EP2720925A1 - 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 - Google Patents

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

Info

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
Application number
EP12718225.1A
Other languages
German (de)
English (en)
Other versions
EP2720925B1 (fr
Inventor
Richard Graf
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.)
Siemens AG Oesterreich
Original Assignee
Siemens AG Oesterreich
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 Siemens AG Oesterreich filed Critical Siemens AG Oesterreich
Publication of EP2720925A1 publication Critical patent/EP2720925A1/fr
Application granted granted Critical
Publication of EP2720925B1 publication Critical patent/EP2720925B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Dampers (AREA)
  • Mechanical Operated Clutches (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

Système permettant de changer la trajectoire d'un attelage à tampon central (4) d'un véhicule ferroviaire (1) lorsque celui-ci est rompu lors d'une collision en raison de la défaillance d'un organe de sécurité anti-surcharge (9), comprenant une plaque d'attelage (2) et un support d'attelage (3) fixé sur cette plaque d'attelage (2), la plaque d'attelage (2) étant pourvue d'un évidement (12) permettant le passage d'un attelage (4) suite à la défaillance d'un organe de sécurité anti-surcharge (9), une plaque de rupture (5) étant disposée derrière cet évidement (12) laquelle est reliée au support d'attelage (3) et à la plaque d'attelage (2) au moyen d'éléments de liaison (6), et l'attelage (4) rompant les éléments de liaison (6) lorsqu'il passe à travers l'évidement (12), faisant en sorte que la plaque de rupture (5) et le support d'attelage (3) puissent se déplacer librement.
EP12718225.1A 2011-06-16 2012-05-03 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 Active EP2720925B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT8832011A AT510958B1 (de) 2011-06-16 2011-06-16 Anordnung zur umlenkung einer durch das versagen einer überlastsicherung im zuge eines zusammenstosses abgetrennten mittelpufferkupplung eines schienenfahrzeugs
PCT/EP2012/058101 WO2012171714A1 (fr) 2011-06-16 2012-05-03 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

Publications (2)

Publication Number Publication Date
EP2720925A1 true EP2720925A1 (fr) 2014-04-23
EP2720925B1 EP2720925B1 (fr) 2015-09-30

Family

ID=46025723

Family Applications (1)

Application Number Title Priority Date Filing Date
EP12718225.1A Active EP2720925B1 (fr) 2011-06-16 2012-05-03 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

Country Status (6)

Country Link
EP (1) EP2720925B1 (fr)
CN (1) CN103608236B (fr)
AT (1) AT510958B1 (fr)
ES (1) ES2554669T3 (fr)
RU (1) RU2590802C2 (fr)
WO (1) WO2012171714A1 (fr)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015043654A1 (fr) * 2013-09-27 2015-04-02 Siemens Aktiengesellschaft Véhicule ferroviaire à système d'attelage entrant entièrement dans la structure
PL3173307T3 (pl) * 2015-11-30 2019-10-31 Dellner Dampers Ab Sposób i urządzenie do pochłaniania energii
DE102016123696A1 (de) * 2016-12-07 2018-06-07 Conductix-Wampfler Gmbh Anschlagpuffer
CN112298258B (zh) * 2020-10-27 2022-03-25 中车青岛四方机车车辆股份有限公司 中间车端部碰撞吸能结构及轨道车辆
CN112523953A (zh) * 2020-11-26 2021-03-19 诸暨和创电机科技有限公司 基于分离式的超负荷保护的风力发电机
CN115901299B (zh) * 2023-02-15 2023-06-06 慧铁科技有限公司 一种列车车钩钩缓部件故障分析处理的方法

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Publication number Priority date Publication date Assignee Title
DE3228941A1 (de) * 1982-08-03 1984-02-09 Scharfenbergkupplung Gmbh, 3320 Salzgitter Einer mittelpufferkupplung nachgeschaltete vorrichtung zur aufnahme uebergrosser stoesse
SU1326490A1 (ru) * 1986-01-30 1987-07-30 Всесоюзный Научно-Исследовательский Институт Вагоностроения Аварийное энергопоглощающее устройство траспортного средства
DE4006811A1 (de) * 1990-03-05 1991-09-12 Bergische Stahlindustrie Mittelpufferkupplung mit sicherheitseinrichtung
DE19502217C2 (de) * 1995-01-25 1997-08-28 Deutsche Waggonbau Ag Energieverzehrsystem für Nahverkehrs-Schienenfahrzeuge, insbesondere für Stadtschnellbahnen
DE19817861C2 (de) * 1998-04-22 2001-09-06 Dwa Deutsche Waggonbau Gmbh Kollisionsschutzeinrichtung für Schienenfahrzeuge
RU2181677C2 (ru) * 1999-03-31 2002-04-27 Открытое акционерное общество "Всероссийский научно-исследовательский институт транспортного машиностроения" Аварийное энергопоглощающее устройство для вагонов железнодорожного транспорта
DE19956856A1 (de) * 1999-11-25 2001-05-31 Siemens Duewag Gmbh Schienenfahrzeug zur Personenbeförderung, insbesondere für den Nahverkehr
DE10126483A1 (de) * 2001-05-31 2002-12-05 Scharfenbergkupplung Gmbh & Co Energieverzehreinrichtung für die Stirnseite von Schienenfahrzeugen
FR2879549B1 (fr) * 2004-12-22 2007-02-09 Alstom Transport Sa Dispositif absorbeur de chocs pour vehicule ferroviaire
AT501689A1 (de) * 2005-04-04 2006-10-15 Siemens Transportation Systems Schienenfahrzeug mit kollisionstauglicher kupplungsanbindung

Non-Patent Citations (1)

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Title
See references of WO2012171714A1 *

Also Published As

Publication number Publication date
EP2720925B1 (fr) 2015-09-30
AT510958B1 (de) 2012-08-15
WO2012171714A1 (fr) 2012-12-20
AT510958A4 (de) 2012-08-15
RU2590802C2 (ru) 2016-07-10
CN103608236A (zh) 2014-02-26
CN103608236B (zh) 2016-08-31
RU2014101151A (ru) 2015-07-27
ES2554669T3 (es) 2015-12-22

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