EP2720925B1 - 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 Download PDF

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Publication number
EP2720925B1
EP2720925B1 EP12718225.1A EP12718225A EP2720925B1 EP 2720925 B1 EP2720925 B1 EP 2720925B1 EP 12718225 A EP12718225 A EP 12718225A EP 2720925 B1 EP2720925 B1 EP 2720925B1
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EP
European Patent Office
Prior art keywords
coupling
plate
failure
course
arrangement
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Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP12718225.1A
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German (de)
English (en)
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EP2720925A1 (fr
Inventor
Richard Graf
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Siemens AG Oesterreich
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Siemens AG Oesterreich
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    • 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

  • the invention relates to an arrangement for deflecting a separated by the failure of an overload protection in the course of a collision middle buffer coupling of a rail vehicle.
  • Modern passenger rail vehicles are frontally equipped with energy-absorbing, so-called crash elements, which dissipate in a frontal collision a significant portion of the kinetic energy and thereby cause lower forces acting on the passengers and the car body forces and thus reduce the risk of injury to passengers.
  • the clutches In a head-on collision with another rail vehicle, the clutches initially come into contact.
  • These couplings are often designed as a central buffer coupling in particular in local transport vehicles, trams and subways.
  • these couplings contain shock-absorbing and / or resilient elements which, while shortening in the longitudinal direction, absorb at least 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.
  • the aim is to reduce the residual kinetic energy in the crash elements and paid particular attention not to generate parallel load paths by force transmission in unsuitable locations, as so inadmissibly high forces can occur at certain points of the vehicle structure and also increase the accelerations acting on the passengers. Therefore, it is often provided that the clutch in a collision, which is too high to be sprung over the shock-absorbing and / or resilient elements of the clutch is separated via a desired shear point from the car body and no longer participates in the further deformation course. This presupposes that there is sufficient clearance in the direction of the center of the car, in which the sheared coupling can escape. If this clearance is not available, for example because other vehicle components are mounted at this point, such a crash-proof coupling connection with a shear-off coupling can not be usefully used.
  • the invention is therefore based on the object to provide a coupling connection for a shear-off coupling for a rail vehicle, which does not have sufficient axial clearance in the direction of the car center for receiving the sheared coupling.
  • 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 is connected to the coupling holder and the coupling plate by means of connecting elements and wherein the recess urging the coupling separates the connecting elements, wherein the shearing plate and the coupling holder are free to move. Due to this free mobility, which is limited only by the size and shape of the recess in the coupling plate, the direction of movement of the separated coupling is deflected, in particular downwards (in the direction of the track bed).
  • the advantage can be achieved, even in tight spaces, which do not allow a purely axial (in the longitudinal direction of the rail vehicle) movement direction of the separated clutch in a clutch to ensure separation of the clutch, in particular, the disconnected coupling does not generate a parallel load path and thus the Crash elements can work 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).
  • the coupling plate has in the region of the shear plate on a recess which is designed so that the sheared coupling can pass through the recess and thereby can dodge down. It is essential to fasten the shearing plate to the coupling plate with the same fastening means as the coupling holder to which the actual coupling is attached. In this way it is ensured that in a collision both the shearing plate and the coupling holder are released simultaneously from the coupling plate and the coupling is thus no longer held by the coupling holder in a specific horizontal position. The thus become freely movable coupling thus falls down and does not collide in the longitudinal direction with components of the undercarriage or the chassis.
  • a stop in the movement space of the severed shear plate, which influences the direction of movement of the shear plate.
  • the position of the loose shearing plate can be oriented in a collision so that it is oblique to the direction of movement of the separated coupling and thus covers components of the undercarriage or chassis as a shield.
  • 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.
  • the shear plate is equipped with a hook-shaped shape, which ensures a mechanical interaction with the stop.
  • This predetermined breaking point is to be dimensioned so that the expected operating forces under no circumstances lead to a triggering of the predetermined breaking point, forces that occur in a collision, however, trigger the breaking point immediately.
  • 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 to arrange the breaking point of the connecting elements in the area of the contact surfaces between the coupling plate and the coupling holder.
  • screw can be used, since in this case the components, in particular the coupling holder for maintenance purposes is easy to remove.
  • screws can be well equipped with the required breaking point at any point, for example, by a cross-sectional constriction.
  • Fig.1 shows by way of example and schematically a rail vehicle with a coupling.
  • a rail vehicle 1 which has a central buffer coupling 4, a deformation element 11 and a coupling plate 2.
  • 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 clutch 4 is connected to the clutch plate 2 by means of a clutch holder 3.
  • This coupling holder 3 allows the deflection of the clutch 4 in horizontal and vertical direction as required for cornering and for coupling with other vehicles.
  • 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 limits the free mobility in the axial direction of the coupling.
  • This component 10 is firmly connected to the undercarriage, thus in a collision, which separates the overload protection of the clutch, in addition to the intended force path (via the deformation elements), a further, parallel force path (via the clutch 4 and the component 10) arise.
  • Fig.2 shows by way of example and schematically a coupling connection with triggered overload protection according to the prior art. It is a detailed representation of the coupling connection Fig.1 shown.
  • the coupling 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
  • FIG. 3 shows by way of example and schematically a coupling connection according to the invention.
  • a detail view of a coupling connection is shown which, as in the Fig.2 embodiment shown has a coupling plate.
  • 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 joints, spring-damper elements, etc. are not shown for simplicity.
  • 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 in Fig. 2 shown example and extends in particular further down (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).
  • Figure 4 shows an example and schematically a coupling connection according to the invention when triggered overload protection. It is the coupling connection Figure 3 represented, in the course of a collision, the overload protection was triggered 9 and the clutch 4 has hit the shear 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.
  • Figure 5 shows an example and schematically a coupling connection according to the invention with triggered overload protection, clutch fully retracted. It is the coupling connection Figure 4 shown in the further course of the collision.
  • the coupling 4 was deflected by means of the inclined shear plate 5 and could thus escape the component 10.
  • the coupling 4 is displaced in the recess 12 down, the coupling holder 3 further comprises the clutch 4.
  • the connecting elements 6 were separated at their predetermined breaking points, the coupling holder 3 could be moved vertically.
  • Figure 6 shows an 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.
  • Figure 7 shows by way of example and schematically a coupling connection according to the invention in an oblique view from the front bottom. It is shown a section through a coupling connection 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 it is brought in the course of a collision.
  • a component 10 (it is shown by way of example a longitudinal chassis driving) is provided in the extension of the coupling axis. This component 10 hinders the further axial penetration of a coupling towards the center of the wagon, so that the coupling is deflected by means of the shearing plate 5 and the recess 12 in order to allow further penetration.
  • a stop 7 ensures safe receipt of the desired end position of the shear plate. 5
  • Figure 8 shows by way of example and schematically a coupling connection according to the invention in an oblique view from the top front. It is the coupling connection Figure 7 shown in an oblique view from the top front.
  • the shearing plate 5 has on the side facing away from the coupling reinforcing ribs, which increase the bending strength of the shearing plate 5. This ensures that the shearing plate 5 is not deflected by the force applied by the clutch in a collision force, but this force is sufficiently conducted to the connecting elements 6, whereby a simultaneous failure of all predetermined breaking points in the connecting elements 6 takes place.
  • Figure 9 shows by way of example and schematically a coupling connection according to the invention in an oblique view from behind. It is the coupling connection Figure 7 shown in an oblique view from behind.
  • Figure 10 shows an example and schematically a coupling connection according to the invention in an oblique view from behind, not triggered. It is the coupling connection Figure 7 shown in an oblique view from behind, 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.
  • Figure 11 shows by way of example and schematically a coupling connection according to the invention in a side view, not triggered. It is the coupling connection Figure 10 shown in a side view.
  • Figure 12 shows by way of example and schematically a coupling connection according to the invention in a side view, triggered. It is the coupling connection Figure 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)

Claims (7)

  1. Système permettant de changer la trajectoire d'un attelage à tampon central (4) d'un véhicule ferroviaire (1), ledit attelage ayant été rompu au cours 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), caractérisé en ce qu'il est prévu, dans la plaque d'attelage (2), un creux (12) à travers lequel passe un attelage (4) après la défaillance d'un organe de sécurité anti-surcharge (9), où est disposée, derrière ce creux (12), une plaque de cisaillement (5) qui est reliée au support d'attelage (3) et à la plaque d'attelage (2) au moyen d'éléments d'assemblage (6), et où l'attelage (4) traversant le creux (12) rompt les éléments d'assemblage (6), faisant que la plaque de cisaillement (5) et le support d'attelage (3) sont mobiles de façon libre.
  2. Système selon la revendication 1, permettant de changer la trajectoire d'un attelage à tampon central (4) d'un véhicule ferroviaire (1), ledit attelage ayant été rompu au cours d'une collision en raison de la défaillance d'un organe de sécurité anti-surcharge (9), caractérisé en ce qu'il est prévu une butée (7) qui détermine la direction de mouvement de la plaque de cisaillement (5) rompue.
  3. Système selon la revendication 2, permettant de changer la trajectoire d'un attelage à tampon central (4) d'un véhicule ferroviaire (1), ledit attelage ayant été rompu au cours d'une collision en raison de la défaillance d'un organe de sécurité anti-surcharge (9), caractérisé en ce que la plaque de cisaillement (5) présente une partie saillante (8), en forme de crochet, qui est configurée pour l'interaction mécanique avec la butée (7).
  4. Système selon l'une quelconque des revendications 1 à 3, permettant de changer la trajectoire d'un attelage à tampon central (4) d'un véhicule ferroviaire (1), ledit attelage ayant été rompu au cours d'une collision en raison de la défaillance d'un organe de sécurité anti-surcharge (9), caractérisé en ce que les éléments d'assemblage (6) sont réalisés comme des assemblages à vis ayant un point destiné à la rupture.
  5. Système selon la revendication 4, permettant de changer la trajectoire d'un attelage à tampon central (4) d'un véhicule ferroviaire (1), ledit attelage ayant été rompu au cours d'une collision en raison de la défaillance d'un organe de sécurité anti-surcharge (9), caractérisé en ce que les points destinés à la rupture des éléments d'assemblage (6) sont disposés dans la zone des surfaces de contact entre la plaque d'attelage (2) et le support d'attelage (3).
  6. Système selon l'une quelconque des revendications 1 à 5, permettant de changer la trajectoire d'un attelage à tampon central (4) d'un véhicule ferroviaire (1), ledit attelage ayant été rompu au cours d'une collision en raison de la défaillance d'un organe de sécurité anti-surcharge (9), caractérisé en ce que la plaque de cisaillement (5) recouvre complètement le creux (12) quand les éléments d'assemblage (6) sont intacts.
  7. Véhicule ferroviaire (1) comprenant un système selon l'une quelconque des revendications 1 à 6, permettant de changer la trajectoire d'un attelage à tampon central (4) quand celui-ci été rompu au cours d'une collision en raison de la défaillance d'un organe de sécurité anti-surcharge (9).
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 EP2720925A1 (fr) 2014-04-23
EP2720925B1 true EP2720925B1 (fr) 2015-09-30

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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
US10000219B2 (en) 2013-09-27 2018-06-19 Siemens Aktiengesellschaft Rail vehicle with a completely retractable coupling
ES2730745T3 (es) * 2015-11-30 2019-11-12 Dellner Dampers Ab Dispositivo y método de absorción de energía
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

Also Published As

Publication number Publication date
CN103608236B (zh) 2016-08-31
ES2554669T3 (es) 2015-12-22
CN103608236A (zh) 2014-02-26
AT510958A4 (de) 2012-08-15
WO2012171714A1 (fr) 2012-12-20
EP2720925A1 (fr) 2014-04-23
RU2590802C2 (ru) 2016-07-10
AT510958B1 (de) 2012-08-15
RU2014101151A (ru) 2015-07-27

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