EP3976437B1 - Regenerative energy absorption device, coupling or joint arrangement having an energy absorption device of this kind, and damping arrangement having an energy absorption device of this kind - Google Patents

Description

The present invention relates to a regenerative energy absorption device for damping forces occurring during (normal) operation of a track-guided vehicle, in particular tensile, impact and/or torsional forces.

The invention also relates to a coupling or joint arrangement of a track-guided vehicle, in particular a rail vehicle, for the articulated connection of two adjacent car bodies, the coupling or joint arrangement having at least one energy absorption device of the aforementioned type.

It is generally known from rail vehicle technology to use energy absorption devices, in particular as shock absorbers. As a rule, such a shock absorber consists of a combination of a regenerative energy absorption device/damping device (for example in the form of a spring apparatus) and a destructive energy absorption device. The regeneratively designed energy absorption device or damping device serves to absorb the tensile and impact forces that occur during normal driving dampen, while the vehicle is protected with the destructive trained energy absorption device, especially at higher rear-end speeds.

It is usually provided that the regeneratively designed energy absorption device serving as a damping device absorbs tensile and impact forces up to a defined magnitude and transmits forces in excess of this to the vehicle underframe. As a result, tensile and impact forces, which occur during normal driving operation, for example in a multi-part rail vehicle between the individual car bodies, are absorbed in this regeneratively designed energy absorption device.

On the other hand, if the operating load of the regeneratively designed energy absorption device is exceeded, such as when the vehicle hits an obstacle or if the vehicle brakes abruptly, or during a clutch operation at excessive speed, there is a risk that the regeneratively designed energy absorption device serving as a damping device and the optionally intended joint or coupling connection between the individual car bodies or, in general terms, the interface between the individual car bodies, may be damaged or even destroyed. In any case, the regeneratively designed energy absorption device serving as the damping device is not sufficient for damping the total energy that occurs. As a result, the regenerative energy absorption device is then no longer integrated into the energy consumption concept of the overall vehicle.

In order to prevent the impact energy occurring in such a crash from being transmitted directly to the vehicle undercarriage, it is generally known from rail vehicle technology to connect an energy absorption device downstream of the regeneratively designed energy absorption device serving as a damping device. The energy dissipation device usually responds after the operating load of the regeneratively designed energy absorption device serving as the damping device is exceeded and is used to at least partially consume the impact energy that occurs, ie to convert it into heat energy and deformation work, for example. The provision of such an energy dissipation device is fundamentally advisable for reasons of derailment safety, in order to prevent the impact energy occurring in the event of a crash from being transmitted directly to the vehicle underframe, and in particular to prevent the vehicle undercarriage from being subjected to extreme loads and possibly being damaged or even destroyed.

In order to ensure that the energy absorption concept for the entire vehicle can effectively take into account both situations occurring during normal driving and crash situations, it must be ensured that all energy absorption devices or energy absorption devices included in the energy consumption concept have not yet responded or are functioning properly. With regard to the destructively designed energy-absorbing devices, it is known for this purpose from rail vehicle technology, for example, that the energy-absorbing device can have a type of "deformation display" which is designed to display the utilization of the energy-absorbing element after or when the destructively designed energy-absorbing device responds. With such a deformation indicator, it is possible to decide in a simple manner whether or not the energy dissipation element of the energy dissipation device has already (partially or completely) triggered.

In this context, reference is made, for example, to publication EP 2 072 370 A1 referenced, which describes such a (mechanical) deformation indicator for destructively designed energy absorbing devices. The deformation display known from this state of the art has a trigger which responds to a plastic deformation of the energy dissipation element and initiates the deformation display. In detail, in the EP 2 072 370 A1 taught the person skilled in the art to use a signaling element, such as a signaling plate, as a deformation indicator, which is fixed to the energy-absorbing element via a shearing element serving as a trigger, the shearing element shearing off in the event of plastic deformation of the energy-absorbing element and losing its holding function, so that the signaling plate then fails is no longer fixed to the energy-absorbing element and it can thus be easily recognized that the destructively designed energy-absorbing element has already responded.

Although it can be ensured with such a solution, which is known per se, that the destructively designed energy absorbing devices of an energy absorbing device are effectively available and included in the overall energy absorbing concept are integrated into the vehicle, it is not ensured that other components of the energy-absorbing device, in particular regeneratively designed energy absorption devices, will still function properly even after a long period of operation. "Functioning properly" in this sense means that the response and damping behavior of the regeneratively designed energy absorption devices has not changed or has not changed significantly compared to the original design.

On the other hand, the above is related to the reference EP 2 072 370 A1 The solution discussed cannot be applied to regeneratively designed energy absorption devices, since the response of the deformation indicator known from this prior art requires a plastic deformation of the energy absorbing element, ie a non-regenerative deformation. Such a non-regenerative deformation is fundamentally not provided for in energy absorption devices of the type considered here.

A regenerative energy absorption device is for example from the reference EP 1 925 523 A1 known.

On the basis of this problem, the present invention is based on the object of specifying a regenerative energy absorption device in which it can be ensured in a manner that is easy to implement that, if necessary, shock absorption always takes place according to a previously defined or definable sequence of events, without the individual Components of the energy absorption device are to be checked individually and regularly.

According to the invention, this object is achieved by the subject matter of independent patent claim 1, advantageous developments of the regenerative energy absorption device specified there being specified in the corresponding dependent patent claims.

Accordingly, the invention relates in particular to a regenerative energy absorption device for damping forces occurring during (normal) operation of a rail-guided vehicle, in particular tensile, impact and/or torsional forces, the energy absorption device having at least one spring device with an elastomer body which is designed in such a way that this deforms elastically at least in some areas when forces are introduced into the energy absorption device. According to the invention it is provided in particular that the elastomeric body is at least partially made of an electrically conductive material is formed, the specific electrical resistance of which varies under tensile and/or compressive stress, the energy absorption device being assigned a resistance sensor device for detecting an electrical conductivity or an electrical resistance of the electrically conductive material.

The advantages that can be achieved with the solution according to the invention are obvious: since the elastomer body of the spring device belonging to the energy absorption device is formed at least in regions from an electrically conductive material, the material of the elastomer body, i.e. in the figurative sense the elastomer body itself, can be used as part of a sensor system, which is designed to directly or indirectly determine or estimate a load change to which the elastomer body is subjected. This load change, to which the elastomeric body is subjected, is in particular a mechanical tensile, compressive or torsional stress acting on the elastomeric body of the spring device.

Accordingly, the functioning of the energy absorption device can be effectively monitored with the help of the sensors integrated in the material of the energy absorption device, at least in regions or in part, for example by using the resistance sensor device to detect loads occurring on the elastomer body during a power transmission via the energy absorption device over a period of time that is specified or can be specified in advance become. From this, an overall load change or an overall load on the elastomer body or other components of the energy absorption device can be determined. In particular, information relating to maintenance and/or replacement of the elastomer body or another component of the energy absorption device can then be output as a function of the determined total load change and/or the determined total load.

Alternatively or additionally, it is possible with the resistance sensor device to detect at an early stage any degeneration of the (elastomer) material of the elastomer body that may occur during operation of the energy absorption device.

In particular, the resistance sensor device and the electrically conductive material of the elastomer body, which is part of a sensor system, can effectively detect the occurrence of operating states which lead to damage or pre-damage to the regenerative energy absorption device that is not immediately apparent. In particular, due to the provision of this sensor system (resistance sensor device in combination with the electrically conductive material of the elastomer body), a visual inspection when monitoring the regenerative energy absorption device can be dispensed with.

In addition, with the resistance sensor device and the electrically conductive material of the elastomer body, any wear or previous damage to other components in particular of the energy absorption device can be effectively detected, such as in particular wear of other regeneratively designed damping elements used in the energy absorption device, such as elastomer bearings. This is particularly advantageous because—like the elastomer body of the energy absorption device—these components are generally not freely accessible and therefore checking them by visual inspection would be very expensive.

In particular, with the solution according to the invention, prior damage to components of the energy absorption device can be detected and signaled early and reliably in order to avoid possible consequential damage and associated failures of the overall system due to unscheduled maintenance measures. The sensor system used for this purpose, in the form of the resistance sensor device in combination with the electrically conductive material of the elastomer body, is characterized by a compact and cost-effective design, so that free accessibility of the components of the energy absorption device to be monitored and in particular the elastomer body of the energy absorption device is no longer necessary is.

In addition, on-board diagnosis can be implemented to enable the vehicle system to diagnose at an early stage and simplify maintenance. In the case of such an on-board diagnosis, the vehicle system automatically interrogates the resistance sensor device or an evaluation device assigned to the resistance sensor device.

Due to the fact that an electrical conductivity or an electrical resistance of the electrically conductive material of the elastomer body is detected with the help of the resistance sensor device, with this data then being used as a basis for further evaluation, external sensors, in particular strain sensors (strain gauges or strain gauges), can also be dispensed with become. In particular, with the present invention it is no longer necessary to attach corresponding sensors to existing structures from the outside, such as screwing them on, as a result of which the components and in particular the elastomer body of the energy absorption device would have to be changed from a structural point of view. Also, the electrically conductive material of the elastomeric body, which figuratively assumes the function of a strain sensor, does not affect the damping property of the elastomeric body, so that the dynamic properties of the elastomeric body remain unaffected.

Various solutions are possible for forming the electrically conductive area in the material of the elastomer body. According to preferred embodiments, it is provided that the electrically conductive material or the electrically conductive area in the material of the elastomer body is formed by at least one metal-based or carbon-based filler network in a polymer material. The filler network is formed, in particular, by metal-based or carbon-based filler particles that are accommodated in a matrix of the polymer material. It is advantageous here that the polymer material of the electrically conductive material matches a polymer material from which the elastomer body is formed. In this way, the dynamic damping behavior of the elastomer body is not influenced by the integration of the “sensor system” in the elastomer body.

With the solution according to the invention, the addition of separate, active and/or passive components to the energy absorption device is largely dispensed with. Forming an electrically conductive area in the material of the elastomer body does not require any electrical infrastructure that must be adapted to the special driving conditions and, for example, must withstand local deformations with a high number of repetitions and temperature ranges between minus 50° and +50°.

Of course, it is possible to add soot-coated threads, soot dispersions (soot ink, soot paste, solutions containing soot) to the electrically conductive material in the elastomer body, threads that have been wetted with soot ink or soot paste, conductive (crosslinked) rubber threads or similar to use elements. However, the dynamic behavior of the elastomer body is kept completely untouched if conductive fillers such as CNT (=Carbon Nanotubes), graphene, graphite or metal powder, in particular amorphous tin oxide, are embedded in the polymer material of the elastomer body.

According to embodiments of the invention, conductive materials such as soot, graphite, carbon, carbon nanotubes, copper, gold, silver, etc. are incorporated into the polymer matrix. Above a certain degree of filling, these polymers form an electrically conductive network. If the polymer material is subjected to a tensile or compressive load, the resistance changes due to the narrowing of the cross section and the change in the particle distribution in the polymer matrix. With this structure, different expansions of the elastomer body can be measured. Studies in this area have shown that the elastic and electrically conductive material of the elastomer body can be used as a sensor material for determining and measuring tensile or compressive loads. The sensory properties improve as the degree of filling of the polymer material increases, although the mechanical properties of the original polymer material deteriorate.

For this reason, it is advantageous if appropriate conductive particles are not added to the entire polymer material of the elastomer body, but only individual areas of the polymer material are provided with an appropriate filler network. These areas are advantageously located in an area of the elastomer body through which at least one previously calculated load path runs during damping during operation of the track-guided vehicle. The sensory properties of this electrically conductive area of the elastomeric body are then used with the resistance sensor device to generate corresponding data that are indicative of a load change acting or acting on the elastomeric body and/or indicative of a degeneration of the material of the elastomeric body.

According to implementations of the energy absorption device according to the invention, it is provided that the resistance sensor device is designed to detect the electrical conductivity and/or the electrical resistance between at least two measuring points in the electrically conductive material of the elastomer body, with the resistance sensor device having at least one preferably floating measuring sensor for this purpose. In particular, it is conceivable in this context that the preferably potential-free measuring sensors are arranged in such a way that the electrical resistance or the electrical conductivity of the electrically conductive material in the elastomer body is determined via different spatial axes in order to obtain information about tensile loads or pressure loads or expansion loads of the elastomer body in different spatial axes.

The resistance sensor device preferably has an interface device, which in particular operates wirelessly, via which data recorded and optionally evaluated by the resistance sensor device can be read out at least partially, preferably via remote access.

For example, it is conceivable for the resistance sensor device to be assigned a corresponding evaluation device which is designed to correspondingly evaluate the data recorded by the resistance sensor device with regard to the electrical conductivity or the electrical resistance. In order to evaluate the determined conductivity or resistance data, according to embodiments of the present invention, these measurement data are compared with corresponding reference data, the reference data preferably having been previously recorded within the framework of a calibration. The invention is based on the knowledge that, for example, due to mechanical wear of the elastomeric body, the expansion properties and thus the damping properties of the elastomeric body change and deviate from an ideal state (desired state). The degree or the extent of the change or the deviation from the desired state can then serve as an indication of a faulty functioning of the elastomer body or of wear of the elastomer body.

Potential deviations in the functioning of the monitored elastomeric body or potential wear and tear of the elastomeric body are thus detected by the resistance sensor device and the electrically conductive area of the material of the elastomeric body, which serves as sensor material, and deviations of an expected desired state are either transmitted via error messages to the operator of the track-guided vehicle or via a remote control interface to a responsible maintenance service, in particular a remote maintenance service.

The remote maintenance of components of a track-guided vehicle is becoming increasingly important when it comes to supporting the hardware and software of suppliers in rail vehicle technology. Due to the increasing networking of control systems via the Internet, the development of company-internal intranets and conventional telecommunications channels (ISDN, telephone, etc.), the options for direct support are expanding. Last but not least, because of the savings in travel expenses and the better use of resources (personnel and technology), remote maintenance products are used to reduce costs in companies. Remote maintenance programs enable the remote service technician to access the monitored elastomer body or components of the energy absorption device directly and to query their status in order to plan and carry out anticipatory countermeasures such as maintenance intervals.

According to embodiments of the invention, the resistance sensor device is assigned a memory device for storing expansions, compressions and shearing stresses introduced in the elastomer body, in particular during operation of the rail vehicle, or other relevant information and data, with the memory device being designed in particular, preferably all data recorded with the resistance sensor device and Store information permanently at least for a predetermined or definable period of time. In this case, it makes sense for the memory device to be designed so that it can be read out at least partially, preferably via remote access.

By storing relevant information and data with regard to the operation of the monitored elastomer body and in particular expansion, compression and shear stresses of the elastomer body during operation of the rail vehicle, the corresponding operation and the load on the elastomer body can be documented so that maintenance intervals can also be planned in advance.

In particular, according to embodiments of the present invention, it is provided that the resistance sensor device is assigned a memory device for documenting loads (expansion, compression and shear stresses in different spatial directions) of the elastomer body that occur over a predetermined or definable period of time during a power transmission. In this context, it makes sense for an evaluation device to be provided in order to determine a total load change and/or a total load on the elastomer body, specifically on the basis of the documented loads. In this context, the evaluation device should also be designed to output information relating to maintenance and/or replacement of the elastomer body or another component of the energy absorption device as a function of the total load change determined and/or the total load determined.

The invention is based on the finding that components of the energy absorption device, such as the elastomer body, must be replaced or serviced when the tolerable loads have totaled up to a fixed, defined value. So far, a check or maintenance has been carried out by documenting the annual load changes, which is usually based on an estimate. There is a great deal of inaccuracy in this, since it is actually not known exactly how many load changes actually took place and how high the stress was.

With the present invention, the collective load can preferably also be written, which enables a greater degree of utilization of the components of the energy absorption device or of the elastomer body. As a result, in particular the service life of the components of the energy absorption device can be increased. Furthermore, it is possible to recognize in advance when and which components of the energy absorption device need to be replaced. As a result, a corresponding replacement can be procured in advance and downtimes are minimized and process reliability is significantly increased.

In this context, it is fundamentally conceivable that the evaluation device is assigned at least one display device, in particular in the form of a display and/or at least one light source, for visual display the total load change determined and/or the total load determined and/or corresponding information in this regard.

Alternatively or additionally, it is advisable for the evaluation device to have a digital interface, in particular a Modbus, CAN, CANopen, IO-Link and/or Ethernet-compatible interface, in order to be able to communicate appropriately with an external device. In this way, in particular an on-board diagnosis can be implemented in order to enable the vehicle system to be diagnosed at an early stage and to simplify maintenance. In the case of such an on-board diagnosis, the vehicle system preferably automatically queries the evaluation device or the corresponding resistance sensor device.

The at least one area made of the electrically conductive material is preferably formed in an area of the elastomer body which is often exposed to repetitive stretching, compression and/or shearing stresses during operation of the rail-guided vehicle.

As already stated, it is preferably provided within the scope of the present invention that the area with the electrically conductive material is formed by at least one metal- or carbon-based filler network in a polymer material, with metal- or carbon-based filler particles being used in particular, which are a matrix of the polymer material are included. According to embodiments of the present invention, different electrically conductive carbon allotropes, which can differ in their geometric structures, are used as fillers. For example, carbon black (CB) can be used as a filler, which typically consists of almost spherical particles with a diameter of 50 nm. The expansion is in the nanometer range in all three dimensions. On the other hand, as an alternative or in addition to this, carbon nanotubes (CNT) can be used as a filler, which resemble the shape of a cylinder and have a radius in the range of a few nanometers and a length that is in the micrometer range. As a further filler, graphene nanoplatelets (GNT) can be used, the structure of which resembles a platelet. The thickness is in the range of a few nanometers, while the lateral extent of the platelets is in the micrometer range.

Alternatively or additionally, it is of course also conceivable if the filler network is formed at least in regions by textiles and metal reinforcements embedded in the elastomer material of the elastomer body, which are provided with an electrically conductive fiber or an electrically conductive coating. In this case, the textile and metallic reinforcements already integrated in the elastomer material can be used as electrical conductors.

The energy absorption device according to the invention can in particular be part of a coupling or joint arrangement of a track-guided vehicle, this coupling or joint arrangement being used for the articulated connection of two adjacent car bodies. A further possible application is the use of the energy absorption device in a damping arrangement, for example in a side buffer of a track-guided vehicle.

In these applications, the provision of the resistance sensor device and the sensor material formed in the material of the elastomer body (the electrically conductive area) makes it possible to intelligently monitor the functioning of the clutch or joint arrangement or the damping arrangement.

With the help of the resistance sensor device, loads occurring on the elastomer body during a power transmission over a previously defined or definable period of time are recorded and preferably a total load change or a total load is determined from this, with information relating to maintenance and/or replacement of a component of the energy absorption device is output as a function of the total load change determined and/or as a function of the total load determined.

In order to enable the resistance sensor device to be operated as independently as possible, and in particular to prevent complex cabling of the resistance sensor device with the vehicle body, it is provided in particular that the resistance sensor device is designed only at times and/or events that are or can be specified in advance (for example during a clutch process). an electrical conductivity or an electrical To detect resistance of the electrically conductive area in the elastomeric material. For example, it is conceivable in this context that the resistance sensor device is activated (triggered) as soon as a corresponding sensor system detects the introduction of a force that exceeds a predetermined threshold value into the energy absorption device.

In this way, the consumption of electrical energy by the resistance sensor device can be minimized.

According to developments in particular of the last-mentioned aspect, the resistance sensor device has at least one generator, in particular a nanogenerator, in order to implement the concept of "energy harvesting". With this generator, in particular a nanogenerator, the resistance sensor device can obtain at least part of the electrical energy required by the resistance sensor device during operation from the immediate vicinity of the resistance sensor device. For example, it is conceivable that with the help of the nanogenerator, corresponding electrical energy can be obtained from a vibration of the elastomer body. A low-power near-field communication (NFC) solution, for example ZigBee or Bluetooth LE or other suitable standards, can expediently be used to transmit the information obtained from the resistance sensor device to the nearest data interface

With this aspect, a completely wireless implementation of the resistance sensor device is conceivable, with limitations due to wired power supply or batteries and/or wired communication technologies being avoided.

The invention is described in more detail below using exemplary embodiments with reference to the drawings.

FIG. 1

schematisch und in einer isometrischen Ansicht eine erste Ausführungsform einer Kupplungsanlenkung für eine Mittelpufferkupplung eines spurgeführten Fahrzeuges, insbesondere Schienenfahrzeuges, wobei in dieser Kupplungsanlenkung eine exemplarische Ausführungsform der erfindungsgemäßen Energieabsorptionsvorrichtung zum Einsatz kommt;

FIG. 2

die Kupplungsanlenkung gemäß FIG. 1 in einer Seitenschnittansicht;

FIG. 3

schematisch und in einer Seitenschnittansicht eine zweite Ausführungsform einer Kupplungsanlenkung für einen Wagenkasten eines mehrgliedrigen Fahrzeuges mit einer exemplarischen Ausführungsform der erfindungsgemäßen Energieabsorptionsvorrichtung;

FIG. 4

schematisch und in einer isometrischen Ansicht die bei der Kupplungsanlenkung gemäß FIG. 3 zum Einsatz kommende Energieabsorptionsvorrichtung ("Sphärolager");

FIG. 5

schematisch und in einer Schnittansicht die Energieabsorptionsvorrichtung gemäß FIG. 4;

FIG. 6

das Schaltbild einer exemplarischen Ausführungsform einer Widerstandssensoreinrichtung der erfindungsgemäßen Energieabsorptionsvorrichtung; und

FIG. 7

schematisch eine weitere Ausführungsform einer Widerstandssensoreinrichtung mit Auswerteeinrichtung und Schnittstelleneinrichtung der erfindungsgemäßen Energieabsorptionsvorrichtung.

Show it:

FIG. 1

Schematically and in an isometric view, a first embodiment of a coupling linkage for a central buffer coupling of a track-guided vehicle, in particular Rail vehicle, wherein an exemplary embodiment of the energy absorption device according to the invention is used in this coupling linkage;

FIG. 2

the clutch linkage according to FIG. 1 in a side sectional view;

FIG. 3

schematically and in a side sectional view, a second embodiment of a coupling linkage for a car body of a multi-section vehicle with an exemplary embodiment of the energy absorption device according to the invention;

FIG. 4

schematically and in an isometric view according to the coupling linkage FIG. 3 energy absorption device used ("spherical bearing");

FIG. 5

schematically and in a sectional view, the energy absorption device according to FIG FIG. 4 ;

FIG. 6

the circuit diagram of an exemplary embodiment of a resistance sensor device of the energy absorption device according to the invention; and

FIG. 7

schematically shows a further embodiment of a resistance sensor device with evaluation device and interface device of the energy absorption device according to the invention.

In FIG. 1 1 is a schematic and isometric view of a coupling linkage 10 of a central buffer coupling for rail vehicles, an exemplary embodiment of the energy absorption device according to the invention being used in this coupling linkage 10 . The representation in FIG. 2 shows the coupling linkage 10 according to FIG FIG. 1 in a side sectional view.

An energy absorption device is integrated in the coupling linkage 10 shown, which has a total of three spring devices, each with an annular elastomer body 1 . These ring-shaped elastomeric bodies 1 of the spring devices are designed in such a way that tensile and impact forces are absorbed up to a defined magnitude and forces in excess of this are transmitted via the bearing block 11 into the vehicle underframe.

In the FIG. 1 and FIG. 2 The coupling linkage 10 shown comprises the rear part of a coupling arrangement and serves to horizontally pivot the coupling shaft 15 of a central buffer coupling via the bearing block 11 on a screw-on plate of a car body (not shown in the drawings).

Since at the in FIG. 1 and FIG. 2 If the coupling linkage 10 shown serves as a damping device, the regenerative energy absorption device is accommodated with the ring-shaped elastomer bodies 1 within the bearing block 11 , the bearing block 11 has a configuration which is adapted with regard to the ring-shaped elastomer body 1 . More specifically, the bearing block 11 has a cage or housing structure 16 to which the bearing shells of the bearing are connected with a vertically extending flange.

During operation of the coupling linkage 10, tensile or compressive forces are introduced into the energy absorption device via the coupling shaft 15. Specifically, when tensile or compressive forces are introduced, the coupling shaft 15 moves relative to the cage or housing structure 16 of the bearing block 11, with the elastomer body 1 of the energy absorption device being correspondingly deformed in order to dampen the transmitted tensile or compressive forces.

As in FIG. 2 indicated schematically, in this exemplary embodiment, an elastomer body 1 of the energy absorption device accommodated in the cage or housing structure 16 of the bearing block 11 is formed in regions from an electrically conductive material 2, this region serving as sensor material. The electrically conductive material 2 of the elastomer body 1 is designed in such a way that its specific electrical resistance or its electrical conductivity varies when the area made of the electrically conductive material 2 is subjected to a tensile and/or compressive load.

The electrically conductive area 2 of the elastomer body 1 is advantageously formed by a filler network which has metal-based or carbon-based filler particles. The filler network or the filler particles are accommodated in a matrix of the polymer material from which the usual area of the elastomer body 1 is also formed.

Although it is the schematic representation in FIG. 2 cannot be seen directly, the at least one electrically conductive region 2 of the material of the elastomer body 1 is formed in a region of the elastomer body 1 in which a load path preferably runs in a specific spatial direction during pressure or tensile transmission or introduction into the energy absorption device.

The electrical conductivity or the electrical resistance of the region 2 of the elastomer body 1 serving as sensor material is measured or recorded with the aid of a resistance sensor device 3 . For this purpose, the resistance sensor device 3 has at least one measuring sensor that preferably works in a potential-free manner. An embodiment of such a resistance sensor device 3 is described below with reference to the illustration in FIG. 5 described in more detail.

In FIG. 3 a further exemplary possible application of the energy absorption device according to the invention is shown in a schematic longitudinal sectional view. In detail shows FIG. 3 schematically and in a side sectional view, a coupling linkage 10 with an embodiment of the energy absorption device according to the invention. In this case, the energy absorption device is designed as a spherical bearing 13 .

In detail, the coupling linkage 10 according to FIG. 3 a bearing block 11 mounted substantially rigidly on a front side of a car body, and a joint arrangement 12 which has a regenerative energy absorption device in the form of a spherical bearing and a pivot pin 14 running vertically. The joint arrangement 12 is used to connect a coupling rod 15 to the bearing block 11 in an articulated manner, with the car body-side end section of the coupling rod 15 being connected to the bearing block 11 via the joint arrangement 12 in such a way that at least partially a horizontal and vertical movement of the coupling rod 15 relative to the bearing block 11 is possible.

In detail, horizontal pivoting of the coupling rod 15, i.e. pivoting of the coupling rod 15 within the horizontal coupling plane, is possible by providing the pivot pin 14 running vertically to the horizontal coupling plane. The vertical central longitudinal axis, which is perpendicular to the horizontal plane of the coupling, runs through the pivot pin 14 . The point of intersection between the central longitudinal axis and the horizontal plane of the coupling designates the pivot point about which the coupling rod 15 can be pivoted horizontally or vertically relative to the bearing block 11 which is essentially rigidly flanged to the car body or otherwise fastened.

In the hinge assembly 12 of Fig FIG. 3 In the illustrated embodiment, a regenerative energy absorption device is provided, which serves to dampen the tensile or compressive forces introduced via the coupling rod 15 during normal driving operation. The energy absorption device is part of a spherical bearing 13 and has a spring device with an elastomer body 1, which is designed in such a way that it at least partially deforms elastically when forces are introduced into the energy absorption device.

An embodiment of the joint arrangement 12 according to FIG FIG. 3 The spherical bearing 13 to be used is shown in a schematic and isometric view in FIG. 4 and in a corresponding sectional view in FIG. 5 shown.

As is shown in particular in the sectional view FIG. 5 can be removed, the elastomeric body 1 of the energy absorption device is formed in some areas from an electrically conductive material 2 . As in accordance with the embodiment described above FIG. 1 or. FIG. 2 the electrically conductive area 2 of the material of the elastomer body 1 is designed in such a way that its specific electrical resistance or its electrical conductivity varies under tensile and/or compressive stress.

The elastomer body 1 according FIG. 5 a resistance sensor device 3 is also assigned, with the aid of which an electrical conductivity or an electrical resistance of the electrically conductive material region 2 of the elastomer body 1 can be detected.

An embodiment of the resistance sensor device 3 is described below with reference to the circuit diagram according to FIG FIG. 6 described in more detail.

In the FIG. 6 The resistance sensor device 3 shown schematically with the aid of a circuit diagram or equivalent circuit diagram serves to detect the conductivity or the electrical resistance between at least two points in the electrically conductive elastomer material 2 of the elastomer body 1 using a dedicated measuring sensor. This can be done, for example, by means of a differentially measuring arrangement that is free of reference potential FIG. 6 take place.

The optimal position of the measuring points in the elastomeric material 2 must be determined in each case as a function of the geometry of the elastomeric body 1 . The measuring range of the conductivity or the electrical resistance (R _m ) of the electrically conductive elastomer body material serving as the sensor material is to be determined depending on the elastomer mixture present. The frequency bandwidth of the determined signal u(t) is essentially determined by the bandwidth of the occurring mechanical (dynamic) load.

In order to limit the change range of the electrical conductivity, changes in the composition or in the manufacturing process of the elastomer are also conceivable, subject to the additional mechanical properties of the respective elastomer or rubber mixture to be maintained. Within certain limits, this even made it possible to set the characteristic values of the electrical conductivity as a function of the mechanical load that occurs.

Since, under certain circumstances, the absolute values of the conductivity of the electrically conductive area of the elastomer body 1 can vary greatly, it is expedient to record only the changes in the electrical conductivity or the electrical resistance R _m after a calibration process. In addition to the mechanical basic position (rest position), the calibration process should also include the specified end positions of the entire system concerned (in the case of train couplings: the operational sides and height deflections). The magnitude or amount of the change in resistance can then be a measure of the mechanical stress that occurs on the built-in elastomer body 1 .

When arranging several measuring sensors, for example in sensibly chosen spatial axes, it is also conceivable to use a vector (magnitude and direction) of the to determine the mechanical load or the deflection angle of the installed component.

Changes in the resistance value R _m in the mechanical basic position (rest position) may directly indicate a structural change in the elastomer material, a change in the ambient temperature or aging of the elastomer material.

In order to design the measuring arrangement advantageously, it is conceivable to use it completely in the form of a miniaturized “elastomer sensor” with evaluation device 4, energy supply and, in particular, wireless data transmission 5 (for example NFC). FIG. 6 to be integrated directly on or in the elastomer body 1 or on its surface during the manufacturing process. Communication then proceeds to a nearby receiver. This would have the advantage that no complex wiring of the measuring sensor to the evaluation device 4 would be necessary.

The application of the invention in a spherical bearing 13 in an automatic train coupling is seen as a preferred embodiment, since changes in the mechanical load or deflections of the mounted component (for example the coupling rod 15) are even possible in several spatial axes.

For the practical operation of the resistance sensor device 3, it is advantageous to only have the resistance sensor device 3 measure at certain discrete points in time in order to limit the energy requirement. It is also conceivable to trigger the measurement by an external event, such as coupling processes, traction/braking processes of the track-guided vehicle, cornering in curved tracks or the integration of an additional inertial sensor (acceleration) in the sensor with pressure/tension in the coupling line.

It would also be an advantageous embodiment of the elastomer sensor if the energy required for operation could be obtained from the natural movement (flexing) of the rubber material by means of energy harvesting.

In summary, it can be stated that the provision of conductive fillers in the elastomer material of the elastomer body 1 makes them electrically conductive Areas 2 are formed in the elastomer body 1. In the present invention, the specific property of the electrically conductive area 2 of the elastomer body 1 is utilized, namely by measuring and evaluating a change in the electrical conductivity under mechanical stress during operation of the energy absorption device. It is possible to use the changes in the electrical conductivity in the elastomer body 1 caused by mechanical loading to infer the loading of the elastomer body 1 or the energy absorption device (amount and direction) and, in the event of deviations, to infer extraordinary load cases or aging of the component. In this way, for example, condition-based maintenance of the components of the energy absorption device can be made possible.

The invention is not limited to the embodiments shown in the drawings, but results from a summary of all the features disclosed in the appended claims.

Reference List

1

elastomer body

2

electrically conductive area in the elastomer body/sensor area

3

resistance sensor device

4

evaluation device

5

interface facility

10

coupling linkage

11

bearing block

12

joint arrangement

13

Sphere Bearing

14

pivot pin

15

clutch rod

16

cage/housing structure

Claims (15)

1. A regenerative energy absorption device for damping forces, particularly tensile, impact and/or torsional forces, occurring during operation of a track-guided vehicle, wherein the energy absorption device comprises at least one spring device having an elastomer body (1) which is designed so as to at least in part deform elastically upon the introduction of forces into the energy absorption device,
   characterized in that
   at least part of the elastomer body (1) is formed from an electrically conductive material (2), the specific electrical resistance of which varies under tensile and/or compressive load, and wherein the energy absorption device is allocated a resistance sensor device (3) for detecting an electrical conductivity or electrical resistance of the electrically conductive material (2).
2. The energy absorption device according to claim 1,
   wherein the electrically conductive material (2) is formed by at least one in particular metal or carbon-based filler network in a polymer material.
3. The energy absorption device according to claim 2,
   wherein the filler network is formed by in particular metal or carbon-based filler particles incorporated into a matrix of the polymer material.
4. The energy absorption device according to claim 2 or 3,
   wherein the polymer material of the electrically conductive material (2) corresponds to a polymer material from which the elastomer body (1) is formed.
5. The energy absorption device according to one of claims 1 to 4,
   wherein the electrically conductive material (2) is integrated into at least one area of the elastomer body (1) through which at least one load path, in particular a pre-calculated load path, runs when the forces occurring during the operation of the track-guided vehicle are being damped.
6. The energy absorption device according to one of claims 1 to 5,
   wherein the resistance sensor device (3) is designed to detect the electrical conductivity and/or the electrical resistance between at least two measuring points in the electrically conductive material (2), wherein the resistance sensor device (3) comprises at least one measuring element which preferably operates differentially without reference potential to that end.
7. The energy absorption device according to one of claims 1 to 6,
   wherein the resistance sensor device (3) comprises an in particular wireless interface device (5) via which at least part of the data recorded and optionally evaluated by the resistance sensor device (3) is preferably readable via remote access.
8. The energy absorption device according to one of claims 1 to 7,
   wherein the resistance sensor device (3) comprises a storage device which is preferably designed to permanently store at least part of the data and information recorded and/or optionally evaluated by the resistance sensor device (3), and wherein the storage device is preferably designed to be at least partially readable via remote access.
9. The energy absorption device according to one of claims 1 to 8,
   wherein the resistance sensor device (3) is designed to only detect electrical conductivity or electrical resistance of the electrically conductive material (2) at predefined or definable times and/or upon predefined or definable events.
10. The energy absorption device according to one of claims 1 to 9,
    wherein the resistance sensor device (3) comprises at least one generator, particularly a nanogenerator, for obtaining at least part of the electrical energy which the resistance sensor device (3) requires during operation, in particular from a vibration or deformation of the elastomer body (1).
11. The energy absorption device according to one of claims 1 to 10,
    wherein the resistance sensor device (3) comprises an evaluation device (4) or wherein the resistance sensor device (3) is allocated an evaluation device (4), wherein the evaluation device (4) is designed to evaluate the measured values detected by the resistance sensor device (3), wherein the evaluation device (4) is in particular designed to check whether the elastomer body (1) of the spring device is designed for the loads acting on the energy absorption device during operation of the track-guided vehicle by means of the conductivity and/or resistance data recorded by the resistance sensor device (3).
12. The energy absorption device according to claim 11,
    wherein the evaluation device (4) is designed to determine a total load change or a total load of the elastomer body (1), and do so on the basis of an elastomer body (1) load documented by the evaluation device (4) and occurring over a predefined or a definable period of time, and
    wherein the evaluation device (4) is in particular further designed to output information relative to maintenance and/or replacement of the elastomer body (1) as a function of the determined total load change or as a function of the determined total load of the elastomer body (1).
13. The energy absorption device according to claim 11 or 12,
    wherein the evaluation device (4) comprises a storage device with reference data recorded as part of a calibration.
14. A coupling or joint arrangement (12) of a track-guided vehicle, particularly a railway vehicle, for the articulated connection of two adjacent railcar bodies, wherein the coupling or joint arrangement (12) comprises at least one energy absorption device according to one of claims 1 to 13.
15. A damping arrangement, particularly in the form of a side buffer of a track-guided vehicle, wherein the damping arrangement comprises at least one energy absorption device according to one of claims 1 to 13.

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