EP0831005B1 - Underframe front part and deformation element on vehicles, especially rail vehicles - Google Patents
Underframe front part and deformation element on vehicles, especially rail vehicles Download PDFInfo
- Publication number
- EP0831005B1 EP0831005B1 EP97250196A EP97250196A EP0831005B1 EP 0831005 B1 EP0831005 B1 EP 0831005B1 EP 97250196 A EP97250196 A EP 97250196A EP 97250196 A EP97250196 A EP 97250196A EP 0831005 B1 EP0831005 B1 EP 0831005B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- arrangement according
- undercarriage
- coupling
- undercarriage arrangement
- covering
- 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.)
- Expired - Lifetime
Links
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G11/00—Buffers
- B61G11/16—Buffers absorbing shocks by permanent deformation of buffer element
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
- B61D15/06—Buffer cars; Arrangements or construction of railway vehicles for protecting them in case of collisions
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F19/00—Wheel guards; Bumpers; Obstruction removers or the like
- B61F19/04—Bumpers or like collision guards
Definitions
- the invention relates to the front side in a subframe of a vehicle, in particular rail vehicle and on a deformation element that can be grown, for example, on the underframe stem.
- deformation zones are preferably arranged outside the actual support structure in order to enable a cost-effective repair and to protect the vehicle and passengers from the effects of accidental shocks.
- Equipment that meets these requirements are known as compression tubes, which are folded in overload, as expansion tubes with migrating plastic joints and as absorber cartridges with aluminum honeycombs.
- a PufferstGramation device with a primary, integrated into a central buffer coupling energy dissipation device and a secondary, the impact energy absorbing energy dissipation device resulting from excessive impulses known.
- a horizontal coupling cross member is arranged longitudinally displaceable in the vehicle head piece. On the cross member in the longitudinal axis of the vehicle articulated the central buffer coupling and laterally mounted near its transverse ends, the secondary energy dissipation device.
- the outer side members of the undercarriage frame of the rail vehicle are equipped at their longitudinal ends with facing the vehicle longitudinal center brackets, which carry on their pointing to the head of the rail vehicle side, the secondary energy dissipation device and on its side facing the vehicle transverse center the coupling cross member.
- the shock elements are guided in guides of the consoles connected to the coupling cross member frictionally.
- a shock device in which the outer elastically operating buffers each downstream of a replaceable deformation device having tubular, metallic deformation members which are plastically deformable under the pressure of abnormally strong shocks.
- the outer buffers each have a buffer sleeve, which is fastened and supported on a support plate fixedly connected to the tubular deformation members and guided in a recess of the vehicle head carrier.
- the buffers have a straight guide by means of an extension projecting into the head carrier.
- the energy absorption capacity of the profile can be compared with that of steel boxes, whereby energy absorption and deformation stability are improved by a cross-section which is specific to a hollow box.
- honeycomb structures are characterized by almost ideal utilization parameters (AE, SE) and low mass, but can not perceive any supporting functions themselves.
- Aluminum honeycombs are therefore offered in conjunction with a telescopic guide as absorber cartridges.
- Profiles like For example, hollow boxes, can accommodate conventional loads, but generally have worse utilization rates or an unfavorable ratio between working stroke and length (degree of compression) on. The mass-to-power ratio is often unsatisfactory.
- the object of the invention is to provide a base frame with a deformation zone and an easily replaceable for such deformation zones component of the type mentioned, with the disadvantages of known solutions are overcome by the combination of favorable properties.
- the object is achieved by the features of the claims.
- the advantages of the invention over the known devices are favorable utilization and compression ratios and a favorable mass-power ratio.
- the device can be easily manufactured from DIN semi-finished products at low cost.
- cores 3 may be enveloped with different known shell shapes.
- the cross sections of the cores 3 can also be designed differently in a known manner ( 4 to 6 ).
- the jacket 2 may consist of different parts, which are connected in a known manner.
- the undercarriage 4 is set back from the coupling plane by the stroke of the coupling 10 and the length of the deformation elements 1.
- the profile plates 13 At the front of these deformation elements 1 are the profile plates 13 in order to avoid vertical displacements of the vehicles against each other during the collision.
- the entire device is behind a panel 14, which has only one opening 15 for the clutch 10.
- the deformation elements 1 according to Fig. 8 to 10 consist accordingly of U-shaped bent sheets, which are welded by means of an interposed sheet metal strip 7 to form a shell 2 in the form of a hollow box.
- the metal strip 7 simultaneously improves the work of deformation E, the degree of utilization AE and the vertical load capacity.
- the front side is closed with a welded-on plate 16 which has holes 17 for fastening the profile plate 13.
- At the rear end of the jacket 2 is provided with a mounting plate 18 for attachment to the base frame 4.
- the jacket 2 is provided at the abutted end with two opposite geometric triggers 6.
- a trapezoidal part of the sheet surface is replaced by an externally welded sheet metal about half the sheet thickness of the shell 2.
- the trapezoidal shape made possible by the back to increase again cross-sectional area of the shell 2 over the rectangular or square trigger uniform compression curve.
- Webs 8 welded on transversely to the load direction support a uniform folding. When belching the shell 2 deformed over its entire cross-section in a typical for hollow boxes of this dimension Rautenbeulmodus.
- A.E. is located inside the shell 2 a core 3 of polycarbonate Tubuswabenblöcken.
- the degree of utilization (A.E.) of the deformation element 1 is about 80%, the maximum degree of compression at about 70%.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Vibration Dampers (AREA)
- Body Structure For Vehicles (AREA)
Abstract
Description
Die Erfindung bezieht sich auf die Stirnseite in einem Untergestell eines Fahrzeuges, insbesondere Schienenfahrzeug sowie auf ein Deformationselement, das beispielsweise an dem Untergestellvorbau angebaut werden kann.The invention relates to the front side in a subframe of a vehicle, in particular rail vehicle and on a deformation element that can be grown, for example, on the underframe stem.
Es ist bekannt, dass Betreiber von Schienenfahrzeugen neben der Vervollkommnung der hohen aktiven Systemsicherheit in zunehmendem Maß eine Verbesserung der passiven Fahrzeugsicherheit fordern.It is known that rail vehicle operators are increasingly demanding an improvement in passive vehicle safety in addition to the improvement of high active system safety.
Eine Möglichkeit sicherheitsorientierter Strukturauslegung ist die Schaffung von Deformationszonen. Diese werden vorzugsweise außerhalb der eigentlichen Tragstruktur angeordnet, um eine kostengünstige Instandsetzung zu ermöglichen und Fahrzeug und Insassen vor den Auswirkungen unfallbedingter Stöße zu schützen. Einrichtung, die diesen Erfordernissen entsprechen, sind als Stauchrohre, die bei Überlastung gefaltet werden, als Aufweitungsrohre mit wandernden plastischen Gelenken sowie als Absorberpatronen mit Aluminiumwaben bekannt.One possibility of safety-oriented structural design is the creation of deformation zones. These are preferably arranged outside the actual support structure in order to enable a cost-effective repair and to protect the vehicle and passengers from the effects of accidental shocks. Equipment that meets these requirements are known as compression tubes, which are folded in overload, as expansion tubes with migrating plastic joints and as absorber cartridges with aluminum honeycombs.
Aus der
Aus der
In der
Das Energieabsorptionsvermögen des Profils lässt sich mit dem von Stahlkästen vergleichen, wobei Energieabsorption und Deformationsstabilität durch einen gegenüber einem bloßen Hohlkasten besonderen Querschnitt verbessert werden.The energy absorption capacity of the profile can be compared with that of steel boxes, whereby energy absorption and deformation stability are improved by a cross-section which is specific to a hollow box.
Zur Bewertung derartiger energieabsorbierender Bauteile werden verschiedene Effektivitätskenngrößen nach folgendem Schema verwendet: For the evaluation of such energy absorbing components different effectiveness characteristics are used according to the following scheme:
Darin bedeuten:
- F
- Stauchkraft
- F
- peak Spitzenwert der Stauchkraft
- F avg
- Mittelwert der Stauchkraft
- A.E.
- Cruch Force Efficiency = Ausnutzungsgrad
- E = FdS
- Verformungsarbeit
- Emax theor
- theoretische (ideale) Verformungsarbeit
- S
- Stauchweg
- S max
- maximaler Stauchweg
- S.E.
- Stroke Efficiency = Stauchungsgrad
- ls
- Schlauchlänge
- lo
- Ausgangslänge
- Gewünscht sind folgende Eigenschaften:
- hoher Ausnutzungsgrad A.E.
- hoher Stauchungsgrad S.E.
- Widerstandsvermögen gegen vertikale Belastungen (Tragvermögen, Deformationsstabilität und Aufkletterschutz);
- geringer Raumbedarf (Einbauraum);
- geringe Masse;
- minimale Kosten /Fertigungsaufwand/ Unterhaltungsawand.
- F
- upsetting force
- F
- peak peak of the compression force
- F avg
- Mean value of the compression force
- AE
- Cruch Force Efficiency = utilization rate
- E = FdS
- deformation work
- Emax theor
- theoretical (ideal) deformation work
- S
- upsetting
- S max
- maximum compression path
- SE
- Stroke Efficiency = compression ratio
- ls
- hose length
- lo
- initial length
- Desired are the following properties:
- high degree of utilization AE
- high degree of compression SE
- Resistance to vertical loads (buoyancy, deformation stability and anti-climb protection);
- small space requirement (installation space);
- low mass;
- minimal costs / production costs / entertainment wall.
Insbesondere Wabenstrukturen zeichnen sich durch nahezu ideale Ausnutzungsparameter (A.E.,S.E.) sowie geringe Masse aus, können aber selbst keine tragenden Funktionen wahrnehmen. Aluminiumwaben werden deshalb in Verbindung mit einer teleskopartigen Führung als Absorberpatronen angeboten. Profile, wie beispielsweise Hohlkästen, können konventionelle Lasten aufnehmen, weisen aber im allgemeinen schlechtere Ausnutzungsgrade bzw. ein ungünstiges Verhältnis zwischen Arbeitshub und Baulänge (Stauchungsgrad) auf. Das Masse-Leistungs-Verhältnis ist oft unbefriedigend.In particular honeycomb structures are characterized by almost ideal utilization parameters (AE, SE) and low mass, but can not perceive any supporting functions themselves. Aluminum honeycombs are therefore offered in conjunction with a telescopic guide as absorber cartridges. Profiles, like For example, hollow boxes, can accommodate conventional loads, but generally have worse utilization rates or an unfavorable ratio between working stroke and length (degree of compression) on. The mass-to-power ratio is often unsatisfactory.
Aufgabe der Erfindung ist es, einen Untergestellvorbau mit einer Deformationszone sowie ein für derartige Deformationszonen leicht austauschbares Bauteil der eingangs genannten Art zu schaffen, wobei durch die Kombination günstiger Eigenschaften die Nachteile bekannter Lösungen überwunden werden. Die Aufgabe wird erfindungsgemäß durch die Merkmale der Patentansprüche gelöst. Die Vorteile der Erfindung gegenüber den bekannten Einrichtungen sind günstige Ausnutzungs- und Stauchungsgrade sowie ein günstiges Masse-Leistungs-Verhältnis. Die Einrichtung kann einfach aus DIN-Halbzeugen mit geringen Kosten hergestellt werden.The object of the invention is to provide a base frame with a deformation zone and an easily replaceable for such deformation zones component of the type mentioned, with the disadvantages of known solutions are overcome by the combination of favorable properties. The object is achieved by the features of the claims. The advantages of the invention over the known devices are favorable utilization and compression ratios and a favorable mass-power ratio. The device can be easily manufactured from DIN semi-finished products at low cost.
Ein Ausführungsbeispiel der Erfindung soll anhand der Zeichnungen näher erläutert werden. Die Zeichnungen zeigen in:
-
Fig. 1 bis Fig.3 : verschiedene Mantelformvarianten, -
Fig. 4 bis Fig.6 : verschiedene Querschnittsvarianten, -
Fig. 7 : die Draufsicht auf das Kopfende eines Untergestells, -
Fig. 8 : eine Seitenansicht des Deformationselements mit Trigger und Stegen, -
Fig. 9 : einen Schnitt durch das Deformationselement mit Kern und Zwischenlagen, -
Fig.10 : einen Schnitt durch das Deformationselement mit Montageplatte.
-
Fig. 1 to Fig.3 : different shell shapes variants, -
Fig. 4 to Fig.6 : different cross-sectional variants, -
Fig. 7 : the top view of the head end of a chassis, -
Fig. 8 a side view of the deformation element with triggers and webs, -
Fig. 9 a section through the deformation element with core and intermediate layers, -
Figure 10 a section through the deformation element with mounting plate.
Gemäss
Die gesamte Einrichtung befindet sich hinter einer Verkleidung 14, die lediglich eine Öffnung 15 für die Kupplung 10 besitzt. Die Deformationselemente 1 gemäss
Zur Verbesserung des Ausnutzungsgrades A. E. wird der Mantel 2 am angestoßenen Ende mit zwei gegenüberliegenden geometrischen Triggern 6 versehen. Dafür wird ein trapezförmiger Teil der Blechfläche durch ein von außen aufgeschweißtes Blech etwa der halben Blechdicke des Mantels 2 ersetzt. Die Trapezform ermöglicht durch die nach hinten wieder zunehmende Querschnittsfläche des Mantels 2 eine gegenüber dem rechteckförmigen oder quadratischen Trigger gleichmäßigere Stauchkurve. Quer zur Lastrichtung aufgeschweißte Stege 8 unterstützen eine gleichmäßige Faltung. Bei Aufstoßen verformt sich der Mantel 2 über seinen gesamten Querschnitt in einem für Hohlkästen dieser Dimension typischen Rautenbeulmodus. Zur Verbesserung der Ausnutzungsgrades A.E. befindet sich im Inneren des Mantels 2 ein Kern 3 aus Polycarbonat-Tubuswabenblöcken. Dieser zeichnet sich gegenüber gebräuchlichen Aluminium-Hexwabenstrukturen durch einen wesentlich günstigeren Beschaffungspreis, hohe Altersbeständigkeit und Korrosionsfreiheit aus. Die EA-Parameter sind vergleichbar. Die Höhe der einzelnen Blöcke entspricht etwa der Wellenlänge der Faltung. Zwischenlagen 9 als Druckplatten aus Hartgewebe verhindern unerwünschte Versagensmodi im Stossbereich der Blöcke.To improve the degree of utilization A. E., the
Der Ausnutzungsgrad (A.E.) des Deformationselementes 1 liegt bei ca. 80 %, der maximale Stauchungsgrad bei ca. 70 %.The degree of utilization (A.E.) of the deformation element 1 is about 80%, the maximum degree of compression at about 70%.
Es ist denkbar und im Sinne der Erfindung das Deformationselement auch in anderen Bereichen als dem des beschriebenen Untergestellvorbau zu verwenden.It is conceivable and for the purposes of the invention to use the deformation element in other areas than that of the described underframe stem.
Aufstellung der verwendeten Bezugszeichen
- 1 Deformationselement
- 2 Mantel
- 3 Kern
- 4 Untergestell
- 6 Trigger
- 7 Blechstreifen
- 8 Steg
- 9 Zwischenlage
- 10 Kupplung
- 11 Abrisselement
- 12 Kupplungsschacht
- 13 Profilplatte
- 14 Verkleidung
- 15 Öffnung
- 16 Platte
- 17 Bohrung
- 18 Montageplatte
- 1 deformation element
- 2 coat
- 3 core
- 4 undercarriage
- 6 triggers
- 7 sheet metal strips
- 8 footbridge
- 9 liner
- 10 clutch
- 11 demolition element
- 12 coupling shaft
- 13 profile plate
- 14 cladding
- 15 opening
- 16 plate
- 17 hole
- 18 mounting plate
Claims (15)
- An undercarriage arrangement for rail vehicles for absorbing the kinetic energy in the event of collisions, wherein two deformation elements (1) essentially for absorbing work are arranged at the side of an undercarriage (4) essentially able to bear a load and are connected to the undercarriage (4), characterized in that the two deformation elements (1) comprise a self-contained deformable covering (2) able to bear a load and filled with an energy-absorbing material as a core (3) acting in a defined direction of impact.
- An undercarriage arrangement according to claim 1, wherein the covering consists of metal.
- An undercarriage arrangement according to claim 1 or 2, wherein the front side of the covering is closed by a plate (16).
- An undercarriage arrangement according to claim 3, wherein the core (3) is formed from longitudinal tubes connected to one another.
- An undercarriage arrangement according to claim 2, wherein the metallic covering (2) in the form of a hollow box comprises metal sheets which are angled into a U shape and which are joined with a strip of metal sheet.
- An undercarriage arrangement according to any one of claims 1 to 5, wherein the covering (2) has triggers (6) in the front region.
- An undercarriage arrangement according to claim 6, wherein the covering (2) is provided with webs (8).
- An undercarriage arrangement according to claim 7, wherein the webs (8) are welded on transversely to the direction of loading.
- An undercarriage arrangement according to any one of claims 3 to 7, wherein the core (3) comprises at least one block.
- An undercarriage arrangement according to claim 9, wherein the core (3) comprises a plurality of blocks which are separated by intermediate layers (9) as acting pressure plates.
- An undercarriage arrangement according to claim 8, wherein the height of the individual blocks corresponds substantially to the wavelength of the folding and the intermediate layers (9) in the impact region of the blocks consist of laminated fabric.
- An undercarriage arrangement according to any one of claims 1 to 11, characterized in that a coupling (10) is fastened to the undercarriage (4) by break-away elements (11).
- An undercarriage arrangement according to claim 12, characterized in that the deformation elements (1) are arranged in such a way that in the event of exhaustion of the stroke of the coupling (10), failure of the break-away elements (11) and drawing back of the coupling (10) into a coupling pocket (12) the introduction of the load is carried out by way of the deformation elements (1).
- An undercarriage arrangement according to any one of claims 1 to 13, characterized in that a facing (14) is provided in front of the undercarriage (4), wherein the facing (14) has only one opening (15) for the coupling (10), and profiled plates (13) are arranged on the outside of the facing (14) in the region of the plates (16).
- A method of absorbing the kinetic energy in the event of collisions on an undercarriage arrangement for rail vehicles, characterized in that after exhaustion of the stroke of a coupling (10), failure of break-away elements (11) and drawing back of the coupling (10) into a coupling pocket (12) the introduction of the load is carried out by way of two deformation elements (1) comprising a self-contained deformable covering (2) able to bear a load and filled with an energy-absorbing material as a core (3) acting in a defined direction of impact.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE19638739 | 1996-09-10 | ||
DE19638739A DE19638739C2 (en) | 1996-09-10 | 1996-09-10 | Deformation element |
Publications (3)
Publication Number | Publication Date |
---|---|
EP0831005A2 EP0831005A2 (en) | 1998-03-25 |
EP0831005A3 EP0831005A3 (en) | 1998-04-01 |
EP0831005B1 true EP0831005B1 (en) | 2011-04-20 |
Family
ID=7806447
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP97250196A Expired - Lifetime EP0831005B1 (en) | 1996-09-10 | 1997-06-26 | Underframe front part and deformation element on vehicles, especially rail vehicles |
Country Status (5)
Country | Link |
---|---|
EP (1) | EP0831005B1 (en) |
AT (1) | ATE506240T1 (en) |
DE (2) | DE19638739C2 (en) |
PL (1) | PL184369B1 (en) |
SK (1) | SK283988B6 (en) |
Families Citing this family (18)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19817861C2 (en) | 1998-04-22 | 2001-09-06 | Dwa Deutsche Waggonbau Gmbh | Collision protection device for rail vehicles |
DE29808143U1 (en) | 1998-05-06 | 1998-07-30 | Benteler Ag, 33104 Paderborn | Impact absorbers for motor vehicles |
DE19833250C2 (en) * | 1998-07-23 | 2002-11-07 | Siemens Ag | Energy consumption element for rail vehicles and method for producing an energy consumption element |
FR2801554B1 (en) | 1999-11-30 | 2002-02-01 | Anf Ind | DEVICE FOR CONTROLLED DEFORMATION UNDER EFFORTS OR FOR ENERGY ABSORPTION BY DEFORMATION, IN PARTICULAR OBSTACLE DEFLECTOR FOR RAIL VEHICLE |
US6312028B1 (en) | 1999-12-04 | 2001-11-06 | Ford Global Technologies, Inc. | Motor vehicle energy absorbing member |
DE10155257B4 (en) * | 2001-11-09 | 2008-02-21 | Alstom Lhb Gmbh | Collision protection device for rail vehicles |
JP3848227B2 (en) * | 2002-09-02 | 2006-11-22 | 株式会社日立製作所 | Rail vehicle |
DE10254440A1 (en) * | 2002-11-21 | 2004-06-09 | Siemens Ag | Rail vehicle, in particular light rail cars |
DE10321238B4 (en) * | 2003-05-12 | 2014-08-07 | Siemens Aktiengesellschaft | Rail vehicle with nose cone |
EP1746007B2 (en) | 2005-07-22 | 2017-04-19 | Bombardier Transportation GmbH | Impact energy absorbing device for a vehicle |
EP1747961B1 (en) | 2005-07-26 | 2016-11-23 | Bombardier Transportation GmbH | Impact energy absorbing device for a vehicle |
JP4943905B2 (en) | 2006-05-10 | 2012-05-30 | 株式会社日立製作所 | Collision energy absorbing device and rail vehicle equipped with the same |
ITTO20060857A1 (en) | 2006-12-01 | 2008-06-02 | Ansaldobreda Spa | CONVEYANCE PROVIDED WITH INTERFACES THAT ABSORB ENERGY BETWEEN THE CARRANS IN CASE OF COLLISION |
DE102007005421A1 (en) | 2007-01-30 | 2008-08-07 | Bombardier Transportation Gmbh | Impact energy absorbing element for a vehicle |
DE102009047040B4 (en) * | 2009-11-24 | 2012-10-04 | Deutsches Zentrum für Luft- und Raumfahrt e.V. | Cell which is impact-endangered or crash-endangered and vehicle |
WO2013079733A1 (en) * | 2011-11-30 | 2013-06-06 | Patentes Talgo, S.L. | Energy absorption system for the caboose of railway vehicles |
EP2999609B1 (en) * | 2013-09-27 | 2019-09-11 | Siemens Mobility GmbH | Rail vehicle with a completely retractable coupling |
CN106347405B (en) * | 2016-10-18 | 2018-09-07 | 中车青岛四方机车车辆股份有限公司 | A kind of low-floor rail vehicle anticreeper mounting base |
Family Cites Families (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE15065C (en) * | J. lossen in Darmstadt | Safety buffer for railway vehicles | ||
GB222705A (en) * | 1923-11-17 | 1924-10-09 | W G Allen & Sons Tipton Ltd | Improved construction and application of buffer beam for a well-bottomed pit tub or the like |
AT237675B (en) * | 1962-01-30 | 1964-12-28 | Schweizerische Lokomotiv | Pushing device, in particular for rail vehicles |
DE1530168A1 (en) * | 1965-04-23 | 1969-07-17 | Krupp Gmbh | Buffer body |
AT303811B (en) * | 1967-09-06 | 1972-11-15 | Mini Verkehrswesen | DEVICE FOR ACCEPTING OVER-LARGE CLUTCH LOCKING FORCE ON A RAIL VEHICLE, IN PARTICULAR TRAINING VEHICLE EQUIPPED WITH A CENTER BUFFER CLUTCH |
DE3228941A1 (en) * | 1982-08-03 | 1984-02-09 | Scharfenbergkupplung Gmbh, 3320 Salzgitter | DEVICE ADJUSTING A MEDIUM BUFFER CLUTCH TO RECEIVE Oversized Shocks |
DE3632578A1 (en) * | 1986-09-25 | 1988-04-07 | Waggon Union Gmbh | BUFFER ENERGY EQUIPMENT |
DE9311041U1 (en) * | 1992-07-28 | 1993-11-04 | CKD Lokomotivka A.S., Praha | Protection block against longitudinal impact |
DE4302444A1 (en) * | 1993-01-29 | 1994-08-04 | Dellner Couplers Ab | Automatic central buffer coupling |
FR2704286B1 (en) * | 1993-04-23 | 1995-06-02 | Gec Alsthom Transport Sa | Shock absorption device. |
DE19502217C2 (en) * | 1995-01-25 | 1997-08-28 | Deutsche Waggonbau Ag | Energy consumption system for local rail vehicles, in particular for urban express railways |
-
1996
- 1996-09-10 DE DE19638739A patent/DE19638739C2/en not_active Expired - Lifetime
- 1996-09-10 DE DE19654993A patent/DE19654993A1/en not_active Withdrawn
-
1997
- 1997-06-26 EP EP97250196A patent/EP0831005B1/en not_active Expired - Lifetime
- 1997-06-26 AT AT97250196T patent/ATE506240T1/en active
- 1997-08-07 PL PL97321505A patent/PL184369B1/en unknown
- 1997-09-10 SK SK1221-97A patent/SK283988B6/en not_active IP Right Cessation
Also Published As
Publication number | Publication date |
---|---|
EP0831005A3 (en) | 1998-04-01 |
PL184369B1 (en) | 2002-10-31 |
PL321505A1 (en) | 1998-03-16 |
EP0831005A2 (en) | 1998-03-25 |
ATE506240T1 (en) | 2011-05-15 |
SK283988B6 (en) | 2004-06-08 |
DE19654993A1 (en) | 1998-06-25 |
SK122197A3 (en) | 1998-04-08 |
DE19638739A1 (en) | 1998-04-16 |
DE19638739C2 (en) | 2000-07-13 |
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