EP3594082A1 - Crash buffer with guide rod, support structure and railway vehicle - Google Patents
Crash buffer with guide rod, support structure and railway vehicle Download PDFInfo
- Publication number
- EP3594082A1 EP3594082A1 EP19185591.5A EP19185591A EP3594082A1 EP 3594082 A1 EP3594082 A1 EP 3594082A1 EP 19185591 A EP19185591 A EP 19185591A EP 3594082 A1 EP3594082 A1 EP 3594082A1
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- EP
- European Patent Office
- Prior art keywords
- guide
- section
- guide rod
- support structure
- buffer
- 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.)
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- 238000010168 coupling process Methods 0.000 claims abstract 3
- 238000005859 coupling reaction Methods 0.000 claims abstract 3
- 238000007654 immersion Methods 0.000 claims description 25
- 230000005489 elastic deformation Effects 0.000 claims description 2
- 239000011343 solid material Substances 0.000 claims description 2
- 239000007787 solid Substances 0.000 claims 1
- 230000006835 compression Effects 0.000 abstract description 4
- 238000007906 compression Methods 0.000 abstract description 4
- 230000035515 penetration Effects 0.000 abstract 1
- 210000003746 feather Anatomy 0.000 description 5
- 241000209035 Ilex Species 0.000 description 3
- 238000005265 energy consumption Methods 0.000 description 3
- 230000003137 locomotive effect Effects 0.000 description 3
- 239000000463 material Substances 0.000 description 3
- 230000002441 reversible effect Effects 0.000 description 3
- 229910000831 Steel Inorganic materials 0.000 description 2
- 238000011161 development Methods 0.000 description 2
- 230000018109 developmental process Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 230000002427 irreversible effect Effects 0.000 description 2
- 239000010959 steel Substances 0.000 description 2
- 238000010521 absorption reaction Methods 0.000 description 1
- 238000005452 bending Methods 0.000 description 1
- 230000015572 biosynthetic process Effects 0.000 description 1
- 230000001143 conditioned effect Effects 0.000 description 1
- 238000013016 damping Methods 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 230000003203 everyday effect Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 238000009420 retrofitting Methods 0.000 description 1
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Images
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G11/00—Buffers
- B61G11/14—Buffers absorbing shocks by mechanical friction action; Combinations of mechanical shock-absorbers and springs
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- 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 a crash buffer according to the preamble of claim 1 and to a support structure or a rail vehicle according to the preambles of claims 14 and 15.
- a crash buffer is known in which guide parts or sections of guide parts are connected to one another via predetermined breaking connections and the sections can telescopically slide into one another in the event of a collision.
- one of the guide parts in this prior art is designed to use a controlled deformation to consume energy from the collision.
- buffer parts according to the FR 2 789 358 A1 also break through the bottom of the chassis or the support structure at predetermined breaking points provided for this purpose.
- the object of the invention is to be able to provide a crash buffer which, in the event of a collision, is subjected to a particularly controlled compression or deformation even when transverse forces occur.
- the crash buffer according to the invention can regularly be used as a side buffer in locomotives, freight cars, passenger coaches or the like.
- shocks in the longitudinal direction of the vehicle are absorbed or damped, which can occur when cars or locomotives collide with one another.
- forces generally occur in the longitudinal direction of the vehicle but in principle inclined or eccentric impacts must also be expected, which cause transverse forces.
- One of the effects of the present crash buffer is that it can advantageously absorb or dampen these transverse forces to an increased extent so that the buffer does not kink and loses its effect.
- a basic approach can be to use the overlap length between a fixed sleeve and a plunger movably mounted therein in order to be able to support such transverse forces.
- the crash buffer according to the invention is fastened to the support structure, for example a rail vehicle, which can in principle be both immovable and fixed support structures.
- the vehicle frame is a fixed support structure; a movable support structure could, for example, be an additional deformation zone between the buffer and the vehicle.
- very high forces can act in collision accidents, which can therefore generally be transferred to the rigid vehicle structure and regularly cause considerable damage to the support structure.
- the crash buffer is used to at least partially absorb these forces occurring in the event of a collision and the kinetic energy, for example, in deformation work or in heat implement. Damage, especially to the supporting structure, can thus be reduced or even avoided by the crash buffer.
- a railway buffer in the form of the so-called side buffer (twice at the end of the vehicle) and the so-called sleeve buffer are understood to be a buffer (element) for the transmission, cushioning and damping of impact forces in the longitudinal mobility between adjacent or juxtaposed rail vehicles.
- a buffer plate forms the joint surface; this is typically arched outwards, unless it is flat or flattened.
- the buffer plate can be backed with a tube for the sleeve buffer.
- a second tube with a smaller or larger tube forms a counterpart for this purpose, in that the two tubes form a longitudinally movable pair of bearings or mutual guidance. Because of these tube sections in the form of sleeves, one speaks regularly of a sleeve buffer.
- the pipe on the vehicle side is equipped at its end with a mounting flange with which the buffer is attached to the vehicle.
- the sleeve buffer has, for example, a reversible spring system on the inside for spring-loaded and damped transmission of the impact / longitudinal forces.
- Spring, inner tube and outer tube are coordinated so that a certain reversible spring stroke, the so-called buffer path, is set up.
- the spring is held under prestress when the buffer is in the spring-out state, and the plunger and sleeve are in the maximum spring-out state with a so-called Provide closure which represents the end stop of the rebound movement.
- the mechanical block formation forms the end stop for the maximum deflection when the buffer stroke is exhausted.
- the movable part with the buffer plate is typically called the plunger, the counterpart sleeve.
- the tube with a larger diameter, regardless of its position is referred to as a sleeve. It is usually the large tube that supports the buffer plate while the small one is positioned towards the vehicle. The buffer stroke visible from the outside is therefore on the vehicle-side flange.
- Such railway buffers are e.g. 620 mm long and have 100 mm to 105 mm travel or buffer stroke.
- the buffer stroke is therefore around 15% of the initial length. After the buffer stroke has been exhausted, they form a mechanical block that can lead to overloading and thus to (unwanted and uncontrolled) damage to the vehicle.
- a so-called crash buffer or side buffer with additional irreversible energy consumption now also called high-performance buffer by some, is usually characterized by the fact that when the reversible buffer stroke is exhausted (or when a certain longitudinal force is exceeded) into a desired one irreversible deformation, with which additional energy is absorbed - beyond the energy consumption associated with the compression of the spring system.
- Such a crash buffer can therefore provide an additional deformation path in the longitudinal direction of the compression movement (from approx. 150 mm - 200 mm) after the regular, everyday buffer stroke (approx. 100 mm high).
- the total deformation possible with this e.g. with an initial length of typically 620 mm, can reach up to 300 mm or more, depending on the design, which corresponds to almost 50% of the initial overall length, whereby in particular the compacting takes place within the original overall length and no immersion space in the vehicle Is claimed.
- crash buffers which are constructed differently and which, in the initial state or at the latest during the crash deformation, take up additional installation space or immersion space behind the fastening level, these generally having a total deformation of e.g. Reach 440 mm of 620 mm outer protruding length, which corresponds to 70% degree of deformation.
- a first and a second guide part are used, each of which occurs in the form of a sleeve and a plunger.
- the sleeve can be fixed in place on the supporting structure and has a fastening flange for this purpose.
- the plunger in turn, is displaceable in the longitudinal direction of the vehicle relative to the sleeve.
- the sleeve serves as a guide part for guiding the tappet during the displacement movement.
- the tappet can transmit a force to the support structure.
- a connection to the support structure is basically not required, but it is usually sufficient to push the plunger in the direction of the Support structure and the lateral guide, for example by sleeve or guide rod.
- a mechanical blockage then sets in at the end stop.
- Such a force transmission member between the plunger and the support structure can in particular have resilient elements.
- the invention is characterized in that a third guide part in the form of a guide rod is attached to the plunger, which has a smaller cross section than the first and the second guide part, the fastening flange again having a through-opening in which the guide rod is mounted , If the task of guiding is ensured solely by the bearing of the plunger in relation to the sleeve, the absorption of transverse forces in the event of a collision essentially depends on the length of the overlap between the sleeve and the plunger.
- a large overlap length can mean that a collision quickly reaches the point at which one of the guide parts is deformed or the mechanical blockage occurs in the end stop, while with a shorter overlap length, an elastic or at least partially elastic deformation of the force transmission element is more pronounced can come.
- a guide rod according to the invention.
- This is advantageously attached to the plunger, ie it is connected to the plunger via a type of fixed bearing. On the opposite side, i.e. on the structure side, it is supported by a floating bearing.
- the Mounting flange a immersion opening, in which the guide rod is mounted.
- Railway buffers generally offer a travel, i.e. a distance over which they can be elastically compressed, e.g. if Locomotives or wagons are coupled; typically such travel is e.g. approx. 10 cm in length.
- a crash buffer offers an additional way, depending on the type, of an elastic or plastic or partially elastic or plastic deformation before a deformation, such as the sleeve or the plunger, occurs.
- the crash buffer usually has a shorter overlap or support length.
- the guide rod which is now used according to the invention in connection with a crash buffer, projects beyond the overlap length and is subjected to a transverse support on the supporting structure side and can thus enable improved support against transverse forces and a resultant improved guidance.
- the guide rod can run through the entire crash buffer and can be supported at both ends, so that good guidance can always be guaranteed even in the event of a collision.
- the invention moves the guide rod and with it the plunger in the direction of the support structure.
- the guide in the form of a floating bearing enables the guide rod to move in the direction of the support structure, the immersion opening taking over, among other things, the bearing of the guide rod. Due to this storage within the immersion opening, transverse forces can be absorbed and the ram moves forward especially in the vehicle's longitudinal direction and uses energy from the collision.
- the guide rod according to the invention also reduces the risk that the tappet wedges or tilts with the sleeve and the forces introduced by the collision no longer or not in the intended, predominantly longitudinal direction of deformation, as originally thought in the case of a functional crash buffer , can be dissipated.
- the crash buffer according to the invention enables a completely new type of guidance in the event of a collision, but is also distinguished by the fact that it can generally be easily fitted or retrofitted to existing support structures or rail vehicles without major structural changes to the corresponding support structures being necessary. If necessary, it may be necessary to make a guide opening in the support structure so that the guide rod can penetrate here in the event of a collision. Retrofitting costs can also be saved in this way. It is also possible to compact the buffer.
- the guide rod as the third guide part can be firmly connected to the plunger and / or the buffer plate or can also be formed in one piece.
- the guide rod is designed as a separate component with respect to the tappet and / or the buffer plate and is only supported on the tappet and / or buffer plate.
- the guide rod can therefore be connected to the plunger or buffer plate via a floating or a fixed bearing or can be coupled to the plunger or buffer plate.
- the guide rod is rigidly mounted in the tappet or buffer plate.
- the guide rod is preferably mounted on the central axis or longitudinal axis of the crash buffer, in particular the sleeve and the plunger.
- the guide rod thus advantageously already forms a central guide element geometrically, and therefore basically also shows a certain symmetry in its effectiveness, regardless of the side from which corresponding transverse forces occur.
- the guide rod can thus be attached in particular to the buffer plate of the plunger. This attachment enables the guide rod to extend as far as possible through the plunger, the sleeve or the crash buffer, as a result of which the plunger can be guided over the greatest possible distance.
- the buffer plate is hit as the first component, so that the force is passed directly into the force transmission member or is supported by the fastening flange or the support structure.
- the guide rod can be designed as a tube or a rod, in particular also from solid material.
- a pipe is characterized, for example, by comparatively high bending moments or resistance moments, i.e. it is bent or kinked only with great force when transverse forces occur. Forces, in particular transverse forces, can therefore be absorbed well via the guide rod.
- the force transmission element can be designed, for example, as a spring. Part of the kinetic energy from the impact can thus be converted into deformation work by the spring. In practice, there is usually no purely elastic spring. Part of the energy is converted into heat as a result of the deformation. Part of the impact energy or kinetic energy can be consumed by all these measures.
- the crash buffer is usually destroyed, but can reduce or even prevent damage to the support structure.
- the guide rod does not have to be led directly through the mounting flange.
- An opening can also be formed in the mounting flange, in which in turn a guide insert is mounted.
- the actual immersion opening can then be implemented in this guide insert.
- Such a guide insert has the particular advantage that it can protect the support structure from damage during the collision.
- the fastening flange is usually made from a steel in order not to drive up the costs.
- the choice of material for the guide insert can in particular also play a role in relation to the friction between the guide rod and the guide insert. As a rule, it can prove to be advantageous if, for example, the guide rod and the guide insert do not both have the same steel surface, since this fundamentally worsens the friction properties and makes bonding more likely.
- a guide insert can be selected with respect to its length or the length of the immersion opening in such a way that the geometric guide properties of the guide insert and the possibility of specifically absorbing transverse forces can be improved.
- the guide rod also has a smaller cross section than the force transmission element, so that the guide rod can be surrounded by the force transmission element and this arrangement also contributes to stabilization. It is also advantageous if the surface of the guide rod is not chosen to be too large, so that the friction of the guide rod in the immersion opening is fundamentally not too great or no canting occurs when transverse forces occur.
- Storage which is particularly stable with respect to transverse forces, can take place if the guide rod is at least partially, preferably completely, surrounded by the force transmission element along its axis.
- the guide rod can be guided through the immersion opening, for example.
- the guide rod is not completely guided through the immersion opening, but only engages in the immersion opening and rests there.
- Such arrangements can in principle also be predetermined and conditioned by the structural requirements for the supporting structure. Not all support structures allow the buffer or parts of the buffer to break through the mounting base. As a rule, however, it is readily possible to let a guide rod, which is thin in comparison to the crash buffer, pass through the supporting structure without having to make structural changes to the supporting structure, at most in the form of a through hole.
- a stop can also be provided, against which the guide rod can collide in the event of a collision, in particular when a certain impact force (release force) on the crash buffer is exceeded, as a result of which kinetic energy is converted into deformation work when the guide rod presses against the stop and deforms it. Due to the predefined mounting in the through bore, the direction of movement of the guide rod is essentially predefined even in the case of a stop as a mechanical counter bearing. If the stop in this exemplary embodiment of the invention is integrated in the fastening flange, this part of the fastening flange becomes when the triggering force is reached or when higher forces occur also deformed, but energy is consumed that can no longer be used to damage the supporting structure.
- the energy can also be consumed differently, e.g. by cutting or slitting the guide rod, i.e. the immersion opening or the guide opening is in particular provided with a corresponding tool. In this way, the guide function of the guide rod is also maintained.
- the guide rod could also be upset from a certain immersion depth or be mechanically deformed in some other way in order to consume energy.
- the immersion opening is that it can be divided into different sections, for example a first and a second section, each having a different cross section, the first section having a larger cross section than the second, i.e. the guide rod is stored in an increasingly narrow opening and, in order to move in the direction of the supporting structure, must expand this part accordingly and thus perform deformation work.
- Such an embodiment also serves for an additional consumption of energy from the impact energy.
- the guide rod can be in abutment against the second section, so that the second region must be widened by plastic deformation if a certain triggering force is exceeded.
- the force transmission element or the force transmission element formed as a spring can be preloaded.
- the Guide rod in the area which is mounted behind the lead-through opening, an expansion or thickening, which serves as a stop in the area of the through-opening or the mounting flange it or the corresponding part of the support structure.
- the plunger or the buffer plate could, in principle, be moved further away from the supporting structure without this extension lying in the stop. However, this movement is prevented by the widening serving as a stop.
- the first guide part is guided up to the fastening flange, in particular in a stop.
- the second guide part can be guided up to the buffer plate, in particular in a stop.
- Both embodiments enable a deformation of the corresponding guide parts, that is to say of the plunger or the sleeve, to occur comparatively quickly when the triggering force is exceeded. If the larger guide part, for example the sleeve, is deformed, it can spread outward, for example, and be deformed in this way.
- the buffer plate can be drilled into the sleeve as it turns inside out. With this measure, a high degree of energy is converted into deformation relatively early in the collision, the crash buffer being consciously sacrificed.
- a corresponding crash buffer is then attached to the support structure in the area of the mounting flange.
- a guide opening is provided for guiding or mounting the guide rod, which is arranged to overlap, in particular concentrically to the immersion opening.
- the guide rod can penetrate into the support structure without major structural changes being necessary as a rule on the support structure.
- the guide rod can also be partially supported in relation to the supporting structure, so that a better force distribution is possible even when transverse forces occur.
- Such a guide opening can generally be easily retrofitted in the form of a bore within the support structure. In this way, the crash buffer according to the invention can be used largely universally.
- the guide rod can also be guided through the guide opening of the support structure right from the start. This can in particular facilitate the management and storage.
- the guide rod can be mounted in the bearing opening and, for example, abuts there at a point with a smaller opening cross section. Even if the guide rod is not directly in contact, opening cross-sections can still be reduced, so that the guide rod bumps against this taper when the triggering force is exceeded and it has to widen to penetrate. This deformation work consumes additional energy.
- the guide rod can be partially supported in the second guide section and, in particular, can also be guided through it, whereby the guide can be improved since the risk of the guide rod becoming blocked when the transverse forces occur is lower.
- a prestressing of the spring or of the force transmission element can also be achieved in that the guide rod has a corresponding widening behind the guide opening, which serves as a stop and this stop abuts the supporting structure. This measure, in turn, can improve the power management on the pre-tensioned spring.
- the guide opening in turn can also be lined with an insert in the support structure or the guide opening is then implemented in the insert, whereby the guidance and storage can be improved and in particular the friction can be reduced.
- the support structure may also generally have a stop against which the guide rod bounces and then performs deformation work.
- the supporting structure will be damaged in the area of this stop, which may have to be accepted, however, then only a very defined and limited area will be damaged by this deformation work.
- Figure 1 shows an embodiment of a crash buffer 1 acc. the invention with a sleeve 2, which is attached to a support structure 3 of a rail vehicle via a mounting flange 2a.
- the mounting flange 2a and the support structure 3 are provided with a through-opening 4 and a guide opening 5.
- the guide rod 7 is fastened, which in the immersion opening 4 or is mounted in the guide opening 5 and passes through it.
- the plunger 6 has a smaller diameter than the sleeve 2 and is partially supported in the sleeve 2. Both, sleeve 2 and plunger 6, overlap to a certain length of coverage.
- the plunger 6 is supported with respect to the fastening flange 2a or the support structure 3 by a force transmission member in the form of a spring 8.
- FIG. 2 shows a crash buffer 11 with a sleeve 12, which is attached to a support structure 13 via a mounting flange 12a.
- a plunger 16 is mounted in the sleeve 12.
- the plunger 16 is constructed in several parts: First, it comprises a buffer plate 16a, which merges into a sleeve-like part 16b, which in turn has a small inner diameter than the sleeve 12. Furthermore, a sleeve-like part of the plunger 16c is provided, which in turn has a predetermined breaking point 19 is connected to the sleeve 12.
- a through-opening 14 or a guide opening 15 passes through the fastening flange 12a and the support structure 13.
- the predetermined breaking points 19 also serve for energy consumption in the event of a collision.
- the components 16b, 16c and 12 can telescope into each other when the triggering force is reached in a collision.
- a section 16d of the plunger 16 is provided, with which the plunger 16 is supported against the fastening flange 12a or the support structure 13 via the spring 18.
- the guide rod 17 is guided through an opening of the section 16d or is stored therein.
- the guide rod 17 is connected to the plunger 16 or more precisely to the buffer plate 16a and is mounted in the immersion opening 14, which is provided as a hole in the fastening flange 12a. This immersion opening 14 is continued on the vehicle side through the guide opening 15 in the support structure 13.
- FIG. 3 again shows a crash buffer 21 with a sleeve 22 and a plunger 26 and a buffer plate 26a.
- the plunger is in turn supported by the spring 28 on the fastening flange 22a.
- the crash buffer 21 is attached to a support structure 23 through the mounting flange 22a.
- a through-opening 24 passes through the fastening flange 22a, and a guide opening 25 is correspondingly introduced into the support structure 23, through which the guide rod 27 attached to the tappet 26 runs.
- the guide rods 7, 17, 27 in the respective immersion opening 4, 14, 24 or guide opening 5, 15, 25 as in a floating bearing can accordingly in the event of a collision with the respective buffer plate 6a, 16a, 26a in the direction of the supporting structure or Vehicle will be moved.
- the buffer plate 26a lies directly against the sleeve 22.
- the sleeve-like part of the plunger 26 partially overlaps with the sleeve 22, which has a larger diameter than the sleeve-like part of the plunger 26.
- the sleeve 22 can thus be deformed, ie in this case it can be bent outwards and fold radially outwards.
- Figure 4 differs in that from Figure 3 that a crash buffer 31 is shown, whose plunger 36 or the sleeve-like part of the plunger 36 has a larger diameter than the sleeve 32.
- the plunger 36 or the buffer plate 36a are furthermore via the spring 38 relative to the fastening flange 32a or the supporting structure 33 supported.
- Sleeve 32 in plunger 36 can thus telescope into one another.
- FIG Fig. 6 The crash buffer 41 deformed after a collision is shown in FIG Fig. 6 shown: After a collision, the guide rod 47 is pushed further in the direction of the support structure 43 or rail vehicle.
- FIGs 7, 8 and 9 show a guide rod 7 in a passage opening 4 in a mounting flange, which could also be a bearing in a guide opening of a support structure.
- the opening is divided into two sections 4.1 and 4.2, section 4.2 having a smaller cross section than section 4.1.
- the guide rod 7 is longitudinally movable and supported transversely.
- the taper in section 4.2 forms a mechanical stop with respect to the guide rod 7.
- the guide rod 7a also has a tapered end section.
- the guide rod 7a is in abutment with the wider area in the transition between sections 4.1 and 4.2, while the tapered area protrudes through section 4.2. If the guide rod 7, 7a is pushed through the tapered section 4.2 in the event of a collision, energy is consumed.
- Such an opening can also be integrated in a support structure or in the connection of the fastening flange and the support structure.
- a crash buffer 51 with a guide rod 57 with a stop 57a is shown in FIG Figure 10 shown, the stop 57a has a larger diameter than the immersion opening 54 or the guide opening 55.
- a spring with which the plunger 56 (or the buffer plate 56a) is supported against the fastening flange or against the supporting structure can be pretensioned (ie the spring 58 is somewhat compressed), so that the flow of forces in the event of a collision is improved and the Spring can directly oppose the impact force also a force.
- a hole in the mounting flange or in the support structure does not have to form the through-opening or guide opening for receiving and mounting the guide rod.
- an insert 60 can also be used, which can also be divided into two sections 61 and 62, here section 62 having a taper compared to section 61.
- the insert 60 can protect the support structure or the mounting flange, but can also improve the guidance and, by choosing the material from which the insert is made, improve the friction between the guide rod and the insert.
Abstract
Vorgeschlagen wird ein Crashpuffer (1) für Tragstrukturen (3) von Schienenfahrzeugen mit kontrollierter Stauchung, mit einem ersten und zweiten Führungsteil jeweils in Form einer Hülse (2) und eines Stößels (6), wobei die Hülse einen Befestigungsflansch (2a) aufweist, mit dem die Hülse ortsfest an der Tragstruktur befestigbar ist, und der Stößel relativ zur Hülse in Fahrzeuglängsrichtung verschiebbar ist und bei seiner Verschiebebewegung von der Hülse geführt wird, und mit einem Kraftübertragungsglied (8) zum nachgiebigen Koppeln des Stößels mit der Tragstruktur. Am Stößel ist ein drittes Führungsteil in Form einer Führungsstange (7, 7a) angebracht/gelagert, die einen kleineren Querschnitt als das erste und das zweite Führungsteil (2) aufweist, wobei der Befestigungsflansch eine Durchtauchöffnung (4) aufweist, in welcher die Führungsstange gelagert ist.A crash buffer (1) for supporting structures (3) of rail vehicles with controlled compression is proposed, with a first and second guide part each in the form of a sleeve (2) and a plunger (6), the sleeve having a fastening flange (2a) which the sleeve can be fixedly attached to the support structure, and the plunger can be displaced relative to the sleeve in the longitudinal direction of the vehicle and is guided by the sleeve during its displacement movement, and with a force transmission member (8) for flexible coupling of the plunger to the support structure. A third guide part in the form of a guide rod (7, 7a), which has a smaller cross-section than the first and second guide parts (2), is attached / mounted on the ram, the fastening flange having a penetration opening (4) in which the guide rod is mounted is.
Description
Die Erfindung betrifft einen Crashpuffer nach dem Oberbegriff des Anspruchs 1 sowie eine Tragstruktur bzw. ein Schienenfahrzeug nach den Oberbegriffen der Ansprüche 14 bzw. 15.15. The invention relates to a crash buffer according to the preamble of
Aus dem Stand der Technik ist beispielsweise aus der
Aufgabe der Erfindung ist es, einen Crashpuffer bereitstellen zu können, der im Falle einer Kollision auch beim Auftreten von Querkräften einer besonders kontrollierten Stauchung bzw. Deformation unterworfen wird.The object of the invention is to be able to provide a crash buffer which, in the event of a collision, is subjected to a particularly controlled compression or deformation even when transverse forces occur.
Die Aufgabe wird, ausgehend von einem Crashpuffer der eingangs genannten Art, durch die kennzeichnenden Merkmale der Ansprüche 1 sowie 14 bzw. 15 gelöst.Starting from a crash buffer of the type mentioned at the outset, the object is achieved by the characterizing features of
Durch die in den abhängigen Ansprüchen genannten Maßnahmen sind vorteilhafte Ausführungen und Weiterbildungen der Erfindung möglich.Advantageous embodiments and developments of the invention are possible through the measures mentioned in the dependent claims.
Der erfindungsgemäße Crashpuffer kann regelmäßig bei Lokomotiven, Güterwagen, Reisezugwagen oder dergleichen als Seitenpuffer eingesetzt werden. Dabei werden grundsätzlich Stöße in Fahrzeuglängsrichtung aufgenommen bzw. gedämpft, die auftreten können, wenn Wagen bzw. Lokomotiven miteinander kollidieren. In der Praxis treten im Allgemeinen aber nicht nur Kräfte in Fahrzeuglängsrichtung auf, sondern es muss grundsätzlich auch mit schrägen oder exzentrischen Stößen gerechnet werden, welche Querkräfte bedingen. Bei dem vorliegenden Crashpuffer besteht eine Wirkung unter anderem darin, in vorteilhafter Weise diese Querkräfte in erhöhtem Maße auffangen oder dämpfen zu können, damit der Puffer nicht abknickt und seine Wirkung verliert. Ein grundsätzlicher Ansatz kann darin bestehen, die Überdeckungslänge zwischen einer festen Hülse und einem darin beweglich gelagerten Stößel einzusetzen, um derartige Querkräfte abstützen zu können.The crash buffer according to the invention can regularly be used as a side buffer in locomotives, freight cars, passenger coaches or the like. As a rule, shocks in the longitudinal direction of the vehicle are absorbed or damped, which can occur when cars or locomotives collide with one another. In practice, however, not only do forces generally occur in the longitudinal direction of the vehicle, but in principle inclined or eccentric impacts must also be expected, which cause transverse forces. One of the effects of the present crash buffer is that it can advantageously absorb or dampen these transverse forces to an increased extent so that the buffer does not kink and loses its effect. A basic approach can be to use the overlap length between a fixed sleeve and a plunger movably mounted therein in order to be able to support such transverse forces.
Der erfindungsgemäße Crashpuffer wird an der Tragstruktur, etwa eines Schienenfahrzeugs befestigt, wobei es sich grundsätzlich sowohl unbewegliche als auch feste Tragstrukturen handeln kann. Z.B. handelt es sich bei dem Fahrzeugrahmen um eine feste Tragstruktur, eine bewegliche Tragstruktur könnte z.B. wiederum eine zusätzliche Deformationszone zwischen Puffer und Fahrzeug sein. In der Praxis können bei Kollisionsunfällen sehr hohe Kräfte wirken, die somit in der Regel auf die steife Fahrzeugstruktur übertragen werden können und an der Tragstruktur regelmäßig erhebliche Schäden verursachen. Der Crashpuffer dient dazu, diese bei Kollision auftretenden Kräfte zumindest teilweise aufzufangen und die kinetische Energie unter anderem zum Beispiel in Verformungsarbeit bzw. in Wärme umzusetzen. Schäden, vor allem an der Tragstruktur, können somit durch den Crashpuffer reduziert oder sogar vermieden werden.The crash buffer according to the invention is fastened to the support structure, for example a rail vehicle, which can in principle be both immovable and fixed support structures. For example, the vehicle frame is a fixed support structure; a movable support structure could, for example, be an additional deformation zone between the buffer and the vehicle. In practice, very high forces can act in collision accidents, which can therefore generally be transferred to the rigid vehicle structure and regularly cause considerable damage to the support structure. The crash buffer is used to at least partially absorb these forces occurring in the event of a collision and the kinetic energy, for example, in deformation work or in heat implement. Damage, especially to the supporting structure, can thus be reduced or even avoided by the crash buffer.
Allgemein wird im Sinne der Erfindung zwischen nachfolgend definierten Begriffen unterschieden:
Unter einem Eisenbahnpuffer in der Bauform des sog. Seitenpuffers (zweimal am Fahrzeugende vorhanden) und des sog. Hülsenpuffers wird ein Puffer(-Element) zur Übertragung, Abfederung und Dämpfung von Stoßkräften in der Längsbeweglichkeit zwischen aneinander stoßenden oder aneinander gereihten Schienenfahrzeugen verstanden.For the purposes of the invention, a general distinction is made between the terms defined below:
A railway buffer in the form of the so-called side buffer (twice at the end of the vehicle) and the so-called sleeve buffer are understood to be a buffer (element) for the transmission, cushioning and damping of impact forces in the longitudinal mobility between adjacent or juxtaposed rail vehicles.
Dabei bildet ein Pufferteller die Stoßfläche; diese ist typischerweise nach außen gewölbt ausgeführt, sofern nicht eben/abgeplattet ausgebildet. Der Pufferteller kann beim Hülsenpuffer mit einem Rohr hinterstützt sein. Ein zweites Rohr mit kleinerem oder größerem Rohr bildet dazu ein Gegenstück, und zwar dahingehend, dass die beiden Rohre eine längsbewegliche Gleitpaarung oder gegenseitige Führung bilden. Aufgrund dieser Rohrabschnitte in Form von Hülsen spricht man regelmäßig von einem Hülsenpuffer. Das fahrzeugseitig angeordnete Rohr ist an seinem Ende mit einem Befestigungsflansch ausgestattet, mit dem Puffer am Fahrzeug befestigt ist.A buffer plate forms the joint surface; this is typically arched outwards, unless it is flat or flattened. The buffer plate can be backed with a tube for the sleeve buffer. A second tube with a smaller or larger tube forms a counterpart for this purpose, in that the two tubes form a longitudinally movable pair of bearings or mutual guidance. Because of these tube sections in the form of sleeves, one speaks regularly of a sleeve buffer. The pipe on the vehicle side is equipped at its end with a mounting flange with which the buffer is attached to the vehicle.
Zur gefederten und gedämpften Übertragung der Stoßkräfte/Längskräfte hat der Hülsenpuffer z.B. im Inneren ein reversibles Federsystem. Feder, inneres Rohr und äußeres Rohr sind so aufeinander abgestimmt, dass ein bestimmter reversibler Federhub, der sog. Pufferweg, eingerichtet wird. Aus funktionalen Überlegungen heraus wird die Feder im ausgefederten Zustand des Puffers unter Vorspannung gehalten, Stößel und Hülse demnach im maximal ausgefederten Zustand mit einem sogenannten Verschluss versehen, der den Endanschlag der Ausfederbewegung darstellt. In entgegengesetzter Richtung bildet die mechanische Blockbildung den Endanschlag für die maximale Einfederung beim Erschöpfen des Pufferhubs.The sleeve buffer has, for example, a reversible spring system on the inside for spring-loaded and damped transmission of the impact / longitudinal forces. Spring, inner tube and outer tube are coordinated so that a certain reversible spring stroke, the so-called buffer path, is set up. For functional reasons, the spring is held under prestress when the buffer is in the spring-out state, and the plunger and sleeve are in the maximum spring-out state with a so-called Provide closure which represents the end stop of the rebound movement. In the opposite direction, the mechanical block formation forms the end stop for the maximum deflection when the buffer stroke is exhausted.
Der bewegliche Teil mit dem Pufferteller wird typischerweise Stößel genannt, das Gegenstück Hülse. Das ist aber nicht unbedingt eindeutig, da zuweilen eine abweichende Begriffswahl verwendet wird, indem etwa das Rohr mit größerem Durchmesser, unabhängig von dessen Position, als Hülse bezeichnet wird. Üblicherweise ist es das große Rohr, das den Pufferteller hinterstützt, während das kleine zum Fahrzeug hin positioniert ist. Der von außen sichtbare Pufferhub ist demnach am fahrzeugseitigen Flansch.The movable part with the buffer plate is typically called the plunger, the counterpart sleeve. However, this is not necessarily clear, since sometimes a different choice of terms is used, for example, the tube with a larger diameter, regardless of its position, is referred to as a sleeve. It is usually the large tube that supports the buffer plate while the small one is positioned towards the vehicle. The buffer stroke visible from the outside is therefore on the vehicle-side flange.
Es gibt aber auch die invertierte Bauweise, bei welcher der Pufferteller mit dem kleineren Rohr hinterstützt ist und das größere zum Fahrzeug hin positioniert ist. Hier zeichnet sich der Pufferhub äußerlich an den Pufferteller anschließend ab.But there is also the inverted design, in which the buffer plate is supported with the smaller pipe and the larger one is positioned towards the vehicle. Here the buffer stroke appears on the outside of the buffer plate.
Typischerweise sind solche Eisenbahnpuffer z.B. 620 mm lang und haben dabei 100 mm bis 105 mm Federweg bzw. Pufferhub. Der Pufferhub beträgt demnach rund 15 % der anfänglichen Baulänge. Nach Erschöpfen des Pufferhubs bilden sie einen mechanischen Block, der zur Überlastung und damit zur (ungewollten und unkontrollierten) Schädigung des Fahrzeugs führen kann.Typically such railway buffers are e.g. 620 mm long and have 100 mm to 105 mm travel or buffer stroke. The buffer stroke is therefore around 15% of the initial length. After the buffer stroke has been exhausted, they form a mechanical block that can lead to overloading and thus to (unwanted and uncontrolled) damage to the vehicle.
Ein sog. Crashpuffer oder auch Seitenpuffer mit zusätzlichem irreversiblem Energieverzehr, von manchen mittlerweile auch Hochleistungspuffer genannt, zeichnet sich in der Regel dadurch aus, dass er bei Erschöpfen des reversiblen Pufferhubs (bzw. bei Überschreiten einer bestimmten Längskraft) in eine gewollte irreversible Verformung übergeht, mit der zusätzliche Energie absorbiert wird - jenseits der mit der Kompression des Federsystems einhergehenden Energieaufnahme. Ein solcher Crashpuffer kann demnach im Anschluss an den regulären, alltäglichen Pufferhub (in Höhe von ca. 100 mm) einen zusätzlichen Deformationsweg in Längsrichtung der Einfederbewegung (von ca. 150mm - 200 mm) bereitstellen. Die damit mögliche Gesamtdeformation, bei z.B. typischerweise 620 mm Ausgangslänge, kann damit, je nach Bauform bis zu 300 mm oder mehr erreichen, was nahezu 50 % der anfänglichen Baulänge entspricht, wobei insbesondere die Kompaktierung innerhalb der ursprünglichen Baulänge erfolgt und kein Durchtauchraum ins Fahrzeug in Anspruch genommen wird.A so-called crash buffer or side buffer with additional irreversible energy consumption, now also called high-performance buffer by some, is usually characterized by the fact that when the reversible buffer stroke is exhausted (or when a certain longitudinal force is exceeded) into a desired one irreversible deformation, with which additional energy is absorbed - beyond the energy consumption associated with the compression of the spring system. Such a crash buffer can therefore provide an additional deformation path in the longitudinal direction of the compression movement (from approx. 150 mm - 200 mm) after the regular, everyday buffer stroke (approx. 100 mm high). The total deformation possible with this, e.g. with an initial length of typically 620 mm, can reach up to 300 mm or more, depending on the design, which corresponds to almost 50% of the initial overall length, whereby in particular the compacting takes place within the original overall length and no immersion space in the vehicle Is claimed.
Ferner existieren auch Bauformen von Crashpuffern, die abweichend gebaut sind und schon im Ausgangszustand oder spätestens während der Crashdeformation zusätzlichen Bauraum oder Durchtauchraum hinter der Befestigungsebene in Anspruch nehmen, wobei diese in der Regel ein Gesamtdeformation von z.B. 440 mm von 620 mm äußerer überstehenden Länge erreichen, was 70 % Deformationsgrad entspricht.There are also designs of crash buffers which are constructed differently and which, in the initial state or at the latest during the crash deformation, take up additional installation space or immersion space behind the fastening level, these generally having a total deformation of e.g. Reach 440 mm of 620 mm outer protruding length, which corresponds to 70% degree of deformation.
Es werden bei dem erfindungsgemäßen Crashpuffer wenigstens ein erstes und zweites Führungsteil verwendet, die jeweils in Form einer Hülse und eines Stößel auftreten. Die Hülse ist ortsfest an der Tragstruktur befestigbar und besitzt zu diesem Zweck einen Befestigungsflansch. Der Stößel wiederum ist relativ zur Hülse in Fahrzeuglängsrichtung verschiebbar. Als Führungsteil dient die Hülse der Führung des Stößels bei der Verschiebebewegung. Der Stößel kann eine Kraft auf die Tragstruktur übertragen. Eine Verbindung mit der Tragstruktur ist grundsätzlich dabei nicht erforderlich, sondern es genügen in der Regel die Druckkraft des Stößels in Richtung der Tragstruktur und die seitliche Führung, etwa durch Hülse bzw. Führungsstange. Im Endanschlag setzt sodann eine mechanische Blockade ein. Ein derartiges Kraftübertragungsglied zwischen Stößel und Tragstruktur kann insbesondere federnde Elemente aufweisen.In the crash buffer according to the invention, at least a first and a second guide part are used, each of which occurs in the form of a sleeve and a plunger. The sleeve can be fixed in place on the supporting structure and has a fastening flange for this purpose. The plunger, in turn, is displaceable in the longitudinal direction of the vehicle relative to the sleeve. The sleeve serves as a guide part for guiding the tappet during the displacement movement. The tappet can transmit a force to the support structure. A connection to the support structure is basically not required, but it is usually sufficient to push the plunger in the direction of the Support structure and the lateral guide, for example by sleeve or guide rod. A mechanical blockage then sets in at the end stop. Such a force transmission member between the plunger and the support structure can in particular have resilient elements.
In vorteilhafter Weise zeichnet sich die Erfindung dadurch aus, dass am Stößel ein drittes Führungsteil in Form einer Führungsstange angebracht ist, die einen kleineren Querschnitt als das erste und das zweite Führungsteil aufweist, wobei wiederum der Befestigungsflansch eine Durchtauchöffnung aufweist, in welcher die Führungsstange gelagert ist. Wird die Aufgabe einer Führung allein durch die Lagerung des Stößel in Bezug auf die Hülse gewährleistet, hängt die Aufnahme von Querkräften bei einer Kollision im Wesentlichen davon ab, wie groß die Überdeckungslänge zwischen Hülse und Stößel gewählt wird. Eine große Überdeckungslänge kann es jedoch mit sich bringen, dass bei einer Kollision schnell der Punkt erreicht ist, an dem eine Deformation eines der Führungsteile oder die mechanische Blockade im Endanschlag eintritt, während bei kürzerer Überdeckungslänge eine elastische oder zumindest teilelastische Deformation des Kraftübertragungsglied stärker zum Tragen kommen kann.Advantageously, the invention is characterized in that a third guide part in the form of a guide rod is attached to the plunger, which has a smaller cross section than the first and the second guide part, the fastening flange again having a through-opening in which the guide rod is mounted , If the task of guiding is ensured solely by the bearing of the plunger in relation to the sleeve, the absorption of transverse forces in the event of a collision essentially depends on the length of the overlap between the sleeve and the plunger. However, a large overlap length can mean that a collision quickly reaches the point at which one of the guide parts is deformed or the mechanical blockage occurs in the end stop, while with a shorter overlap length, an elastic or at least partially elastic deformation of the force transmission element is more pronounced can come.
Um die Querkräfte jedoch möglichst zuverlässig aufnehmen zu können, verwendet man nach dem Stand der Technik meist größere Überdeckungslängen. Eine noch gezieltere Führung, welche sich vor allem dadurch auszeichnet, dass sie bei Querkräften eine gute Abstützfunktion erfüllt, kann dadurch erreicht werden, dass erfindungsgemäß eine Führungsstange verwendet wird. Diese wird vorteilhafter Weise am Stößel angebracht, d.h. sie ist über eine Art Festlager mit dem Stößel verbunden. Auf der gegenüberliegenden Seite, also tragstrukturseitig, wird sie über ein Loslager gelagert. Zu diesem Zweck besitzt der Befestigungsflansch eine Durchtauchöffnung, in welche die Führungsstange gelagert ist.However, in order to be able to absorb the transverse forces as reliably as possible, larger overlap lengths are usually used according to the prior art. An even more targeted guidance, which is characterized above all by the fact that it fulfills a good supporting function in the case of transverse forces, can be achieved by using a guide rod according to the invention. This is advantageously attached to the plunger, ie it is connected to the plunger via a type of fixed bearing. On the opposite side, i.e. on the structure side, it is supported by a floating bearing. For this purpose the Mounting flange a immersion opening, in which the guide rod is mounted.
Eisenbahnpuffer bieten im Allgemeinen einen Federweg, also eine Strecke, über die sie elastisch zusammengedrückt werden können, wenn z.B. Loks bzw. Wagons gekoppelt werden; typischerweise beträgt ein solcher Federweg z.B. ca. 10 cm Länge. Ein Crashpuffer bietet einen zusätzlichen Weg, über den je nach Bauart eine elastische oder plastische bzw. teilweise elastische oder plastische Verformung eintritt, bevor anschließend eine Verformung, etwa der Hülse oder des Stößels auftritt. Beim Crashpuffer liegt dabei in der Regel eine geringere Überdeckungs- bzw. Abstützlänge vor.Railway buffers generally offer a travel, i.e. a distance over which they can be elastically compressed, e.g. if Locomotives or wagons are coupled; typically such travel is e.g. approx. 10 cm in length. A crash buffer offers an additional way, depending on the type, of an elastic or plastic or partially elastic or plastic deformation before a deformation, such as the sleeve or the plunger, occurs. The crash buffer usually has a shorter overlap or support length.
Die erfindungsgemäß nun im Zusammenhang mit einem Crashpuffer eingesetzte Führungsstange überragt die Überdeckungslänge und erfährt tragstrukturseitig eine Querabstützung und kann somit eine verbesserte Abstützung gegen Querkräfte und eine daraus resultierende, verbesserte Führung ermöglichen. Die Führungsstange kann durch den gesamten Crashpuffer laufen und gewissermaßen an beiden Enden abgestützt sein, sodass auch bei einer Kollision eine gute Führung immer gewährleistet werden kann.The guide rod, which is now used according to the invention in connection with a crash buffer, projects beyond the overlap length and is subjected to a transverse support on the supporting structure side and can thus enable improved support against transverse forces and a resultant improved guidance. The guide rod can run through the entire crash buffer and can be supported at both ends, so that good guidance can always be guaranteed even in the event of a collision.
Im Falle einer Kollision, bei der im Allgemeinen neben Kräften in Fahrzeuglängsrichtung auch Querkräfte auftreten, werden somit gem. der Erfindung die Führungsstange und mit ihr der Stößel in Richtung der Tragstruktur bewegt. Die Führung in Form eines Loslagers ermöglicht eine Bewegung der Führungsstange in Richtung der Tragstruktur, wobei die Durchtauchöffnung unter anderem die Lagerung der Führungsstange übernimmt. Aufgrund dieser Lagerung innerhalb der Durchtauchöffnung können Querkräfte aufgenommen werden, und der Stößel bewegt sich vor allem in Fahrzeuglängsrichtung und verbraucht dabei Energie aus der Kollision.In the event of a collision, in which lateral forces generally occur in addition to forces in the longitudinal direction of the vehicle, acc. the invention moves the guide rod and with it the plunger in the direction of the support structure. The guide in the form of a floating bearing enables the guide rod to move in the direction of the support structure, the immersion opening taking over, among other things, the bearing of the guide rod. Due to this storage within the immersion opening, transverse forces can be absorbed and the ram moves forward especially in the vehicle's longitudinal direction and uses energy from the collision.
In vorteilhafter Weise wird durch die erfindungsgemäße Führungsstange zudem das Risiko verringert, dass sich der Stößel mit der Hülse verkeilt oder verkippt und die durch die Kollision eingeleiteten Kräfte nicht mehr oder nicht in der beabsichtigten, überwiegend längs ausgeprägten Deformationsrichtung, wie ursprünglich bei einem funktionsgemäßen Crashpuffer gedacht, abgeführt werden können.Advantageously, the guide rod according to the invention also reduces the risk that the tappet wedges or tilts with the sleeve and the forces introduced by the collision no longer or not in the intended, predominantly longitudinal direction of deformation, as originally thought in the case of a functional crash buffer , can be dissipated.
Der erfindungsgemäße Crashpuffer ermöglicht eine völlig neuartige Führung für Kollisionsfälle, zeichnet sich aber auch dadurch aus, dass er an bestehende Tragstrukturen bzw. Schienenfahrzeuge in der Regel ohne Weiteres angebaut bzw. nachgerüstet werden kann, ohne dass größere bauliche Änderungen an der entsprechenden Tragstrukturen nötig sind. Gegebenenfalls ist es allenfalls notwendig, eine Führungsöffnung in die Tragstruktur einzubringen, damit die Führungsstange im Falle einer Kollision hier durchtauchen kann. Auf diese Weise können auch Kosten bei der Nachrüstung eingespart werden. Zudem ist eine Kompaktierung des Puffers möglich.The crash buffer according to the invention enables a completely new type of guidance in the event of a collision, but is also distinguished by the fact that it can generally be easily fitted or retrofitted to existing support structures or rail vehicles without major structural changes to the corresponding support structures being necessary. If necessary, it may be necessary to make a guide opening in the support structure so that the guide rod can penetrate here in the event of a collision. Retrofitting costs can also be saved in this way. It is also possible to compact the buffer.
Die Führungsstange als drittes Führungsteil kann mit dem Stößel und/oder dem Pufferteller fest verbunden bzw. auch einstückig ausgebildet sein. Denkbar ist aber auch, dass die Führungsstange als gegenüber dem Stößel und/oder dem Pufferteller als separates Bauteil ausgebildet und nur am Stößel und/oder Pufferteller gelagert wird. Die Führungsstange kann also über ein Los- oder ein Festlager mit dem Stößel oder Pufferteller verbunden bzw. an den Stößel bzw. Pufferteller gekoppelt sein.The guide rod as the third guide part can be firmly connected to the plunger and / or the buffer plate or can also be formed in one piece. However, it is also conceivable that the guide rod is designed as a separate component with respect to the tappet and / or the buffer plate and is only supported on the tappet and / or buffer plate. The guide rod can therefore be connected to the plunger or buffer plate via a floating or a fixed bearing or can be coupled to the plunger or buffer plate.
In besonders vorteilhafter Weise ist die Führungsstange biegesteif im Stößel bzw. Pufferteller gelagert.In a particularly advantageous manner, the guide rod is rigidly mounted in the tappet or buffer plate.
In bevorzugter Weise ist die Führungsstange auf der Mittenachse bzw. Längsachse des Crashpuffers, insbesondere der Hülse und des Stößel, gelagert. Die Führungsstange bildet also in vorteilhafter Weise bereits geometrisch ein zentrales Führungselement, und zeigt daher grundsätzlich auch eine gewisse Symmetrie in ihrer Wirksamkeit, gleichgültig, von welcher Seite entsprechende Querkräfte auftreten.The guide rod is preferably mounted on the central axis or longitudinal axis of the crash buffer, in particular the sleeve and the plunger. The guide rod thus advantageously already forms a central guide element geometrically, and therefore basically also shows a certain symmetry in its effectiveness, regardless of the side from which corresponding transverse forces occur.
Die Führungsstange kann somit insbesondere am Pufferteller des Stößels befestigt sein. Diese Anbringung ermöglicht es, dass die Führungsstange möglichst weit durch den Stößel, die Hülse bzw. den Crashpuffer reicht, wodurch der Stößel über eine möglichst große Strecke geführt werden kann. Der Pufferteller wird im Falle einer Kollision als erstes Bauteil getroffen, sodass die Kraft unmittelbar in das Kraftübertragungsglied geleitet bzw. vom Befestigungsflansch bzw. der Tragstruktur abgestützt wird.The guide rod can thus be attached in particular to the buffer plate of the plunger. This attachment enables the guide rod to extend as far as possible through the plunger, the sleeve or the crash buffer, as a result of which the plunger can be guided over the greatest possible distance. In the event of a collision, the buffer plate is hit as the first component, so that the force is passed directly into the force transmission member or is supported by the fastening flange or the support structure.
Nach einer Ausführungsform kann die Führungsstange als Rohr oder als Stab, insbesondere auch aus Vollmaterial ausgebildet sein. Ein Rohr zeichnet sich zum Beispiel durch vergleichsweise hohe Biegemomente bzw. Widerstandsmomente aus, wird also bei auftretenden Querkräften nur mit großer Krafteinwirkung gebogen bzw. abgeknickt. Kräfte, insbesondere Querkräfte können also gut über die Führungsstange aufgenommen werden.According to one embodiment, the guide rod can be designed as a tube or a rod, in particular also from solid material. A pipe is characterized, for example, by comparatively high bending moments or resistance moments, i.e. it is bent or kinked only with great force when transverse forces occur. Forces, in particular transverse forces, can therefore be absorbed well via the guide rod.
Das Kraftübertragungsglied kann bei einer Ausführungsvariante der Erfindung zum Beispiel als Feder ausgebildet sein. Ein Teil der kinetischen Energie aus dem Stoß kann somit in Verformungsarbeit der Feder umgesetzt werden. In der Praxis liegt in der Regel keine rein elastische Feder vor. Ein Teil der Energie wird infolge der Verformung in Wärme umgesetzt. Durch all diese Maßnahmen kann ein Teil der Stoßenergie bzw. kinetischen Energie aufgezehrt werden. Der Crashpuffer wird dabei in der Regel zerstört, kann aber Schäden an der Tragstruktur reduzieren oder sogar vermeiden.In one embodiment variant of the invention, the force transmission element can be designed, for example, as a spring. Part of the kinetic energy from the impact can thus be converted into deformation work by the spring. In practice, there is usually no purely elastic spring. Part of the energy is converted into heat as a result of the deformation. Part of the impact energy or kinetic energy can be consumed by all these measures. The crash buffer is usually destroyed, but can reduce or even prevent damage to the support structure.
Die Führungsstange muss nicht unmittelbar durch den Befestigungsflansch geführt werden. Im Befestigungsflansch kann auch eine Öffnung ausgebildet sein, in welcher wiederum ein Führungseinsatz gelagert wird. Die eigentliche Durchtauchöffnung kann dann in diesen Führungseinsatz implementiert werden. Ein derartiger Führungseinsatz bietet insbesondere den Vorteil, dass er die Tragstruktur vor Beschädigungen bei der Kollision schützen kann. Ferner bestehen hier größere Möglichkeiten bei der Materialauswahl, da der Befestigungsflansch in der Regel aus einem Stahl gefertigt wird, um die Kosten nicht hochzutreiben. Die Materialwahl des Führungseinsatzes kann insbesondere auch eine Rolle in Bezug auf die Reibung zwischen Führungsstange und Führungseinsatz spielen. In der Regel kann es sich als vorteilhaft erweisen, wenn zum Beispiel Führungsstange und Führungseinsatz nicht beide die gleiche Stahloberfläche aufweisen, da dies grundsätzlich die Reibungseigenschaften verschlechtert und ein Verkleben wahrscheinlicher werden lässt.The guide rod does not have to be led directly through the mounting flange. An opening can also be formed in the mounting flange, in which in turn a guide insert is mounted. The actual immersion opening can then be implemented in this guide insert. Such a guide insert has the particular advantage that it can protect the support structure from damage during the collision. Furthermore, there are greater possibilities in the selection of materials, since the fastening flange is usually made from a steel in order not to drive up the costs. The choice of material for the guide insert can in particular also play a role in relation to the friction between the guide rod and the guide insert. As a rule, it can prove to be advantageous if, for example, the guide rod and the guide insert do not both have the same steel surface, since this fundamentally worsens the friction properties and makes bonding more likely.
Darüber hinaus kann ein Führungseinsatz in Bezug auf seine Länge bzw. die Länge der Durchtauchöffnung so gewählt werden, dass die geometrischen Führungseigenschaften des Führungseinsatzes und die Möglichkeit, gezielt Querkräfte aufzunehmen, verbessert werden können.In addition, a guide insert can be selected with respect to its length or the length of the immersion opening in such a way that the geometric guide properties of the guide insert and the possibility of specifically absorbing transverse forces can be improved.
Bei einer möglichen Ausführungsform der Erfindung weist die Führungsstange zudem einen kleineren Querschnitt auf als das Kraftübertragungsglied, sodass die Führungsstange vom Kraftübertragungsglied umgeben werden kann und auch diese Anordnung zur Stabilisierung beiträgt. Es ist auch vorteilhaft, wenn die Oberfläche der Führungsstange nicht zu groß gewählt wird, sodass grundsätzlich die Reibung der Führungsstange in der Durchtauchöffnung nicht zu groß ist oder beim Auftreten von Querkräften kein Verkanten erfolgt.In one possible embodiment of the invention, the guide rod also has a smaller cross section than the force transmission element, so that the guide rod can be surrounded by the force transmission element and this arrangement also contributes to stabilization. It is also advantageous if the surface of the guide rod is not chosen to be too large, so that the friction of the guide rod in the immersion opening is fundamentally not too great or no canting occurs when transverse forces occur.
Eine besonders gegenüber Querkräften stabile Lagerung kann dann erfolgen, wenn die Führungsstange vom Kraftübertragungsglied wenigstens teilweise, vorzugsweise vollständig entlang ihrer Achse umgeben ist.Storage, which is particularly stable with respect to transverse forces, can take place if the guide rod is at least partially, preferably completely, surrounded by the force transmission element along its axis.
Grundsätzlich sind verschiedene Lagerungsarten der Führungsstange möglich: Bei einem Ausführungsbeispiel der Erfindung kann die Führungsstange zum Beispiel durch die Durchtauchöffnung hindurch geführt sein. Demgegenüber ist es denkbar, dass die Führungsstange nicht vollständig durch die Durchtauchöffnung hindurch geführt ist, sondern lediglich in die Durchtauchöffnung eingreift und dort aufliegt. Derartige Anordnungen können grundsätzlich auch durch die baulichen Anforderungen an die Tragstruktur vorgegeben und bedingt sein. Nicht alle Tragstrukturen ermöglichen es, dass der Puffer bzw. Teile des Puffers durch den Befestigungsboden durchbrechen. In der Regel ist es jedoch ohne Weiteres möglich, eine im Vergleich zum Crashpuffer dünne Führungsstange durch die Tragstruktur hindurch treten zu lassen, ohne dass bauliche Änderungen an der Tragstruktur vorgenommen werden müssen, höchstens in Form einer Durchgangsbohrung.Basically, different types of mounting of the guide rod are possible: In one embodiment of the invention, the guide rod can be guided through the immersion opening, for example. In contrast, it is conceivable that the guide rod is not completely guided through the immersion opening, but only engages in the immersion opening and rests there. Such arrangements can in principle also be predetermined and conditioned by the structural requirements for the supporting structure. Not all support structures allow the buffer or parts of the buffer to break through the mounting base. As a rule, however, it is readily possible to let a guide rod, which is thin in comparison to the crash buffer, pass through the supporting structure without having to make structural changes to the supporting structure, at most in the form of a through hole.
Um mehr Energie bei einer Kollision aufzubrauchen, kann auch ein Anschlag vorgesehen sein, gegen den die Führungsstange bei einer Kollision, insbesondere bei Überschreitung einer bestimmten Stoßkraft (Auslösekraft) auf den Crashpuffer, prallen kann, wodurch kinetische Energie in Verformungsarbeit umgewandelt wird, wenn die Führungsstange gegen den Anschlag drückt und diesen verformt. Durch die vorgegebene Lagerung in der Durchgangsbohrung ist auch im Falle eines Anschlags als mechanisches Gegenlager die Bewegungsrichtung der Führungsstange im Wesentlichen vorgegeben. Ist der Anschlag bei diesem Ausführungsbeispiel der Erfindung in den Befestigungsflansch integriert, wird beim Erreichen der Auslösekraft bzw. beim Auftreten höherer Kräfte dieser Teil des Befestigungsflansch ist ebenfalls deformiert, es wird jedoch Energie verbraucht, die nicht mehr zu einer Schädigung der Tragstruktur verwendet werden kann.In order to use up more energy in the event of a collision, a stop can also be provided, against which the guide rod can collide in the event of a collision, in particular when a certain impact force (release force) on the crash buffer is exceeded, as a result of which kinetic energy is converted into deformation work when the guide rod presses against the stop and deforms it. Due to the predefined mounting in the through bore, the direction of movement of the guide rod is essentially predefined even in the case of a stop as a mechanical counter bearing. If the stop in this exemplary embodiment of the invention is integrated in the fastening flange, this part of the fastening flange becomes when the triggering force is reached or when higher forces occur also deformed, but energy is consumed that can no longer be used to damage the supporting structure.
Statt einer Verformung des Anschlagbereichs infolge des Drucks der Führungsstange bei einer Kollision kann die Energie gegebenenfalls auch anders verzehrt werden, z.B. indem die Führungsstange spanabhebend eingeritzt oder geschlitzt wird, d.h. die Durchtauchöffnung bzw. die Führungsöffnung ist insbesondere mit einem entsprechenden Werkzeug versehen. Auf diese Weise wird ebenfalls die Führungsfunktion der Führungsstange beibehalten. Grundsätzlich könnte die Führungsstange ab einer gewissen Durchtauchtiefe auch gestaucht oder in sonstiger Weise mechanisch verformt werden, um Energie zu verzehren.Instead of a deformation of the stop area due to the pressure of the guide rod in the event of a collision, the energy can also be consumed differently, e.g. by cutting or slitting the guide rod, i.e. the immersion opening or the guide opening is in particular provided with a corresponding tool. In this way, the guide function of the guide rod is also maintained. In principle, the guide rod could also be upset from a certain immersion depth or be mechanically deformed in some other way in order to consume energy.
Eine weitere Ausgestaltung Möglichkeit der Durchtauchöffnung besteht darin, dass sich diese in verschiedene Abschnitte einteilen lässt, beispielsweise einen ersten und einen zweiten Abschnitt, die jeweils einen unterschiedlichen Querschnitt aufweisen, wobei der 1. Abschnitt einen größeren Querschnitt als der 2. besitzt, d.h. die Führungsstange wird in einer immer enger werdenden Öffnung gelagert und muss, um sich in Richtung der Tragstruktur zu bewegen, diesen Teil entsprechend aufweiten und somit Verformungsarbeit leisten. Auch eine solche Ausführungsform dient einem zusätzlichen Verzehr von Energie aus der Stoßenergie.Another embodiment of the immersion opening is that it can be divided into different sections, for example a first and a second section, each having a different cross section, the first section having a larger cross section than the second, i.e. the guide rod is stored in an increasingly narrow opening and, in order to move in the direction of the supporting structure, must expand this part accordingly and thus perform deformation work. Such an embodiment also serves for an additional consumption of energy from the impact energy.
Einer vorteilhaften Ausführungsform kann also die Führungsstange am zweiten Abschnitt in Anschlag liegen, sodass der zweite Bereich durch plastische Verformung aufgeweitet werden muss, wenn eine bestimmte Auslösekraft überschritten wird.In an advantageous embodiment, the guide rod can be in abutment against the second section, so that the second region must be widened by plastic deformation if a certain triggering force is exceeded.
Um den Kraftfluss gezielter leiten zu können, kann das Kraftübertragungsglied bzw. das als Feder aus gebildete Kraftübertragungsglied vorgespannt werden. Hierzu kann die Führungsstange in dem Bereich, der hinter der Durchführungsöffnung gelagert ist, eine Aufweitung bzw. Verdickung aufweisen, die als Anschlag im Bereich der Durchtauchöffnung bzw. des Befestigungsflansch es oder des entsprechenden Teils der Tragstruktur dient. Insofern könnte der Stößel bzw. der Pufferteller ohne diese in Anschlag liegende Ausweitung grundsätzlich noch weiter von der Tragstruktur wegbewegt werden. Diese Bewegung wird jedoch durch die als Anschlag dienende Aufweitung gehindert.In order to be able to direct the flow of force in a more targeted manner, the force transmission element or the force transmission element formed as a spring can be preloaded. The Guide rod in the area which is mounted behind the lead-through opening, an expansion or thickening, which serves as a stop in the area of the through-opening or the mounting flange it or the corresponding part of the support structure. In this respect, the plunger or the buffer plate could, in principle, be moved further away from the supporting structure without this extension lying in the stop. However, this movement is prevented by the widening serving as a stop.
Bei der weiteren Ausführungsform der Erfindung ist das erste Führungsteil bis zum Befestigungsflansch, insbesondere in Anschlag geführt. Ferner kann das zweite Führungsteil bis zum Pufferteller, insbesondere in Anschlag geführt sein. Beide Ausführungsformen ermöglichen es, dass bei Überschreiten der Auslösekraft vergleichsweise rasch eine Deformation der entsprechenden Führungsteile, also des Stößel oder der Hülse eintreten. Bei Deformation des größeren Führungsteils, etwa der Hülse kann sich diese zum Beispiel nach außen spreizen und auf diese Weise deformiert. Zum Beispiel kann der Pufferteller in die Hülse gebohrt werden, während sich diese von innen nach außen wendet. Durch diese Maßnahme wird relativ frühzeitig bei der Kollision ein hohes Maß an Energie in Deformation umgesetzt, wobei der Crashpuffer bewusst geopfert wird.In the further embodiment of the invention, the first guide part is guided up to the fastening flange, in particular in a stop. Furthermore, the second guide part can be guided up to the buffer plate, in particular in a stop. Both embodiments enable a deformation of the corresponding guide parts, that is to say of the plunger or the sleeve, to occur comparatively quickly when the triggering force is exceeded. If the larger guide part, for example the sleeve, is deformed, it can spread outward, for example, and be deformed in this way. For example, the buffer plate can be drilled into the sleeve as it turns inside out. With this measure, a high degree of energy is converted into deformation relatively early in the collision, the crash buffer being consciously sacrificed.
Es ist auch denkbar, Führungsteile mit unterschiedlichen Querschnitten bzw. Durchmessern vorzusehen, sodass diese bei Überschreiten der Auslösekraft sich teleskopartig ineinander schieben können. Sind zusätzlich einzelne längliche Abschnitte über solche Bruchstellen miteinander verbunden, so kann das teleskopartige ineinanderschieben nur dann erfolgen, wenn tatsächlich die Sollbruchstellen auch durchbrochen werden. Das Aufbrechen der Sollbruchstellen verzehrt ebenfalls wiederum ein Teil, der bei der Kollision auftretenden kinetischen Energie.It is also conceivable to provide guide parts with different cross sections or diameters, so that they can telescopically slide into one another if the triggering force is exceeded. If, in addition, individual elongated sections are connected to one another via such breaking points, the telescopic pushing into one another can only take place if the predetermined breaking points are actually broken through. The breaking of the predetermined breaking points also consumes part of the kinetic energy that occurs during the collision.
Die bereits beschriebenen Vorteile können entsprechend bei einer erfindungsgemäßen Tragstruktur bzw. bei einem erfindungsgemäßen Schienenfahrzeug eingesetzt werden, welches einen Crashpuffer gemäß der Erfindung bzw. eines der Ausführungsbeispiele der Erfindung verwendet. Ein entsprechender Crashpuffer wird sodann an der Tragstruktur im Bereich des Befestigungsflanschs befestigt. Es wird eine Führungsöffnung zur Führung bzw. Lagerung der Führungsstange vorgesehen, die überlappend, insbesondere konzentrisch zur Durchtauchöffnung angeordnet ist. Auf diese Weise kann die Führungsstange bis in die Tragstruktur hinein durchtauchen, ohne dass in der Regel an der Tragstruktur größere bauliche Änderungen notwendig sind. Gleichzeitig kann die Führungsstange auch gegenüber der Tragstruktur zum Teil abgestützt werden, sodass eine bessere Kraftverteilung auch bei auftretenden Querkräften ermöglicht wird. Eine derartige Führungsöffnung kann in der Regel ohne Weiteres in Form einer Bohrung innerhalb der Tragstruktur nachgerüstet werden. Auf diese Art und Weise ist der Crashpuffer gemäß der Erfindung weitgehend universell einsetzbar.The advantages already described can be used accordingly in a support structure according to the invention or in a rail vehicle according to the invention which uses a crash buffer according to the invention or one of the exemplary embodiments of the invention. A corresponding crash buffer is then attached to the support structure in the area of the mounting flange. A guide opening is provided for guiding or mounting the guide rod, which is arranged to overlap, in particular concentrically to the immersion opening. In this way, the guide rod can penetrate into the support structure without major structural changes being necessary as a rule on the support structure. At the same time, the guide rod can also be partially supported in relation to the supporting structure, so that a better force distribution is possible even when transverse forces occur. Such a guide opening can generally be easily retrofitted in the form of a bore within the support structure. In this way, the crash buffer according to the invention can be used largely universally.
Die Führungsstange kann bei einer Weiterbildung der Erfindung auch von Anfang an durch die Führungsöffnung der Tragstruktur hindurch geführt sein. Hierdurch kann insbesondere die Führung und Lagerung erleichtert werden.In a further development of the invention, the guide rod can also be guided through the guide opening of the support structure right from the start. This can in particular facilitate the management and storage.
Es wurde bereits im Hinblick auf ein Ausführungsbeispiel des Crashpuffers gemäß der Erfindung aufgezeigt, dass die Führungsstange in der Lagerungsöffnung gelagert sein kann und dort zum Beispiel in Anschlag an einer Stelle mit kleinerem Öffnungsquerschnitt anliegt. Auch wenn die Führungsstange nicht unmittelbar in Anschlag liegt, können dennoch Öffnungsquerschnitte verringert sein, sodass die Führungsstange beim Überschreiten der Auslösekraft gegen diese Verjüngung prallt und sie zum Durchtauchen aufweiten muss. Diese Verformungsarbeit vrzehrt zusätzliche Energie. Die Führungsstange kann teilweise im zweiten Führungsabschnitt gelagert und insbesondere auch durch diesen hindurch geführt sein, wodurch die Führung verbessert werden kann, da die Gefahr eines Blockierens der Führungsstange beim Auftreten der Querkräfte geringer ausfällt.With regard to an exemplary embodiment of the crash buffer according to the invention, it has already been shown that the guide rod can be mounted in the bearing opening and, for example, abuts there at a point with a smaller opening cross section. Even if the guide rod is not directly in contact, opening cross-sections can still be reduced, so that the guide rod bumps against this taper when the triggering force is exceeded and it has to widen to penetrate. This deformation work consumes additional energy. The The guide rod can be partially supported in the second guide section and, in particular, can also be guided through it, whereby the guide can be improved since the risk of the guide rod becoming blocked when the transverse forces occur is lower.
Eine Vorspannung der Feder bzw. des Kraftübertragungsgliedes kann auch dadurch erreicht werden, dass die Führungsstange hinter der Führungsöffnung eine entsprechende Aufweitung, die als Anschlag dient besitzt und dieser Anschlag an die Tragstruktur stößt. Durch diese Maßnahme wiederum kann die Kraftführung über die vor gespannt Feder verbessert werden.A prestressing of the spring or of the force transmission element can also be achieved in that the guide rod has a corresponding widening behind the guide opening, which serves as a stop and this stop abuts the supporting structure. This measure, in turn, can improve the power management on the pre-tensioned spring.
Die Führungsöffnung wiederum kann auch bei der Tragstruktur mit einem Einsatz ausgekleidet werden bzw. die Führungsöffnung ist sodann in den Einsatz implementiert, wodurch die Führung und Lagerung verbessert und insbesondere auch die Reibung verringert werden kann.The guide opening in turn can also be lined with an insert in the support structure or the guide opening is then implemented in the insert, whereby the guidance and storage can be improved and in particular the friction can be reduced.
Gegebenenfalls kann auch die Tragstruktur im Allgemeinen ein Anschlag aufweisen, gegen den die Führungsstange prallt und sodann Verformungsarbeit leistet. In diesem Fall ist damit zu rechnen, dass die Tragstruktur im Bereich dieses Anschlags beschädigt wird, was jedoch gegebenenfalls hinzunehmen ist, dann nur ein sehr definierter und begrenzter Bereich durch diese Verformungsarbeit beschädigt wird.Optionally, the support structure may also generally have a stop against which the guide rod bounces and then performs deformation work. In this case, it can be expected that the supporting structure will be damaged in the area of this stop, which may have to be accepted, however, then only a very defined and limited area will be damaged by this deformation work.
Ist bei einer Ausführungsform der Erfindung kein Befestigungsflansch vorgesehen oder liegt der Befestigungsflansch nicht im Bereich der Führungsstange, so kann auch lediglich eine Führungsöffnung in der Tragstruktur vorgesehen sein.If, in one embodiment of the invention, no fastening flange is provided or if the fastening flange is not in the region of the guide rod, only one guide opening can also be provided in the support structure.
Ausführungsbeispiele der Erfindung sind in den Zeichnungen dargestellt und werden nachstehend unter Angabe weiterer Einzelheiten und Vorteile näher erläutert.Exemplary embodiments of the invention are shown in the drawings and are explained in more detail below with the specification of further details and advantages.
Im Einzelnen zeigen:
- Fig. 1:
- einen Crashpuffer gem. der Erfindung mit Führungsstange an einer Tragstruktur,
- Fig. 2:
- einen Crashpuffer an einer Tragstruktur gem. der Erfindung mit teleskopierbaren Führungsteil-Abschnitten,
- Fig. 3:
- einen Crashpuffer gem. der Erfindung mit kontrolliert deformierbarer Hülse,
- Fig. 4 bis 6:
- einen Crashpuffer gem. der Erfindung mit deformierbarem Stößel und Hülse, wobei der Stößel gegenüber der Hülse außengelagert ist,
- Fig. 7 bis 9:
- Querschnitte durch Durchtauchöffnungen in einem Befestigungsflansch bzw. Führungsöffnungen in einer Tragstruktur,
- Fig. 10:
- eine Führungsstange mit Anschlag zur Vorspannung der Feder, sowie
- Fig. 11:
- eine Durchtauchöffnung bzw. Führungsöffnung mit Einsatz.
- Fig. 1:
- a crash buffer acc. the invention with a guide rod on a support structure,
- Fig. 2:
- a crash buffer on a support structure acc. the invention with telescopic guide part sections,
- Fig. 3:
- a crash buffer acc. the invention with controlled deformable sleeve,
- 4 to 6:
- a crash buffer acc. the invention with a deformable plunger and sleeve, the plunger being mounted on the outside relative to the sleeve,
- 7 to 9:
- Cross sections through immersion openings in a mounting flange or guide openings in a support structure,
- Fig. 10:
- a guide rod with a stop for pretensioning the spring, and
- Fig. 11:
- a immersion opening or guide opening with insert.
Das Ausführungsbeispiel gem.
Ferner ist ein Abschnitt 16d des Stößels 16 vorgesehen, mit dem der Stößel 16 gegen über dem Befestigungsflansch 12a bzw. Tragstruktur 13 über die Feder 18 abgestützt ist. Gleichzeitig wird die Führungsstange 17 durch eine Öffnung des Abschnitts 16d geführt bzw. darin gelagert. Die Führungsstange 17 ist mit dem Stößel 16 bzw. genauer mit dem Pufferteller 16a verbunden und in der Durchtauchöffnung 14 gelagert, die als Bohrung im Befestigungsflansch 12a vorgesehen ist. Diese Durchtauchöffnung 14 wird fahrzeugseitig fortgesetzt durch die Führungsöffnung 15 in der Tragstruktur 13.Furthermore, a
Bei einer Ausführungsform gemäß
Ähnlich aufgebaut wie
Der nach einer Kollision deformierte Crashpuffer 41 ist in
Die
Ein Crashpuffer 51 mit einer Führungsstange 57 mit Anschlag 57a ist in
Eine Bohrung im Befestigungsflansch bzw. in der Tragstruktur muss nicht ohne Weiteres unmittelbar die Durchtauchöffnung bzw. Führungsöffnung zur Aufnahme und Lagerung der Führungsstange bilden. Hierzu kann, wie anhand von
- 11
- Crashpuffercrash buffer
- 22
- Hülseshell
- 2a2a
- Befestigungsflanschmounting flange
- 33
- Tragstruktursupporting structure
- 44
- DurchtauchöffnungBy dip opening
- 55
- Führungsöffnungguide opening
- 66
- Stößeltappet
- 6a6a
- Puffertellerbuffer heads
- 77
- Führungsstangeguide rod
- 7a7a
- Führungsstangeguide rod
- 88th
- Federfeather
- 1111
- Crashpuffercrash buffer
- 1212
- Hülseshell
- 1313
- Tragstruktursupporting structure
- 12a12a
- Befestigungsflanschmounting flange
- 1313
- Tragstruktursupporting structure
- 1414
- DurchtauchöffnungBy dip opening
- 1515
- Führungsöffnungguide opening
- 1616
- Stößeltappet
- 16a16a
- Puffertellerbuffer heads
- 16b16b
- Stößelabschnitttappet section
- 16c16c
- Stößelabschnitttappet section
- 16d16d
- Stößelabschnitt / FederhalterungTappet section / spring holder
- 1717
- Führungsstangeguide rod
- 1818
- Federfeather
- 1919
- SollbruchstelleBreaking point
- 2121
- Crashpuffercrash buffer
- 2222
- Hülseshell
- 22a22a
- Befestigungsflanschmounting flange
- 2323
- Tragstruktursupporting structure
- 2424
- DurchtauchöffnungBy dip opening
- 2525
- Führungsöffnungguide opening
- 2626
- Stößeltappet
- 26a26a
- Puffertellerbuffer heads
- 2727
- Führungsstangeguide rod
- 2828
- Federfeather
- 3131
- Crashpuffercrash buffer
- 3232
- Hülseshell
- 32a32a
- Befestigungsflanschmounting flange
- 3333
- Tragstruktursupporting structure
- 3636
- Stößeltappet
- 3737
- Führungsstangeguide rod
- 3838
- Federfeather
- 4141
- Crashpuffercrash buffer
- 4242
- Hülseshell
- 42a42a
- Befestigungsflanschmounting flange
- 4343
- Tragstruktursupporting structure
- 4646
- Stößeltappet
- 4747
- Führungsstangeguide rod
- 5151
- Crashpuffercrash buffer
- 5454
- DurchtauchöffnungBy dip opening
- 5555
- Führungsöffnungguide opening
- 5656
- Stößeltappet
- 5757
- Führungsstangeguide rod
- 57a57a
- Anschlagattack
- 5858
- Federfeather
- 6060
- Einsatzcommitment
- 6161
- Einsatz-AbschnittInsert section
- 6262
- Einsatz-AbschnittInsert section
Claims (21)
Priority Applications (1)
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PL19185591T PL3594082T3 (en) | 2018-07-11 | 2019-07-10 | Crash buffer with guide rod, support structure and railway vehicle |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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DE102018116765 | 2018-07-11 | ||
DE102018130253.3A DE102018130253A1 (en) | 2018-07-11 | 2018-11-29 | CRASH BUFFER WITH GUIDE ROD, SUPPORT STRUCTURE AND RAIL VEHICLE |
Publications (2)
Publication Number | Publication Date |
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EP3594082A1 true EP3594082A1 (en) | 2020-01-15 |
EP3594082B1 EP3594082B1 (en) | 2020-12-30 |
Family
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Family Applications (1)
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EP19185591.5A Active EP3594082B1 (en) | 2018-07-11 | 2019-07-10 | Crash buffer with guide rod, support structure and railway vehicle |
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EP (1) | EP3594082B1 (en) |
PL (1) | PL3594082T3 (en) |
Citations (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB139372A (en) * | 1919-05-23 | 1920-03-04 | Walter Gatwood | Improvements in spring buffers for railway and like vehicles |
GB203928A (en) * | 1922-10-16 | 1923-09-20 | Frederick Henry Snell | Improvements to leaf spring buffers on railway waggons and the like, by the addition of helical springs |
GB265799A (en) * | 1926-03-12 | 1927-02-17 | P And W Maclellan Ltd | Improvements in and connected with buffer cases |
GB366650A (en) * | 1930-12-08 | 1932-02-11 | Mitchell John | Improvements in or relating to buffers for railway and like vehicles |
GB367639A (en) * | 1931-05-05 | 1932-02-15 | Mitchell John | Improvements in or relating to buffers for railway and like vehicles |
GB375566A (en) * | 1931-07-10 | 1932-06-30 | Mitchell John | Improvements in or relating to buffers for railway and like vehicles |
GB385417A (en) * | 1931-12-01 | 1932-12-29 | Mitchell John | Improvements in spring buffers for railway and like vehicles |
US2656938A (en) * | 1949-10-22 | 1953-10-27 | Miner Inc W H | Friction buffer for railway cars |
FR2789358A1 (en) | 1999-02-10 | 2000-08-11 | Nantes Ecole Centrale | Shock absorber for railway damper has end of tubular casing pushing machining tool against ring-shaped stop at end of expendable component |
EP1740435A1 (en) | 2004-04-27 | 2007-01-10 | Sieghard Schneider | Plunger buffer |
-
2019
- 2019-07-10 EP EP19185591.5A patent/EP3594082B1/en active Active
- 2019-07-10 PL PL19185591T patent/PL3594082T3/en unknown
Patent Citations (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB139372A (en) * | 1919-05-23 | 1920-03-04 | Walter Gatwood | Improvements in spring buffers for railway and like vehicles |
GB203928A (en) * | 1922-10-16 | 1923-09-20 | Frederick Henry Snell | Improvements to leaf spring buffers on railway waggons and the like, by the addition of helical springs |
GB265799A (en) * | 1926-03-12 | 1927-02-17 | P And W Maclellan Ltd | Improvements in and connected with buffer cases |
GB366650A (en) * | 1930-12-08 | 1932-02-11 | Mitchell John | Improvements in or relating to buffers for railway and like vehicles |
GB367639A (en) * | 1931-05-05 | 1932-02-15 | Mitchell John | Improvements in or relating to buffers for railway and like vehicles |
GB375566A (en) * | 1931-07-10 | 1932-06-30 | Mitchell John | Improvements in or relating to buffers for railway and like vehicles |
GB385417A (en) * | 1931-12-01 | 1932-12-29 | Mitchell John | Improvements in spring buffers for railway and like vehicles |
US2656938A (en) * | 1949-10-22 | 1953-10-27 | Miner Inc W H | Friction buffer for railway cars |
FR2789358A1 (en) | 1999-02-10 | 2000-08-11 | Nantes Ecole Centrale | Shock absorber for railway damper has end of tubular casing pushing machining tool against ring-shaped stop at end of expendable component |
EP1740435A1 (en) | 2004-04-27 | 2007-01-10 | Sieghard Schneider | Plunger buffer |
Also Published As
Publication number | Publication date |
---|---|
PL3594082T3 (en) | 2021-08-23 |
EP3594082B1 (en) | 2020-12-30 |
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