EP3976437B1 - Dispositif d'absorption d'énergie régénératif, ensemble de couplage ou d'articulation comprenant un dispositif d'absorption d'énergie de ce type, et ensemble d'amortissement comprenant un dispositif d'absorption d'énergie de ce type - Google Patents

Dispositif d'absorption d'énergie régénératif, ensemble de couplage ou d'articulation comprenant un dispositif d'absorption d'énergie de ce type, et ensemble d'amortissement comprenant un dispositif d'absorption d'énergie de ce type Download PDF

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Publication number
EP3976437B1
EP3976437B1 EP20726758.4A EP20726758A EP3976437B1 EP 3976437 B1 EP3976437 B1 EP 3976437B1 EP 20726758 A EP20726758 A EP 20726758A EP 3976437 B1 EP3976437 B1 EP 3976437B1
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EP
European Patent Office
Prior art keywords
energy absorption
absorption device
elastomer body
resistance sensor
sensor device
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EP20726758.4A
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German (de)
English (en)
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EP3976437A1 (fr
Inventor
Thomas Prill
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Voith Patent GmbH
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Voith Patent GmbH
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G9/00—Draw-gear
    • B61G9/04—Draw-gear combined with buffing appliances
    • B61G9/06—Draw-gear combined with buffing appliances with rubber springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G9/00—Draw-gear
    • B61G9/20—Details; Accessories
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G9/00—Draw-gear
    • B61G9/20—Details; Accessories
    • B61G9/24—Linkages between draw-bar and framework

Definitions

  • 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.
  • shock absorber It is generally known from rail vehicle technology to use energy absorption devices, in particular as shock absorbers.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • a signaling element such as a signaling plate
  • 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.
  • a regenerative energy absorption device is for example from the reference EP 1 925 523 A1 known.
  • 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.
  • 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.
  • 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 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.
  • 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.
  • the resistance sensor device detects at an early stage any degeneration of the (elastomer) material of the elastomer body that may occur during operation of the energy absorption device.
  • 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.
  • 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.
  • 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.
  • 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.
  • on-board diagnosis can be implemented to enable the vehicle system to diagnose at an early stage and simplify maintenance.
  • the vehicle system automatically interrogates the resistance sensor device or an evaluation device assigned to the resistance sensor device.
  • strain sensors strain gauges or strain gauges
  • 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.
  • 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.
  • 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.
  • 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°.
  • soot-coated threads soot dispersions (soot ink, soot paste, solutions containing soot)
  • soot dispersions soot ink, soot paste, solutions containing soot
  • 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.
  • 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.
  • 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.
  • 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.
  • the resistance sensor device may 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.
  • 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.
  • 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.
  • 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.
  • the memory device makes sense for the memory device to be designed so that it can be read out at least partially, preferably via remote access.
  • 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.
  • loads expansion, compression and shear stresses in different spatial directions
  • an evaluation device 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.
  • 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.
  • 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.
  • the service life of the components of the energy absorption device can be increased.
  • 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.
  • the evaluation device 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.
  • a digital interface in particular a Modbus, CAN, CANopen, IO-Link and/or Ethernet-compatible interface
  • 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.
  • 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.
  • 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.
  • different electrically conductive carbon allotropes which can differ in their geometric structures, are used as fillers.
  • 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.
  • carbon nanotubes 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.
  • graphene nanoplatelets 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the resistance sensor device has at least one generator, in particular a nanogenerator, in order to implement the concept of "energy harvesting".
  • 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.
  • a vibration of the elastomer body 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
  • 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. 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.
  • 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).
  • the bearing block 11 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.
  • 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.
  • 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.
  • 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 .
  • 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.
  • FIG. 3 a further exemplary possible application of the energy absorption device according to the invention is shown in a schematic longitudinal sectional view.
  • 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.
  • the energy absorption device is designed as a spherical bearing 13 .
  • 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.
  • 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.
  • a regenerative energy absorption device 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.
  • FIG. 3 An embodiment of the joint arrangement 12 according to 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.
  • the elastomeric body 1 of the energy absorption device is formed in some areas from an electrically conductive material 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.
  • 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.
  • resistance sensor device 3 An embodiment of the resistance sensor device 3 is described below with reference to the circuit diagram according to FIG. 6 described in more detail.
  • 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.
  • 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.
  • 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 .
  • 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.
  • 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 resistance sensor device 3 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.
  • 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.
  • 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.
  • 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.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Force Measurement Appropriate To Specific Purposes (AREA)
  • Vibration Prevention Devices (AREA)

Claims (15)

  1. Dispositif d'absorption d'énergie régénératif pour amortir des forces qui apparaissent lors du fonctionnement d'un véhicule guidé, en particulier des forces de traction, de choc et/ou de torsion, le dispositif d'absorption d'énergie comprenant au moins un organe élastique avec un corps élastomère (1) réalisé de manière à se déformer élastiquement au moins localement lors de l'introduction des forces dans le dispositif d'absorption d'énergie,
    caractérisé en ce que le corps élastomère (1) est réalisé au moins localement en un matériau électriquement conducteur (2) dont la résistivité électrique varie en cas de contrainte de traction et/ou de compression, et
    un organe de détection de résistance (3) est associé au dispositif d'absorption d'énergie pour détecter une conductivité électrique ou une résistance électrique du matériau électriquement conducteur (2).
  2. Dispositif d'absorption d'énergie selon la revendication 1,
    dans lequel le matériau électriquement conducteur (2) est formé par au moins un réseau de charges, en particulier à base de métal ou de carbone, dans un matériau polymère.
  3. Dispositif d'absorption d'énergie selon la revendication 2,
    dans lequel le réseau de charges est formé par des particules de charges, en particulier à base de métal ou de carbone, incorporées dans une matrice du matériau polymère.
  4. Dispositif d'absorption d'énergie selon la revendication 2 ou 3,
    dans lequel le matériau polymère du matériau électriquement conducteur (2) correspond à un matériau polymère constituant le corps élastomère (1).
  5. Dispositif d'absorption d'énergie selon l'une des revendications 1 à 4, dans lequel le matériau électriquement conducteur (2) est intégré au moins dans une zone du corps élastomère (1), à travers laquelle s'étend au moins un chemin de charge, en particulier un chemin de charge calculé au préalable, lors de l'amortissement des forces qui apparaissent pendant le fonctionnement du véhicule guidé.
  6. Dispositif d'absorption d'énergie selon l'une des revendications 1 à 5, dans lequel l'organe de détection de résistance (3) est réalisé pour détecter la conductivité électrique et/ou la résistance électrique entre au moins deux points de mesure dans le matériau électriquement conducteur (2), l'organe de détection de résistance (3) présentant à cet effet au moins un capteur de mesure à fonctionnement différentiel, de préférence sans potentiel de référence.
  7. Dispositif d'absorption d'énergie selon l'une des revendications 1 à 6, dans lequel l'organe de détection de résistance (3) comprend un organe d'interface (5) fonctionnant en particulier sans câble, par l'intermédiaire duquel les données saisies par l'organe de détection de résistance (3) et optionnellement évaluées peuvent être lues au moins partiellement, de préférence par un accès à distance.
  8. Dispositif d'absorption d'énergie selon l'une des revendications 1 à 7,
    dans lequel l'organe de détection de résistance (3) présente un organe de mémoire qui est de préférence réalisé pour stocker durablement au moins une partie des données et informations saisies par l'organe de détection de résistance (3) et/ou optionnellement évaluées, et
    l'organe de mémoire est réalisé pour pouvoir être lu au moins partiellement, de préférence par un accès à distance.
  9. Dispositif d'absorption d'énergie selon l'une des revendications 1 à 8, dans lequel l'organe de détection de résistance (3) est réalisé pour détecter une conductivité électrique ou une résistance électrique du matériau électriquement conducteur (2) uniquement à des moments et/ou à des événements définis ou définissables préalablement.
  10. Dispositif d'absorption d'énergie selon l'une des revendications 1 à 9, dans lequel l'organe de détection de résistance (3) comprend au moins un générateur, en particulier un nano-générateur, pour obtenir au moins une partie de l'énergie électrique nécessaire au fonctionnement de l'organe de détection de résistance (3), en particulier à partir d'une vibration ou d'une déformation du corps élastomère (1).
  11. Dispositif d'absorption d'énergie selon l'une des revendications 1 à 10, dans lequel l'organe de détection de résistance (3) comprend un organe d'évaluation (4), ou un organe d'évaluation (4) est associé à l'organe de détection de résistance (3), l'organe d'évaluation (4) étant réalisé pour évaluer les valeurs de mesure saisies par l'organe de détection de résistance (3), l'organe d'évaluation (4) étant en particulier réalisé pour vérifier, à l'aide des données de conductivité et/ou de résistance saisies par l'organe de détection de résistance (3), si le corps élastomère (1) de l'organe élastique est approprié aux contraintes agissant sur le dispositif d'absorption d'énergie pendant le fonctionnement du véhicule guidé.
  12. Dispositif d'absorption d'énergie selon la revendication 11,
    dans lequel l'organe d'évaluation (4) est réalisé pour déterminer une alternance de charge totale ou une contrainte totale du corps élastomère (1), et ce sur la base d'une contrainte du corps élastomère (1) documentée par l'organe d'évaluation (4) et survenue pendant une période de temps définie ou définissable préalablement, et
    en particulier, l'organe d'évaluation (4) est en outre réalisé pour émettre une information concernant l'entretien et/ou le remplacement du corps élastomère (1) en fonction de l'alternance de charge totale déterminée ou en fonction de la contrainte totale déterminée du corps élastomère (1).
  13. Dispositif d'absorption d'énergie selon la revendication 11 ou 12,
    dans lequel l'organe d'évaluation (4) comporte un organe de mémorisation avec des données de référence enregistrées dans le cadre d'un étalonnage.
  14. Ensemble d'attelage ou d'articulation (12) d'un véhicule guidé, en particulier d'un véhicule ferroviaire, pour relier de manière articulée deux caisses de voiture voisines, l'ensemble d'attelage ou d'articulation (12) comprenant au moins un dispositif d'absorption d'énergie selon l'une des revendications 1 à 13.
  15. Ensemble d'amortissement, en particulier sous la forme d'un tampon latéral d'un véhicule guidé, l'ensemble d'amortissement comportant au moins un dispositif d'absorption d'énergie selon l'une des revendications 1 à 13.
EP20726758.4A 2019-05-24 2020-05-14 Dispositif d'absorption d'énergie régénératif, ensemble de couplage ou d'articulation comprenant un dispositif d'absorption d'énergie de ce type, et ensemble d'amortissement comprenant un dispositif d'absorption d'énergie de ce type Active EP3976437B1 (fr)

Applications Claiming Priority (2)

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DE102019113907.4A DE102019113907A1 (de) 2019-05-24 2019-05-24 Regenerative Energieabsorptionsvorrichtung, Kupplungs- oder Gelenkanordnung mit einer solchen Energieabsorptionsvorrichtung sowie Dämpfungsanordnung mit einer solchen Energieabsorptionsvorrichtung
PCT/EP2020/063452 WO2020239458A1 (fr) 2019-05-24 2020-05-14 Dispositif d'absorption d'énergie régénératif, ensemble de couplage ou d'articulation comprenant un dispositif d'absorption d'énergie de ce type, et ensemble d'amortissement comprenant un dispositif d'absorption d'énergie de ce type

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DE (1) DE102019113907A1 (fr)
HU (1) HUE062879T2 (fr)
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CN115288964B (zh) * 2022-09-26 2023-05-26 西南交通大学 一种应用于货运列车自供电传感器的车钩缓冲发电装置

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PL3976437T3 (pl) 2023-10-30
DE102019113907A1 (de) 2020-11-26
US20220219741A1 (en) 2022-07-14
CN113840768A (zh) 2021-12-24
WO2020239458A1 (fr) 2020-12-03
CN113840768B (zh) 2024-10-18
HUE062879T2 (hu) 2023-12-28
EP3976437A1 (fr) 2022-04-06

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