EP3594082B1 - 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
EP3594082B1
EP3594082B1 EP19185591.5A EP19185591A EP3594082B1 EP 3594082 B1 EP3594082 B1 EP 3594082B1 EP 19185591 A EP19185591 A EP 19185591A EP 3594082 B1 EP3594082 B1 EP 3594082B1
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EP
European Patent Office
Prior art keywords
section
guide
guide rod
support structure
buffer
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EP19185591.5A
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German (de)
English (en)
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EP3594082A1 (fr
Inventor
Falk Schneider
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Individual
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Individual
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Priority claimed from DE102018130253.3A external-priority patent/DE102018130253A1/de
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Priority to PL19185591T priority Critical patent/PL3594082T3/pl
Publication of EP3594082A1 publication Critical patent/EP3594082A1/fr
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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 a support structure or a rail vehicle according to the preambles of claims 13 and 14, respectively.
  • a crash buffer in which guide parts or sections of guide parts are connected to one another via predetermined break connections and the sections can slide telescopically into one another in the event of a collision.
  • one of the guide parts in this prior art is designed to consume energy from the collision via a controlled deformation.
  • buffer parts can be installed according to FR 2 789 358 A1 also break through the bottom of the chassis or the supporting structure at the predetermined breaking points.
  • GB 375,566 A , the GB 366,650 A and the GB 385,417 A each crash buffers for movable or fixed support structures, in particular of rail vehicles, with a first and second guide part each in the form of a sleeve and a plunger, the sleeve having a fastening flange with which the sleeve can be fixedly attached to the supporting structure, and the plunger relative to Sleeve is displaceable in the vehicle longitudinal direction and is guided by the sleeve during its displacement movement, and with a Force transmission member for resilient coupling of the plunger with the support structure, a third guide part in the form of a guide rod is attached and / or mounted on the plunger, which has a smaller cross-section than the first and second guide part, the fastening flange having a penetration opening in which the Guide rod is mounted.
  • the object of the invention is to be able to provide a crash buffer which, in the event of a collision, is also subjected to a particularly controlled compression or deformation 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 dampened, which can occur when wagons or locomotives collide with one another.
  • forces generally occur in the longitudinal direction of the vehicle but inclined or eccentric impacts, which cause transverse forces, must also be expected.
  • one effect is, among other things, to be able to absorb or dampen these transverse forces to an increased extent, so that the buffer does not kink and lose its effectiveness.
  • a basic approach can consist in using 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 immobile and fixed support structures.
  • the vehicle frame is a fixed support structure; a movable support structure could, for example, again be an additional deformation zone between the buffer and the vehicle.
  • very high forces can act in collision accidents, which can thus usually be transferred to the rigid vehicle structure and regularly cause considerable damage to the supporting structure.
  • the crash buffer is used to at least partially absorb these forces that occur in the event of a collision and to absorb the kinetic energy, for example, in deformation work or in heat to implement. Damage, especially to the supporting structure, can thus be reduced or even avoided by the crash buffer.
  • a buffer plate forms the abutment surface; this is typically curved outwards, unless it is flat / flattened.
  • the buffer plate can be supported by a tube.
  • a second tube with a smaller or larger tube forms a counterpart to this, namely to the effect that the two tubes form a longitudinally movable sliding pairing or mutual guidance. Because of these pipe sections in the form of sleeves, one speaks regularly of a sleeve buffer.
  • the pipe arranged on the vehicle side is equipped at its end with a fastening flange with which the buffer is fastened to the vehicle.
  • the sleeve buffer has a reversible spring system inside, for example, for the spring-loaded and damped transmission of the impact forces / longitudinal forces.
  • the spring, inner tube and outer tube are matched to one another in such a way that a certain reversible spring stroke, the so-called buffer travel, is established.
  • the spring is kept under pretension when the buffer is in the extended state, and the plunger and sleeve are therefore kept under tension in the maximally extended state with a so-called Provided closure, which represents the end stop of the rebound movement.
  • the mechanical block formation forms the end stop for maximum deflection when the buffer stroke is exhausted.
  • the moving part with the buffer plate is typically called the ram, the counterpart is called the sleeve.
  • the ram the counterpart is called the sleeve.
  • a sleeve usually it is the large pipe that supports the buffer plate behind, 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 spring travel or buffer stroke.
  • the buffer stroke is therefore around 15% of the initial overall length. After the buffer stroke has been exhausted, they form a mechanical block which can lead to overload 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) it changes to a desired one irreversible deformation passes over, with which additional energy is absorbed - beyond the energy absorption 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) following the regular, everyday buffer stroke (at a height of approx. 100 mm).
  • the total deformation possible with this can thus, depending on the design, reach up to 300 mm or more, which corresponds to almost 50% of the initial overall length, with the compaction in particular taking place within the original overall length and no space to penetrate into the vehicle Is claimed.
  • crash buffers that are constructed differently and already in the initial state or at the latest during the crash deformation take up additional installation space or immersion space behind the fastening plane, these usually resulting in a total deformation of e.g. Achieve 440 mm of 620 mm of 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 fixedly fastened to the support structure and has a fastening flange for this purpose.
  • the tappet is displaceable in the longitudinal direction of the vehicle relative to the sleeve.
  • the sleeve is used to guide the plunger during the sliding movement.
  • the plunger can transmit a force to the support structure.
  • a connection to the support structure is basically not necessary, but the pressure force of the plunger in the direction of the is usually sufficient Support structure and the lateral guidance, for example through a sleeve or guide rod.
  • a mechanical blockage then sets in in the end stop.
  • Such a force transmission member between the tappet 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 ram, which has a smaller cross-section than the first and second guide part, the fastening flange again having a penetration opening in which the guide rod is mounted.
  • a large overlap length can mean that the point at which a deformation of one of the guide parts or the mechanical blockage occurs in the end stop is quickly reached in the event of a collision, while with a shorter overlap length an elastic or at least partially elastic deformation of the power transmission element has a greater impact can come.
  • a guide rod according to the invention is advantageously attached to the ram, ie it is connected to the ram via a type of fixed bearing. On the opposite side, i.e. on the supporting structure side, it is supported by a floating bearing. For this purpose the Mounting flange a penetration opening in which the guide rod is mounted.
  • Railway buffers generally offer a spring path, i.e. a distance over which they can be elastically compressed, e.g. Locomotives or wagons are coupled; such a spring deflection is typically e.g. approx. 10 cm length.
  • a crash buffer offers an additional path via which, depending on the design, an elastic or plastic or partially elastic or plastic deformation occurs before a deformation of the sleeve or the plunger then occurs. In the case of the crash buffer, there is usually a shorter overlap or support length.
  • the guide rod used according to the invention in connection with a crash buffer protrudes beyond the overlap length and experiences transverse support on the supporting structure side and can thus enable improved support against transverse forces and the resulting improved guidance.
  • the guide rod can run through the entire crash buffer and to a certain extent be supported at both ends so that good guidance can always be guaranteed even in the event of a collision.
  • the guide rod and with it the plunger 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 supporting structure, the penetration opening taking over, among other things, the support of the guide rod. Because of this storage inside the immersion opening, transverse forces can be absorbed and the plunger moves forward especially in the longitudinal direction of the vehicle and consumes energy from the collision.
  • the guide rod according to the invention also reduces the risk of the plunger becoming wedged or tilted with the sleeve and the forces introduced by the collision no longer or not in the intended, predominantly longitudinally pronounced deformation direction, as originally intended for a functional crash buffer , can be discharged.
  • the crash buffer according to the invention enables a completely new type of guidance for collisions, but is also characterized by the fact that it can usually be easily attached or retrofitted to existing support structures or rail vehicles without major structural changes to the corresponding support structures being 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. In this way, retrofitting costs can also be saved. 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 designed in one piece. However, it is also conceivable that the guide rod is designed as a separate component with respect to the ram and / or the buffer plate and is only supported on the ram and / or the buffer plate. The guide rod can therefore be connected to the plunger or buffer plate or coupled to the plunger or buffer plate via a loose or fixed bearing.
  • the guide rod is mounted in the plunger or buffer plate in a rigid manner.
  • 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 geometrically forms a central guide element 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 ram. This attachment makes it possible that the guide rod extends as far as possible through the plunger, the sleeve or the crash buffer, whereby the plunger can be guided over the greatest possible distance.
  • the buffer plate is the first component to be hit, 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 as a rod, in particular also from solid material.
  • a pipe is characterized, for example, by comparatively high bending moments or resistance moments, i.e. when transverse forces occur, it is only bent or kinked with great force. Forces, in particular transverse forces, can therefore be easily absorbed via the guide rod.
  • the force transmission member can be designed as a spring, for example.
  • Part of the kinetic energy from the impact can thus be converted into the work of deformation of the 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.
  • the crash buffer is usually destroyed in the process, but can reduce or even prevent damage to the supporting structure.
  • the guide rod does not have to be passed directly through the mounting flange.
  • An opening can also be formed in the fastening 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 offers the particular advantage that it can protect the support structure from damage in the event of a collision.
  • the fastening flange is usually made of steel so as not to drive up 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 guide insert do not both have the same steel surface, since this generally worsens the friction properties and makes sticking more likely.
  • a guide insert can be selected with regard to its length or the length of the penetration opening in such a way that the geometrical 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 member, so that the guide rod can be surrounded by the force transmission member and this arrangement also contributes to stabilization. It is also advantageous if the surface of the guide rod is not selected to be too large, so that, in principle, the friction of the guide rod in the penetration opening is not too great or there is no tilting when transverse forces occur.
  • a mounting that is particularly stable with respect to transverse forces can take place when the guide rod is at least partially, preferably completely surrounded by the force transmission member along its axis.
  • the guide rod can, for example, be passed through the penetration opening.
  • the guide rod is not guided completely through the penetration opening, but merely engages in the penetration 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 fastening base. As a rule, however, it is easily possible to let a guide rod, which is thin compared 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, especially when a certain impact force (trigger force) is exceeded on the crash buffer, whereby kinetic energy is converted into deformation work when the guide rod presses against the stop and deforms it. Due to the predetermined mounting in the through-hole, the direction of movement of the guide rod is essentially predetermined even in the case of a stop as a mechanical counter-bearing.
  • this part of the fastening flange will be part of the fastening flange when the release 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 optionally also be consumed differently, e.g. by cutting or slitting the guide bar, i. e. the immersion opening or the guide opening is in particular provided with a corresponding tool. In this way, the guiding function of the guide rod is also retained.
  • the guide rod could also be compressed or mechanically deformed in some other way from a certain immersion depth in order to consume energy.
  • the design of the penetration opening is that it can be divided into different sections, for example a first and a second section, each of which has a different cross section, the 1st section having a larger cross section than the 2nd, i.e. the guide rod is mounted in an opening that is becoming increasingly narrower and, in order to move in the direction of the supporting structure, has to widen this part accordingly and thus perform deformation work.
  • Such an embodiment also serves an additional consumption of energy from the impact energy.
  • the guide rod can therefore rest against the second section, so that the second area has to be expanded by plastic deformation when a certain release force is exceeded.
  • the force transmission member or the force transmission member formed as a spring can be pretensioned.
  • the Guide rod have a widening or thickening in the area that is mounted behind the lead-through opening, which serves as a stop in the area of the penetration opening or the fastening flange or the corresponding part of the support structure.
  • the ram or the buffer plate could in principle be moved further away from the support structure without this widening which is in abutment. However, this movement is prevented by the widening which serves as a stop.
  • the first guide part is guided as far as the fastening flange, in particular into a stop.
  • the second guide part can be guided up to the buffer plate, in particular into a stop.
  • a guide opening is provided for guiding or mounting the guide rod, which is arranged so as to overlap, in particular concentrically to the penetration opening.
  • the guide rod can penetrate into the support structure without major structural changes being necessary to the support structure.
  • the guide rod can also be partially supported with respect to the supporting structure, so that a better force distribution is made possible even when transverse forces occur.
  • Such a guide opening can usually 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 from the start. In particular, this can facilitate guidance and storage.
  • the guide rod can be mounted in the mounting opening and there, for example, abuts against a point with a smaller opening cross-section. Even if the guide rod is not in direct contact with the stop, the opening cross-sections can still be reduced, so that the guide rod impacts against this taper when the triggering force is exceeded and it has to widen in order to penetrate. This work of deformation consumes additional energy.
  • the guide rod can be partially supported in the second guide section and, in particular, also guided through it, whereby the guidance can be improved, since the risk of the guide rod blocking when the transverse forces occur is lower.
  • a pretensioning of the spring or the force transmission member can also be achieved in that the guide rod behind the guide opening has a corresponding widening which serves as a stop and this stop abuts the support structure.
  • the power management can be improved on the front 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 mounting can be improved and, in particular, the friction can also be reduced.
  • the support structure can also generally have a stop against which the guide rod impacts and then performs deformation work. In this case, it is to be expected that the supporting structure will be damaged in the area of this stop, but this may have to be accepted as only a very defined and limited area is damaged by this deformation work.
  • Figure 1 shows an embodiment of a crash buffer 1 according to FIG. of the invention with a sleeve 2 which is attached to a support structure 3 of a rail vehicle via a fastening flange 2a.
  • the fastening flange 2a and the support structure 3 are provided with a penetration opening 4 and a guide opening 5.
  • the guide rod 7 is attached to the plunger 6 or on the buffer plate 6a of the plunger 6 and is inserted in the penetration 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 over a certain overlap length.
  • the tappet 6 is supported with respect to the fastening flange 2 a 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 fastened to a support structure 13 via a fastening flange 12a.
  • a plunger 16 is mounted in the sleeve 12.
  • the plunger 16 is constructed in several parts: First of all, it comprises a buffer plate 16a, which merges into a sleeve-like part 16b, which in turn has a smaller inner diameter than the sleeve 12. Furthermore, there is a sleeve-like part of the plunger 16c, which in turn has a predetermined breaking point 19 is connected to the sleeve 12.
  • a penetration opening 14 or a guide opening 15 extends through the fastening flange 12a and the support structure 13.
  • the predetermined breaking points 19 also serve to dissipate energy in the event of a collision.
  • the components 16b, 16c and 12 can telescope into one another when the release force is reached in the event of a collision.
  • a section 16d of the tappet 16 is provided, with which the tappet 16 is supported against the fastening flange 12a or support structure 13 via the spring 18.
  • the guide rod 17 is guided through an opening in the section 16d or 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 penetration opening 14, which is provided as a bore in the fastening flange 12a. This immersion opening 14 is continued on the vehicle side by 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 as well as 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 fastening flange 22a.
  • a penetration opening 24 passes through the fastening flange 22a, or a guide opening 25 is made in the support structure 23, through which the guide rod 27 attached to the plunger 26 runs.
  • the guide rods 7, 17, 27 are mounted in the respective immersion opening 4, 14, 24 or guide opening 5, 15, 25 as in a floating bearing and can accordingly in the event of a collision with the respective buffer plate 6a, 16a, 26a in the direction of the support structure or . Vehicle to be moved. If there is an embodiment according to Figure 3 the buffer plate 26a rests directly on 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. In the event of a collision, the sleeve 22 can thus be deformed, that is to say in this case bent outward and fold radially outward.
  • Figure 4 differs from Figure 3 that a crash buffer 31 is shown, the plunger 36 or its sleeve-like part of the plunger 36 has a larger diameter than the sleeve 32.
  • the plunger 36 or the buffer plate 36a are still via the spring 38 opposite the mounting flange 32a or the support structure 33 supported.
  • the sleeve 32 in the plunger 36 can slide into one another in a telescopic manner.
  • FIG. 5 Structure similar to Figure 4 is an embodiment according to Figure 5 , in which the plunger 46 also has a larger diameter than the sleeve 42.
  • these two sleeve-like parts 42, 46 are each in the stop corresponding to the buffer plate 46a and the fastening flange 42a. In the event of a collision which exceeds a release force, these two sleeve-like parts 42 and 46 can be correspondingly immediately deformed, even if the impact force works against the force of the spring 48 with which the plunger 46 is supported against the fastening flange 42.
  • the crash buffer 41 deformed after a collision is shown in FIG Fig. 6 shown: the guide rod 47 is pushed further in the direction of the support structure 43 or rail vehicle after a collision.
  • FIGs 7, 8 and 9 show a guide rod 7 in a through opening 4 in a fastening 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, respectively, with 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 relative to the guide rod 7.
  • the guide rod 7a also has a tapered end section.
  • the guide rod 7a with the wider area in the transition between section 4.1 and 4.2 is in stop, 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 into a supporting structure or into the connection of the fastening flange and the supporting structure.
  • a crash buffer 51 with a guide rod 57 with a stop 57a is shown in FIG Figure 10 shown, the stop 57a having a larger diameter than the penetration 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 support structure can be pretensioned (ie the spring 58 is slightly compressed) so that the flow of forces is improved in the event of a collision and the Spring can directly oppose the impact force with a force.
  • an insert 60 can also be used, which can also be divided into two sections 61 and 62, wherein here the section 62 has a taper compared to the section 61.
  • the insert 60 can protect the support structure or the fastening flange, but can also improve guidance and, through the choice of the material from which the insert is made, improve the friction between the guide rod and the insert.

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  • Mechanical Engineering (AREA)
  • Vibration Dampers (AREA)

Claims (20)

  1. Tampon anti-crash (1, 11, 21, 31, 41, 51) pour structures porteuses (3, 13, 23, 33, 43) mobiles ou fixes, en particulier des véhicules ferroviaires, comprenant une première et une deuxième partie de guidage respectivement en forme de manchon (2, 12, 22, 32, 42) et un poussoir (6, 16, 26, 36, 46, 56), le manchon comportant une bride de fixation (2a, 12a, 22a, 32a, 42a) à laquelle le manchon peut être fixé à demeure sur la structure porteuse, et le poussoir pouvant être déplacé par rapport au manchon dans la direction longitudinale du véhicule et étant guidé par le manchon lors de son mouvement de déplacement, et comprenant un organe de transmission de force (8, 18, 28, 58) pour coupler élastiquement le poussoir à la structure porteuse, sur le poussoir est appliquée et/ou montée une troisième partie de guidage sous la forme d'une tige de guidage (7, 7a, 17, 27, 47, 57), qui comporte une section transversale inférieure aux première et deuxième parties de guidage (2, 12, 22, 32, 42, 6, 16, 26, 36, 46, 56), la bride de fixation comportant une ouverture traversante (4, 14, 24, 54) dans laquelle est montée la tige de guidage,
    caractérisé en ce que
    l'ouverture traversante (4) comprend au moins une première et une seconde section (4.1, 4.2) comportant respectivement une section transversale différente, la première section comportant une section transversale supérieure à la seconde section et la tige de guidage étant montée dans la première section, la tige de guidage, en particulier au moins dans la partie de la tige de guidage montée dans la première section comportant une section transversale supérieure à la seconde section de telle sorte qu'en cas de crash, en particulier lorsqu'une certaine force d'impact (force de déclenchement) sur le tampon anti-crash est dépassée, la tige de guidage puisse pénétrer, par dilatation plastique de la section transversale d'ouverture, dans la seconde section à travers la bride de fixation.
  2. Tampon anti-crash (1, 11, 21, 31, 41, 51) selon la revendication 1, caractérisé en ce que la tige de guidage (7, 7a, 17, 27, 47, 57) est conçue sous la forme de tube ou de barre, en particulier en matière pleine compacte.
  3. Tampon anti-crash (1, 11, 21, 31, 41, 51) selon l'une quelconque des revendications précédentes, caractérisé en ce que l'organe de transmission de force (8, 18, 28, 58) est conçu sous la forme d'un ressort de telle sorte qu'en cas de crash, en particulier lorsqu'une certaine force d'impact (force de déclenchement) sur le tampon anti-crash est dépassée, l'énergie cinétique lors de la déformation au moins partiellement élastique du ressort puisse être convertie en travail de déformation.
  4. Tampon anti-crash (1, 11, 21, 31, 41, 51) selon l'une quelconque des revendications précédentes, caractérisé en ce que la bride de fixation (2a, 12a, 22a, 32a, 42a) comporte un insert de guidage (60), dans lequel est ménagée l'ouverture traversante ((4, 14, 24, 54)).
  5. Tampon anti-crash (1, 11, 21, 31, 41, 51) selon l'une quelconque des revendications précédentes, caractérisé en ce que la tige de guidage (7, 7a, 17, 27, 37, 47, 57) comporte une section transversale inférieure à l'organe de transmission de force (8, 18, 28, 58) et/ou est entourée par l'organe de transmission de force (8, 18, 28, 58) au moins à certains endroits, en particulier complètement le long de son axe longitudinal.
  6. Tampon anti-crash (1, 21, 31, 41) selon l'une quelconque des revendications précédentes, caractérisé en ce que la tige de guidage (7, 7a, 27, 37, 47) passe à travers l'ouverture traversante.
  7. Tampon anti-crash selon l'une quelconque des revendications précédentes, caractérisé par une butée contre laquelle la tige de guidage (7, 7a) peut frapper en cas de crash, en particulier lorsqu'une certaine force d'impact (force de déclenchement) sur le tampon anti-crash est dépassée, pour convertir l'énergie cinétique en travail de déformation.
  8. Tampon anti-crash selon l'une quelconque des revendications précédentes, caractérisé en ce que la tige de guidage (7a) vient en appui sur la seconde section.
  9. Tampon anti-crash selon l'une quelconque des revendications précédentes, caractérisé en ce que la tige de guidage (7a) est partiellement montée dans la seconde section, en particulier traversée par la seconde section.
  10. Tampon anti-crash (51) selon l'une quelconque des revendications précédentes, caractérisé en ce que la tige de guidage (57) dans la zone derrière l'ouverture de passage (54) comporte un élargissement (57a), qui sert de butée, en particulier de butée contre la bride de fixation, et est ainsi agencé de telle sorte à contraindre l'organe de transmission de force et/ou le ressort (58).
  11. Tampon anti-crash (41) selon l'une quelconque des revendications précédentes, caractérisé en ce que la première partie de guidage (42) est guidée jusqu'à un plateau de tampon (46a), en particulier dans la butée, et/ou que la deuxième partie de guidage (46) est guidée dans la bride de fixation, en particulier dans la butée de telle sorte que, de préférence en cas de crash, en particulier lorsqu'une certaine force d'impact (force de déclenchement) sur le tampon anti-crash est dépassée, la première et/ou la deuxième partie de guidage puissent utiliser par déformation une partie de l'énergie cinétique.
  12. Tampon anti-crash (11) selon l'une quelconque des revendications précédentes, caractérisé en ce que l'au moins une des parties de guidage est constituée d'au moins deux sections de tube (12, 16b, 16c) allongées disposées l'une derrière l'autre, qui sont raccordés l'une à l'autre dans la zone de leurs faces d'extrémité adjacentes par respectivement au moins un raccord de rupture (19) et présentent des dimensions de section transversale différentes de telle sorte qu'en cas de crash, en particulier lorsqu'une certaine force d'impact (force de déclenchement) sur le tampon anti-crash est dépassée, l'au moins un raccord de rupture prédéterminé se rompt et les sections de tube allongées glissent l'une dans l'autre de manière télescopique.
  13. Structure porteuse (3, 13, 23, 33, 43) d'un véhicule ferroviaire ou véhicule ferroviaire pourvu de structure porteuse, caractérisée en ce qu'au moins un tampon anti-crash (1, 11, 21, 31, 41, 51) selon l'une quelconque des revendications précédentes est fixé à la structure porteuse et la structure porteuse, dans la zone de la bride de fixation, comporte une ouverture de guidage (5, 15, 25, 55) pour guider et/ou loger la tige de guidage (7, 7a, 17, 27, 47, 57) qui est disposée par chevauchement en particulier concentriquement par rapport à l'ouverture traversante (4, 14, 24, 54).
  14. Structure porteuse d'un véhicule ferroviaire ou véhicule ferroviaire pourvu de structure porteuse, au moins un tampon anti-crash étant fixé à la structure porteuse, le tampon anti-crash comprenant une première et une deuxième partie de guidage conçue respectivement sous la forme d'un manchon et d'un poussoir, et le poussoir pouvant être déplacé par rapport au manchon dans la direction longitudinale du véhicule et lors de son mouvement de glissement étant guidé par le manchon et comprenant un organe de transmission de force pour coupler élastiquement le poussoir à la structure porteuse, caractérisé en ce qu'au poussoir est fixée une troisième partie de guidage sous la forme d'une tige de guidage qui comporte une section transversale inférieure à la première et à la deuxième partie de guidage, la structure porteuse comportant une ouverture de guidage, dans laquelle est montée la tige de guidage,
    caractérisé en ce que
    l'ouverture traversante (4) comprend au moins une première et une seconde section (4.1, 4.2) comportant respectivement une section transversale différente, la première section comportant une section transversale supérieure à la seconde section et la tige de guidage étant montée dans la première section, la tige de guidage, en particulier au moins dans la partie de la tige de guidage montée dans la première section comportant une section transversale supérieure à la seconde section de telle sorte qu'en cas de crash, en particulier lorsqu'une certaine force d'impact (force de déclenchement) sur le tampon anti-crash est dépassée, la tige de guidage puisse pénétrer, par dilatation plastique de la section transversale d'ouverture, dans la seconde section à travers la bride de fixation.
  15. Structure porteuse (1, 51) ou véhicule ferroviaire selon la revendication 14, caractérisé en ce que la tige de guidage (7, 57) passe à travers l'ouverture de guidage (5, 55) de la structure porteuse.
  16. Structure porteuse ou véhicule ferroviaire selon l'une quelconque des revendications 14 à 15, caractérisé en ce que l'ouverture de guidage comprend au moins une première et une deuxième section de guidage comportant respectivement une section transversale différente, la première section de guidage comportant une section transversale supérieure à la seconde section de guidage, et la tige de guidage étant montée dans la première section de guidage, la tige de guidage, en particulier au moins dans la partie montée dans la première section de guidage, comportant une section transversale supérieure à la seconde section de guidage de telle sorte qu'en cas de crash, en particulier lorsqu'une certaine force d'impact (force de déclenchement) sur le tampon anti-crash est dépassée, la tige de guidage puisse pénétrer, par dilatation plastique de la section transversale d'ouverture, dans la seconde section à travers la structure porteuse.
  17. Structure porteuse ou véhicule ferroviaire selon l'une quelconque des revendications 14 à 16, caractérisé en ce que la tige de guidage est partiellement montée dans la seconde section de guidage, en particulier traversée par la seconde section de guidage.
  18. Structure porteuse ou véhicule ferroviaire selon l'une quelconque des revendications 14 à 17, caractérisé en ce que la tige de guidage dans la zone située derrière l'ouverture de guidage (55) comporte un élargissement (57a), qui sert de butée, en particulier de butée contre la structure porteuse, et est agencée de telle sorte à contraindre l'organe de transmission de force (58) et/ou le ressort.
  19. Structure porteuse ou véhicule ferroviaire selon l'une quelconque des revendications 14 à 18, caractérisé en ce que la structure porteuse comporte un insert (60), lequel pratique l'ouverture de guidage.
  20. Structure porteuse ou véhicule ferroviaire selon l'une quelconque des revendications 14 à 19, caractérisé par une butée contre laquelle la tige de guidage peut frapper en cas de crash, en particulier lorsqu'une certaine force d'impact (force de déclenchement) sur le tampon anti-crash est dépassée, pour convertir l'énergie cinétique en travail de déformation.
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)

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DE102018116765 2018-07-11
DE102018130253.3A DE102018130253A1 (de) 2018-07-11 2018-11-29 Crashpuffer mit führungsstange, tragstruktur und schienenfahrzeug

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

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Family Cites Families (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
FR743558A (fr) * 1931-12-01 1933-04-01
US2656938A (en) * 1949-10-22 1953-10-27 Miner Inc W H Friction buffer for railway cars
FR2789358B1 (fr) 1999-02-10 2004-02-27 Nantes Ecole Centrale Dispositif absorbeur de chocs pour un nouveau tampon ferroviaire
EP1740435B1 (fr) 2004-04-27 2008-04-23 Sieghard Schneider Tampon a boisseau

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

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Publication number Publication date
PL3594082T3 (pl) 2021-08-23
EP3594082A1 (fr) 2020-01-15

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