EP2808222A1 - Buffer override protection for rail vehicles - Google Patents
Buffer override protection for rail vehicles Download PDFInfo
- Publication number
- EP2808222A1 EP2808222A1 EP14169316.8A EP14169316A EP2808222A1 EP 2808222 A1 EP2808222 A1 EP 2808222A1 EP 14169316 A EP14169316 A EP 14169316A EP 2808222 A1 EP2808222 A1 EP 2808222A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- protection
- over
- overbuffering
- buffer
- buffering
- 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
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- 239000000872 buffer Substances 0.000 title claims abstract description 93
- 239000003351 stiffener Substances 0.000 claims description 9
- 230000006641 stabilisation Effects 0.000 claims description 6
- 238000011105 stabilization Methods 0.000 claims description 6
- 230000000087 stabilizing effect Effects 0.000 claims description 3
- 238000010276 construction Methods 0.000 abstract description 3
- 230000000630 rising effect Effects 0.000 abstract description 2
- 230000003139 buffering effect Effects 0.000 description 28
- 238000010521 absorption reaction Methods 0.000 description 2
- 230000001174 ascending effect Effects 0.000 description 2
- 238000006073 displacement reaction Methods 0.000 description 2
- 239000000463 material Substances 0.000 description 2
- 230000035939 shock Effects 0.000 description 2
- 230000001960 triggered effect Effects 0.000 description 2
- 238000005452 bending Methods 0.000 description 1
- 230000009194 climbing Effects 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 230000000994 depressogenic effect Effects 0.000 description 1
- 238000005553 drilling Methods 0.000 description 1
- 239000002184 metal Substances 0.000 description 1
- 230000001681 protective effect Effects 0.000 description 1
- 230000001012 protector Effects 0.000 description 1
- 230000003014 reinforcing effect Effects 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G11/00—Buffers
- B61G11/18—Details
Definitions
- the invention relates to a buffering protection for rail vehicles according to the preamble of the first claim.
- the invention is applicable everywhere where over-buffering protection on the undercarriage of a railway carriage, in particular a tanker or tank wagon, is intended to prevent rail vehicles from over-buffering.
- Rail vehicles in particular tank or tank wagons, have a chassis provided with a chassis, are arranged at the end faces of buffers.
- DE 196 26 496 A1 describes a container protection device for rail vehicles, in particular for boiler and closed bulk goods wagons, wherein the container protection device is fixed frontally in front of the container on the underframe, so that the container is protected in a collision with the tank car.
- a disadvantage of this solution is that the entire front of the tank car must be provided with a container protection device, resulting in assembly and material costs and a high weight of the car result.
- EP 1 849 677 B1 describes a buffering protection for rail vehicles, especially for tank and tank cars, in which only a part of the front side is shielded with a protective shield against shocks in the over-buffering, with lower material and assembly costs and the weight of the tank car can be reduced.
- EP 2 033 868 B1 shows a buffering protection for railway cars, especially for tank cars, in which the buffer is protected at the top and bottom with a half-shell, wherein the half-shells are interconnected by a side shell.
- the half-shells which have fixed edges, can penetrate into the respective other railway carriages, which can result in damage.
- this device has the disadvantage that there are problems through the lower half-shell to go safely under the buffer away. However, this is required for coupling railcars. Therefore, this over-buffering device is not very suitable for practical railway operation.
- Buffers arranged on both sides of railway carriages serve to absorb impacts of railway carriages which occur when the railway carriages collide at low speed, by reducing the kinetic energy of the individual railway carriage by a spring in the buffer.
- Conventional buffers are suitable for low impact speeds of up to 12 kilometers per hour, as normally encountered when maneuvering railcars. At higher impact speeds, these buffers can cause damage to the undercarriage of the railway wagon. So that they do not occur, so-called crash buffers are used. Crash buffers are designed in such a way that, after the buffer has been pushed together, until the end of the buffer spring path, additional energy is absorbed by mechanical deformation occurring in or for a designated zone on or in the buffer. Damage to the base of the railway carriage in a collision with a speed higher than 12 km / h is thus avoided up to a certain impact speed.
- EP 1 310 416 A1 describes a collision protection device for rail vehicles without front side laterally arranged side buffers, wherein the base frame is arranged a zone in which an energy absorption in the event of a collision is required. This energy absorption takes place by deformation in the longitudinal direction.
- EP 1 306 281 B1 describes a climbing protection device for rail vehicles with side buffers, wherein a combination of ribs with a ribbed plate encloses the side buffers from above and below, the side buffers are pressed at differentiated limited adhesion level at least up to the approach surface of the ribs and the limitation of the buffer stroke by a division of the entire stroke is realized on several cascaded elements, with only those elements move in the operational forces, whose strokes in the sum do not exceed the allowable value.
- the ribs surrounding the buffer still have edges that can cause damage in a collision and over-buffering.
- DE 10 2012 221 313 B3 describes a buffering protection for rail vehicles for crash buffers, arranged between a base for a railway carriage and a buffer, consisting of a base plate parallel to the front side of the underframe, wherein the base plate is folded above the buffer.
- a disadvantage of the cited prior art is that the known overbuffering protection devices have a high weight, an unsuitable design or edges, which can lead to increased effort and in the case of over-buffering and when boarding railcars damage to them. Furthermore, collision of railway cars may result in damage to the over-buffering protection devices when they collide at the same level.
- the solution according to the invention provides buffer overfill protection for a buffer, wherein the buffering protection is arranged between the subframe for a railway wagon, preferably a tank wagon, and a crash buffer.
- the holes in the base plate of the buffering protection match the hole pattern of a standard buffer.
- the over-buffer protection between subframe and buffer is arranged.
- the base plate is above the buffer, a crash buffer, angled several times or folded.
- the bent portion of the base plate is angled or folded relative to the base plate approximately at an angle of 90 °, that is formed horizontally in a certain area.
- the horizontal area is followed by a vertically formed area, which in turn is angled at about 90 °, that is formed perpendicular and parallel to the base plate. This area is followed by the differently designed and already described pages of the buffering protection.
- the solution according to the invention further provides that the upper part of the buffering protection, which is located above the crash buffer and above the angled or folded region of the base plate, is designed differently on each of the sides to the direction of travel.
- One side of the overbuffering protection is fixed relative to the base plate and fixed or fixed, d. H. All parts of this side of the over-buffering protection are connected to each other and to the base plate and its folded portion fixed and immovable. These parts can be welded together, cast, glued or otherwise positively connected with each other.
- the other side of the over-buffering protection has relative to the base plate or the folded portion of movable parts, which are designed to be movable, flexible or displaceable in the direction of travel of the wagon.
- the displaceable side of the buffering protection consists advantageously of the following displaceable in the direction of travel of the wagon parts, namely a sliding abutment lip, which is arranged transversely to the direction of travel of the wagon, a sliding cover and a plurality of juxtaposed sliding ribs and a guide device.
- the sliding cover can advantageously represent a cover plate.
- guide pins and other devices known in the art are conceivable, with an advantageous embodiment of the guide means guide pins, of which, for example, two should be located under the cover.
- These guide pins are slidably mounted in each case a sleeve by means of clearance and connected to the butt lip, including releasable connections are suitable.
- releasable connections screws and a disc are advantageous.
- the guide device can be provided in an advantageous manner with a securing device, such as a locking plate, which acts against the displacement of the displaceable side of the over-buffering protection and prevents its displacement without a crash.
- a securing device such as a locking plate
- the sleeve on at least one or two ribs on the bent portion of the base plate so that it has a high stability.
- the fixed side of the overbuffering protection also consists of ribs, covers and a butting lip, wherein each of the rib, the cover and the butting lip are fixed parts, ie they are firmly connected to each other and have a high stability.
- the fixed ribs of which five can be arranged next to one another longitudinally to the direction of travel, with each other with a stiffening.
- the height of the buffers of railway carriages over the railway track may be different due to a different loading or wear of the wheels, ie the buffers of railway carriages are often at different levels which may differ up to 1200 mm.
- the buffers of railway carriages are often at different levels which may differ up to 1200 mm.
- Base plate and angled base plate can be welded to the webs, soldered, cast or otherwise connected firmly and stably.
- the webs may be folded down to increase stability. The fold can connect the two lateral webs together and have holes or openings for the drilling pattern of the coupler handle.
- both sides of the folded base plate advantageously different lengths of webs to be arranged, in such a way that on the fixed side of the Matterpuff ceremoniesstikes a long web is arranged, which is carried out along the cover, while on the opposite side of the Matterpuff proceedingsstikes a short web is executed, which ends at the movable cover and thus does not restrict the movement of the displaceable side of the buffering protection.
- stiffening angle In order to stabilize the folded portion of the base plate, it has proven to be advantageous to arrange a stiffening angle between the horizontal and the vertical part above the buffer. This stiffening angle may extend over the entire width of the folded portion of the base plate. However, it is also conceivable to arrange a plurality of stiffening angles or similarly acting devices. As a stiffening angle, for example, angle bars are suitable. The stiffening angle can be completed on both sides by a cover plate.
- This stiffening may have an angled or bent area for stabilization.
- connection between the parts can be a welded joint.
- the upper and the lower webs may consist of a part or be interconnected by, for example, a weld.
- the length of the buffering protection is greater than the length of a triggered and collapsed crash buffer. This is necessary so that the respectively opposite buffer is prevented by the overbuffer protection from ascending as intended.
- the width of the overbuffering protection corresponds at least approximately to the width of a buffer or a crash buffer.
- the solution according to the invention has the advantage that the over-buffering or rising of railway cars is prevented with a Kochbuff ceremoniesstik, which has a high strength with a simple construction and a low weight, which in the event of a collision, the risk of damage to railway cars and their Kochpuff réellestik is low.
- the solution according to the invention is also suitable for the case when two over-buffering protection devices collide at the same level without damage.
- FIG. 1 shows the Sprintsungsschutz 12 according to the invention, consisting of the base plate 1.1 with its folded portion 1.2, which has approximately a right angle relative to the base plate 1.1 and is bent in its further course a further time, the further fold approximately at right angles to the first Has a fold.
- a stiffening angle 21 is arranged between the horizontal and the vertical part of the folded base plate 1.2, on both sides of a cover plate 22 is arranged.
- On both sides of the base plate 1.1 and the folded base plate 1.2 are arranged in the lower region webs 2.1, which are bent down.
- the fold 2.4 is designed in the present case, that it connects both bevelled webs 2.1 with each other, wherein the webs 2.1 and the fold 2.4 consist of a single part.
- a stiffener 16 which is angled in their inclined to the rail area to increase their buckling strength.
- the stiffening 16 serves to stabilize the overbuffering protection 12 in the lower region, while the stabilization in the upper region is achieved by the stiffening angle 21.
- the over-buffering protection 12 is covered by the cover plate 9.1, 9.2, one side of the over-buffering protection 12.1 being provided with a fixed cover plate 9.1 and the other side of the over-buffering protection 12.2 with a displaceable cover plate 9.2. Under the cover plate 9.1, 9.2 are for stabilization ribs 5.1, 5.2.
- bump lips 4 are arranged on the over-buffering protection, which is a fixed butt lip 4.1 and a slidable in the direction of travel of the car push lip 4.2.
- FIG. 2 shows the overfill protection 12 for a railroad car in front view.
- the view shows that the base plate 1.1 has a hole pattern 10 for fixing the base plate 1.1 between the base frame 13 and crash buffer 14, wherein four symmetrically arranged holes are present.
- the lower web 2.1 is folded down, the fold 2.4 connects the two lower webs 2.1 together.
- the stiffener 16 between the webs 2.1 and 2.2 and 2.1 and 2.3 is bent to the vertical center line, creating a higher stability of this stiffener 16 is formed.
- the over-buffer protection 12 is executed differently. Basically, the elements on the upper right side of the drawing are fixed, ie executed immovable, while the elements on the upper left portion of the drawing relative to the lower part of the Matterpuffersungstikes 12 in the direction of travel of the wagon are displaceable. Ribs 5.1, which are fixed, are in the right part of the FIG.
- the over-buffering protection 12.1 has a high stability in this area.
- the upper left area of the over-buffering protection 12.2 has three ribs 5.2, which are displaceable, so that the pusher lip 4.2 and the cover plate 9.2 relative to the Kochpuff ceremoniesstik 12.2 is displaced.
- 12 two guide pins 27 are arranged in two sockets 23 in this area of the Studentspuffersungstikes, as well as in the Figures 3 . 4 and 5 is shown.
- the guide pins 27 are movable in the sockets 23.
- the FIG. 2 further shows that the movable part of the over-buffering protection is made wider than the fixed part.
- FIG. 3 shows the Sprintsmann 12 for a railway car from the side of the flexible or sliding abutment lip 4.2, on which the sliding cover plate 9.2 is arranged, with discs 24 and screws 25 provide the connection between the folded portion of the base plate 1.2 and the guide pin 27.
- the buffering protection 12 views are provided on the buffering protection 12 from above and below.
- FIG. 4 shows the over-buffering protection 12 in a schematic representation in a view from above.
- the hole pattern 20 of the coupler handle 19 is arranged, consisting of two holes.
- the four ribs 5.1 which are fixed, are located under the cover plate 9.1, which is fixed and ends at the fixed impact lip 4.1, wherein the fixed ribs 5.1 are interconnected by stiffeners 28.
- the left side of the FIG. 4 shows the displaceable side of the buffering protection 12.2, on which two guide pins 27 are arranged. These two guide pins 27 are provided with screws 25 with discs 24 which connect the guide pin 27 with the sliding abutment lip 4.2.
- the discs 24 are arranged under the screws 25.
- the bushings 23 represent a guide with a clearance fit for the guide pin 27, ie the guide pin 27 with the butt 4.2, the sliding ribs 5.2 and the cover plate 9.2 are in the direction of travel in the sockets 23 displaced.
- the bushes 23 are arranged on the side of the guide pin 27, which is opposite to the impact lip 4.2.
- a locking plate 26 is disposed at one end of the guide pin 27.
- FIG. 5 An illustration of the overfill protection 12 for a railroad car in view from below shows the FIG. 5 , This figure again shows the hole pattern 20 for the coupler handle 19 in the fold 2.4 and the angled stiffener 16 between the webs 2.1 and 2.2 or 2.1 and 2.3.
- On the right side of the illustration are the four fixed or fixed ribs 5.1, which are interconnected and stabilized by stiffeners 28, and the fixed butt lip 4.1 and the cover sheet 9.1.
- the left side of the illustration shows three sliding ribs 9.2 between two guide pins 27 and two bushes 23, wherein ribs 5.3 are arranged on the bushes 23 for stabilization.
- the locking plate 26 is arranged. The locking plate 26 ensures that the guide pin 27 with the sliding abutment lip 4.2, the sliding ribs 5.2 and the sliding cover 9.2 is not against the two sockets 23 slidably.
- FIG. 6 shows the over-buffering protection 12 on the base frame 13 and the crash buffers 14. At the buffering protection 12 each of the coupler handle 19 is arranged.
- the over-buffering protection 12 has a fixed side 12.1 and a displaceable side 12.2.
- FIG. 7 shows the Matterpuffersungstik 12 on the undercarriage 13 of a railway carriage, wherein the overbuffer 12 is the coupler handle 19 is arranged and the Studentspuffersungstik 12 on the right side fixed parts of the Matterpuffersungstikes 12.1 and on the left side sliding parts of the Matterpuffersungstikes 12.2 are arranged.
- FIG. 8 shows two car ends, consisting of the undercarriage 13, the Matterpuff ceremoniesstik 12 and the crash buffer 14, wherein the crash buffer 14 are at the same height level and are not depressed.
- the respective fixed side of the over-buffering protection 12.1 and the displaceable side of the over-buffering protection 12.2 face each other. In this way, the overbuffer protectors 12 are basically mounted.
- FIG. 9 shows a similar situation as the FIG. 8 , wherein the crash buffers 14 are pressed in and move in the elastic region.
- the Crash buffer 14 at different height level.
- the cause may be a different loading, a different wear of the wheels or an upgrade of a crash buffer 14 relative to the other crash buffer 14.
- FIG. 10 shows the representation of FIG. 9 wherein the crash buffer 14 of the higher-level carriage acts against the over-buffering protection 12, 12.1, 12.2 above the crash buffer 14 of the lower-lying left-hand car.
- the length 8 of the over-buffering protection 12, 12.2, 12.1 is greater than the length 3 of the inserted crash buffer 14th
- the FIG. 11 shows two car ends, consisting of the base 13, the over-buffering protection 12, 12.1, 12.2 and the crash buffers 14. Both crash buffers are in one plane, ie both cars have about the same load or wear of the wheels or none of the crash buffer 14 is opposite ascended the other crash buffer.
- Each over-buffering protection 12, 12.1, 12.2 acts under these circumstances against the respective other over-buffering protection, with the result that the displaceable pages 12.2 of the over-buffering protection are shifted with respect to the flexible pages of the over-buffering protection 12.1. That's the one too FIG. 12 refer to.
- the FIG. 11 further shows stiffeners 16 which have been made with less stability.
- FIG. 12 shows the two car ends of FIG. 11 in a view from above, wherein the arranged on the crash buffers 14 and the undercarriage 13 of the railway wagons Matterpuffersungstik 12 in such a way against each other, that the respective narrower and fixed side of the Matterpuffersungstikes 12.1 each wider and movable side of the Matterpuffersungstikes 12.2 in the direction of travel and in Moves towards the base frame 13 so that no damage to the over-buffering protection 12 are expected in such a crash.
- FIG. 13 shows the end of a tank car with Kochpuff ceremoniesstik 12.1, 12.2 above the crash buffer 14 in a perspective view from the front, wherein under the crash buffer 14 of the coupler handle 19 is arranged on the fold 2.4 of the web 2.1 and in the folded portion of the base plate 1.2, the flexible 12.1 and the slidable page 12.2 of the buffering protection are arranged.
- FIG. 14 shows the overfill protection 12 for a railroad car in a schematic representation and in top view, wherein the buffering protection 12 consists of a displaceable side 12.2 and a fixed side 12.1, wherein the width 7 of the Overfill protection is greater than the buffer width 6 of a buffer 15 or a crash buffer 14th
- FIG. 15 shows the overfill protection 12 for a railroad car in a schematic representation and a view from the side in a crash with a buffer 15 of another railway wagon, which has no over-buffering protection 12, 12.1, 12.2 and is at a higher level.
Abstract
Die Erfindung betrifft einen Überpufferungsschutz (12) für einen Crashpuffer (14), angeordnet zwischen einem Untergestell (13) für einen Bahnwagen und dem Crashpuffer (14), bestehend aus einer Grundplatte (1.1) an der Stirnseite des Untergestells (13) des Bahnwagens, wobei die Grundplatte (1.1) oberhalb des Crashpuffers (14) einen abgekanteten Bereich 1.2 aufweist, an dem in Fahrtrichtung zwei unterschiedliche Seiten des Überpufferungsschutzes (12, 12.1, 12.2) befestigt sind, wobei eine Seite des Überpufferungsschutzes (12.1) unbeweglich, fixiert angeordnet ist und die andere Seite des Überpufferungsschutzes (12.2) in Fahrtrichtung beweglich ist. Die erfindungsgemäße Lösung hat den Vorteil, dass das Überpuffern bzw. das Aufsteigen von Bahnwagen mit einem Überpufferungsschutz verhindert wird, der bei einer einfachen Konstruktion und einem geringen Gewicht eine hohe Festigkeit aufweist, wobei im Falle eines Zusammenstoßes die Gefahr einer Beschädigung von Bahnwagen und deren Überpufferungsschutz gering ist. Darüber hinaus ist die erfindungsgemäße Lösung auch für den Fall geeignet, wenn zwei Überpufferungsschutzvorrichtungen auf gleicher Ebene ohne Beschädigung zusammenstoßen (Fig. 13).The invention relates to an overbuffer protection (12) for a crash buffer (14) arranged between a subframe (13) for a railway carriage and the crash buffer (14), consisting of a base plate (1.1) on the front side of the undercarriage (13) of the railway carriage, wherein the base plate (1.1) above the crash buffer (14) has a folded portion 1.2, in which two different sides of the Überpufferungsschutzes (12, 12.1, 12.2) are fixed in the direction of travel, one side of the Überpufferungsschutzes (12.1) immovable, fixed and the other side of the over-buffering protection (12.2) is movable in the direction of travel. The solution according to the invention has the advantage that the over-buffering or rising of railway cars is prevented with a Überbufferungsschutz, which has a high strength with a simple construction and a low weight, which in the event of a collision, the risk of damage to railway cars and their Überpufferungsschutz is low. In addition, the solution according to the invention is also suitable for the case when two over-buffering protection devices collide on the same level without damage (FIG. 13).
Description
Die Erfindung betrifft einen Überpufferungsschutz für Schienenfahrzeuge entsprechend dem Oberbegriff des ersten Patentanspruches.The invention relates to a buffering protection for rail vehicles according to the preamble of the first claim.
Die Erfindung ist überall dort anwendbar, wo ein Überpufferungsschutz am Untergestell eines Bahnwagens, insbesondere eines Tank- oder Kesselwagens, verhindern soll, dass Schienenfahrzeuge überpuffern.The invention is applicable everywhere where over-buffering protection on the undercarriage of a railway carriage, in particular a tanker or tank wagon, is intended to prevent rail vehicles from over-buffering.
Schienenfahrzeuge, insbesondere Tank- oder Kesselwagen, weisen ein mit einem Fahrwerk versehenes Untergestell auf, an dessen Stirnseiten Puffer angeordnet sind.Rail vehicles, in particular tank or tank wagons, have a chassis provided with a chassis, are arranged at the end faces of buffers.
Im Eisenbahnbetrieb kommt es vor, dass aufgrund hoher Auflaufgeschwindigkeiten Schienenfahrzeuge überpuffern oder aufsteigen, das heißt, ein vorn oder hinten stehendes Fahrzeug rutscht aufgrund der Aufprallenergie auf das betroffene Fahrzeug. Dabei können die Puffer beispielsweise den Tank eines betroffenen Fahrzeuges beschädigen. Dadurch kann gefährliches Ladegut austreten oder die Ladung wird beschädigt. Der Überpufferungsschutz hat die Aufgabe das zu verhindern und den Tank und das Ladegut zu schützen.In railway operation it happens that due to high run-up speeds rail vehicles over-buffer or ascend, that is, a front or rear standing vehicle slips due to the impact energy on the affected vehicle. The buffers can damage, for example, the tank of an affected vehicle. As a result, dangerous cargo can escape or the cargo is damaged. The purpose of over-buffering protection is to prevent this and to protect the tank and the load.
Nach dem Stand der Technik sind unterschiedliche Möglichkeiten bekannt, den Tank oder des Ladegut bei einer Überpufferung zu schützen.According to the prior art, different ways are known to protect the tank or the load in an over-buffering.
Nachteilig an dieser Lösung ist, dass die gesamte Stirnseite des Kesselwagens mit einer Behälterschutzeinrichtung versehen sein muss, was Montage- und Materialkosten sowie ein hohes Gewicht des Wagens zur Folge hat.A disadvantage of this solution is that the entire front of the tank car must be provided with a container protection device, resulting in assembly and material costs and a high weight of the car result.
Beidseitig an Bahnwagen angeordnete Puffer dienen dazu, Stöße von Bahnwagen, die beim Aneinanderstoßen der Bahnwagen bei niedriger Geschwindigkeit entstehen, aufzufangen, indem die Bewegungsenergie des einzelnen Bahnwagens durch eine Feder im Puffer reduziert wird. Herkömmliche Puffer sind geeignet für niedrige Aufprallgeschwindigkeiten in etwa bis zu 12 Stundenkilometer, wie diese beim Rangieren von Bahnwagen normalerweise vorkommen. Bei höheren Aufprallgeschwindigkeiten können bei diesen Puffern Schäden am Untergestell des Bahnwagens entstehen. Damit diese nicht auftreten, werden sogenannten Crashpuffer eingesetzt. Crashpuffer sind so beschaffen, dass nach Zusammenschieben des Puffers, bis zum Ende des Weges der Pufferfeder, eine zusätzliche Energie dadurch aufgenommen wird, dass in einer dafür vorgesehenen Zone am oder im Puffer mechanische Verformungen auftreten. Schäden am Untergestell des Bahnwagens bei einem Zusammenstoß mit höherer Geschwindigkeit als 12 km/h werden damit bis zu einer bestimmten Aufprallgeschwindigkeit vermieden.Buffers arranged on both sides of railway carriages serve to absorb impacts of railway carriages which occur when the railway carriages collide at low speed, by reducing the kinetic energy of the individual railway carriage by a spring in the buffer. Conventional buffers are suitable for low impact speeds of up to 12 kilometers per hour, as normally encountered when maneuvering railcars. At higher impact speeds, these buffers can cause damage to the undercarriage of the railway wagon. So that they do not occur, so-called crash buffers are used. Crash buffers are designed in such a way that, after the buffer has been pushed together, until the end of the buffer spring path, additional energy is absorbed by mechanical deformation occurring in or for a designated zone on or in the buffer. Damage to the base of the railway carriage in a collision with a speed higher than 12 km / h is thus avoided up to a certain impact speed.
Nachteilig am zitierten Stand der Technik ist, dass die bekannten Überpufferungsschutzvorrichtungen ein hohes Gewicht, eine ungeeignete Bauweise oder Kanten aufweisen, was einen erhöhten Aufwand und im Falle einer Überpufferung und bei Aufsteigen von Bahnwagen zu Beschädigungen an diesen führen kann. Weiterhin kann der Zusammenprall von Bahnwagen zur Beschädigung der Überpufferungsschutzvorrichtungen führen, wenn diese auf gleicher Ebene zusammenstoßen.A disadvantage of the cited prior art is that the known overbuffering protection devices have a high weight, an unsuitable design or edges, which can lead to increased effort and in the case of over-buffering and when boarding railcars damage to them. Furthermore, collision of railway cars may result in damage to the over-buffering protection devices when they collide at the same level.
Es ist deshalb Aufgabe der Erfindung, einen Überpufferungsschutz zu entwickeln, der ein Aufsteigen von Bahnwagen verhindert, ein geringes Gewicht, eine einfache Konstruktion bei geringem Aufwand aufweist, wobei im Falle eines Zusammenstoßes ein hohes Maß an Sicherheit vorhanden sein und es möglichst nicht zur Beschädigung des Überpufferungsschutzes kommen soll.It is therefore an object of the invention to develop a buffering protection, which prevents boarding of railcars, a low weight, a simple construction with little effort, in the event of a collision, a high degree of security be present and it is possible not to damage the Over-buffering protection should come.
Diese Aufgabe wird durch einen Überpufferungsschutz nach den Merkmalen des ersten Patentanspruches gelöst.This object is achieved by a buffering protection according to the features of the first claim.
Unteranspruche geben vorteilhafte Ausgestaltungen der Erfindung wieder.Subclaims give advantageous embodiments of the invention again.
Die erfindungsgemäße Lösung sieht einen Überpufferungsschutz für einen Puffer vor, wobei der Überpufferungsschutz zwischen dem Untergestell für einen Bahnwagen, vorzugsweise einen Kesselwagen, und einem Crashpuffer angeordnet ist.The solution according to the invention provides buffer overfill protection for a buffer, wherein the buffering protection is arranged between the subframe for a railway wagon, preferably a tank wagon, and a crash buffer.
Dazu ist es erforderlich, dass die Bohrungen in der Grundplatte des Überpufferungsschutzes mit dem Bohrbild eines Standardpuffers übereinstimmen. Das hat den Vorteil, dass die standardisierten Bohrungen im Untergestell des Bahnwagens, die mit dem standardisierten Bohrbild eines Puffers übereinstimmen, zum Befestigen der Grundplatte des Überpufferungsschutzes genutzt werden können. Mit dieser Grundplatte wird der Überpufferungsschutz zwischen Untergestell und Puffer angeordnet.
Die Grundplatte ist oberhalb des Puffers, einem Crashpuffer, mehrfach abgewinkelt oder abgekantet.For this purpose, it is necessary that the holes in the base plate of the buffering protection match the hole pattern of a standard buffer. This has the advantage that the standardized holes in the base of the railway wagon, which match the standardized hole pattern of a buffer, can be used to attach the base plate of the buffering protection. With this base plate, the over-buffer protection between subframe and buffer is arranged.
The base plate is above the buffer, a crash buffer, angled several times or folded.
Der abgekantete Bereich der Grundplatte ist gegenüber der Grundplatte in etwa in einem Winkel von 90° abgewinkelt oder abgekantet, also in einem bestimmten Bereich waagerecht ausgebildet. Dem waagerechten Bereich folgt ein senkrecht ausgebildeter Bereich, der wiederum um etwa 90° abgewinkelt ist, also senkrecht und parallel zur Grundplatte ausgebildet ist. An diesen Bereich schließen sich die unterschiedlich ausgebildeten und bereits beschriebenen Seiten des Überpufferungsschutzes an.The bent portion of the base plate is angled or folded relative to the base plate approximately at an angle of 90 °, that is formed horizontally in a certain area. The horizontal area is followed by a vertically formed area, which in turn is angled at about 90 °, that is formed perpendicular and parallel to the base plate. This area is followed by the differently designed and already described pages of the buffering protection.
Die erfindungsgemäße Lösung sieht weiterhin vor, dass der obere Teil des Überpufferungsschutzes, der sich über dem Crashpuffer und oberhalb des abgewinkelten oder abgekanteten Bereiches der Grundplatte befindet, auf jeder der Seiten zur Fahrtrichtung unterschiedlich ausgebildet ist.The solution according to the invention further provides that the upper part of the buffering protection, which is located above the crash buffer and above the angled or folded region of the base plate, is designed differently on each of the sides to the direction of travel.
Die eine Seite des Überpufferungsschutzes ist gegenüber der Grundplatte unbeweglich und fixiert oder feststehend ausgeführt, d. h. alle Teile dieser Seite des Überpufferungsschutzes sind untereinander und mit der Grundplatte und deren abgekanteten Bereich fest und unbeweglich verbunden. Diese Teile können untereinander verschweißt, vergossen, verklebt oder auf andere Weise formschlüssig miteinander verbunden sein.One side of the overbuffering protection is fixed relative to the base plate and fixed or fixed, d. H. All parts of this side of the over-buffering protection are connected to each other and to the base plate and its folded portion fixed and immovable. These parts can be welded together, cast, glued or otherwise positively connected with each other.
Die andere Seite des Überpufferungsschutzes weist gegenüber der Grundplatte oder dem abgekanteten Bereich bewegliche Teile auf, die in Fahrtrichtung des Waggons beweglich, flexibel oder verschiebbar ausgebildet sind.The other side of the over-buffering protection has relative to the base plate or the folded portion of movable parts, which are designed to be movable, flexible or displaceable in the direction of travel of the wagon.
Vorteilhaft ist es, die bewegliche oder verschiebbare Seite des Überpufferungsschutzes breiter auszubilden, als die fixierte Seite des Überpufferungsschutzes. Damit kann, wenn sich die Crashpuffer zweier Waggons begegnen, die jeweils feste oder fixierte Seite des Überpufferungsschutzes problemlos in die verschiebbare Seite des Überpufferungsschutzes hineingeschoben werden, so dass keine Beschädigungen an dem Überpufferungsschutz dann entstehen, wenn sich zwei gegenüber liegende Überpufferungsschutzeinrichtungen bei einem Crash begegnen.It is advantageous to make the movable or displaceable side of the overbuffering protection wider than the fixed side of the overbuffering protection. This can, if encounter the crash buffers of two cars, each fixed or fixed side of the buffering protection are easily pushed into the sliding side of the buffering protection, so that no damage to the buffering protection then arise when two opposite Überbufferungsschutzeinrichtungen meet in a crash.
Die verschiebbare Seite des Überpufferungsschutzes besteht in vorteilhafter Weise aus folgenden in Fahrtrichtung des Waggons verschiebbaren Teilen, und zwar einer verschiebbaren Stoßlippe, die quer zur Fahrtrichtung des Waggons angeordnet ist, einer verschiebbaren Abdeckung und mehreren nebeneinander angeordneten verschiebbaren Rippen sowie einer Führungseinrichtung.The displaceable side of the buffering protection consists advantageously of the following displaceable in the direction of travel of the wagon parts, namely a sliding abutment lip, which is arranged transversely to the direction of travel of the wagon, a sliding cover and a plurality of juxtaposed sliding ribs and a guide device.
Die verschiebbare Abdeckung kann in vorteilhafter Weise ein Abdeckblech darstellen.The sliding cover can advantageously represent a cover plate.
Vorteilhaft ist es, mindestens drei verschiebbare Rippen nebeneinander unter der Abdeckung anzuordnen.It is advantageous to arrange at least three sliding ribs side by side under the cover.
Als Führungseinrichtung sind Führungsschienen, Führungsbolzen und andere dem Fachmann bekannte Einrichtungen denkbar, wobei eine vorteilhafte Ausgestaltung der Führungseinrichtung Führungsbolzen darstellen, von denen beispielsweise zwei unter der Abdeckung angeordnet sein sollten. Diese Führungsbolzen sind in jeweils einer Buchse mittels Spielpassung verschiebbar gelagert und mit der Stoßlippe verbunden, wozu lösbare Verbindungen geeignet sind. Als lösbare Verbindungen sind Schrauben und eine Scheibe vorteilhaft.As a guide device guide rails, guide pins and other devices known in the art are conceivable, with an advantageous embodiment of the guide means guide pins, of which, for example, two should be located under the cover. These guide pins are slidably mounted in each case a sleeve by means of clearance and connected to the butt lip, including releasable connections are suitable. As releasable connections screws and a disc are advantageous.
Weiterhin kann die Führungseinrichtung in vorteilhafter Weise mit einer Sicherungseinrichtung, wie einem Sicherungsblech versehen sein, das gegen das Verschieben der verschiebbaren Seite des Überpufferungsschutzes wirkt und dessen Verschieben ohne Crash verhindert.Furthermore, the guide device can be provided in an advantageous manner with a securing device, such as a locking plate, which acts against the displacement of the displaceable side of the over-buffering protection and prevents its displacement without a crash.
Weiterhin ist es vorteilhaft, die Buchse auf mindestens einer oder zwei Rippen am abgekanteten Bereich der Grundplatte anzuordnen, damit diese eine hohe Stabilität aufweist.Furthermore, it is advantageous to arrange the sleeve on at least one or two ribs on the bent portion of the base plate so that it has a high stability.
Die fixierte Seite des Überpufferungsschutzes besteht ebenfalls aus Rippen, Abdeckungen und einer Stoßlippe, wobei es sich bei der Rippe, der Abdeckung und der Stoßlippe jeweils um fixierte Teile handelt, d. h. diese sind untereinander fest verbunden und weisen eine hohe Stabilität auf.The fixed side of the overbuffering protection also consists of ribs, covers and a butting lip, wherein each of the rib, the cover and the butting lip are fixed parts, ie they are firmly connected to each other and have a high stability.
Vorteilhaft ist es, die fixierten Rippen, von denen in vorteilhafter Weise fünf nebeneinander längs zur Fahrtrichtung angeordnet sein können, untereinander mit einer Versteifung zu verbinden.
Die Höhe der Puffer von Bahnwagen über dem Bahngleis kann auf Grund einer unterschiedlichen Beladung oder Abnutzung der Räder unterschiedlich sein, d. h. die Puffer von Bahnwagen befinden sich häufig auf unterschiedlichem Niveau welches bis zu 1200 mm differieren kann. Damit ist es möglich, dass nach dem Zusammenschieben der Puffer der Überpufferungsschutz belastet wird was eine hohe Stabilität voraussetzt.It is advantageous to connect the fixed ribs, of which five can be arranged next to one another longitudinally to the direction of travel, with each other with a stiffening.
The height of the buffers of railway carriages over the railway track may be different due to a different loading or wear of the wheels, ie the buffers of railway carriages are often at different levels which may differ up to 1200 mm. Thus, it is possible that after pushing together the buffer of the over-buffering protection is charged which requires high stability.
Zur Erhöhung der Stabilität des Überpufferungsschutz ist es daher vorteilhaft beidseitig der Grundplatte und der abgewinkelten Grundplatte Stege anzuordnen und diese mit der Grundplatte und mit der abgekanteten Grundplatte fest zu verbinden. Grundplatte und abgewinkelte Grundplatte können mit den Stegen verschweißt, verlötet, vergossen oder auf andere Weise fest und stabil verbunden sein. Die Stege können zur Erhöhung der Stabilität unten abgekantet sein. Die Abkantung kann die beiden seitlichen Stege miteinander verbinden und Löcher oder Öffnungen für das Bohrbild des Kupplergriffes aufweisen.To increase the stability of the over-buffering protection, it is therefore advantageous to arrange webs on both sides of the base plate and the angled base plate and to firmly connect them to the base plate and to the folded base plate. Base plate and angled base plate can be welded to the webs, soldered, cast or otherwise connected firmly and stably. The webs may be folded down to increase stability. The fold can connect the two lateral webs together and have holes or openings for the drilling pattern of the coupler handle.
Im oberen Bereich sind beidseitig der abgekanteten Grundplatte in vorteilhafter Weise unterschiedlich lange Stege anzuordnen, und zwar in der Weise, dass auf der fixierten Seite des Überpufferungsschutzes ein langer Steg angeordnet ist, der entlang der Abdeckung ausgeführt ist, während an der gegenüber liegenden Seite des Überpufferungsschutzes ein kurzer Steg ausgeführt ist, der an der beweglichen Abdeckung endet und somit die Bewegung der verschiebbaren Seite des Überpufferungsschutzes nicht einschränkt.In the upper part of both sides of the folded base plate advantageously different lengths of webs to be arranged, in such a way that on the fixed side of the Überpufferungsschutzes a long web is arranged, which is carried out along the cover, while on the opposite side of the Überpufferungsschutzes a short web is executed, which ends at the movable cover and thus does not restrict the movement of the displaceable side of the buffering protection.
Um den abgekanteten Bereich der Grundplatte zu stabilisieren, hat es sich als vorteilhaft erwiesen, zwischen dem waagerechten und dem senkrechten Teil oberhalb des Puffers einen Versteifungswinkel anzuordnen. Dieser Versteifungswinkel kann sich über die gesamte Breite des abgekanteten Bereiches der Grundplatte erstrecken. Es ist aber auch denkbar, mehrere Versteifungswinkel oder ähnlich wirkende Vorrichtungen anzuordnen. Als Versteifungswinkel sind beispielsweise Winkelstäbe geeignet. Der Versteifungswinkel kann beidseitig durch ein Deckblech abgeschlossen sein.In order to stabilize the folded portion of the base plate, it has proven to be advantageous to arrange a stiffening angle between the horizontal and the vertical part above the buffer. This stiffening angle may extend over the entire width of the folded portion of the base plate. However, it is also conceivable to arrange a plurality of stiffening angles or similarly acting devices. As a stiffening angle, for example, angle bars are suitable. The stiffening angle can be completed on both sides by a cover plate.
Zur Stabilisierung des unteren und des oberen Steges untereinander ist es vorteilhaft, eine Versteifung zwischen beiden Stegen anzuordnen. Diese Versteifung kann zur Stabilisierung einen abgewinkelten oder abgebogenen Bereich aufweisen.To stabilize the lower and the upper web with each other, it is advantageous to arrange a stiffening between two webs. This stiffening may have an angled or bent area for stabilization.
Die Verbindung zwischen den Teilen kann eine Schweißverbindung darstellen.The connection between the parts can be a welded joint.
Die oberen und die unteren Stege können aus einem Teil bestehen oder untereinander durch beispielsweise eine Schweißnaht verbunden sein.The upper and the lower webs may consist of a part or be interconnected by, for example, a weld.
Weiterhin ist es vorteilhaft, dass die Länge des Überpufferungsschutzes größer ist, als die Länge eines ausgelösten und zusammengeschobenen Crashpuffers. Das ist erforderlich, damit der jeweils gegenüber liegende Puffer bestimmungsgemäß vom Überpufferungsschutz an einem Aufsteigen gehindert wird.Furthermore, it is advantageous that the length of the buffering protection is greater than the length of a triggered and collapsed crash buffer. This is necessary so that the respectively opposite buffer is prevented by the overbuffer protection from ascending as intended.
Weiterhin ist es vorteilhaft, dass die Breite des Überpufferungsschutzes zumindest in etwa der Breite eines Puffers oder eines Crashpuffers entspricht.Furthermore, it is advantageous that the width of the overbuffering protection corresponds at least approximately to the width of a buffer or a crash buffer.
Die erfindungsgemäße Lösung hat den Vorteil, dass das Überpuffern bzw. das Aufsteigen von Bahnwagen mit einem Überpufferungsschutz verhindert wird, der bei einer einfachen Konstruktion und einem geringen Gewicht eine hohe Festigkeit aufweist, wobei im Falle eines Zusammenstoßes die Gefahr einer Beschädigung von Bahnwagen und deren Überpufferungsschutz gering ist. Darüber hinaus ist die erfindungsgemäße Lösung auch für den Fall geeignet, wenn zwei Überpufferungsschutzvorrichtungen auf gleicher Ebene ohne Beschädigung zusammenstoßen.The solution according to the invention has the advantage that the over-buffering or rising of railway cars is prevented with a Überbufferungsschutz, which has a high strength with a simple construction and a low weight, which in the event of a collision, the risk of damage to railway cars and their Überpufferungsschutz is low. In addition, the solution according to the invention is also suitable for the case when two over-buffering protection devices collide at the same level without damage.
Im Folgenden wird die Erfindung an einem Ausführungsbeispiel und 15 Figuren dargestellt. Die Figuren zeigen:
- Figur 1:
- Überpufferungsschutz für einen Eisenbahnwaggon in Ansicht von der Seite der fixierten Stoßlippe.
- Figur 2:
- Überpufferungsschutz für einen Eisenbahnwaggon in Ansicht von vorn.
- Figur 3:
- Überpufferungsschutz für einen Eisenbahnwaggon von der Seite der flexiblen Stoßlippe.
- Figur 4:
- Überpufferungsschutz für einen Eisenbahnwaggon in Ansicht von oben.
- Figur 5:
- Überpufferungsschutz für einen Eisenbahnwaggon in Ansicht von unten.
- Figur 6:
- Überpufferungsschutz an einem Untergestell und einem Crashpuffer.
- Figur 7:
- Überpufferungsschutz am Untergestell eines Eisenbahnwaggons in Ansicht von vorn.
- Figur 8:
- Darstellung von zwei Wagenenden, bestehend aus Untergestell und Überpufferungsschutz und Crashpuffer, nicht eingedrückt.
- Figur 9:
- Darstellung von zwei Wagenenden, bestehend aus Untergestell, Überpufferschutz und Crashpuffer, eingedrückt, im elastischen Bereich.
- Figur 10:
- Darstellung von
Figur 9 und Crashpuffer mit ausgelöstem Crash-Element (plastischer Bereich). - Figur 11:
- Darstellung von zwei Wagenenden, bestehend aus Untergestell und Überpufferungsschutz von der Seite nach einem Crash.
- Figur 12:
- Crashpuffer mit Überpufferungsschutz von
Figur 11 in Ansicht von oben. - Figur 13:
- Überpufferungsschutz in perspektivischer Ansicht von vorn.
- Figur 14:
- Überpufferungsschutz für einen Eisenbahnwaggon in schematischer Darstellung und in Ansicht von oben.
- Figur 15:
- Überpufferungsschutz für einen Eisenbahnwaggon in schematischer Darstellung und in Ansicht von der Seite bei einem Crash mit dem Puffer eines anderen Eisenbahnwaggons ohne Überpufferungsschutz.
- FIG. 1:
- Overfill protection for a railroad car in view from the side of the pinned puck.
- FIG. 2:
- Overfill protection for a railroad car in front view.
- FIG. 3:
- Overfill protection for a railway wagon from the side of the flexible push-lip.
- FIG. 4:
- Overfill protection for a railroad car in top view.
- FIG. 5:
- Overfill protection for a railroad car in bottom view.
- FIG. 6:
- Overfill protection on a base frame and a crash buffer.
- FIG. 7:
- Overfill protection on the undercarriage of a railway wagon in front view.
- FIG. 8:
- Representation of two car ends, consisting of undercarriage and overbuffer protection and crash buffer, not pressed in.
- FIG. 9:
- Representation of two car ends, consisting of undercarriage, over buffer protection and crash buffer, pressed in, in the elastic range.
- FIG. 10:
- display of
FIG. 9 and crash buffer with triggered crash element (plastic area). - FIG. 11:
- Presentation of two car ends, consisting of undercarriage and buffering protection from the side after a crash.
- FIG. 12:
- Crash buffer with overbuffer protection of
FIG. 11 in top view. - FIG. 13:
- Overfill protection in perspective view from the front.
- FIG. 14:
- Overfill protection for a railway wagon in a schematic representation and in a view from above.
- FIG. 15:
- Buffering protection for a railroad car in a schematic representation and in side view in the event of a crash with the buffer of another railway wagon without buffering protection.
Die
An die beiden Stege 2.1 schließen sich nach oben weitere Stege 2.2, 2.3 an, wobei es sich bei dem Steg 2.2 auf der einen Seite um einen langen Steg handelt, der sich entlang der Grundplatte 1.2 im abgekanteten Bereich und entlang des fixierten Deckbleches 9.1 bis zur fixierten Stoßlippe 4.1 erstreckt, während der Steg 2.3 auf der gegenüberliegenden Seite des Überpufferungsschutzes 12 am verschiebbaren Deckblech 9.2 endet (siehe auch
Zwischen dem Steg 2.1, der unten abgekantet ist, und den Stegen 2.2, 2.3 die oben lang oder kurz ausgeführt sind, befindet sich zur Stabilisierung eine Versteifung 16, die in ihrem zur Schiene geneigten Bereich zur Erhöhung ihrer Knickfestigkeit abgewinkelt ausgebildet ist. Die Versteifung 16 dient der Stabilisierung des Überpufferungsschutzes 12 im unteren Bereich, während die Stabilisierung im oberen Bereich durch den Versteifungswinkel 21 erreicht wird. Nach oben ist der Überpufferungsschutz 12 durch das Abdeckblech 9.1, 9.2 abgedeckt, wobei eine Seite des Überpufferungsschutzes 12.1 mit einem fixierten Abdeckblech 9.1 und die andere Seite des Überpufferungsschutzes 12.2 mit einem verschiebbaren Abdeckblech 9.2 versehen ist. Unter dem Abdeckblech 9.1, 9.2 befinden sich zur Stabilisierung Rippen 5.1, 5.2. In Richtung auf den jeweils nächsten Bahnwagen sind am Überpufferungsschutz 12 Stoßlippen 4 angeordnet, wobei es sich um eine fixierte Stoßlippe 4.1 und eine in Fahrtrichtung des Waggons verschiebbare Stoßlippe 4.2 handelt.Between the web 2.1, which is bent down, and the webs 2.2, 2.3 which are long or short above, is located for stabilization, a
Die
Der untere Steg 2.1 ist unten abgekantet, wobei die Abkantung 2.4 die beiden unteren Stege 2.1 miteinander verbindet. Die Versteifung 16 zwischen den Stegen 2.1 und 2.2 und 2.1 und 2.3 ist zur senkrechten Mittellinie hin gebogen, wodurch eine höhere Stabilität dieser Versteifung 16 entsteht. Im oberen Bereich ist der Überpufferungsschutz 12 unterschiedlich ausgeführt. Grundsätzlich sind die Elemente auf der rechten oberen Seite der Zeichnung fixiert, d. h. unbeweglich ausgeführt, während die Elemente auf dem oberen linken Bereich der Zeichnung gegenüber dem unteren Teil des Überpufferungsschutzes 12 in Fahrtrichtung des Waggons verschiebbar sind. Rippen 5.1, die fixiert sind, sind im rechten Teil der
Die
Die
Um zu vermeiden, dass sich die Führungsbolzen 27 in den Buchsen 23 von selbst verschieben, ist an einem Ende der Führungsbolzen 27 ein Sicherungsblech 26 angeordnet.The
In order to avoid that the
Das Sicherungsblech 26 ist an dem Ende des Führungsbolzens 27 mit Schrauben befestigt, das der Stoßlippe 4.2 gegenüberliegt.
Eine Darstellung des Überpufferungsschutzes 12 für einen Eisenbahnwaggon in Ansicht von unten zeigt die
An illustration of the
Die
Die
Die
Die
Die
Die
Die
Die
Die
Die
- 1.11.1
- Grundplattebaseplate
- 1.21.2
- Grundplatte abgekanteter BereichBase plate beveled area
- 2.12.1
- Steg, unten abgekantetBridge, folded down
- 2.22.2
- Steg, oben langFootbridge, long up
- 2.32.3
- Steg, oben kurzFootbridge, above short
- 2.42.4
- Abkantung des Steges 2.1Bending of the bridge 2.1
- 33
-
Länge eines eingeschobenen Crashpuffers 14Length of an inserted
crash buffer 14 - 44
- Stoßlippeshock lip
- 4.14.1
- Stoßlippe, fixiertButt lip, fixed
- 4.24.2
- Stoßlippe, verschiebbarButt lip, movable
- 5.15.1
- Rippe, fixiertRib, fixed
- 5.25.2
- Rippe, verschiebbarRib, displaceable
- 5.35.3
- Rippe unter der BuchseRib under the bush
- 66
- Pufferbreitebuffer width
- 77
- Breite des ÜberpufferungsschutzesWidth of the buffering protection
- 88th
- Länge des ÜberpufferungsschutzesLength of the buffering protection
- 99
- Deckblech,Cover plate,
- 9.19.1
- Deckblech, fixiertCover plate, fixed
- 9.29.2
- Deckblech, verschiebbarCover plate, movable
- 1010
- Bohrbild zur Befestigung zwischen Untergestell und PufferHole pattern for attachment between base frame and buffer
- 11 1211 12
- Überpufferungsschutzto prevent overriding
- 12.112.1
- Überpufferungsschutz fixierte SeiteOverfill protection fixed page
- 12.212.2
- Überpufferungsschutz verschiebbare SeiteOverfill protection sliding side
- 1313
- Untergestell, BahnwagenUndercarriage, railway carriage
- 1414
- Crashpuffercrash buffer
- 1515
- Pufferbuffer
- 1616
- Versteifung zwischen 2.1 und 2.2 oder 2.3Stiffening between 2.1 and 2.2 or 2.3
- 1717
- BuchseRifle
- 18 1918 19
- Kupplergriffcoupler handle
- 2020
- Bohrbild KupplergriffHole pattern coupler handle
- 2121
- Versteifungswinkelreinforcing angles
- 2222
- Deckblech des VersteifungswinkelsCover plate of the stiffening angle
- 2323
- BuchseRifle
- 2424
- Scheibedisc
- 2525
- Schraubescrew
- 2626
- SicherungsblechLocking plate
- 2727
- Führungsbolzen für 9.2Guide pin for 9.2
- 2828
- Versteifung zwischen 5.1Stiffening between 5.1
Claims (14)
Priority Applications (2)
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PL14169316T PL2808222T3 (en) | 2013-05-29 | 2014-05-21 | Buffer override protection for rail vehicles |
SI201431075T SI2808222T1 (en) | 2013-05-29 | 2014-05-21 | Buffer override protection for rail vehicles |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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DE102013009121.7A DE102013009121B3 (en) | 2013-05-29 | 2013-05-29 | Overfill protection for rail vehicles |
DE102013213408.8A DE102013213408A1 (en) | 2013-07-09 | 2013-07-09 | Forced ventilation and vacuum safety valve for one tank |
Publications (2)
Publication Number | Publication Date |
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EP2808222A1 true EP2808222A1 (en) | 2014-12-03 |
EP2808222B1 EP2808222B1 (en) | 2018-11-14 |
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EP14169316.8A Active EP2808222B1 (en) | 2013-05-29 | 2014-05-21 | Buffer override protection for rail vehicles |
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PL (1) | PL2808222T3 (en) |
Cited By (2)
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CN104859432A (en) * | 2015-06-10 | 2015-08-26 | 安徽安凯汽车股份有限公司 | Side-collision protection structure of oil tank of passenger car |
CN113471593A (en) * | 2021-07-06 | 2021-10-01 | 中车资阳机车有限公司 | Detachable power battery box anti-collision structure and mounting method thereof |
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EP0532442A1 (en) * | 1991-09-12 | 1993-03-17 | DE DIETRICH & Cie, Société Anonyme dite | Device for railway vehicles against climbing and for energy absorption |
DE19626496A1 (en) | 1996-07-02 | 1998-01-08 | Linke Hofmann Busch | Container protection device for rail vehicles, especially for tank wagons or closed bulk goods wagons |
DE19833935A1 (en) * | 1997-07-28 | 1999-02-04 | Hutchinson | Protective device for container or tank on railway wagon |
EP1306281B1 (en) | 2001-10-26 | 2007-06-06 | Siemens Aktiengesellschaft | Anti climbing device for railway vehicles with side buffers |
EP1310416A1 (en) | 2001-11-09 | 2003-05-14 | ALSTOM LHB GmbH | Collision protection device for railway vehicles |
EP1849677B1 (en) | 2006-02-10 | 2010-03-10 | Waggonbau Graaff GmbH | Anti-climbing protection for rail vehicles, in particular for tank wagons |
DE102006033161A1 (en) * | 2006-07-18 | 2008-01-24 | Vossloh Locomotives Gmbh | Locomotive device for protection during impact with obstructions, especially during collisions with lorries and trucks standing crosswise to the direction of travel uses interceptor elements on the front area of a locomotive |
EP2033868B1 (en) | 2007-09-07 | 2012-04-25 | Ateliers d'Orval | Anti-climber for railway wagons, in particular tankers |
DE102008048247B3 (en) * | 2008-09-16 | 2009-09-10 | Vossloh Locomotives Gmbh | Anti-climbing device for buffers at locomotives for absorption of impacts as accident buffer, has carrier element adjustably arranged as delimitation element above buffers at locomotive framework over guides |
DE102012221313B3 (en) | 2012-11-22 | 2014-01-02 | Waggonbau Graaff Gmbh | Over-buffering protection device for crash buffer arranged between lower frame for railway carriage and buffer, has lateral web on both sides of base plate projecting beyond beveled portion of base plate, and ribs above folded base plate |
Cited By (3)
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CN104859432A (en) * | 2015-06-10 | 2015-08-26 | 安徽安凯汽车股份有限公司 | Side-collision protection structure of oil tank of passenger car |
CN104859432B (en) * | 2015-06-10 | 2017-12-19 | 安徽安凯汽车股份有限公司 | Fuel tank of passenger car side collision protection structure |
CN113471593A (en) * | 2021-07-06 | 2021-10-01 | 中车资阳机车有限公司 | Detachable power battery box anti-collision structure and mounting method thereof |
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EP2808222B1 (en) | 2018-11-14 |
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