EP3594082A1 - Tampon anti-crash à barre de guidage, structure portante et véhicule ferroviaire - Google Patents

Tampon anti-crash à barre de guidage, structure portante et véhicule ferroviaire Download PDF

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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.)
Granted
Application number
EP19185591.5A
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German (de)
English (en)
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EP3594082B1 (fr
Inventor
Falk Schneider
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Individual
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Individual
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Filing date
Publication date
Priority claimed from DE102018130253.3A external-priority patent/DE102018130253A1/de
Application filed by Individual filed Critical Individual
Priority to PL19185591T priority Critical patent/PL3594082T3/pl
Publication of EP3594082A1 publication Critical patent/EP3594082A1/fr
Application granted granted Critical
Publication of EP3594082B1 publication Critical patent/EP3594082B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • 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.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Dampers (AREA)
EP19185591.5A 2018-07-11 2019-07-10 Tampon anti-crash à barre de guidage, structure portante et véhicule ferroviaire Active EP3594082B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL19185591T PL3594082T3 (pl) 2018-07-11 2019-07-10 Zderzak z drążkiem prowadzącym, struktura nośna i pojazd szynowy

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018116765 2018-07-11
DE102018130253.3A DE102018130253A1 (de) 2018-07-11 2018-11-29 Crashpuffer mit führungsstange, tragstruktur und schienenfahrzeug

Publications (2)

Publication Number Publication Date
EP3594082A1 true EP3594082A1 (fr) 2020-01-15
EP3594082B1 EP3594082B1 (fr) 2020-12-30

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Application Number Title Priority Date Filing Date
EP19185591.5A Active EP3594082B1 (fr) 2018-07-11 2019-07-10 Tampon anti-crash à barre de guidage, structure portante et véhicule ferroviaire

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EP (1) EP3594082B1 (fr)
PL (1) PL3594082T3 (fr)

Citations (10)

* Cited by examiner, † Cited by third party
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 (fr) 1999-02-10 2000-08-11 Nantes Ecole Centrale Dispositif absorbeur de chocs pour un nouveau tampon ferroviaire
EP1740435A1 (fr) 2004-04-27 2007-01-10 Sieghard Schneider Tampon a boisseau

Patent Citations (10)

* Cited by examiner, † Cited by third party
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 (fr) 1999-02-10 2000-08-11 Nantes Ecole Centrale Dispositif absorbeur de chocs pour un nouveau tampon ferroviaire
EP1740435A1 (fr) 2004-04-27 2007-01-10 Sieghard Schneider Tampon a boisseau

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Publication number Publication date
PL3594082T3 (pl) 2021-08-23
EP3594082B1 (fr) 2020-12-30

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