EP1785330A1 - Articulation d'un attelage avec une structure de joint - Google Patents

Articulation d'un attelage avec une structure de joint Download PDF

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Publication number
EP1785330A1
EP1785330A1 EP05024944A EP05024944A EP1785330A1 EP 1785330 A1 EP1785330 A1 EP 1785330A1 EP 05024944 A EP05024944 A EP 05024944A EP 05024944 A EP05024944 A EP 05024944A EP 1785330 A1 EP1785330 A1 EP 1785330A1
Authority
EP
European Patent Office
Prior art keywords
housing
energy
energy absorbing
absorbing member
pressure plate
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP05024944A
Other languages
German (de)
English (en)
Inventor
Rainer Dipl.-Ing. Krause
Matthias Kropf
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Voith Turbo Scharfenberg GmbH and Co KG
Original Assignee
Voith Turbo Scharfenberg GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Voith Turbo Scharfenberg GmbH and Co KG filed Critical Voith Turbo Scharfenberg GmbH and Co KG
Priority to EP05024944A priority Critical patent/EP1785330A1/fr
Priority to PCT/EP2006/009607 priority patent/WO2007057072A1/fr
Publication of EP1785330A1 publication Critical patent/EP1785330A1/fr
Withdrawn legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories
    • B61G7/10—Mounting of the couplings on the vehicle
    • 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 Kupplungsanlenkung with a hinge assembly for articulated connecting a pull rod with a bearing block of a car body, wherein the hinge assembly has a arranged at the cart box side end of the drawbar energy absorbing element with at least one regeneratively formed and enclosed in a housing energy absorbing member, wherein the housing via a pivot is connected to the bearing block of the car body, and wherein the energy-absorbing element is designed such that the power flow of the train of the pull rod on the bearing block transmitted tensile / impact forces is passed completely through the at least one Energyverzehrglied.
  • Such a coupling linkage is known in principle, for example, from rail vehicle technology for automatic clutches and short couplings of rail vehicles. They serve on the one hand to produce a non-positive connection between the drawbar of the joint assembly and the car body.
  • clutch linkages in which an energy dissipation element is integrated also take on pull / shock protection functions, since the energy dissipation element can absorb tensile and compressive forces transmitted from the drawbar to the bearing block up to a defined size, so that the forces are damped over the Lagerbock be forwarded to the vehicle under enthusiasts.
  • the energy dissipation element is usually provided for the absorption of tensile and impact forces, which during the normal driving and coupling operation between the individual car bodies occur.
  • Fig. 1a shows a known from the prior art Kupplungsanlenkung having a hinge assembly of the type mentioned in the form of an elastomer-spring joint.
  • This spring joint has a wagenkasten solutionen end of the pull rod 101 arranged energy dissipation element, in which two annular rubber springs are included as energy dissipation members 111.
  • the two energy absorbing members 111 (rubber springs) are arranged here in a housing 112, which is articulated via a pivot pin 102 with the bearing block 103 of the associated car body (not explicitly shown).
  • the energy dissipation members 111 themselves are pushed onto the drawbar 101 in the longitudinal axis and are fixed there with the aid of respective annular grooves.
  • Fig. 1b the known from the prior art Kupplungsanlenkung shown in FIG. 1 is shown in a loaded state. Specifically, here a state is shown in which pressure forces from the pull rod 101 via the energy absorbing members 111 (spring elements) on the housing 112 of the energy absorbing element and from there via the pivot 102 in the bearing block 103 of the car body are passed.
  • the configuration and arrangement of the energy dissipation element incorporated in the prior art hinge assembly cause the energy dissipation members 111 to deform greatly upon transmission of the compressive forces from the tie rod 101 to the housing 112, primarily loading thrust. From the housing 112, the transmission of forces via the pivot pin 102 in the bearing block 103 and thus in the undercarriage of the car body.
  • the energy absorbing element has a zugstangen solvede front pressure plate and a carriage box-side rear pressure plate, which are at least partially formed respectively in the zugstangen solutionen or wagenkasten paragraphen end face of the housing, wherein between the Pressure plates, the at least one energy dissipation member is biased, and wherein the energy dissipation element is formed so that the power flow of the pull rod on the bearing block transmitted compressive forces from the front pressure plate on the energy absorbing member on the front pressure plate opposite end face of the housing is transmitted, and that of the pull rod on the bearing block transmitted tensile forces from the rear pressure plate on the energy absorbing member on the rear pressure plate opposite end face of the housing is transmitted.
  • the solution according to the invention has a number of significant advantages over the coupling linkage known from the prior art and explained above.
  • a transmission of the tensile and compressive forces is possible with the inventive design of the energy absorbing element, which is fundamentally different from that provided in conventional Kupplungsanlenkitch power transmission.
  • the power flow in the longitudinal direction is passed through the individual energy dissipation elements.
  • the compressive forces are transmitted to the energy absorbing members via the front pressure plate.
  • the forwarding of the forces then takes place in the individual energy absorbing elements in the energy dissipation element, wherein the power flow is fanned out and directed onto the end face of the housing opposite the front pressure plate. From the housing, the transmission of forces then takes place via the pivot pin in the bearing block and thus in the undercarriage of the car body.
  • the at least one regenerative energy dissipation element integrated in the energy dissipation element, and in particular the absorption material (such as an elastomeric material) incorporated in the energy dissipation element by means of the at least one energy dissipation element is more highly endangered than in the prior art Regenerative deformation and thus force absorption can be exploited.
  • the absorption material such as an elastomeric material
  • the provision of a front and a rear pressure plate in addition to the optimized load type integrated in the energy absorbing element energy absorbing elements, in which the energy absorbing elements are primarily charged to pressure, also has the advantage that with the solution according to the invention integrated in the energy dissipation element individual energy absorbing elements can be biased accordingly.
  • the bias voltage of the energy absorbing elements By a suitable choice of the bias voltage of the energy absorbing elements, the response of the integrated in the joint assembly energy absorbing element, and thus the event sequence in the transmission of tensile and impact forces can be precisely adjusted in advance and adapted to the respective applications.
  • the energy absorbing elements integrated in the energy absorbing element now no longer - as is often the case with the known from the prior art Kupplungsanlenkitch - parallel, but in series with respect to the current flowing through the energy dissipation force flow are arranged. Accordingly, in the power transmission, the power flow is successively conducted through each of the energy dissipation members provided in the energy dissipation member. This also contributes to the fullest possible utilization of the absorption material introduced by the at least one energy absorbing element in the energy absorbing element (such as an elastomeric material) with respect to the regenerative deformation of the absorbent material taking place during the power transmission and thus with regard to optimally optimized and predictable energy absorption ,
  • the deformation path of the energy dissipation elements integrated in the energy dissipation element can be limited by the end faces of the housing.
  • the geometric shape of the housing determines which deformation path the pull rod strikes.
  • the front pressure plate and the rear pressure plate are formed so that they each only in a part of the respective end faces of the housing are formed, wherein the at least one energy dissipation member is flush with the respective inner walls of the end faces of the housing.
  • the two pressure plates each cover only half of the end faces of the housing and thus the end faces of arranged in the housing at least one energy absorbing element. The other half of the end faces of the at least energy-absorbing member is then flush with the respective inner walls of the end face of the housing, thus allowing horizontal support of the energy absorbing members and the tie rod.
  • the energy absorbing members are in their package inserted and prestressed state in a packet form, wherein in an analogous manner with respect to the respective end faces of at least an energy absorbing element now applies to the respective end faces of the package.
  • the at least one energy absorbing member and the housing are formed such that there are contact areas in the interior of the housing, in which form the energy absorbing member with side walls of the housing form-fitting connection.
  • the at least one energy absorbing member and the housing are formed such that in the interior of the housing between side walls of the housing and the energy dissipation member deformation regions in which the energy absorbing member not in Contact with the sidewalls of the housing is to provide a clearance for a force applied deformation of the energy absorbing member.
  • the housing, and in particular the shape of the housing with respect to the energy dissipation elements used in the housing in package form is designed such that the housing ensures sufficient vertical support of the energy absorbing elements, but at the same time sufficient deformation space for the energy absorbing elements available stands.
  • the deformation regions are designed so that even with an axial rotation of the tie rod sufficient space for a force application caused deformation of the energy absorbing elements remains.
  • the coupling linkage according to the invention fulfills the same tasks (deflection angle, etc.) as conventional linkages.
  • the spring bead is pushed onto the carriage box end of the tie rod in the longitudinal direction and fixed by means of the pressure plates.
  • the at least one energy dissipation element integrated in the energy dissipation element is thus formed in the form of an elastomer spring assembly.
  • the spring assembly and the housing are designed so that the package can be inserted as a whole in the housing.
  • the two pressure plates each cover a part of the end faces of the spring assembly. The other part of the end faces is flush with the respective inner walls of the end faces and thus allows horizontal support of the spring assembly and the tie rod.
  • the at least one spring bead has an oval cross-sectional shape. This ensures that the hinge assembly ensures a provision of the drawbar about the X-axis.
  • other solutions are also conceivable here to enable such a provision.
  • the housing is formed from at least two composite housing shells.
  • the energy absorbing elements designed, for example, in the form of spring elements are pushed onto the pull rod in the longitudinal axis and fixed with the aid of a pressure plate which is screwed against the pull rod.
  • the spring elements By screwing the spring elements are pressed together and thus biased.
  • the thus assembled package can then be inserted into the two shell half of the housing.
  • the two shell halves are bolted together and then with in a conventional manner Help of the pivot connected to the bearing block. This can then be screwed to the base of the car body or otherwise secured.
  • the housing has a suitable guide area.
  • This guide region can be formed, for example, by a projection integrally formed with the housing.
  • the at least one energy absorbing member has at least at its respective pressure plate side ends a cross-sectional shape different from a circular shape, in particular an elliptical, oval, ellipse-like or similar cross-sectional shape.
  • an energy dissipation member such as a spring member having such a circular shape different cross-sectional shape, can be effectively prevented from rotating the energy absorbing member relative to the pressure plate when the energy absorbing member is flush against the inner walls of the housing.
  • ellipse-like cross-sectional shape as used herein is to be understood as meaning a shape under which, for example, an ellipse truncated in its longitudinal extent falls, so that the longitudinal sides of the ellipse thus cut are parallel to one another. It is essential that the cross-sectional shape of the energy absorbing member is not exactly circular, i. is centrally symmetric.
  • the at least one energy-absorbing element is different from a circular shape at least at its respective pressure-plate-side ends Has cross-sectional shape
  • an elliptical or elliptical-like cross-sectional shape with a horizontal major axis and a vertical axis is provided for the Energyverzehrglied an elliptical or elliptical-like cross-sectional shape with a horizontal major axis and a vertical axis.
  • the term "ellipse-like cross-sectional shape” is to be understood as a shape under which, for example, an ellipse truncated in its longitudinal extent falls.
  • the cross-sectional shapes of the energy absorbing member may also have a rectangular shape, wherein the respective opposite shorter sides of the rectangle are formed as semicircles.
  • this embodiment should be understood to mean that any cross-sectional shape is conceivable to enable recovery of the energy dissipation element about the X axis effected by means of shaping the energy dissipation member when the energy dissipation member is flush against the inner wall of the housing.
  • the at least one energy-absorbing member has a through-hole, in particular a centrally arranged through-hole through which the carriage-box-side end of the drawbar extends.
  • the through hole formed in the energy absorbing member has a cross-sectional shape different from a circular shape, in particular an elliptical, oval, ellipse-like or the like cross-sectional shape.
  • the carriage box-side end of the pull rod at least in the sections which extend through the through hole formed in the energy dissipation member, has a cross-sectional shape corresponding to the through hole and rests there flush against the inner contour of the through hole.
  • the inner contour of the energy absorbing element and thus also the outer contour of extending through the energy absorbing member end of the tie rod are thus elliptical, oval or elliptical similar, for example, whereby twisting of the energy absorbing element and thus the pull rod can be prevented in a simple but effective manner.
  • the permanent rotation of the tie rod relative to the pressure plate is also prevented.
  • other shapes are also conceivable for the through hole formed in the energy absorbing member and for the respective portions of the carriage box side end of the tie rod extending through the through hole formed in the energy absorbing member. However, this shape should differ from an exact circular shape.
  • the through hole formed in the at least one energy dissipation member has an elliptical or elliptical cross-sectional shape with a horizontal major axis and a vertical one extending semiaxis.
  • Fig. 1a and 1b show a known from the prior art Kupplungsanlenkung in the form of an elastomer-spring joint.
  • the energy dissipation elements 111 integrated in this coupling deflection are designed in such a way that they are primarily loaded with thrust, which, however, entails the disadvantages mentioned at the outset.
  • Fig. 2 is a side perspective view of a preferred embodiment of the coupling linkage according to the invention.
  • Fig. 3 shows the coupling linkage shown in Fig. 2 in a partially sectioned view.
  • the coupling linkage of this preferred embodiment is composed of a joint assembly 50, which is used for articulated connection of a tie rod 1 with a bearing block 3 of a (not explicitly shown car body).
  • an energy absorbing element 10 is formed at the cart box side end of the tie rod 1, as shown in Fig. 3, an energy absorbing element 10 is formed.
  • the energy dissipation element 10 has, in the illustrated preferred embodiment, three regeneratively designed energy dissipation members 11 in the form of one spring bead each.
  • the individual energy absorbing members 11 are thus formed as elastomeric spring elements.
  • these spring elements 11 are pushed in the longitudinal direction on the pull rod 1 and are fixed by means of a carriage box-side pressure plate 14 at the end of the tie rod 1.
  • the pressure plate 14 is screwed against the end face of the pull rod 11. By this screwing the spring elements 11 are compressed between the rear pressure plate 14 and connected to the pull rod 1 front pressure plate 13 and biased accordingly.
  • the total length of the relieved spring elements 11 should be longer than the free length of the drawbar. 1
  • the composite package consisting of the individual energy absorbing elements 11 designed as spring elements, is inserted in a housing 12.
  • Housing 12 has an extension rod side end face 12 'and a carriage side end face 12 ".
  • the front and rear pressure plates 13, 14 are respectively in the tie rod side and carriage side end surfaces 12', 12" of FIG Housing 12 is formed.
  • the two pressure plates 13, 14 each cover about half of the end face of the composite of the individual Energyverzehrgliedern 11 Energyverzehrvones.
  • the other half of the end faces of the package is flush with the respective inner walls of the end faces 12 'and 12 "of the housing and thus allows horizontal support of the energy dissipation element 10 and the pull rod first
  • the housing 12 is connected via a pivot pin 2 to the bearing block 3 of the car body, wherein the energy dissipation element 10 is designed such that the power flow transmitted by the tie rod 1 on the bearing block 3 train / Impact forces is passed through the series connected energy absorbing elements 11.
  • FIGS. 4a and 4b show a partially sectioned view of the coupling according to the invention shown in Fig. 2.
  • 4a shows the force flow during the transmission of compressive forces from the tie rod 1 via the series-arranged, prestressed energy absorbing members 11 on the bearing block 3.
  • Fig. 4b shows in an analogous manner the flow of force during the transmission of tensile forces from the bearing block 3 via the integrated in the energy dissipation element 10 energy absorbing elements 11 are passed to the tie rod 1.
  • compressive forces are transmitted via the front pressure plate 13 to the energy dissipation elements 11 arranged in series in the energy dissipation element 10.
  • the forwarding of the compressive forces then takes place in the elastomer spring assembly, which is composed of the individual energy-absorbing elements 11.
  • the force flow profile is split, wherein the forces are directed to the front surface 12 "of the housing 12 opposite the front pressure plate 13.
  • the force flow curve shown in Fig. 4b in the transmission of tensile forces takes place in an analogous manner. Specifically, the tensile forces are transmitted via the rear pressure plate 14 to the power consumption elements 11 connected in series in the energy dissipation element 10 and in turn are spread and transmitted laterally to the housing end face 12 ', which is opposite the rear pressure plate 14. From the housing 12, the transmission of tensile and compressive forces via the (not shown in FIGS. 4a and 4b) pivot 2 in the bearing block 3 and thus in the (also not explicitly shown) subframe of the car body.
  • the individual energy-absorbing elements 11 are primarily loaded with pressure, whereas in the state of the art the technology as the energy absorbing elements 111 inserted rubber parts are primarily charged to thrust.
  • the energy absorbing members 11 are utilized to a greater extent for deformation, which entails advantages in the response of the energy dissipation element 10. Specifically, thus the event sequence in the transmission of tensile or compressive forces can be specified in advance in more detail. Incidentally, this effect is also favored by the fact that the individual energy-absorbing elements 11 in the energy-dissipation element 10 can be prestressed in a defined manner.
  • deformation regions 16 are formed, in which there is no positive connection between the energy absorbing members 11 and the inner wall of the housing 12.
  • These deformation regions 16 designed as free space are designed such that a deformation of the energy absorbing elements 11 is made possible when force is applied. It should be noted that the deformation regions 16 (for example, by a suitable choice of the shape of the housing 12) remains a deformation of the energy absorbing elements 11 even with axial rotation of the tie rod 1.
  • the energy dissipation members 11 are not circular in shape; rather, they have an oval shape. This ensures the provision of the pull rod 1 and the energy consumption element 10 arranged on the carriage box end of the tie rod 1 about the X axis.
  • the coordinate system used in the present description is indicated in FIG. 5.
  • the use of the housing 12 further allows the limitation of the deformation paths of the energy absorbing members 11 in tension and pressurization.
  • the geometric shape of the housing 12 determines which way the pull rod 1 strikes.
  • the housing 12 is formed in two parts and consists of an upper and a lower housing shell 12A, 12B. This favors the insertion of the energy absorbing members 11, which are pushed in the longitudinal direction of the tie rod 1 and fixed by means of the rear pressure plate 14. Since the basic structure of the coupling linkage according to the invention consists essentially of the bearing block 3, the housing 12, the spring elements 11 and the drawbar 1 as in the prior art, the coupling linkage according to the invention can fulfill the same functionality (for example the possible deflection angle).

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Dampers (AREA)
EP05024944A 2005-11-15 2005-11-15 Articulation d'un attelage avec une structure de joint Withdrawn EP1785330A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP05024944A EP1785330A1 (fr) 2005-11-15 2005-11-15 Articulation d'un attelage avec une structure de joint
PCT/EP2006/009607 WO2007057072A1 (fr) 2005-11-15 2006-10-04 Articulation d'attelage comprenant un dispositif articule

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP05024944A EP1785330A1 (fr) 2005-11-15 2005-11-15 Articulation d'un attelage avec une structure de joint

Publications (1)

Publication Number Publication Date
EP1785330A1 true EP1785330A1 (fr) 2007-05-16

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EP05024944A Withdrawn EP1785330A1 (fr) 2005-11-15 2005-11-15 Articulation d'un attelage avec une structure de joint

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EP (1) EP1785330A1 (fr)
WO (1) WO2007057072A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2016026708A1 (fr) * 2014-08-22 2016-02-25 Voith Patent Gmbh Dispositif de traction et de poussée
WO2016188758A1 (fr) * 2015-05-26 2016-12-01 Voith Patent Gmbh Dispositif de raccordement d'un arbre d'accouplement à une caisse d'un véhicule guidé
WO2018114236A1 (fr) * 2016-12-19 2018-06-28 Voith Patent Gmbh Articulation pour la liaison articulée d'une barre d'attelage à une caisse de wagon

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102632906B (zh) 2012-04-17 2014-09-10 青岛思锐科技有限公司 带过载保护的紧凑式缓冲器
DE102013110888A1 (de) * 2013-10-01 2015-04-02 Voith Patent Gmbh Lagerbock zum Anlenken einer Kupplungsstange an einen Wagenkasten eines spurgeführten Fahrzeuges
CN110304097B (zh) * 2019-07-25 2020-05-05 中车青岛四方车辆研究所有限公司 缓冲装置、钩缓装置及轨道列车

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3062387A (en) * 1959-07-14 1962-11-06 William R Lavis Buffer unit
GB1207516A (en) * 1967-12-18 1970-10-07 Mini Verkehrswesen Mounting fixture for an automatic central buffer coupling on rolling stock
DE1605192A1 (de) * 1967-08-28 1971-04-01 Mini Verkehrswesen Gefederte Zug- und Stossvorrichtung fuer Mittelpufferkupplungen von Schienenfahrzeugen
EP0947410A1 (fr) * 1998-03-30 1999-10-06 SCHARFENBERGKUPPLUNG GmbH & Co. KG Dispositif de montage élastique d'une tige d'accouplement d'un attelage à tampon central à un véhicule ferroviaire

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3062387A (en) * 1959-07-14 1962-11-06 William R Lavis Buffer unit
DE1605192A1 (de) * 1967-08-28 1971-04-01 Mini Verkehrswesen Gefederte Zug- und Stossvorrichtung fuer Mittelpufferkupplungen von Schienenfahrzeugen
GB1207516A (en) * 1967-12-18 1970-10-07 Mini Verkehrswesen Mounting fixture for an automatic central buffer coupling on rolling stock
EP0947410A1 (fr) * 1998-03-30 1999-10-06 SCHARFENBERGKUPPLUNG GmbH & Co. KG Dispositif de montage élastique d'une tige d'accouplement d'un attelage à tampon central à un véhicule ferroviaire

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2016026708A1 (fr) * 2014-08-22 2016-02-25 Voith Patent Gmbh Dispositif de traction et de poussée
US10611387B2 (en) 2014-08-22 2020-04-07 Voith Patent Gmbh Draft and buffer apparatus
WO2016188758A1 (fr) * 2015-05-26 2016-12-01 Voith Patent Gmbh Dispositif de raccordement d'un arbre d'accouplement à une caisse d'un véhicule guidé
US10507850B2 (en) 2015-05-26 2019-12-17 Voith Patent Gmbh Device for connecting a coupling shaft to a car body of a track-guided vehicle
WO2018114236A1 (fr) * 2016-12-19 2018-06-28 Voith Patent Gmbh Articulation pour la liaison articulée d'une barre d'attelage à une caisse de wagon

Also Published As

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