EP2720925A1 - Arrangement for deflecting a rail vehicle central buffer coupling unhitched in the course of a collision due to failure of an overload safety device - Google Patents
Arrangement for deflecting a rail vehicle central buffer coupling unhitched in the course of a collision due to failure of an overload safety deviceInfo
- Publication number
- EP2720925A1 EP2720925A1 EP12718225.1A EP12718225A EP2720925A1 EP 2720925 A1 EP2720925 A1 EP 2720925A1 EP 12718225 A EP12718225 A EP 12718225A EP 2720925 A1 EP2720925 A1 EP 2720925A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- coupling
- plate
- failure
- course
- rail 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
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G7/00—Details or accessories
- B61G7/10—Mounting of the couplings on the vehicle
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G11/00—Buffers
- B61G11/16—Buffers absorbing shocks by permanent deformation of buffer element
Definitions
- Modern passenger rail vehicles are frontally equipped with energy-consuming, so-called crash elements, which dissipate in a frontal collision a significant portion of the kinetic energy and thereby
- these couplings contain shock-absorbing and / or resilient elements which, while shortening in
- crash elements Longitudinal, at least absorb part of the impact energy. If the energy dissipation in the clutches is not sufficient, which is the case with higher collision speeds between the vehicles, then crash elements (deformation elements) should then take effect. there The aim is to reduce the residual kinetic energy in the crash elements and to pay particular attention not to generate parallel load paths by force transmission in unsuitable places, as so unacceptably high forces
- Car body is separated and further
- the invention is therefore based on the object, a
- the basic idea of the invention is an arrangement for deflecting a severed by the failure of an overload protection in the course of a collision middle buffer coupling of a rail vehicle, comprising a clutch plate and attached to this clutch plate coupling holder described, wherein a recess in the clutch plate is provided, through which a clutch after the failure of an overload protection passes, behind this recess a shearing plate is arranged, which with the coupling holder and the coupling plate by means
- Connecting elements is connected and wherein the recess urged by the coupling, the connecting elements
- the separated clutch does not generate a parallel load path and thus the crash elements can act optimally.
- a shearing plate is provided, which is arranged behind (in the direction of the carriage center) of a coupling plate (to which the coupling is fastened).
- Coupling plate has in the shear plate a
- Recess which is designed so that the sheared coupling can pass through the recess and thereby can dodge down. It is essential, the shear plate with the same fasteners on the
- Shear plate in a collision be oriented so that they are oblique to the direction of movement of the separated
- Clutch is located and thus covers components of the undercarriage or chassis as a shield. Furthermore, an obliquely separated shear plate supports the vertical movement of the coupling. This is particularly advantageous since this vertical forces act on the clutch, which exceed the weight force many times, whereby the evasive movement of the separated clutch is accelerated. Furthermore, it can be ensured that the connection between the coupling plate and the coupling holder is separated directly. This is essential because the components mentioned can adhere to each other, for example due to a paint layer or rust. The vertical forces caused by an inclined shear plate immediately separate these adhesive joints. In a further development of the invention, the shear plate is equipped with a hook-shaped shape, which ensures a mechanical interaction with the stop.
- the predetermined breaking point is to be arranged within the connecting elements so that the free mobility, in particular the coupling holder is not affected by the failure of the predetermined breaking point. It is recommended that
- connecting elements may preferably
- Screw connections are used, since the components, in particular the coupling holder for maintenance purposes is easy to remove. Likewise, screws can be well equipped with the required breaking point at any point, for example, by a cross-sectional constriction.
- the course of events in a collision with a vehicle equipped with subject invention is as follows: Impact of the couplings to each other
- non-reversible damping elements in the coupling e.g., elastomeric spring hinge
- Overload protection e.g., an elastomer spring-joint integrated shear
- Shear plate and coupling holder are loose Shear plate is pushed by the further penetrating coupling in the intended (oblique) end position, while the motion control is possibly supported by a stop and a hook-shaped shape
- Coupling is deflected at the end stop shear plate and thus does not collide with fixed components of the undercarriage or the chassis
- Clutch and clutch holder are loose and do not participate in the further course of deformation (deformation of the crash elements).
- Fig.l A rail vehicle with a clutch.
- Fig.2 A clutch connection when triggered
- FIG. 4 A coupling connection according to the invention in FIG.
- FIG. 5 A coupling connection according to the invention in FIG.
- Fig.8 Coupling connection, oblique view from the top front.
- Fig.10 Coupling connection, oblique view from behind, not triggered.
- Fig.11 Coupling connection, side view, not triggered.
- Fig.12 Coupling connection, side view, triggered.
- Fig.l shows an example and schematically a rail vehicle with a coupling. It is a rail vehicle 1
- Deformation element 11 and a coupling plate 2 has.
- the coupling plate 2 is part of the undercarriage and firmly connected to this, via the coupling plate 2, the operating forces (tensile and compressive forces) which are transmitted from the clutch 4 are passed into the rail vehicle.
- the coupling 4 is connected to the coupling plate 2 by means of a
- Coupling bracket 3 connected. This coupling holder 3 allows the deflection of the clutch 4 in horizontal and vertical direction as it is for cornering as well as for
- This coupling connection may further include reversible or irreversible damping elements and be equipped with an overload protection, which separates the clutch 4 from the coupling holder 3 in collisions.
- a component 10 for example, a bogie longitudinal connection plate is provided at a position which restricts the free mobility in the axial direction of the coupling.
- This component 10 is firmly connected to the subframe, thus would in a collision, the
- Clutch holder 3 is fastened by means of connecting elements 6 to the coupling plate 2.
- the coupling plate 2 comprises a recess 12 through which the coupling 4 has penetrated and is blocked on the component 10. It is not possible to escape from this position, since the clutch 4 is still guided by the coupling holder 3 and can only perform axial movements
- Clutch plate has. Likewise, here is a component 10, which limits the axial movement possibility of the clutch 4, is provided.
- the clutch 4 is shown in the operating position and is connected via an overload protection 9 with the coupling holder 3.
- Other components such as
- a shearing plate 5 Behind the coupling plate 2, a shearing plate 5 is arranged, which is connected by connecting elements 6 with the coupling plate 2 and the coupling holder 3.
- the coupling plate 2 has a recess 12, which is larger than in the example shown in FIG. 2 and extends in particular further downwards (in the direction of the track bed).
- the shearing plate 5 has a hook-shaped formation 8, which is designed so that it can interact with a stop 7 (for example, a bar arranged transversely to the longitudinal direction).
- Overload fuse 9 has been triggered and the clutch 4 has hit the shearing plate 5 and this has solved by means of the predetermined breaking points of the kauslemente 6.
- the shearing plate 5 is shown in the end position, which it occupies by the interaction between the stopper 7 and the hook-shaped formation 8.
- the coupling holder 3 further comprises the clutch 4. However, since the connecting elements 6 were separated at their predetermined breaking points, the coupling holder 3 could be moved vertically.
- FIG. 6 shows by way of example and schematically a predetermined breaking point - detail A from FIG. 4, enlarged.
- a section through the coupling plate 2 and the coupling holder 3 in the region of a connecting element 6 is shown.
- the breaking point of each kauslements 6 is positioned so that a vertical movement of the coupling holder 3 is not hindered after the separation of this predetermined breaking point.
- Connecting element 6 is located at the bore in the
- Hook coupling plate 2 and affect the vertical mobility of the coupling bracket 3.
- the second, remaining part of the connecting element 6, which is not shown in Figure 6, is determined by the movement of the
- Coupling connection shown in the longitudinal direction. Other components, such as a clutch or vehicle components are not shown for simplicity.
- the coupling plate 2 has a recess 12, the underlying shear plate 5 is shown in the end position, in which they in the course of a
- a component 10 (it is
- a stop 7 ensures safe receipt of the desired end position of the shear plate. 5
- inventive coupling connection in an oblique view from the top front. It is shown the coupling connection of Figure 7 in an oblique view from the front above.
- Shear plate 5 has on the side facing away from the coupling reinforcing ribs, which the bending strength of
- inventive coupling connection in an oblique view from behind. It is shown the coupling connection of Figure 7 in an oblique view from behind. 10 shows by way of example and schematically a
- inventive coupling connection in an oblique view from behind, not triggered.
- the coupling connection from FIG. 7 is shown in an oblique view from the rear, wherein the shear plate 5 is in the starting position.
- the connecting elements 6 are intact.
- the shearing plate does not completely cover the recess 12 and is spaced from the stop 7.
- coupling connection according to the invention in a side view, not triggered.
- the coupling connection from FIG. 10 is shown in a side view.
- inventive coupling connection in a side view, triggered. It is the coupling connection of Fig.10 shown in a side view, wherein the shearing plate 5 is in the end position.
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
AT8832011A AT510958B1 (en) | 2011-06-16 | 2011-06-16 | ARRANGEMENT FOR THE REDUCTION OF A MEDIUM BUFFER COUPLING OF A RAIL VEHICLE SEPARATED BY THE FAILURE OF A OVERLOAD PROTECTION IN THE MEASURE OF A COUNTERFEIT |
PCT/EP2012/058101 WO2012171714A1 (en) | 2011-06-16 | 2012-05-03 | Arrangement for deflecting a rail vehicle central buffer coupling unhitched in the course of a collision due to failure of an overload safety device |
Publications (2)
Publication Number | Publication Date |
---|---|
EP2720925A1 true EP2720925A1 (en) | 2014-04-23 |
EP2720925B1 EP2720925B1 (en) | 2015-09-30 |
Family
ID=46025723
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP12718225.1A Active EP2720925B1 (en) | 2011-06-16 | 2012-05-03 | Arrangement for deflecting a rail vehicle central buffer coupling unhitched in the course of a collision due to failure of an overload safety device |
Country Status (6)
Country | Link |
---|---|
EP (1) | EP2720925B1 (en) |
CN (1) | CN103608236B (en) |
AT (1) | AT510958B1 (en) |
ES (1) | ES2554669T3 (en) |
RU (1) | RU2590802C2 (en) |
WO (1) | WO2012171714A1 (en) |
Families Citing this family (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
RU2637833C2 (en) | 2013-09-27 | 2017-12-07 | Сименс Акциенгезелльшафт | Rail vehicle with completely submersible coupling device |
PL3173307T3 (en) * | 2015-11-30 | 2019-10-31 | Dellner Dampers Ab | Energy absorption device and method |
DE102016123696A1 (en) * | 2016-12-07 | 2018-06-07 | Conductix-Wampfler Gmbh | buffer |
CN112298258B (en) * | 2020-10-27 | 2022-03-25 | 中车青岛四方机车车辆股份有限公司 | Middle car end collision energy-absorbing structure and rail vehicle |
CN112523953A (en) * | 2020-11-26 | 2021-03-19 | 诸暨和创电机科技有限公司 | Wind driven generator based on separated overload protection |
CN115901299B (en) * | 2023-02-15 | 2023-06-06 | 慧铁科技有限公司 | Method for analyzing and processing faults of train coupler buffering component |
Family Cites Families (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE3228941A1 (en) * | 1982-08-03 | 1984-02-09 | Scharfenbergkupplung Gmbh, 3320 Salzgitter | DEVICE ADJUSTING A MEDIUM BUFFER CLUTCH TO RECEIVE Oversized Shocks |
SU1326490A1 (en) * | 1986-01-30 | 1987-07-30 | Всесоюзный Научно-Исследовательский Институт Вагоностроения | Emergency energy-absorbing device for vehicle |
DE4006811A1 (en) * | 1990-03-05 | 1991-09-12 | Bergische Stahlindustrie | Central buffer coupling between rail vehicles - has middle part of bumper bar coupled to hinging head |
DE19502217C2 (en) * | 1995-01-25 | 1997-08-28 | Deutsche Waggonbau Ag | Energy consumption system for local rail vehicles, in particular for urban express railways |
DE19817861C2 (en) * | 1998-04-22 | 2001-09-06 | Dwa Deutsche Waggonbau Gmbh | Collision protection device for rail vehicles |
RU2181677C2 (en) * | 1999-03-31 | 2002-04-27 | Открытое акционерное общество "Всероссийский научно-исследовательский институт транспортного машиностроения" | Emergency energy-absorbing device for railway cars |
DE19956856A1 (en) * | 1999-11-25 | 2001-05-31 | Siemens Duewag Gmbh | Rail vehicle, especially for passenger conveyance on outer suburban rail services, has shock absorber units supported on deformable sandwich construction containing foam metal and supporting section of footplate of driver's cab |
DE10126483A1 (en) * | 2001-05-31 | 2002-12-05 | Scharfenbergkupplung Gmbh & Co | Energy consumption device for the front of rail vehicles |
FR2879549B1 (en) * | 2004-12-22 | 2007-02-09 | Alstom Transport Sa | SHOCK ABSORBER DEVICE FOR RAILWAY VEHICLE |
AT501689A1 (en) * | 2005-04-04 | 2006-10-15 | Siemens Transportation Systems | RAIL VEHICLE WITH COLLISIONABLE CLUTCH CONNECTION |
-
2011
- 2011-06-16 AT AT8832011A patent/AT510958B1/en not_active IP Right Cessation
-
2012
- 2012-05-03 WO PCT/EP2012/058101 patent/WO2012171714A1/en active Application Filing
- 2012-05-03 EP EP12718225.1A patent/EP2720925B1/en active Active
- 2012-05-03 CN CN201280029481.8A patent/CN103608236B/en active Active
- 2012-05-03 ES ES12718225.1T patent/ES2554669T3/en active Active
- 2012-05-03 RU RU2014101151/11A patent/RU2590802C2/en active
Non-Patent Citations (1)
Title |
---|
See references of WO2012171714A1 * |
Also Published As
Publication number | Publication date |
---|---|
AT510958A4 (en) | 2012-08-15 |
ES2554669T3 (en) | 2015-12-22 |
RU2014101151A (en) | 2015-07-27 |
RU2590802C2 (en) | 2016-07-10 |
AT510958B1 (en) | 2012-08-15 |
EP2720925B1 (en) | 2015-09-30 |
CN103608236B (en) | 2016-08-31 |
CN103608236A (en) | 2014-02-26 |
WO2012171714A1 (en) | 2012-12-20 |
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