EP1167154B1 - Federnde Zug- und/oder Stosseinrichtung für Schienenfahrzeuge - Google Patents
Federnde Zug- und/oder Stosseinrichtung für Schienenfahrzeuge Download PDFInfo
- Publication number
- EP1167154B1 EP1167154B1 EP01810405A EP01810405A EP1167154B1 EP 1167154 B1 EP1167154 B1 EP 1167154B1 EP 01810405 A EP01810405 A EP 01810405A EP 01810405 A EP01810405 A EP 01810405A EP 1167154 B1 EP1167154 B1 EP 1167154B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- chamber
- valve
- gas
- ram
- valve body
- 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
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G11/00—Buffers
- B61G11/12—Buffers with fluid springs or shock-absorbers; Combinations thereof
Definitions
- the invention relates to a resilient pulling and / or pushing device for rail vehicles according to the preamble of claim 1.
- Resilient pulling and / or pushing devices for rail vehicles are in a wide variety Designs, for example in the form of buffers, are known. Are next also known couplings with spring or damping devices, by means of which Rail vehicles can be connected to each other resiliently.
- gas-hydraulic buffers In addition to the conventional buffers provided with mechanical spring assemblies also known as gas-hydraulic buffers.
- the latter buffers are gas-hydraulic Damping element usually from a sealed cartridge, which is inserted into the buffer as a finished component in such a way that the buffer tappet is supported on the buffer sleeve via the gas-hydraulic damping element.
- the Damping behavior of these damping elements is usually a compromise represents, so that both quasi static and dynamically acting forces are absorbed can be. It is understood that many of these occur in practice Cases of relatively high accelerations from the buffer to the rail vehicle are transferred, so that in unfavorable cases quite a multiple of Acceleration of gravity on the rail vehicle and, of course, on it transported goods is transferred.
- a buffer with a hydraulic piston / cylinder unit is known from US-A-5,160,123 for railway vehicles.
- the buffer is with a flow control valve as well a throttle device for throttling the flow of the hydraulic medium provided by the flow control valve.
- the throttle device is with two Passage cross-section provided variable channels, the respective passage cross-section should be changed such that only a predetermined maximum flow of the hydraulic medium is permitted, so that a maximum permissible Buffer speed is not exceeded.
- no precautions have been taken to prevent the buffer or Limit the tappet to the acceleration transmitted to the vehicle.
- DE-A-195 23 467 describes a hydraulic capsule, especially for railway buffers described, which consists of a combination of a hydraulic damper and a Gas spring exists.
- the multiplier valve consists of a movable one Piston, whose gas-side valve closing surfaces are five times larger than the oil-side valve closing surfaces. This means that quasi-static loads more spring work and more damping achieved.
- Parallel to the multiplier valve a pressure relief valve is switched, which closes under quasi-static loads remains and opens up under dynamic loads in such a way that the function of the Multiplier valve is canceled.
- Precautions are taken to prevent the from the buffer or pusher in unfavorable conditions limit acceleration transmitted to the vehicle.
- the object of the invention is now one according to the preamble of the claim 1 trained pulling and / or pushing device in such a way that the Accelerations transmitted to the rail vehicle via the train and / or push device more uniform in all cases that occur in normal operation run and do not exceed a predetermined maximum value.
- This object is achieved by a resilient pulling and / or pushing device, which having the features stated in the characterizing part of claim 1.
- the acceleration transferred from the plunger to the vehicle has a predetermined maximum value, for example, a maximum value of 9.81m / s 2 should be achieved at run-up speeds of ⁇ 2m / s 1g) are not exceeded, the goods to be transported by rail vehicle will no longer be subjected to such high accelerations as before. On the one hand, this means that more sensitive goods can be transported or they no longer need to be packed and protected in such a complex manner.
- the buffer has one to be attached to the rail vehicle (not shown) Buffer sleeve 1 and a buffer tappet 2 with an outer tappet tube 4, one inner plunger tube 5 and a buffer plate 3. Both the pushrod 4 as the plunger tube 5 are also operatively connected to the buffer plate 3.
- the plunger tube 5 is closed on both sides by a flange 6, 7.
- the plunger tube 5 has a gas space 8 for receiving an overpressure of approx. 10-20 bar of standing gas and a part of the hydraulic medium.
- the Gas space 8 of the plunger tube 5 is in a plurality of subchambers by partition plates 50 8a divided, the partition plates 50 on the underside not to the inside of the plunger tube 5 reach so that between the partition plates 50 and a gap 51 remains free in each case of the plunger tube 5, via which the hydraulic medium can circulate between the subchambers 8a.
- an oil space 9 is formed in the interior of the buffer sleeve 1.
- the gas chamber 8 is partially sprung out with hydraulic oil filled, while the oil space 9 is completely filled with hydraulic oil.
- the vehicle side Valve flange 7 forms together with a valve arrangement accommodated therein 13 a gas-hydraulic control device 12, which controls the flow between regulates the two rooms 8, 9 depending on the acting forces.
- a gas-hydraulic control device 12 which controls the flow between regulates the two rooms 8, 9 depending on the acting forces.
- In the area below of the plunger tube 5 is provided with a plurality of radial bores 16 Return pipe 15 arranged. The structure and mode of operation of this control device 12 is explained in more detail below with reference to FIG. 3.
- FIG 3 shows those of a variety of coordinated and interacting with each other Elements existing control device 12 in an enlarged view.
- the valve flange 7 is provided with a radially circumferential channel 20, which is limited on the vehicle side by a collar 21.
- an annular gap 22 through which the hydraulic oil can flow from the oil space 9 into the channel 20 and back again.
- the sleeve wall 10 or the inside of the buffer sleeve 1 is designed such that its inside diameter narrowed to the right towards the vehicle, so that the annular gap 22 coincides with increasing insertion of the buffer plunger 2 reduced.
- the valve flange 7 is with provided several cross holes opening into the channel 20, from this Representation, however, only a transverse bore 23 can be seen.
- the return pipe 15 is connected to the transverse bore 23 via a channel 17.
- a Check valve 18 is arranged, which is shown schematically.
- the valve flange 7 has an extension 7a which extends in the longitudinal direction and into which one extends axially running and radially stepped opening 25 is inserted, which on the front forms a valve chamber 26.
- Opening 25 forms a valve seat 27.
- a channel 28 connects the valve chamber 26 with the gas space 8 of the plunger tube 5.
- the valve arrangement 13 is inserted into the opening 25.
- This has a control valve 32 with a substantially T-shaped valve body 33, the latter is provided with a central longitudinal bore 34.
- the rear end face 38 of the valve body 33 is about 4 to 5 times larger than the front end face 36.
- On the front is the control valve 32 with a spring-loaded and acting as a check valve Provide head part 35, which is supported in the rest position on the valve seat 27. Behind this head part 35 there is a radial bore 37 in the valve body 33, which opens into the longitudinal bore 34.
- valve body 33 On the back of the valve body 33 is a by means of a supported on a partition 50 Spring 39 loaded poppet valve 40 is provided, which in the idle state a valve seat 29 formed by the end face of the flange extension 7a and closes it in the idle state. Between the poppet valve 40 and the rear A rear space 30 is formed on the end face 38 of the valve body 33.
- the poppet valve 40 is provided with a cylindrical extension 41, which extends into the central longitudinal bore 34 of the valve body 33 extends and u. a. as a guide when moving the poppet valve 40 acts.
- This extension 41 has a central bore 42 and a hydraulic one Throttle device 43 provided, the bore 42 on the front in the central Longitudinal bore 34 of the valve body and on the back in a radial channel 47 opens.
- the throttle device 43 consists of a disc 44 with one defined narrow cross-sectional bore is provided.
- a filter 45 and a fastening screw 46 are provided, which are also a central Has bore.
- the filter 45 is intended to prevent the one embedded in the disc 44 Clogged opening with dirt particles.
- the mode of operation of this control device 12 is as follows: The force acting on the buffer tappet 2 becomes this together with the plunger tube 5 shifted to the right towards the vehicle. This increases the pressure in the Oil space 9, so that the hydraulic oil through the annular gap 22 into the channel 20 and from there in flows through the bore 23 into the prechamber 24, where the front end face 36 of the Overpressure is applied to the head part 35, so that the valve body 33 is in shifts the position shown here to the left.
- the check valve 18 prevents that hydraulic oil bypassing the control valve 32 into the return pipe 15 or in can flow the gas space 8. By moving the valve body 33, the Hydraulic oil from the pre-chamber 24 through the resulting passage 49 into the valve chamber 26 and from there flow into the gas space 8 via the channel 28.
- Hydraulic oil can now flow from the valve chamber 26 via the throttle device 43 Inflow back space 30. However, since there is only a relatively small amount of hydraulic oil in the Can flow back space 30, the closing movement of the valve body 33 takes place delayed. This delay in the closing movement is important because the rear one The end face 38 of the valve body 33 is substantially larger than the front end face 36.
- valve body 33 is moved relatively slowly to the left and the relatively small pressure difference between the front and back of the valve body 33 can be compensated via the throttle device 43 without the poppet valve 40 is lifted off the valve seat 29.
- the sleeve wall 10 or the inside of the buffer sleeve 1 is designed in such a way that its inside diameter narrows towards the right of the vehicle, so that the annular gap 22 also becomes smaller as the buffer plunger 2 is pushed in.
- the damping of the buffer increases with increasing deflection, particularly in the case of dynamic loading.
- the force curve follows the rules of the gas law.
- the valve body 33 increases the hydraulic pressure compared to the gas pressure by the area ratio of the two end faces 36, 38.
- the effect of the area ratios of the two end faces 36, 38 can be switched off under dynamic loading and, as already stated, the oil can flow from the prechamber 24 into the gas space 8 towards the end of the buffer stroke with only a very slight pressure loss.
- the buffer designed according to the invention is kept within a predetermined limit value.
- a buffer designed in this way therefore guarantees optimal energy absorption and damping, both with quasi-static and with dynamically acting forces, so that the accelerations transmitted from the ram to the rail vehicle do not exceed 9.81 m / s 2 in normal operation. 1 g).
- FIG. 4 shows the buffer according to FIG. 1 in the fully compressed state.
- the valve flange 7 lies against the inside of the rear wall of the buffer sleeve 1.
- the pressure in the gas space 8 increases with increasing displacement of the buffer tappet 2 and the annular gap 22 (FIG. 3) is reduced at the same time, which increases for shifting of the buffer tappet 2 necessary force at the end of the compression process progressively.
- the case shown here comes in handy under regular operating conditions never before.
- the pressure in the gas space 8 would be at full Compression is approximately between 100 and 200 bar, the pressure in the oil chamber 9 depending on the ratio of the two end faces 36, 35 is approximately 4 to 5 times higher.
- the buffer tappet 2 springs through the in the gas space 8 prevailing overpressure.
- the hydraulic oil flows over the radial Bores 16 in the return pipe 15 from where it is through the open check valve 18 in the channel 17, the radially circumferential channel 20 and from there on Annular gap 22 can flow back into the oil space 9.
- the head part 35 of the valve body 33 thereby lies against the valve seat and prevents hydraulic oil from flowing over the valve seat can flow into the oil space 9.
- Fig. 5 shows an alternative embodiment of the invention in a longitudinal section.
- a displaceable piston 54 is arranged in the gas space 8, which piston in two rooms 8a, 8b divided, the left room 8a for receiving the under pressure standing gas and the right, connected to the valve assembly 13
- Space 8b is designed to hold hydraulic oil.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Fluid-Damping Devices (AREA)
- Bearings For Parts Moving Linearly (AREA)
Description
Claims (12)
- Federnde Stoss- und/oder Zugeinrichtung für Schienenfahrzeuge, mit einer fahrzeugseitig zu fixierenden Hülse (1) und einem relativ dazu verschiebbaren Stössel (2), wobei im Stössel (2) oder in der Hülse (1) ein erster, mittels eines Gases unter Überdruck gesetzter Gasraum (8) angeordnet ist und wobei in der Hülse (1) oder im Stössel (2) ein sich mit zunehmender Einfederung des Stössels (2) verkleinernder, mit Hydraulikmedium gefüllter Ölraum (9) angeordnet ist, und wobei zwischen den beiden Räumen (8, 9) eine gas-hydraulische Regeleinrichtung (12) mit einer Ventilanordnung (13) angeordnet ist, welche letztere beim Einfedern des Stössels (2) einen für das vom einen in den anderen Raum (8, 9) strömende Hydraulikmedium relevanten Querschnitt eines Durchlasses (49) in Abhängigkeit der auf den Stössel (2) einwirkenden Energie verändert dadurch gekennzeichnet, dass die Ventilanordnung (13) einen vom Hydraulikmedium zumindest in Öffnungsrichtung bewegbaren Ventilkörper (33) mit einer vorderen und einer hinteren Stirnfläche (36, 38) aufweist, wobei im Ruhezustand des Ventilkörpers (33) die vordere Stirnfläche (36) mit dem Ölraum (9) und die hintere Stirnfläche (38) mit dem Gasraum (8) in Wirkverbindung steht, und wobei die hintere Stirnfläche (38) um ein Mehrfaches grösser ist als die vordere Stirnfläche (36) und wobei Mittel (43) zum Verzögern der Schliessbewegung des Ventilkörpers (33) vorgesehen sind, so dass die vom Stössel (2) auf das Fahrzeug übertragene Beschleunigung einen vorgegebenen Maximalwert nicht überschreitet.
- Federnde Stoss- und/oder Zugeinrichtung nach Anspruch 1, dadurch gekennzeichnet, dass die Ventilanordnung (13) den Durchfluss des Hydraulikmediums vom Ölraum (9) in den Gasraum (8) derart reguliert, dass die vom Stössel (2) auf das Fahrzeug übertragene Beschleunigung bei Auflaufgeschwindigkeiten von ≤ 2m/s 9.81m/s2 (1g) nicht überschreitet.
- Federnde Stoss- und/oder Zugeinrichtung nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass auf der der hinteren Stirnfläche (38) zugewandten Rückseite des Ventilkörpers (33) ein Rückraum (30) angeordnet ist, in den eine mit dem Gasraum (8) in Wirkverbindung stehende Bohrung (42) mündet, deren Durchlassquerschnitt durch eine Drosseleinrichtung (43) begrenzt ist.
- Federnde Stoss- und/oder Zugeinrichtung nach einem der vorhergehenden Ansprüche, wobei auf der Rückseite des Ventilkörpers (33) ein Rückraum (30) angeordnet ist, dadurch gekennzeichnet, dass ein zwischen dem Rückraum (30) und dem Gasraum (8) angeordnetes, federbelastetes Einwegventil (40) vorgesehen ist, welch letzteres bei einem vorgegebenen, durch den sich in Öffnungsrichtung bewegenden Steuerkolben (34) bewirkten Druckanstieg entgegen der Federkraft derart verschiebbar ist, dass der Rückraum (30) mit dem Gasraum (8) in Verbindung steht.
- Federnde Stoss- und/oder Zugeinrichtung nach Anspruch 4, dadurch gekennzeichnet, dass das Einwegventil (40) mit einem zylindrischen Fortsatz (41) versehen ist, der sich in eine zentrale Längsbohrung (34) des Ventilkörpers (33) erstreckt, wobei die gas-hydraulische Drosseleinrichtung (43) im Fortsatz aufgenommen ist, und wobei der Ventilkörper (33) mit zumindest einer radialen, in dessen zentrale Längsbohrung (34) mündende Bohrung (37) versehen ist, und wobei die zentrale Längsbohrung (34) des Ventilkörpers (33) mit der Bohrung (42) im Fortsatz (41) des Einwegventils (40) verbunden ist.
- Federnde Stoss- und/oder Zugeinrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass der Ventilkörper (33) einen federbelasteten und als Rückschlagventil wirkenden Kopfteil (35) aufweist, welcher ein Zurückströmen von Hydraulikflüssigkeit und/oder Gas vom Gasraum (8) über den Ventilsitz (49) in den Ölraum (9) zu verhindern bestimmt ist.
- Federnde Stoss- und/oder Zugeinrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die gas-hydraulische Regeleinrichtung (12) einen sich mit zunehmender Einfederung des Stössels (2) verengenden Durchlass (22) aufweist, der den Ölraum (9) hydraulisch mit einer Vorkammer (24) verbindet, und dass der Ölraum (9) direkt oder indirekt über einen von einem Einwegventil (18) verschliessbaren Kanal (17) mit dem Gasraum (8) verbunden ist, wobei das Einwegventil (18) den Durchfluss des Hydraulikmediums von dem Ölraum (9) in Richtung des Gasraums (8) zu verhindern bestimmt ist.
- Federnde Stoss- und/oder Zugeinrichtung nach Anspruch 7, dadurch gekennzeichnet, dass sich der Innendurchmesser des in der Hülse (1) angeordneten Ölraums (9) in Einfederrichtung des Stössels (2) verkleinert und dass der Stössel (2) ein in der Hülse (1) geführtes Plungerrohr (5) mit einem endseitig angeordneten Ventilflansch (7) aufweist, welch letzterer einen radial umlaufenden Kanal (20) aufweist, die auf der dem Ölraum (9) zugewandten Seite von einem umlaufenden Bund (21) begrenzt ist, wobei zwischen dem Bund (21) und der inneren Hülsenwand (10) des Ölraums (9) ein radialer Spalt (22) zur Bildung eines sich mit zunehmender Einfederung des Stössels (2) verengenden Durchlasses vorgesehen ist.
- Federnde Stoss- und/oder Zugeinrichtung nach Anspruch 8, dadurch gekennzeichnet, dass der Ventilflansch (7) mit einer Öffnung (25) zur Aufnahme des Ventilkörpers (33) versehen ist, wobei der Ventilkörper (33) derart im Ventilflansch (7) aufgenommen ist, dass seine vordere, kopfseitige Stirnfläche (36) hydraulisch mit dem radial umlaufenden Kanal (20) in Verbindung steht.
- Federnde Stoss- und/oder Zugeinrichtung nach einem der Ansprüche 7 bis 9, dadurch gekennzeichnet, dass ein mit dem Kanal (17) in Verbindung stehendes Rücklaufrohr (15) vorgesehen ist, das zumindest teilweise durch den unteren Bereich des Gasraums (8) verläuft, wobei das Rücklaufrohr (15) in dem durch den unteren Bereich des Gasraums (8) verlaufenden Bereich mit einer Vielzahl von radialen Bohrungen (16) versehen ist.
- Federnde Stoss- und/oder Zugeinrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass der Gasraum (8) in Längsrichtung durch Trennbleche (50) in eine Vielzahl von Teilkammern (8a) unterteilt ist, wobei die Trennbleche (50) auf der Unterseite nicht bis an die Innenseite des Plungerrohrs (5) heranreichen, so dass zwischen den Trennblechen (50) und dem Plungerrohr jeweils ein Spalt (51) freibleibt, über den das Hydraulikmedium zwischen den Teilkammern (8a) zirkulieren kann.
- Federnde Stoss- und/oder Zugeinrichtung nach einem der Ansprüche 1 bis 10, dadurch gekennzeichnet, dass der Gasraum (8) in Längsrichtung durch einen verschiebbaren Kolben (54) unterteilt ist, wobei der dem Fahrzeug abgewandte Kammerteil (8a) zur Aufnahme eines unter Überdruck stehenden Gases ausgebildet ist und wobei der dem Fahrzeug zugewandte Kammerteil (8b) mit der Ventilanordnung (13) in Verbindung steht und zur Aufnahme von vom Ölraum (9) in den Gasraum (8) strömendem Hydraulikmedium ausgebildet ist.
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CH12262000 | 2000-06-21 | ||
CH122600 | 2000-06-21 | ||
CH170900 | 2000-09-01 | ||
CH17092000 | 2000-09-01 |
Publications (3)
Publication Number | Publication Date |
---|---|
EP1167154A2 EP1167154A2 (de) | 2002-01-02 |
EP1167154A3 EP1167154A3 (de) | 2002-09-11 |
EP1167154B1 true EP1167154B1 (de) | 2004-03-17 |
Family
ID=25738966
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP01810405A Expired - Lifetime EP1167154B1 (de) | 2000-06-21 | 2001-04-25 | Federnde Zug- und/oder Stosseinrichtung für Schienenfahrzeuge |
Country Status (2)
Country | Link |
---|---|
EP (1) | EP1167154B1 (de) |
AT (1) | ATE261834T1 (de) |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
ATE389570T1 (de) | 2004-07-13 | 2008-04-15 | Schwab Verkehrstechnik Ag | Puffer für schienenfahrzeuge |
Family Cites Families (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3567042A (en) * | 1968-12-23 | 1971-03-02 | Pittsburgh Forging Co | Pneumatic-hydraulic shock absorber |
SE460412B (sv) * | 1987-09-16 | 1989-10-09 | Sten Henrik Danieli | Hastighetsstyrd jaernvaegsbuffert |
DE19523467C2 (de) * | 1995-06-28 | 1999-12-09 | Kg Ringfeder Bahntechnik Gmbh | Hydraulikkapsel, insbesondere für Eisenbahnpuffer |
-
2001
- 2001-04-25 AT AT01810405T patent/ATE261834T1/de not_active IP Right Cessation
- 2001-04-25 EP EP01810405A patent/EP1167154B1/de not_active Expired - Lifetime
Also Published As
Publication number | Publication date |
---|---|
EP1167154A2 (de) | 2002-01-02 |
EP1167154A3 (de) | 2002-09-11 |
ATE261834T1 (de) | 2004-04-15 |
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