is merely to be regarded as an exemplary embodiment.
  • the deformation display has a trigger which responds to a plastic deformation of the energy dissipation element and initiates the deformation display.
  • the deformation indicator it would be possible for the deformation indicator to comprise a signal element, such as a signal plate, which is fixed to the energy dissipation element via a shearing element as triggering, the shearing element shearing off during a plastic deformation of the energy dissipation element and losing its holding function, so that the signal plate is then no longer fixed to the energy dissipation element and thus can be easily recognized that the energy dissipation element has already addressed.
  • a signal element such as a signal plate
  • a middle buffer coupling 100 known from the prior art is shown in a side view.
  • the central buffer coupling 100 has a coupling rod 101 with a coupling head 102, wherein the coupling rod 101 is flanged on a bearing block 103 in the horizontal plane pivotally on the end face of a (not explicitly shown) car body.
  • a damping device 110 (train and shock device) is integrated, which serves to dampen the tensile and impact forces occurring during normal driving.
  • a shock absorber in the form of an energy dissipation device 120 is provided, which in the in Fig.
  • Fig. 2 is a schematic representation of a possible embodiment of the energy dissipation device 1 according to the invention in a longitudinal section.
  • the energy dissipation device 1 consists of a damping device 10 with a regeneratively formed damping element 11 in the form of spring elements, said damping element 11 is used to dampen the tensile and impact forces occurring in normal driving. These tensile and impact forces are at the in Fig. 2 illustrated embodiment introduced into the damping device 10 via a power transmission element 2.
  • the force transmission element 2 is formed at its coupling-side end as a fork, which serves to receive a corresponding complementarily formed eye, for example, a (not explicitly shown) hinge assembly.
  • the fork and the eye received in the fork are pivotally mounted via a pivot pin 6 in the horizontal plane.
  • the energy dissipation device 1 has, in addition to the damping device 10, an energy dissipation device 20 with a destructively designed energy dissipation element 21.
  • the energy dissipation device 20 serves to respond to exceeding a pre-definable critical impact force and by plastic deformation of the energy dissipation element 21 to convert at least a portion of transmitted via the energy dissipation device 1 impact forces into heat and deformation work and thus to consume.
  • the energy dissipation element 21 is designed as a deformation tube, which has a carriage-side first deformation tube section 22 and an opposite second deformation tube section 23.
  • the second deformation tube section 23 in this case has a widened cross-section compared to the first deformation tube section 22.
  • the damping device 10 is completely absorbed and integrated in the second deformation tube section 23 of the energy dissipation element 21.
  • the damping device 10 has a first pressure plate 12 and a second pressure plate 13, between which the damping element 11 is arranged.
  • the two pressure plates 12, 13 When initiating occurring in normal driving tensile and impact forces on the power transmission element 2 in the energy dissipation device 1 and in the damping device 10, the two pressure plates 12, 13 with simultaneous shortening of the distance between them in the longitudinal direction L of the energy dissipation device 1 are moved relative to each other.
  • the second deformation tube section 23, in which the damping device 10 is integrated comprises at least one guide surface 24 with which the two pressure plates 12, 13 interact like this, that, in the case of a longitudinal displacement, the movement is guided correspondingly in the longitudinal direction L of the energy dissipation device 1.
  • a first stop 14 assigned to the first pressure plate 12 and a second stop 15 assigned to the second pressure plate 13 are provided as a mechanical stroke limitation of the damping device 10. About these two stops 14, 15, the longitudinal displacement of the two pressure plates 12, 13 is limited.
  • the energy dissipation device 1 comprises a force transmission element 2, via which tensile and impact forces are introduced into the damping device 10.
  • This power transmission element 2 has a carriage box-side end portion 2 a, which through the first. Pressure plate 12, the damping element 11 and the second pressure plate 13 passes and has a counter-element 3 at its end of the cart box side.
  • the counter element 3 cooperates with the second pressure plate 13 at least during a tensile force transmission in order to transmit tensile forces from the force transmission element 2 to the second pressure plate 13.
  • the counter element 3 is connected in the illustrated embodiment via a screw 19 with the carriage box-side end portion 2a of the power transmission element 2.
  • the end portion 2 a of the force transmission element 2 has a guide surface 4 which cooperates with corresponding guide surfaces in the passages 5 a, 5 b, 5 c of the two pressure plates 12, 13 and the damping element 11 and thus at a longitudinal displacement of the pressure plates 12, 13 in the longitudinal direction L of the energy dissipation device 1 allows a leadership this.
  • a conical ring 16 is additionally provided at the transition between the first and the second deformation tube section 22, 23, which cooperates with the second stop 15 in that the forces transmitted from the second pressure plate 13 to the second stop 15 during an impact force transmission are transmitted via the conical ring 16 to the first deformation tube portion 22.
  • the conical ring 16 has a guide section 17, which projects at least partially into the first deformation tube section 22 and rests against the inner surface 25 of the first deformation tube section 22.
  • a biasing member 18 is provided in the form of a guide tube which biases the second stopper 15 against the conical ring 16.
  • the biasing member 18 formed as a guide tube is connected at its cart box side end to the second stop 15 and abuts with its opposite end to the first stop 14, whereby before addressing the energy dissipation device 20, a constant distance between the two stops 14, 15 is fixed ,
  • the biasing member 18 formed as a guide tube rests against the at least one guide surface 24 of the second deformation tube section 23, wherein the first and second pressure plate 13, 14 received in the interior of the guide tube 18 and at a transmission of tensile or compressive forces occurring during normal driving relative to Guide tube 18 in the longitudinal direction L of the energy dissipation device 1 are movable.
  • FIGS. 3 and 4 Each is a possible application of the above with reference to Fig. 2 described energy dissipation device 1 shown in a side view and in a plan view.
  • the coupling plane-side end portion of the force transmission element 2 is connected to a coupling arm 7 such that the coupling arm 7 can be pivoted in the horizontal plane and in the vertical plane.
  • a pivot pin 6 is used, which connects the provided on the coupling plane side end of the power transmission element 2 fork with the corresponding complementarily formed eye of the coupling rod 7.
  • the energy dissipation device 1, in which both the damping device 10 and the energy dissipation device 20 is integrated, is thus arranged behind the pivot pin 6 of the clutch assembly.
  • a deformation indicator 30 is indicated, which will be described below with reference to the FIGS. 5 and 6 will be described in more detail.
  • Fig. 5 is shown in a perspective partial view of the deformation indicator 30 before the response of these.
  • the deformation indicator 30 has a signal plate 32, which is connected via a shear pin 31 with a block 33 in the interior of the deformation tube 21. If the response of the deformation tube 21 is reached, the conical ring 16 shears the shear pin 31 and the signal plate 32 hangs clearly visible on the undercarriage of the vehicle (see. Fig. 6 ). As a result, it can be easily and reliably determined whether the deformation tube 21 has responded. Depending on which position the shear bolt 31 is arranged with the block 33 in the interior of the deformation tube 21 is, can also be signaled via the deformation indicator 30, to where the deformation tube 21 has addressed.
  • the embodiment of the invention is not limited to the embodiment 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 deformation indicator to be used in another energy dissipation device which is not part of the energy dissipation device according to the invention.
  • the invention also relates to a rail vehicle having a plurality of car bodies, wherein train and impact forces are transmitted between the car bodies while driving, and wherein the rail vehicle comprises an energy absorbing device comprising: a damping device having a regeneratively formed damping element for damping normal driving operation Tensile and impact forces; and an energy dissipation device with a destructively designed energy dissipation element, which is designed to respond after exceeding a predetermined critical impact force and convert by plastic deformation at least a portion of the energy transmitted through the impact energy into heat and deformation work and thus to consume, wherein the damping device in the energy dissipation device is integrated so that when a transmission of impact forces of the power flow passes both through the damping device and the energy absorbing element.
  • an energy absorbing device comprising: a damping device having a regeneratively formed damping element for damping normal driving operation Tensile and impact forces; and an energy dissipation device with a destructively designed energy dissipation element, which is designed
  • the energy dissipation element is designed as a deformation tube and the damping element of the damping device is designed as a spring element or as an elastomer body. Furthermore, it is preferred if the damping element of the damping device is connected in parallel to the energy dissipation element of the energy dissipation device, so that, in the case of a transmission of impact forces, the striking force flow basically runs through both the damping element and the energy dissipation element.
  • the energy dissipation element is designed as a deformation tube with a carriage side first deformation tube section and an opposite second deformation tube section, wherein the second deformation tube section has a widened cross-section compared to the first deformation tube section and wherein the damping device is integrated in the second deformation tube section.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Dampers (AREA)

Claims (12)

  1. Dispositif de consommation d'énergie pour une caisse de wagon d'un véhicule composé de plusieurs éléments, en particulier d'un véhicule ferroviaire, dans lequel le dispositif de consommation d'énergie comprend les éléments suivants :
    - un système d'amortissement (10) avec un élément d'amortissement (11) réalisé de manière régénérative pour amortir les forces de traction et de choc qui se produisent en fonctionnement normal ; et
    - un système de consommation d'énergie (20) avec un élément de consommation d'énergie (21) réalisé de manière destructive, qui est conçu pour réagir après le dépassement d'une force de choc critique déterminable au préalable et de convertir par déformation plastique au moins une partie des forces de choc transmises via le dispositif de consommation d'énergie (1) en chaleur et en travail de déformation, et ainsi de les consommer,
    dans lequel l'élément de consommation d'énergie (21) est réalisé comme un tube à déformation avec un premier tronçon de tube à déformation (22) du côté de la caisse de wagon et un second tronçon de tube à déformation (23) opposé, le second tronçon de tube à déformation (23) présentant une section élargie par comparaison au premier tronçon de tube à déformation (22), et dans lequel le système d'amortissement (10) est intégré dans le second tronçon de tube à déformation (23) de telle manière que lors d'une transmission de forces de choc, le flux des forces passe aussi bien à travers le système d'amortissement (10) qu'à travers l'élément de dégradation d'énergie (20),
    caractérisé en ce que
    le système d'amortissement (10) comprend une première et une seconde plaque de pression (12, 13) entre lesquelles est agencé l'élément d'amortissement (11), et lors de l'application de forces de traction ou de choc qui se produisent en fonctionnement normal dans le dispositif de consommation d'énergie (1), les deux plaques de pression (12, 13) sont déplaçables relativement l'une par rapport à l'autre avec un raccourcissement simultané de la distance entre elles en direction longitudinale (L) du dispositif de consommation d'énergie (1) ; et
    en ce que le second tronçon de tube à déformation (23) comporte au moins une surface de guidage (24) avec laquelle coopèrent la première et la seconde plaque de pression (12, 13) de telle manière que lors d'un déplacement longitudinal de celle-ci, le mouvement de la première et/ou de la seconde plaque de pression (12, 13) est guidé en direction longitudinale (L) du dispositif de consommation d'énergie. (1).
  2. Dispositif de consommation d'énergie selon la revendication 1, dans lequel
    le système d'amortissement (10) comprend une première butée (14) associée à la première plaque de pression (12) et une seconde butée (15) associée à la seconde plaque de pression (13), au moyen desquelles la faculté de translation longitudinale des deux plaques de pression (12, 13) est limitée, et dans lequel le dispositif de consommation d'énergie (1) comprend encore un élément de transmission de force (2) pour appliquer des forces de traction et de choc dans le système d'amortissement (10), et l'élément de transmission de force (2) comprend un tronçon terminal (2a) du côté de la caisse de wagon, qui passe à travers la première plaque de pression (12), l'élément d'amortissement (11) et la seconde plaque de pression (13) et qui comporte à son extrémité du côté de la caisse de wagon un élément antagoniste (3) qui coopère avec la seconde plaque de pression (13) au moins lors de la transmission de forces de traction, et qui transmet des forces de traction depuis l'élément de transfert de force (2) vers la seconde plaque de pression (13).
  3. Dispositif de consommation d'énergie selon la revendication 2, dans lequel
    le tronçon terminal (2a) de l'élément de transmission de force (2) comporte une surface de guidage (4) qui coopère avec des surfaces de guidage correspondantes dans des traversées (5a, 5b, 5c) des deux plaques de pression (12, 13) et de l'élément d'amortissement (11) et permet ainsi un guidage du dispositif de consommation d'énergie (1) lors d'un déplacement longitudinal des plaques de pression (12, 13) dans la direction longitudinale (L) du dispositif de consommation d'énergie (1).
  4. Dispositif de consommation d'énergie selon la revendication 2 ou 3, dans lequel
    le système d'amortissement (10) comprend en outre une bague conique (16) qui est agencée à la transition entre le premier et le second tronçon de tube à déformation (22, 23) et coopère avec la seconde butée (15) de telle façon que les forces transmises lors d'une transmission de forces de choc depuis la seconde plaque de pression (13) vers la seconde butée (15) sont transmises via la bague conique (16) vers le premier tronçon de tube à déformation (22).
  5. Dispositif de consommation d'énergie selon la revendication 4, dans lequel
    la bague conique (16) comprend un tronçon de guidage (17) qui pénètre au moins partiellement dans le premier tronçon de tube à déformation (22) et qui s'applique contre la surface intérieure (25) du premier tronçon de tube à déformation (22).
  6. Dispositif de consommation d'énergie selon la revendication 4 ou 5, dans lequel
    la bague conique (16) est en engagement à coopération de formes et/ou à coopération de forces avec la seconde butée (15).
  7. Dispositif de consommation d'énergie selon l'une des revendications 4 à 6, dans lequel
    le système d'amortissement (10) comprend en outre un élément de précontrainte (18) qui précontraint la seconde butée (15) contre la bague conique (16).
  8. Dispositif de consommation d'énergie selon la revendication 7, dans lequel
    l'élément de précontrainte (18) est réalisé comme un tube de guidage qui est relié à la seconde butée (15) à son extrémité du côté de la caisse de wagon et qui vient buter contre la première butée (14) avec son extrémité opposée et qui fixe une distance constante entre les deux butées (14, 15) avant la réaction du système de consommation d'énergie (20).
  9. Dispositif de consommation d'énergie selon la revendication 8, dans lequel
    le tube de guidage (18) est appliqué contre ladite au moins une surface de guidage (24) du second tronçon tubulaire à déformation (23), et dans lequel la première et la seconde plaque de pression (13, 14) sont reçues à l'intérieur du tube de guidage (18) et sont déplaçables par rapport au tube de guidage (18) en direction longitudinale (L) du dispositif de consommation d'énergie (1) lors d'une transmission des forces de traction ou de choc qui apparaissent en fonctionnement normal.
  10. Dispositif de consommation d'énergie selon l'une des revendications précédentes, qui comprend en outre un indicateur de déformation (30), celui-ci étant conçu pour indiquer l'intervention de l'élément de consommation d'énergie (21) après ou pendant la réaction du système de consommation d'énergie (20).
  11. Dispositif de consommation d'énergie selon la revendication 10, dans lequel
    l'indicateur de déformation (30) comprend un déclencheur (31) qui réagit lors d'une déformation plastique de l'élément de consommation d'énergie (21) et qui initialise l'indicateur de déformation (30).
  12. Dispositif de consommation d'énergie selon la revendication 11, dans lequel
    l'indicateur de déformation (30) comprend un élément de signalisation (32) qui est fixé à l'élément de consommation d'énergie (21) via un élément à cisailler, ledit élément à cisailler étant cisaillé lors d'une déformation plastique de l'élément de consommation d'énergie (21) et perdant sa fonction de maintien.
EP07123312A 2007-12-17 2007-12-17 Dispositif d'absorption d'énergie pour une caisse d'un véhicule composé de plusieurs unités Active EP2072370B1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
DE502007004212T DE502007004212D1 (de) 2007-12-17 2007-12-17 Energieverzehrvorrichtung für einen Wagenkasten eines mehrgliedrigen Fahrzeuges
EP07123312A EP2072370B1 (fr) 2007-12-17 2007-12-17 Dispositif d'absorption d'énergie pour une caisse d'un véhicule composé de plusieurs unités
PL07123312T PL2072370T3 (pl) 2007-12-17 2007-12-17 Urządzenie pochłaniające energię dla pudła wagonu pojazdu wieloczłonowego

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP07123312A EP2072370B1 (fr) 2007-12-17 2007-12-17 Dispositif d'absorption d'énergie pour une caisse d'un véhicule composé de plusieurs unités

Publications (2)

Publication Number Publication Date
EP2072370A1 EP2072370A1 (fr) 2009-06-24
EP2072370B1 true EP2072370B1 (fr) 2010-06-23

Family

ID=39351564

Family Applications (1)

Application Number Title Priority Date Filing Date
EP07123312A Active EP2072370B1 (fr) 2007-12-17 2007-12-17 Dispositif d'absorption d'énergie pour une caisse d'un véhicule composé de plusieurs unités

Country Status (3)

Country Link
EP (1) EP2072370B1 (fr)
DE (1) DE502007004212D1 (fr)
PL (1) PL2072370T3 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103523044A (zh) * 2013-10-25 2014-01-22 齐齐哈尔轨道交通装备有限责任公司大连研发中心 一种车钩缓冲器及其转动套
CN104512432A (zh) * 2013-09-09 2015-04-15 Ta萨弗里有限公司 车钩
CN106573630A (zh) * 2014-08-22 2017-04-19 福伊特专利有限公司 牵引和冲撞装置
CN109070912A (zh) * 2016-04-11 2018-12-21 福伊特专利有限公司 牵引和碰撞装置

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103068664A (zh) * 2010-08-06 2013-04-24 沃依特专利有限责任公司 特别用于轨道导向车辆的减震器的能量吸收装置
WO2013056950A1 (fr) * 2011-10-18 2013-04-25 Siemens Ag Österreich Dispositif d'absorption d'énergie
RU2488505C1 (ru) * 2011-12-28 2013-07-27 Открытое акционерное общество Научно-исследовательский и конструкторско-технологический институт подвижного состава (ОАО "ВНИКТИ") Модуль для гашения энергии при соударении транспортных средств
DE102015204008A1 (de) * 2015-03-05 2016-09-08 Bombardier Transportation Gmbh Drehgelenk zum drehgelenkigen Verbinden von Schienenfahrzeugen
DE102015108228A1 (de) * 2015-05-26 2016-12-01 Voith Patent Gmbh Vorrichtung zum Verbinden eines Kupplungsschafts mit einem Wagenkasten eines spurgeführten Fahrzeuges
DE102016203921A1 (de) 2016-03-10 2017-09-14 Voith Patent Gmbh Auslöseüberwachungseinrichtung für ein Verformungsrohr in einer Kupplung; Verformungsrohr für eine Kupplung und Zugkupplung
DE102018213945A1 (de) * 2018-08-17 2020-02-20 Siemens Mobility GmbH Verbindungseinrichtung mit Energieabsorber und Wagenkasten
DE102019106961A1 (de) * 2019-03-19 2020-09-24 Voith Patent Gmbh Kraftübertragungselement für eine kupplung eines spurgeführten fahrzeuges sowie verfahren zum überwachen der funktionsweise einer kupplungsanordnung
DE102019113907A1 (de) * 2019-05-24 2020-11-26 Voith Patent Gmbh Regenerative Energieabsorptionsvorrichtung, Kupplungs- oder Gelenkanordnung mit einer solchen Energieabsorptionsvorrichtung sowie Dämpfungsanordnung mit einer solchen Energieabsorptionsvorrichtung

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3930749A1 (de) * 1989-09-14 1991-03-28 Bergische Stahlindustrie Extrem kurze hochleistungs-zugstange fuer mittelkupplungen
GB0108413D0 (en) * 2001-04-04 2001-05-23 Oleo Internat Ltd A two stage buffer
SE526663C2 (sv) * 2004-02-04 2005-10-18 Dellner Couplers Ab Draginrättning för tågkoppel samt deformationsrör härför
DE102004045600A1 (de) * 2004-09-17 2006-04-06 Keystone Bahntechnik Gmbh Puffersystem
DE202005004502U1 (de) * 2005-03-17 2005-05-19 Faiveley Transport Remscheid Gmbh Zug- und Stoßvorrichtung für Mittelpufferkupplungen von Schienenfahrzeugen

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104512432A (zh) * 2013-09-09 2015-04-15 Ta萨弗里有限公司 车钩
CN104512432B (zh) * 2013-09-09 2018-11-16 Ta萨弗里有限公司 车钩
CN103523044A (zh) * 2013-10-25 2014-01-22 齐齐哈尔轨道交通装备有限责任公司大连研发中心 一种车钩缓冲器及其转动套
CN103523044B (zh) * 2013-10-25 2016-02-17 齐齐哈尔轨道交通装备有限责任公司大连研发中心 一种车钩缓冲器及其转动套
CN106573630A (zh) * 2014-08-22 2017-04-19 福伊特专利有限公司 牵引和冲撞装置
CN106573630B (zh) * 2014-08-22 2019-07-09 福伊特专利有限公司 牵引和冲撞装置
CN109070912A (zh) * 2016-04-11 2018-12-21 福伊特专利有限公司 牵引和碰撞装置

Also Published As

Publication number Publication date
PL2072370T3 (pl) 2010-12-31
EP2072370A1 (fr) 2009-06-24
DE502007004212D1 (de) 2010-08-05

Similar Documents

Publication Publication Date Title
EP2072370B1 (fr) Dispositif d'absorption d'énergie pour une caisse d'un véhicule composé de plusieurs unités
EP2188165B1 (fr) Amortisseur
EP2594452B1 (fr) Dispositif d'embrayage pour la zone frontale d'un véhicule guidé sur rails
EP1990251B1 (fr) Dispositif d'absorption d'énergie pour véhicules à éléments multiples
EP1719684B1 (fr) Attelage central pour véhicules ferroviaires
EP2036799B1 (fr) Unité d'absorption d'énergie échangeable, en particulier pour l'utilisation en association avec un tampon
EP2601088B1 (fr) Dispositif d'absorption d'énergie, en particulier pour un dispositif d'absorption des chocs d'un véhicule guidé
EP2295305B2 (fr) Dispositif de déformation d'énergie, notamment sous la forme d'une sécurité contre les chocs pour un véhicule sur rails
EP2687416B1 (fr) Sécurité anti-chocs, en particulier sous forme d'un tampon de crash
EP2093123B1 (fr) Dispositif d'appui destiné à l'appui vertical d'une barre d'attelage et utilisation du dispositif d'appui dans un véhicule sur rails
DE102006043982B4 (de) Seitenpuffer für bewegliche oder feste Tragstrukturen von Schienenfahrzeugen
DE10355640B3 (de) Mittelpufferkupplung für Schienenfahrzeuge
EP2720925B1 (fr) Système permettant de changer la trajectoire d'un attelage à tampon central d'un véhicule ferroviaire lorsque celui-ci est rompu lors d'une collision en raison de la défaillance d'un organe de sécurité anti-surcharge
DE10037050A1 (de) Hülsenpuffer
EP3530544B1 (fr) Dispositif de déformation pourvu de protection anti-chevauchement pour véhicules ferroviaires
EP3771610B1 (fr) Tampon plongeur à résistance mécanique lors du mouvement télescopique
EP3771609B1 (fr) Tampon plongeur pourvu de poussoir enrobé par de section
EP3558781A1 (fr) Dispositif de tamponnement et de traction et unité de transmission de force comprenant un dispositif de tamponnement et de traction de ce type
EP3594082B1 (fr) Tampon anti-crash à barre de guidage, structure portante et véhicule ferroviaire
DE102018130253A1 (de) Crashpuffer mit führungsstange, tragstruktur und schienenfahrzeug
EP1371539A1 (fr) Barre d'attelage avec dispositif d'absorption d'énergie pour véhicules
DE102009000622A1 (de) Klemmmechanismus und Überrollschutz mit ausfahrbarem Überrollkörper

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20080704

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LI LT LU LV MC MT NL PL PT RO SE SI SK TR

AX Request for extension of the european patent

Extension state: AL BA HR MK RS

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

AKX Designation fees paid

Designated state(s): CH DE LI PL SE

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): CH DE LI PL SE

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REF Corresponds to:

Ref document number: 502007004212

Country of ref document: DE

Date of ref document: 20100805

Kind code of ref document: P

REG Reference to a national code

Ref country code: CH

Ref legal event code: NV

Representative=s name: FELBER & PARTNER AG PATENTANWAELTE

REG Reference to a national code

Ref country code: SE

Ref legal event code: TRGR

REG Reference to a national code

Ref country code: PL

Ref legal event code: T3

PLBI Opposition filed

Free format text: ORIGINAL CODE: 0009260

PLAX Notice of opposition and request to file observation + time limit sent

Free format text: ORIGINAL CODE: EPIDOSNOBS2

26 Opposition filed

Opponent name: DELLNER COUPLERS AB

Effective date: 20110323

REG Reference to a national code

Ref country code: DE

Ref legal event code: R026

Ref document number: 502007004212

Country of ref document: DE

Effective date: 20110323

PLBB Reply of patent proprietor to notice(s) of opposition received

Free format text: ORIGINAL CODE: EPIDOSNOBS3

PLCK Communication despatched that opposition was rejected

Free format text: ORIGINAL CODE: EPIDOSNREJ1

PLBN Opposition rejected

Free format text: ORIGINAL CODE: 0009273

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: OPPOSITION REJECTED

27O Opposition rejected

Effective date: 20120924

REG Reference to a national code

Ref country code: DE

Ref legal event code: R100

Ref document number: 502007004212

Country of ref document: DE

Effective date: 20120924

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: CH

Payment date: 20141219

Year of fee payment: 8

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CH

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20151231

Ref country code: LI

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20151231

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: PL

Payment date: 20221209

Year of fee payment: 16

P01 Opt-out of the competence of the unified patent court (upc) registered

Effective date: 20230613

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: SE

Payment date: 20231220

Year of fee payment: 17

Ref country code: DE

Payment date: 20231214

Year of fee payment: 17