EP2594452A1 - Dispositif d'embrayage pour la zone frontale d'un véhicule guidé sur rails - Google Patents

Dispositif d'embrayage pour la zone frontale d'un véhicule guidé sur rails Download PDF

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Publication number
EP2594452A1
EP2594452A1 EP11189905.0A EP11189905A EP2594452A1 EP 2594452 A1 EP2594452 A1 EP 2594452A1 EP 11189905 A EP11189905 A EP 11189905A EP 2594452 A1 EP2594452 A1 EP 2594452A1
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EP
European Patent Office
Prior art keywords
coupling
cross member
energy dissipation
support
vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP11189905.0A
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German (de)
English (en)
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EP2594452B1 (fr
Inventor
Thomas Ewerding
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Voith Patent GmbH
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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
Application filed by Voith Patent GmbH filed Critical Voith Patent GmbH
Priority to PL11189905T priority Critical patent/PL2594452T3/pl
Priority to EP11189905.0A priority patent/EP2594452B1/fr
Priority to ES11189905.0T priority patent/ES2448798T3/es
Priority to US13/681,158 priority patent/US8783479B2/en
Publication of EP2594452A1 publication Critical patent/EP2594452A1/fr
Priority to HK13107519.2A priority patent/HK1180286A1/xx
Application granted granted Critical
Publication of EP2594452B1 publication Critical patent/EP2594452B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories
    • 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
    • B61G3/00—Couplings comprising mating parts of similar shape or form which can be coupled without the use of any additional element or elements
    • B61G3/16—Couplings comprising mating parts of similar shape or form which can be coupled without the use of any additional element or elements with coupling heads rigidly connected by rotatable hook plates or discs and balancing links, the coupling members forming a parallelogram, e.g. "Scharfenberg" type

Definitions

  • the present invention relates to a coupling arrangement according to the preamble of independent claim 1.
  • the invention relates in particular to a coupling arrangement for the front side of a track-guided vehicle, in particular rail vehicle, wherein the coupling arrangement comprises a central buffer coupling with a coupling head, a coupling shaft carrying the coupling head and a bearing, via which the coupling shaft in the horizontal and / or vertical direction pivotable with the Subframe of the vehicle is connectable, and wherein the clutch assembly further comprises an energy dissipation device associated with the central buffer coupling with at least one preferably destructively designed energy dissipation element.
  • the energy dissipation element prefferably be designed to respond when a critical impact force acting on the coupling head is exceeded, and at the same time as a longitudinal movement of the central buffer coupling relative to the vehicle underframe, preferably by plastic deformation of at least part of the impact force transmission and over the coupling shaft to reduce energy introduced into the energy dissipation device.
  • Such a coupling arrangement is known in principle from the prior art and is used for example in rail vehicle technology to connect the car body of a vehicle with an adjacent car body.
  • a car body shock protection which usually 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 and transmitted between two adjacent car bodies via the central buffer coupling.
  • the energy dissipation device however, the vehicle should be protected especially at higher Auffahr nieen.
  • the damping device absorbs tensile and impact forces to a defined size and transmits beyond the forces in the vehicle undercarriage.
  • tensile and impact forces which occur during normal driving operation in a multi-unit rail vehicle, for example, between the individual car bodies, absorbed in this usually regenerative damping device.
  • the damping device When exceeding the operating load of the damping device, however, such as the impact of the vehicle on an obstacle or abrupt deceleration of the vehicle, there is a risk that the interface between the adjacent car bodies, in particular the damping device and the possibly provided joint or coupling connection between the 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 corresponding downstream energy dissipation device usually responds after exceeding the operating load of the damping device and serves to at least partially consume the impact energy, ie to convert it into, for example, thermal energy and deformation work.
  • the energy-dissipating device is generally recommended in order to prevent the impact energy generated in the event of a crash being transmitted directly to the vehicle undercarriage, and in particular that the vehicle undercarriage is exposed to extreme loads and under certain circumstances is 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.
  • a clutch assembly consisting of a central buffer coupling, a bearing block and the bearing block downstream energy dissipation device known.
  • the central buffer coupling has a coupling head and a clutch shaft carrying the coupling head, in which a damping device for damping the occurring during normal driving and introduced into the coupling head tensile and compressive forces is integrated.
  • the vehicle-side end portion of the coupling shaft is pivotally received in the bearing block connected to the vehicle undercarriage.
  • a deformation tube is used, which rests on the bearing block of the clutch assembly and is designed to respond when exceeding the operating load of integrated in the coupling shaft damping device and under cross-sectional reduction over an axial displacement of the bearing block and the deformation tube relative to be pressed to the frame of the car body by a voltage applied to the vehicle-side end portion of the deformation tube nozzle plate.
  • the present invention the object of further developing a clutch assembly of the type mentioned in that in a crash, a maximum energy consumption in a pre-definable event sequence can be realized.
  • a clutch arrangement is to be specified in which the resulting impact energy can be at least partially dissipated in the event of a crash after a defined and previously definable event sequence.
  • the object underlying the invention is achieved in that the coupling arrangement of the type mentioned a support structure with two each side of the central buffer coupling arranged longitudinal members for limiting a horizontal deflection of the central buffer coupling and having a cross member, said cross member is arranged above the central buffer coupling such that a vertical deflection of the coupling shaft is limited relative to the vehicle underframe of the cross member, wherein the cross member so with connected to the two side members, that exerted by the central buffer coupling on the cross member vertical forces are transmitted from the cross member to the two side members.
  • an energy dissipation device associated with the cross member with at least one preferably destructively designed energy dissipation element which is designed to respond when a critical impact force acting on the cross member is exceeded and at the same time as the cross member moves transiently relative to the two longitudinal members in the direction of Vehicle preferably by plastic deformation at least part of the resulting in the impact force transmission and introduced via the cross member into the energy dissipation energy.
  • the event sequence of the energy consumption in the event of a crash is predictable overall. If, for example, a deformation tube is used as the energy-absorbing element, it is achieved in particular that the plastic deformation of the deformation tube, ie either the plastic cross-sectional widening or reduction in the cross-section of the deformation tube, proceeds in a predictable manner.
  • the support structure of the clutch arrangement furthermore effectively prevents a climbing movement of the two adjacent vehicles, since via the cross member the supporting structure prevents unintentional vertical deflection of the coupling shaft.
  • a lateral deflection of the coupling shaft is prevented by the side of the central buffer coupling arranged side rail.
  • the associated energy dissipation element is designed as a deformation tube with a vehicle or carriage body side first deformation tube section and an opposite second deformation tube section, wherein the second deformation tube section has a widened compared to the first deformation tube section and preferably is connected via a bearing block with the vehicle underframe.
  • the central buffer coupling associated energy dissipation device is preferably further arranged at the transition between the first and the second Verformungsrohrabrough cone ring used, which cooperates with a coupling shaft of the central buffer via the bearing of the central buffer coupling or connectable power transmission element such that when initiating an impact force in the central buffer coupling it is transmitted via the coupling shaft, the bearing of the central buffer coupling and the power transmission element and the conical ring in the first deformation tube section.
  • the conical ring When addressing the energy dissipation device, ie when the central buffer coupling shifts with the power transmission element and the conical ring in the direction of the car body, the conical ring causes a plastic widening of the first not yet expanded first Verformungsrohrabiteses.
  • an energy dissipation element designed as a deformation tube, which is connected downstream of the central buffer coupling and deforms plastically when the operating load of the central buffer coupling is expanded under cross-sectional widening
  • an energy dissipation device can be provided which enables maximum energy consumption with the smallest possible installation space. This is achieved in that 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.
  • the central buffer coupling is furthermore assigned a damping device with a regeneratively designed damping element for damping tensile and / or impact forces introduced into the coupling head of the central buffer coupling during normal driving operation. It is conceivable here to integrate the damping device in the coupling shaft of the central buffer coupling between the coupling head and the bearing, via which the coupling shaft is pivotably connected. However, in order to reduce the space of the clutch assembly, it is advantageous if the damping device is integrated with the regenerative designed and used to dampen the tensile and impact forces occurring in normal driving operation damping element in the energy dissipation device.
  • the damping device should be designed and integrated in the energy dissipation device such that, in the case of an impact force transmission, the force flow passes both through the damping device and through the energy dissipation element.
  • the damping element associated with the damping device should preferably be connected in parallel with the energy dissipation element associated with the energy dissipation device.
  • the energy dissipation element of the energy dissipation device is not connected downstream of the damping device, as is generally the case with the solutions known from the prior art.
  • the damping element of the damping device is connected in series with the energy absorbing element of the energy dissipation device can be achieved in an advantageous manner that the entire length of the coupling assembly, and thus the available installation space in the vehicle undercarriage, be significantly reduced.
  • an energy dissipation device associated with the cross member of the support structure is provided with at least one preferably destructively designed energy dissipation element.
  • This at least one energy-absorbing element is preferably designed to respond when exceeding a force acting on the cross member, pre-definable critical impact force and simultaneous longitudinal movement of the cross member relative to the two longitudinal members of the support structure in the direction of the vehicle, preferably by plastic deformation, at least a part of the Reduce impact energy incurred and introduced via the cross member in the corresponding associated energy dissipation energy.
  • the clutch assembly further comprises at least one linear bearing, via which the cross member is connected to at least one of the two side rails.
  • at least two linear bearings are provided, via which the cross member is connected to the two longitudinal members of the support structure.
  • the at least one or the at least two linear bearings is / are preferably designed in such a way that, after the at least one energy dissipation element of the energy dissipation device associated with the cross member, it permits only the longitudinal movement of the cross member relative to the two longitudinal members.
  • linear bearing used herein means a component which only allows the movement in the longitudinal direction of the coupling arrangement and prevents movements in the vertical direction thereto.
  • the at least one linear bearing is used, in particular, for guiding a rectilinear (translational) movement of the cross member relative to the two longitudinal members of the support structure, when the critical energy has been exceeded with respect to the energy dissipation device associated with the cross member and has addressed the energy dissipation device associated with the cross member ,
  • the cross member By providing at least one linear bearing, via which the cross member is connected to the two side members, it is ensured that in a crash, the cross member can be moved in the direction of the vehicle, without losing its actual function, namely a vertical deflection of Limit clutch shaft to the vehicle undercarriage.
  • the at least one linear bearing is preferably designed as a linear guide fixedly connected to at least one of the two longitudinal members of the support structure.
  • a pre-definable translational movement of the cross member relative to the longitudinal beams is possible.
  • a guide sleeve fixedly connected to at least one of the two longitudinal members of the support structure as linear bearing or a guide ring fixedly connected to at least one of the two longitudinal members.
  • other embodiments come into question.
  • At least one stop fixedly connected to at least one of the two side members is provided for the translational movement of the cross member relative to the two longitudinal members in the direction of the vehicle to limit.
  • the at least one linear bearing designed as a linear guide has a coupling-side end face, wherein the abovementioned at least one stop is formed by the coupling-side end face of this linear guide.
  • the at least one stop should preferably be arranged in relation to the at least one of the two longitudinal members such that the coupling-side end face of the cross member and the coupling-side end face of the at least one of the two side members lie in a common vertical plane when the cross member maximally in the direction of the vehicle is shifted relative to the two side rails.
  • At least one energy dissipation element is designed as a deformation tube with a vehicle-side first deformation tube section and an opposite second deformation tube section, the second deformation tube section having a widened cross-section compared to the first deformation tube section.
  • the energy dissipation element of the cross member associated energy dissipation device it is advantageous in the energy dissipation element of the cross member associated energy dissipation device, if at the transition between the first and the second deformation tube section, a conical ring is provided, which in such a way with the cross member connected or connectable power transmission element cooperates, which is transmitted to the initiation of an impact force in the cross member through the power transmission element and the conical ring in the first deformation pipe section.
  • This force transmission element connected or connectable to the cross member should preferably be accommodated in at least one linear bearing, for example in a linear bearing, as described above, in order to ensure a guided translational movement of the cross member relative to the longitudinal members. Furthermore, it is preferred if the second deformation tube section of the energy dissipation element formed as a deformation tube of the energy dissipation device associated with the cross member can be fixedly connected to the vehicle undercarriage via a corresponding bearing block.
  • the cross member and / or the two side members of the support structure each have a Aufkletterterrorism on the corresponding coupling head facing sides.
  • These are in particular horizontal struts, which cause wedging of the adjacent car bodies.
  • each of the two longitudinal supports associated bearing blocks each designed as a linear bearing such that it allows for failure or response of the at least one Abscher- / tear element longitudinal movement (translational movement) of the longitudinal member relative to the vehicle undercarriage.
  • each of the two bearing brackets assigned to the longitudinal carriers to have a preferably sleeve-shaped linear guide, from which a wagon-box-side end region of the corresponding longitudinal carrier is received in a telescopic manner.
  • this is a support device for vertical Supporting the coupling shaft of the central buffer coupling, wherein the supporting device has a arranged below the central buffer coupling and with the coupling shaft in contact or brought into contact support and connected to the support and preferably secured via a respective crosspiece with the two side rails holder.
  • the holder has a connecting element, via which the support is connected to the holder, said connecting element defines an axis of rotation about which a rotation of the support can take place relative to the connecting element.
  • at least one shearing element is provided, which connects the connecting element with the support and is designed to shear when exceeding a predetermined or definable amount of a transmitted from the support via the at least one shearing element on the connecting element torque to a Allow rotation of the support relative to the connecting element.
  • connecting element in a supporting device for vertical support of the coupling shaft of the central buffer coupling, which thus defines an axis of rotation about which a rotation of the support can take place relative to the connecting element, it is possible if necessary and in particular in a crash or after exceeding the operating load of the clutch to rotate the support over the rotation axis defined by the connecting element in a position in which the support with respect to the movement of the central buffer coupling in the direction of the car body has no disturbing influences.
  • At least one Abscherelement which connects the connecting element with the support and is designed to shear when exceeding a predetermined or definable amount of a transmitted from the support via the at least one shear element on the connecting element torque and so the rotation of Support to allow the rotation axis defined with the connecting element relative to the connecting element.
  • shearing element means any component which serves as a force transmitting member for transmitting forces or torques up to a maximum acting shear stress, and shears at or after exceeding the maximum shear stress and thus on the one hand its power transmission function and on the other hand its connection function loses.
  • the shear strength of this shearing element is determined in advance so that shearing off of the shearing element occurs only when a predetermined critical torque from the support via the at least one shearing element on the Connecting element is transmitted.
  • a critical torque occurs, for example, when in a crash, the attached at the coupling plane side end of the coupling rod coupling head abuts the longitudinal displacement of the central buffer coupling in the direction of the car body against the support of the support device.
  • the support device can be pivoted away from the coupling rod downwards, so that in a longitudinal displacement of the coupling towards the car body no disturbing Components get in the way.
  • the weggeschwenkte from the displacement of the clutch support device still remains firmly on the support of the support device with the two longitudinal members of the support structure and thus firmly connected to the vehicle underframe, so that even track bed is kept free and no components fall off the support device.
  • FIGS Fig. 1 to 5 the structure and operation of an exemplary embodiment of the clutch assembly 100 according to the invention described.
  • the purely exemplary illustrated clutch assembly 100 has, as best illustrated in FIG Fig. 3 can be detected, a central buffer coupling 1 with a coupling head 2 and a coupling head 3 carrying the coupling head 3.
  • the central buffer coupling 1 is preferably an automatic or semi-automatic central buffer coupling, for example of the AAR type.
  • the Grandkasten- or vehicle-side end portion of the coupling shaft 3 is - as it later with reference to the illustration in Fig. 9 is described in more detail - pivotally connected via a bearing 4 in the horizontal and vertical directions with a power transmission element 51.
  • the power transmission element 51 is formed for this purpose at its coupling plane side end as a fork, which serves to receive a corresponding complementary trained eye, which is formed on the carriage box-side end portion of the coupling shaft 3.
  • the fork and the eye recorded in the fork are pivotally mounted via a pivot pin 5 in the horizontal plane, in addition a vertical deflection of the coupling shaft 3 is ensured relative to the force transmission element 51. In this way, it is ensured that, for example, a height difference occurring in normal driving between two mutually coupled car bodies can be compensated.
  • the power transmission element 51 is used to initiate tensile and impact forces which are introduced into the central buffer coupling in one of the central buffer coupling 1 associated energy dissipation device 50 in which these forces are at least partially damped or degraded.
  • the energy dissipation device 50 assigned to the central buffer coupling 1 can be connected to the vehicle undercarriage (not shown) via a bearing block 70.
  • a support structure 10 is further provided, which in particular serves to prevent vertical deflection of the central buffer coupling 1 when a collision force is introduced into the central buffer coupling 1 in the event of a crash, so that the at least partially in the middle buffer coupling 1 associated energy dissipation device 50 is to be broken down impact energy as axially as possible introduced into the energy dissipation device 50.
  • the support structure 10 for this purpose, provision is made for the support structure 10 to have two side members 11, 12 arranged laterally of the central buffer coupling 1 and one cross member 13 connected to the two side members 11, 12.
  • the cross member 13 is arranged above the central buffer coupling 1, that of the cross member 13, a vertical deflection of the coupling shaft 3 is limited relative to the vehicle undercarriage. Specifically lies - as it is the side view Fig. 2 can be removed - between the cross member 13 and the coupling head 2 of the central buffer coupling 1 only such a small distance before, which allows only the vertical movement of the coupling shaft occurring during driving relative to the vehicle undercarriage.
  • each of the two side members 11, 12 associated with a bearing block 25, 26, said bearing blocks 25, 26 serve to connect the corresponding longitudinal members 11, 12 associated with the vehicle undercarriage in normal driving.
  • the carriage box-side end portions of the respective side members 11, 12 are received by the associated bearing block 25, 26 and connected to the bearing block 25, 26 via at least one shearing / tear-off element 27.
  • the opposite end portions of the side members 11, 12 are each provided with a Aufkletterschutz 24 which is formed essentially of horizontally extending struts.
  • This anti-climber 24 comes, as described below with reference to the in Fig. 5 shown force-displacement diagram is described in detail, only after the response of the central buffer coupling 1 associated energy dissipation device 50 is used.
  • the coupling plane side end face of the cross member 13 is provided with a Aufkletterschutz 23 also in the form of horizontally extending struts.
  • the cross member 13 is not directly connected to the lateral side members 11, 12 of the support structure 10. Rather, on the carriage box-side end portion of the cross member 13, two lateral force transmission elements 22 (punch) proceed whose wagenkasten topicer end region in each of the cross member 13 associated energy dissipation device 14, 15 ends. These two crossbeams 13 associated energy dissipation devices 14, 15 are in turn connected via corresponding bearing blocks 18, 19 with the vehicle underframe.
  • each of the two lateral side members 11, 12 of the support structure 10 is designed as a linear guide bearing 16, 17, through which the corresponding power transmission element 22 runs.
  • the lateral force transmission elements 22 of the cross member 13, and thus the cross member 13 with the corresponding side members 11, 12 of the support structure 10 are connected.
  • the two energy dissipation devices 14, 15 assigned to the cross member 13 are preferably those in which a destructively designed energy dissipation element is used, which responds after exceeding a critical impact force introduced via the corresponding force transmission element 22 and at least a part of the plastic deformation due to plastic deformation Shatter energy, ie converted into heat energy and deformation work.
  • an energy dissipation element designed as a deformation tube is used, this deformation tube having a first deformation tube section and an opposite second deformation tube section, the second deformation tube section having a comparison with FIG first deformation tube section has expanded cross-section.
  • a cone ring arranged at the transition between the first and the second deformation pipe section is preferably provided which cooperates with the power transmission element 22 connected to the cross member 13 and formed in the corresponding bearing 16, 17 as a linear guide, such that when an impact force is introduced into the cross member 13 this is transmitted via the power transmission element 22 and the conical ring in the first deformation tube section of the corresponding energy dissipation device 14, 15.
  • the two energy dissipation devices 14, 15 assigned to the cross member 13 preferably have a structure which is in principle comparable to the structure of FIG Fig. 9 shown and the central buffer coupling 1 associated energy dissipation device 50 is.
  • the only difference is the fact that in the middle buffer coupling 1 associated energy dissipation device 50 in addition to a destructively designed energy dissipation element 65 nor a damping element 56 is provided, whereas in the cross member 13 associated energy dissipation devices 14, 15 such a damping element is missing.
  • the two allow the cross member 13 associated energy dissipation devices 14, 15 only after response of the energy dissipation devices 14, 15, ie when a critical impact force in the corresponding energy dissipation devices 14, 15 is introduced via the cross member 13 and the two lateral force transmission elements 22, a translational movement of the cross member 13 in the direction of the car body relative to the vehicle undercarriage.
  • This occurring in the event of a crash Translational movement of the cross member 13 relative to the vehicle undercarriage in the direction of the car body is guided by the provision of running as a linear guide bearing 16 17, since these bearings 16, 17 are fixedly connected to the lateral side members 11, 12 of the support structure 10.
  • the longitudinal members 11, 12 are connected via corresponding bearing blocks 25, 26 and shearing / tear-off elements 27 to the vehicle underframe, for which purpose the bearing blocks 25, 26 preferably have a corresponding flange region 28.
  • this stop 20, 21 is realized by the respective coupling plane-side end faces of the bearings 16, 17 designed as a linear guide.
  • the shearing / Abr constitution 27, which denote the carriage box side end portions of the side members 11, 12 with the corresponding associated bearing blocks 25, 26 connect.
  • the bearing blocks 25, 26 are, as shown in particular in FIG Fig. 1 can be removed, formed as a linear guide and lead after the failure of Abscher- / Abr imparte 27, the translation movement of the side members 11, 12 (as well as the translational movement of the cross member 13) such that no wedging or tilting can occur.
  • the central buffer coupling 1 is displaced in the direction of the central buffer coupling 1 associated energy dissipation device 50, as a result, at least a portion of the introduced into the coupling assembly 100 impact energy in the middle buffer coupling 1 associated energy dissipation device 50 is consumed.
  • FIG. 9 in a longitudinally sectioned illustration of the exemplary embodiment of the clutch assembly 100 coming used and the central buffer coupling 1 associated energy dissipation device 50 shown schematically.
  • the energy dissipation device 50 consists of a damping device 55 with a regenerative damping element 56 in the form of spring elements, this damping element 56 is used to dampen the occurring during normal driving and introduced into the central buffer coupling 1 tensile and impact forces. These tensile and impact forces are introduced in the exemplary embodiment of the coupling assembly 100 via the coupling head 2, the coupling shaft 3, the bearing 4 and the already mentioned power transmission element 51 in the damping device 55.
  • the power transmission element 51 is formed at its coupling plane side end as a fork and serves to receive an eye formed on the carriage box end portion of the coupling shaft 3 eye.
  • the energy dissipation device 50 assigned to the central buffer coupling 1 has, in addition to the damping device 55, a destructively designed energy dissipation element 65.
  • This energy dissipation element 65 serves to respond to exceeding a pre-definable critical impact force and to convert by plastic deformation at least a portion of the introduced into the energy dissipation device 50 impact forces into heat and deformation work and thus to consume.
  • the energy dissipation element 65 is designed as a deformation tube, which has a carriage casing-side first deformation tube section 66 and an opposite second deformation tube section 67.
  • the second deformation tube section 67 in this case has a widened cross-section compared to the first deformation tube section 66.
  • the damping device 55 is completely absorbed and integrated into the second deformation tube section 67 of the energy dissipation element 65.
  • the damping device 55 has a first pressure plate 57 and a second pressure plate 58, between which the damping element 56 is arranged.
  • the two pressure plates 57, 58 When initiating tensile and impact forces occurring in normal driving mode via the force transmission element 51 in the energy dissipation device 50 or in the damping device 55, the two pressure plates 57, 58 relative to each other while simultaneously shortening the distance between them in the longitudinal direction L of the energy dissipation device 50.
  • the second deformation tube section 67 in which the damping device 55 is integrated, has at least one guide surface 68, with which the two pressure plates 57, 58 interact in such a way that, in the case of a longitudinal displacement, the movement is guided correspondingly in the longitudinal direction L of the energy dissipation device 50.
  • FIG. 9 illustrated embodiment of the central buffer coupling 1 associated energy dissipation device 50 are provided as mechanical Hupbegrenzung the damping device 55 of the first pressure plate 57 associated first stop 59 and the second pressure plate 58 associated second stopper 60. About these two stops 59, 60, the longitudinal displacement of the two pressure plates 57, 58 is limited.
  • the energy dissipation device 50 of the central buffer coupling 1 has a force transmission element 51, via which the tensile and impact forces introduced into the central buffer coupling 1 are introduced into the damping device 55.
  • This power transmission element 51 has a carriage box-side end portion, which passes through the first pressure plate 57, the damping element 56 and the second pressure plate 58 and at its cart side End has a counter element 52.
  • the counter element 52 cooperates with the second pressure plate 58 at least during a tensile force transmission, in order to transmit tensile forces from the force transmission element 51 to the second pressure plate 58.
  • the counter element 52 is in the in Fig. 9 illustrated embodiment via a screw 64 connected to the carriage box-side end portion of the power transmission element 51.
  • the carriage box-side end portion of the force transmission element 51 has a guide surface which cooperates with corresponding guide surfaces in the passages 53a, 53b, 53c of the two pressure plates 57, 58 and the damping element 56 and thus at a longitudinal displacement of the pressure plates 57, 58 in Longitudinal L of the energy dissipation device 50 allows a guide this.
  • the introduced into the central buffer coupling 1 and forwarded via the power transmission element 51 in the energy dissipation device 50 impact forces in the first Verformungsrohrabrough 66 formed as a deformation tube energy dissipation element 65 can be initiated, a conical ring 61 am Transition between the first and the second deformation tube section 66, 67 provided, which cooperates with the second stopper 60, that the forces transmitted in a shock force transmission from the second pressure plate 58 to the second stopper 60 forces on the conical ring 61 are transmitted to the first Verformungsrohrabrough 66 ,
  • the conical ring 61 has a guide section 62, which projects at least partially into the first deformation tube section 66 and bears against the inner surface 69 of the first deformation tube section 66.
  • a biasing member 63 is provided in the form of a guide tube, which biases the second stopper 60 against the conical ring 61.
  • the biasing member 63 formed as a guide tube is connected at its cart side end with the second stopper 60 and abuts with its opposite end to the first stop 69, whereby before addressing the energy dissipation element 65 of the energy dissipation device 50, a constant distance between the two stops 59, 60 is set.
  • the biasing element 63 formed as a guide tube abuts against the at least one guide surface 68 of the second deformation tube section 67, wherein the first and second pressure plates 57, 58 are received in the interior of the biasing element 63 formed as a guide tube and in a transmission of tensile or compressive forces occurring in normal driving operation relative to the guide element formed as a guide tube 63 in the longitudinal direction L of the energy dissipation device 50 are movable.
  • the energy dissipation device 50 associated with the central buffer coupling 1 is further provided with a deformation indicator 90 in the exemplary embodiment of the coupling arrangement 100 shown in the drawings, which indicates whether the energy dissipation element 65 of the energy dissipation device 50 has already responded.
  • the deformation indicator 90 has a signal plate 92, which is connected via a shear pin with a block in the interior of the energy dissipation element 65 designed as a deformation tube. If the response of the deformation tube 65 is reached, the conical ring 61 shears the shear pin 91 and the signal plate 92 hangs clearly visible on the undercarriage of the vehicle. As a result, it can be easily and reliably determined whether the deformation tube 65 has responded to the energy dissipation device 50 assigned to the central buffer coupling 1.
  • the first area in the path-force diagram according to Fig. 5 gives the elastic damping behavior of the clutch assembly 100 again. It can be seen that these shock forces are attenuated with the damping device 55 when driving in the introduction of impact forces in the central buffer 1.
  • the central buffer coupling 1 can be displaced relative to the subframe by a certain distance in the direction of the car body, without any of the destructively designed energy dissipation elements responding.
  • the energy dissipation element 65 responds to the energy dissipation device 50 associated with the central buffer coupling 1, as a result of which the central buffer coupling 1 is displaced in the direction of the vehicle body, at the same time the energy dissipation element 65 plastically expands and thus degrades part of the additional impact energy.
  • the energy dissipation means 14, 15 associated with the cross member 13 are triggered.
  • the cross member 13 transmits part of the impact energy via the cross member 13 associated with the power transmission element 22, so that this impact energy in the corresponding energy dissipation devices 14, 15 is initiated. At the same time, another part of the impact energy is introduced via the coupling shaft 3 and the force transmission element 51 into the energy dissipation device 50 assigned to the central buffer coupling 1, where it is consumed by the energy dissipation element 65.
  • the exemplified dargillon in the drawings embodiment of the coupling assembly 100 further comprises a support device 30 which kinks in response of the middle buffer coupling 1 associated energy dissipation device 50 and thus does not hinder the translation movement of the central buffer 1 in the direction of the car body.
  • the supporting device 30 is in Fig. 2 shown both in ready state and in the bent state (indicated here by the reference numeral 30 ').
  • FIG. 6 is a schematic representation of a preferred embodiment of the support device 30 according to the invention in a view of the in the installed state in the direction of the car body facing side of the support device 30th shown.
  • the representation according to Fig. 7 shows the preferred realization of the supporting device 30 according to the invention in a perspective view, namely on the side of the supporting device 30, which shows in the installed state of the supporting device 30 in the direction of the coupling plane.
  • Fig. 8a shows a schematic representation of a view of the preferred realization of the support device 30 on one side of this.
  • the supporting device 30 shown has a support 31 and a support 31 connected to the holder 32, which - as in Fig. 1 represented - can be attached via a corresponding crosspiece 45 on one of the two side members 11, 12.
  • the holder 32 has a connecting element 34 formed as a rotationally symmetrical bolt in the illustrated embodiment of the supporting device 30.
  • the support 31 is connected via the formed as a rotationally symmetrical bolt connecting element 34 with the holder 32.
  • the holder 32 a total of two bearings 40, 41, which according to the illustration in accordance with Fig. 1 can be fixed by means of screws 43 each on one with one of the two side rails 11, 12 fixedly connected to transverse web 45.
  • the connecting element 34 is fixed.
  • the in Fig. 7 provided on the right side of the connecting element 34 bearings 40 as a fixed bearing, via which the connecting element 34 is fixed in all three translational degrees of freedom.
  • the connecting element 34 used in the illustrated embodiment of the supporting device 30 is - as already mentioned - designed as an elongated and rotationally symmetrical bolt, wherein one end of the connecting element 34 on the fixed bearing 40 and the other end of the connecting element 34 at a second, in Fig. 7 is fixed to the left side of the connecting element 34 arranged bearing 41.
  • This in Fig. 7 arranged on the left side further bearing 41 is preferably designed as a movable bearing, via which the connecting element 34 is fixed only in two translational degrees of freedom, so that a movement in the direction of the axis of symmetry of the connecting element 34 is given.
  • an opening 44 in a flange 42 is provided in the supporting device 30 shown in the drawings, through which the connecting element 34 can run in the direction of the axis of symmetry L of the connecting element 34.
  • the formed in the flange 42 opening 44 is in particular with reference to the illustration of Fig. 6 to recognize.
  • the support 31 has in the illustrated embodiment of the support device 30 according to the invention a Abstützstkov 36 and a support body 37, wherein the Abstützstempel 36 is at least partially received in sleeve-shaped elements 38 of the support body 37.
  • elastic elements 33 are provided in the form of spring elements, which are also accommodated in the sleeve-shaped elements 38 of the support body 37 and space the support punch 36 in a resilient manner from the support body 37.
  • the resilient action of the elastic spring elements 33 accommodated in the sleeve-shaped elements 38 of the support body 37 can be switched off or on as required by a lock 39, for example in the form of a latchable locking bolt.
  • a lock 39 for example in the form of a latchable locking bolt.
  • appropriate screws may be provided, with which the lock 39 can be activated.
  • the support 31 consists essentially of the Abstützstempel 36 and the support body 37, wherein the support body 37 has the aforementioned sleeve-shaped elements 38 for receiving the elastic spring elements 33 on the one hand and for partially receiving the Abstützstempels 36 on the other.
  • the trained as an elongated, rotationally symmetrical bolt connecting element 34 passes through the support body 37 of the support 31 and is guided in the support body 37 accordingly.
  • the support body 37 and the connecting element 34 are connected to one another in such a way that the support body 37 together with the support punch 36 can perform a rotation relative to the connecting element 34 about a rotation axis R.
  • the rotation axis R is over the connecting element 34, and in particular in the illustrated preferred realization of the support device 30 according to the invention over the axis of symmetry L of the designed as a rotationally symmetrical bolt connecting element 34 defined.
  • the shear elements 35 are preferably designed as replaceable shear pins or shear pins which connect the support 31 and in particular the support body 37 of the support 31 with the guided through the support body 37 connecting member 34 and the connecting element 34 thus at the Fix support 31.
  • the support 31 or the supporting body 37 is rotatably mounted with the supporting punch 36 about the axis of rotation R defined by the connecting element 34, acting in a transmission of forces, and in particular in a transmission of dynamic forces between the Support 31 and the holder 32 on the shear elements 35 essentially only shear forces, which are caused due to torques.
  • the shearing elements 35 are designed to shear off a predetermined or definable amount of a transmitted from the support 31 via the Abscherium 35 torque on the connecting element 34, whereby rotation of the support 31 and the support body 37 together with the Abstützstempel 36 relative is allowed to the connecting element 34 about the axis of rotation R defined with the axis of symmetry L of the connecting element 34.
  • Fig. 8b the preferred realization of the support device 30 is shown in a state after the shearing elements 35 have responded and a rotation of the support 31 relative to the connecting element 34 has taken place.
  • the support device 30 according to the invention is particularly suitable for vertical support of a central buffer 1 and a coupling shaft 3 belonging to the central buffer 1 if the central buffer 1 has to be taken out of the coupling plane in a crash, for example, in order not to consume energy of a secondary energy dissipation device (not shown in the drawings) explicitly shown).

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Dampers (AREA)
EP11189905.0A 2011-11-21 2011-11-21 Dispositif d'embrayage pour la zone frontale d'un véhicule guidé sur rails Active EP2594452B1 (fr)

Priority Applications (5)

Application Number Priority Date Filing Date Title
PL11189905T PL2594452T3 (pl) 2011-11-21 2011-11-21 Zespół sprzęgu dla czołowej strony pojazdu prowadzonego po torze
EP11189905.0A EP2594452B1 (fr) 2011-11-21 2011-11-21 Dispositif d'embrayage pour la zone frontale d'un véhicule guidé sur rails
ES11189905.0T ES2448798T3 (es) 2011-11-21 2011-11-21 Disposición de enganche para lado frontal de un vehículo guiado sobre raíles
US13/681,158 US8783479B2 (en) 2011-11-21 2012-11-19 Coupling arrangement for the front of a tracked vehicle
HK13107519.2A HK1180286A1 (en) 2011-11-21 2013-06-26 Coupling assembly for the front of a rail-guided vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP11189905.0A EP2594452B1 (fr) 2011-11-21 2011-11-21 Dispositif d'embrayage pour la zone frontale d'un véhicule guidé sur rails

Publications (2)

Publication Number Publication Date
EP2594452A1 true EP2594452A1 (fr) 2013-05-22
EP2594452B1 EP2594452B1 (fr) 2014-01-08

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Application Number Title Priority Date Filing Date
EP11189905.0A Active EP2594452B1 (fr) 2011-11-21 2011-11-21 Dispositif d'embrayage pour la zone frontale d'un véhicule guidé sur rails

Country Status (5)

Country Link
US (1) US8783479B2 (fr)
EP (1) EP2594452B1 (fr)
ES (1) ES2448798T3 (fr)
HK (1) HK1180286A1 (fr)
PL (1) PL2594452T3 (fr)

Cited By (5)

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WO2015039679A1 (fr) * 2013-09-17 2015-03-26 Siemens Aktiengesellschaft Protection antichoc présentant une absorption d'énergie modulable
WO2015120882A1 (fr) * 2014-02-11 2015-08-20 Siemens Aktiengesellschaft Dispositif de protection anti-montée pour véhicule ferroviaire
CN109017861A (zh) * 2018-08-17 2018-12-18 中车青岛四方车辆研究所有限公司 缓冲吸能装置及轨道车辆
CN109017860A (zh) * 2018-08-17 2018-12-18 中车青岛四方车辆研究所有限公司 集成式缓冲吸能装置及轨道车辆
WO2022214246A1 (fr) * 2021-04-07 2022-10-13 Siemens Mobility GmbH Véhicule ferroviaire à couplage tampon central

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EP2594452B1 (fr) * 2011-11-21 2014-01-08 Voith Patent GmbH Dispositif d'embrayage pour la zone frontale d'un véhicule guidé sur rails
CN102632906B (zh) * 2012-04-17 2014-09-10 青岛思锐科技有限公司 带过载保护的紧凑式缓冲器
GB2517986B (en) * 2013-09-09 2015-07-22 T A Savery & Co Ltd A coupler
FR3014514B1 (fr) * 2013-12-09 2016-01-15 Alstom Transp Tech Dispositif d'amortissement, notamment pour un dispositif d'attelage de vehicule ferroviaire
DE102014209563A1 (de) * 2014-05-20 2015-11-26 Zf Friedrichshafen Ag Aufpralldämpfer, insbesondere für ein Schienenfahrzeug
US10071754B2 (en) * 2015-12-28 2018-09-11 Kawasaki Jukogyo Kabushiki Kaisha Railcar with buffer
DE102016203921A1 (de) * 2016-03-10 2017-09-14 Voith Patent Gmbh Auslöseüberwachungseinrichtung für ein Verformungsrohr in einer Kupplung; Verformungsrohr für eine Kupplung und Zugkupplung
CN111976780B (zh) * 2020-08-28 2021-10-29 中车大同电力机车有限公司 适用于碰撞能量管理系统的中心式车钩及具有其的机车
DE102022121018A1 (de) * 2021-08-25 2023-03-02 Voith Patent Gmbh Kupplungsbauteil und Kupplungsanordnung mit einem Kupplungsbauteil, insbesondere Mittelpufferkupplung

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FR2531392A1 (fr) * 1982-08-03 1984-02-10 Scharfenbergkupplung Gmbh Dispositif intercale en arriere d'un attelage central a amortisseur, pour absorber les chocs excessifs sur un vehicule ferroviaire
DE4302444A1 (de) 1993-01-29 1994-08-04 Dellner Couplers Ab Automatische Mittelpufferkupplung
WO2002096734A1 (fr) * 2001-05-31 2002-12-05 Voith Turbo Scharfenberg Gmbh & Co. Kg Dispositif d'absorption d'energie pour la face frontale de vehicules sur rails
US6820759B1 (en) * 1999-11-25 2004-11-23 Siemens Ag Rail vehicle for passenger transportation, especially for local traffic
EP1927524A1 (fr) * 2006-12-01 2008-06-04 ANSALDOBREDA S.p.A. Train doté d'interfaces entre les différents véhicules qui absorbent de l'énergie en cas de choc
EP2277762A2 (fr) * 2009-07-24 2011-01-26 Bombardier Transportation GmbH Véhicule ferroviaire doté d'un absorbeur d'énergie, notamment pour un tramway

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US1339743A (en) * 1917-12-03 1920-05-11 Gould Coupler Co Buffer for railway rolling-stock
US2873994A (en) * 1954-05-17 1959-02-17 Omps James Ray Resiliently mounted bumper for vehicles
GB1419698A (fr) * 1972-04-19 1976-01-07
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FR2531392A1 (fr) * 1982-08-03 1984-02-10 Scharfenbergkupplung Gmbh Dispositif intercale en arriere d'un attelage central a amortisseur, pour absorber les chocs excessifs sur un vehicule ferroviaire
DE4302444A1 (de) 1993-01-29 1994-08-04 Dellner Couplers Ab Automatische Mittelpufferkupplung
US6820759B1 (en) * 1999-11-25 2004-11-23 Siemens Ag Rail vehicle for passenger transportation, especially for local traffic
WO2002096734A1 (fr) * 2001-05-31 2002-12-05 Voith Turbo Scharfenberg Gmbh & Co. Kg Dispositif d'absorption d'energie pour la face frontale de vehicules sur rails
EP1927524A1 (fr) * 2006-12-01 2008-06-04 ANSALDOBREDA S.p.A. Train doté d'interfaces entre les différents véhicules qui absorbent de l'énergie en cas de choc
EP2277762A2 (fr) * 2009-07-24 2011-01-26 Bombardier Transportation GmbH Véhicule ferroviaire doté d'un absorbeur d'énergie, notamment pour un tramway

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015039679A1 (fr) * 2013-09-17 2015-03-26 Siemens Aktiengesellschaft Protection antichoc présentant une absorption d'énergie modulable
WO2015120882A1 (fr) * 2014-02-11 2015-08-20 Siemens Aktiengesellschaft Dispositif de protection anti-montée pour véhicule ferroviaire
US9802628B2 (en) 2014-02-11 2017-10-31 Siemens Aktiengesellschaft Anti-climbing protection apparatus for a rail vehicle
CN109017861A (zh) * 2018-08-17 2018-12-18 中车青岛四方车辆研究所有限公司 缓冲吸能装置及轨道车辆
CN109017860A (zh) * 2018-08-17 2018-12-18 中车青岛四方车辆研究所有限公司 集成式缓冲吸能装置及轨道车辆
CN109017861B (zh) * 2018-08-17 2020-04-10 中车青岛四方车辆研究所有限公司 缓冲吸能装置及轨道车辆
WO2022214246A1 (fr) * 2021-04-07 2022-10-13 Siemens Mobility GmbH Véhicule ferroviaire à couplage tampon central

Also Published As

Publication number Publication date
ES2448798T3 (es) 2014-03-17
PL2594452T3 (pl) 2014-05-30
US8783479B2 (en) 2014-07-22
US20130126458A1 (en) 2013-05-23
HK1180286A1 (en) 2013-10-18
EP2594452B1 (fr) 2014-01-08

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