EP1323611B1 - Buffer, in particular for railway vehicles - Google Patents

Buffer, in particular for railway vehicles Download PDF

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Publication number
EP1323611B1
EP1323611B1 EP02028314A EP02028314A EP1323611B1 EP 1323611 B1 EP1323611 B1 EP 1323611B1 EP 02028314 A EP02028314 A EP 02028314A EP 02028314 A EP02028314 A EP 02028314A EP 1323611 B1 EP1323611 B1 EP 1323611B1
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EP
European Patent Office
Prior art keywords
buffer according
buffer
tubular plunger
flange
guiding groove
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EP02028314A
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German (de)
French (fr)
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EP1323611A1 (en
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Smw Spezialmaschinen und Werkzeugbau & Co GmbH
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SMW Spezialmaschinen und Werkzeugbau GmbH
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Priority claimed from DE2001164674 external-priority patent/DE10164674A1/en
Priority claimed from DE2002125067 external-priority patent/DE10225067A1/en
Priority claimed from DE20218449U external-priority patent/DE20218449U1/en
Application filed by SMW Spezialmaschinen und Werkzeugbau GmbH filed Critical SMW Spezialmaschinen und Werkzeugbau GmbH
Publication of EP1323611A1 publication Critical patent/EP1323611A1/en
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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61GCOUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G11/00Buffers
    • B61G11/18Details

Definitions

  • the invention relates to a sprung buffer, in particular for rail vehicles, with sliding housing parts (Buffer sleeve and plunger), a base plate for attachment on the frame of a vehicle and on the other hand Buffer heads. Both housing parts are replaced by one in one Guide groove guided feather key secured against twisting. In the inner housing part is a preloaded spring for damping the ram movement.
  • the housing parts are made of castings. For larger quantities is the production technology favorable. Around the high loads (impact and permanent load) in the railway operations are sufficient, the parts are thick walls, which a buffer is very heavy. The vehicle mass and thus the Operating costs rise.
  • the production of the housing parts as a drop forging part, wherein the sleeve tube with the base plate and the plunger with the buffer plate are each designed as one piece.
  • the production is very complex, since expensive dies and forging technology are required, as well as multi-level, a large depth must be forged.
  • weld the base plate or the buffer plate respectively with the sleeve tube it is now common to weld the base plate or the buffer plate respectively with the sleeve tube.
  • the base plate / the buffer plate consists of one piece and is connected to the sleeve tube by a circumferential weld.
  • Such a solution is z. B. for the buffer plunger from DE PS 4337257 known. It has now been shown that cracks in the weld seam area can occur during prolonged use of the guide.
  • Patent GB 1 044 582 describes a hydraulic shock absorber for automatic coupling to railway wagons. This consists of a cylindrical housing that is closed at one end by a lid and at the other end by a solid bottom. The floor also serves to attach the shock absorber. Through the lid, a cylindrical plunger is guided, which is supported in the housing on another guide and springs. To dampen motion spaces and valves for a hydraulic fluid are arranged.
  • the bottom consists according to a variant of a cylindrical housing arranged in the disc, which is supported on a shoulder of the housing.
  • the cylindrical housing On the outside, the cylindrical housing is enclosed in the same plane by a plate.
  • the disc and the plate are flush welded to the cylindrical housing, so that a bottom plate is formed.
  • the introduction of the forces from the cylindrical housing is improved.
  • the lateral forces are transmitted to the plate only through the welds.
  • several additional gusset plates are additionally welded on the outside. This increases the manufacturing cost and is applicable only where the plunger is guided in the fixed housing. In railway buffers but predominantly the plunger are guided over the fixed housing. The note plates would then limit the travel of the plunger.
  • the object of the invention is relatively simple Elements a housing part or a buffer sleeve with high Fatigue resistance and a low weight to create. Of the Influence of welding defects on the strength should thereby be reduced. Furthermore, the specific Surface pressure forces between the elements of the housing part kept low, corrosion between them and cracks prevented in the chiefsnut Brady Kunststoff the keyway guide become.
  • the object is achieved by the features of claim one.
  • a lightweight and durable buffer sleeve is created.
  • the solution is surprisingly simple since it deviates from the previous basic principle that the base plate consists of one piece.
  • the proposed extension at the end of the guide shortens their supporting side wall, yet the maximum stress in this area of the housing part / sleeve tube is considerably reduced. Cracking at the end of the foundedsnutgroundes be safely avoided with this easy-to-implement feature.
  • the pressing connections are made by shrinking, so heating or cooling each of a component of the pairing.
  • the press connection is realized by pressing the parts with appropriate oversizes.
  • the press connection can be compensated by a stronger welding, the lower holding force of the interference fit.
  • the welding takes place in the front area of the parts, or the base plate in appropriately prepared seam joints.
  • the welds essentially only have the function of sealing the joints of the seats and allowing a continuous surface of the base plate. Occasionally occurring quality reductions of the weld therefore no longer affect the overall strength of the buffer sleeve.
  • the dimensions of the components or for the buffer itself can not be chosen arbitrarily. Corresponding standards for the buffer must be observed.
  • the UIC code of the international railway association - writes z. B. for buffers with 105 mm stroke for freight cars a variety of dimensions and possible limit loads.
  • large pressing forces in the press fit are required to dissipate the forces acting on the buffer. It creates strong surface pressures that could cause cracks in continuous loads.
  • the seat between the sleeve tube and the bottom is formed positively.
  • a one-sided weld prevents detachment.
  • the introduced main forces are transmitted by the opposite of the wall thickness enlarged surfaces of the parts. This reduces the specific surface pressure.
  • the welding preload reduces or eliminates the prestressing stress. Therefore, the welds should be as small as possible or completely eliminated.
  • under heavy loads in press fit without joint welding temporarily opens the joint in the order of microns. In the usual long-term use of the buffer outdoors, this can cause crevice corrosion.
  • the annular joint is not welded, but only elastically sealed according to claims 9 and 10. With this measure hairline cracks and crevice corrosion are avoided even under continuous load.
  • Fig. 1 shows a longitudinal section through a buffer housing
  • Fig. 2 is a side view, as seen from the open end of the sleeve tube
  • Fig. 3 is a longitudinal section of the end with the base plate in a second embodiment.
  • 4 shows the buffer housing (buffer sleeve) in the plan view
  • Fig. 5 is an enlarged, spatial representation of the extension of the guide.
  • the sleeve tube 1 is made of a piece of pipe. At the end of a pipe, a seat is externally and internally turned for a press fit. In addition, chamfers are formed on the edges. At the opposite end a guide groove 6 is milled.
  • the bottom 2 is cut out of a heavy plate or made as a forged piece. The outer diameter is over-turned with appropriate oversize to the inner diameter of the sleeve tube 1 and provided with chamfers.
  • the flange 3 forms the main body of the base plate and has a central bore with fit for the sleeve tube 1. At the periphery of the bore, the flange 3 is made thicker to lower the surface pressures and better dissipate the forces.
  • the buffer sleeve tube 1 is heated and the cold bottom 2 is inserted into the sleeve tube 1. After cooling, the heated flange 3 is placed on the sleeve tube 1. Finally, the prepared joints are welded on the front side and the seam surfaces are smoothed. The weld 4 is shown disproportionately in FIG. The opposite joint area is sealed by applying a rubber-containing sealant 5. After mounting the spring, feather key, further individual parts and the plunger on the buffer sleeve, the buffer is complete. Now, the flange 3 of the buffer sleeve is bolted to the buffer carrier of the vehicle.
  • the tube wall of the sleeve tube 1 is designed to be rising inwards towards the tube end, so that a frustoconical seat is created.
  • FIG. 3 this is shown greatly exaggerated for illustration.
  • chamfers for the welds are made at the edges.
  • the bottom 2 is cut out of a heavy plate or a forging. The outer diameter is formed frusto-conical so that the bottom 2 can be introduced through the sleeve tube 1 to the seat.
  • the bottom 2 is pressed into the inner seat of the sleeve tube 1 and welded outside in the chamfer.
  • a guide groove 6 is milled on the outer circumference of the sleeve tube 1, parallel to the longitudinal axis. This does not penetrate the entire wall thickness, so that a several millimeters thick groove bottom remains.
  • the end of the guide groove 6 in the region of the sleeve tube end has an extension 7. This has the shape of a cylinder portion with a maximum extension at the sleeve tube end.
  • the extension 7 penetrates the entire wall thickness. As a result, the beginning of the groove base is reset and the side wall of the extension 7 extends arcuately.
  • the side wall may also have a modified curve.
  • one of the guide groove 6 corresponding sliding spring is attached.
  • the spring For assembly, only the spring is guided in the sleeve tube 1. Thereafter, the outer housing part is pushed with the sliding spring, so that the sliding spring in the guide groove (6) is guided. A circumferential to the sleeve tube 1 circlip prevents sliding apart of the housing parts. In the rebounded state, ie in the absence of force on the buffer, the sliding spring only contributes to a part of its length. Under load, the outer housing part (plunger) springs, so that the sliding spring carries in approximately total length. The extension 7 is not directly charged.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Dampers (AREA)
  • Springs (AREA)
  • Information Transfer Systems (AREA)
  • Fluid-Damping Devices (AREA)

Abstract

Buffer comprises two cylindrical housing parts inserted inside each other in a form-locking manner. One housing part is designed at the end as a base plate for fixing the buffer. The housing part (buffer casing) consists of a casing tube (1), a base (2) and a flange (3), which are joined together by a press fit or form-locking connection and welding (4) on at least one end side so that the base and the flange form a base plate. In the sleeve tube a guide groove (6) is expanded at least at one end by the tube wall. <??>Preferred Features: The press fit between the base and the casing tube and between the flange and the casing tube is produced by heating or cooling part of the pair (shrinking on) or by pressing.

Description

Die Erfindung betrifft einen gefederten Puffer, insbesondere für Schienenfahrzeuge, mit ineinander gleitenden Gehäuseteilen (Pufferhülse und Stößel), einer Grundplatte zur Befestigung am Rahmen eines Fahrzeuges und andererseits einem Pufferteller. Beide Gehäuseteile werden durch eine in einer Führungsnut geführter Passfeder gegen verdrehen gesichert. Im inneren Gehäuseteil befindet sich eine vorgespannte Feder zur Dämpfung der Stößelbewegung.The invention relates to a sprung buffer, in particular for rail vehicles, with sliding housing parts (Buffer sleeve and plunger), a base plate for attachment on the frame of a vehicle and on the other hand Buffer heads. Both housing parts are replaced by one in one Guide groove guided feather key secured against twisting. In the inner housing part is a preloaded spring for damping the ram movement.

[Stand der Technik][State of the art]

Die Gehäuseteile werden zum einen aus Guss gefertigt. Für größere Stückzahlen ist das fertigungstechnisch günstig. Um die hohen Beanspruchungen (Stoß- und Dauerbeanspruchung) im Bahnbetrieb zu genügen, sind die Teile starkwandig, wodurch ein Puffer sehr schwer ist. Die Fahrzeugmasse und damit die Betriebskosten steigen.The housing parts are made of castings. For larger quantities is the production technology favorable. Around the high loads (impact and permanent load) in the Railway operations are sufficient, the parts are thick walls, which a buffer is very heavy. The vehicle mass and thus the Operating costs rise.

Bekannt ist auch die Fertigung der Gehäuseteile als Gesenkschmiedeteil, wobei das Hülsenrohr mit der Grundplatte und der Stößel mit dem Pufferteller jeweils als ein Stück ausgeführt sind. Die Herstellung ist sehr aufwendig, da teure Gesenke und Schmiedetechnik erforderlich sind, sowie mehrstufig eine große Tiefe ausgeschmiedet werden muss.
Zur Kostensenkung ist es jetzt üblich, die Grundplatte bzw. den Pufferteller jeweils mit dem Hülsenrohr zu verschweißen. Hier besteht nur die Grundplatte/ der Pufferteller aus einem Stück und ist mit dem Hülsenrohr durch eine umlaufende Schweißung verbunden. Eine derartige Lösung ist z. B. für den Pufferstößel aus der DE PS 4337257 bekannt. Es hat sich jetzt gezeigt, dass bei längerer Führungsnutzung Risse im Schweißnahtbereich auftreten können. Ursachen sind unter anderem subjektive Schweißfehler, die niemals vollständig vermieden werden können. Die Schweißnaht an der Pufferhülse ist besonders belastet, da sie am Ende der Hülse, also unmittelbar vor der Pufferbefestigung angeordnet ist. Die Querkräfte in Kurvenfahrten wirken somit über einen großen Hebel (annähernd Pufferlänge) auf die Schweißnaht.
In der Patentschrift GB 1 044 582 wird ein hydraulischer Stoßdämpfer für eine automatische Kupplung an Eisenbahnwaggons beschrieben. Dieser besteht aus einem zylinderförmigen Gehäuse, dass an einem Ende durch einen Deckel und am anderen Ende durch einen festen Boden verschlossen ist. Der Boden dient weiterhin der Befestigung des Stoßdämpfers. Durch den Deckel wird ein zylindrischer Stößel geführt, der sich im Gehäuse auf eine weitere Führung und Federn abgestützt. Zur Bewegungsdämpfung sind Räume und Ventile für eine Hydraulikflüssigkeit angeordnet. Der Boden besteht gemäß einer Variante aus einer im zylinderförmigen Gehäuse angeordneten Scheibe, die sich auf einem Absatz des Gehäuses abstützt. Außen ist das zylinderförmige Gehäuse in gleicher Ebene von einer Platte umschlossen. Die Scheibe und die Platte sind mit dem zylinderförmigen Gehäuse bündig verschweißt, so dass eine Bodenplatte gebildet wird. Durch diese Gestaltung wird die Einleitung der Kräfte vom zylinderförmigen Gehäuse verbessert. Allerdings werden die Seitenkräfte auf die Platte nur durch die Schweißnähte übertragen. Um die Festigkeit zu erhöhen sind außen zusätzlich mehrere Knotenbleche angeschweißt. Das steigert die Fertigungskosten und ist auch nur dort anwendbar, wo der Stößel in das befestigte Gehäuse geführt ist. Bei Eisenbahnpuffer sind aber überwiegende die Stößel über dem feststehenden Gehäuse geführt. Die Kontenbleche würden dann den Federweg des Stößels einschränken. Da aber Pufferlänge und Federweg genormt sind, ist diese Konstruktion auf Pufferhülsen von Eisenbahnpuffer nicht übertragbar.
Die Führung der ineinander gleitenden Gehäuseteile von Eisenbahnpuffer durch eine Passfeder und Führungsnut ist ebenfalls seit einigen Jahren üblich. Damit soll ein Verdrehen des Stößels gegenüber der Pufferhülse bei Belastung verhindert werden, so dass der Pufferteller seine horizontale Lage beibehält. Am äußeren Umfang des inneren Gehäuseteiles, überwiegend die am Pufferträger angeschraubte Pufferhülse, ist längs eine Führungsnut eingearbeitet. In dieser ist eine Passfeder mit etwa der halben Dicke geführt. Mit der verbleibenden Dicke minus Spiel ist sie in einer Ausnehmung an der Innenwandung des äußeren Gehäuseteiles befestigt.
Bei längerem Gebrauch der Puffer können Risse im Führungsnutbereich auftreten. Diese beginnen sehr häufig am Führungsnutgrund am offenen Ende der Führungsnut, die sich am Rohrende befindet. Das führt letztlich zu einer Zerstörung der Führung. Mit dem dadurch möglichen Verdrehen des Puffertellers wird die Funktion gefährdet.
Naheliegend ist eine Verstärkung der Wandungsdicke. Dieses ist aber bei dem inneren Rohr durch die vorgegebenen Normen für z. B. Eisenbahnpuffer nicht möglich. Es werden deshalb auch durch die gesamte Wandstärke gehende Schlitze als Führungen gefertigt. In dieser Ausführung muss die Passfeder am äußeren Gehäuseteil innen sicher befestigt sein. Die Passfederführung ist damit ein einseitig offener Schlitz. Bei der auftretenden seitlichen Belastung wird durch den Druck der Passfeder der Schlitz am offenen Ende aufgeweitet und es beginnt eine Rissbildung am Schlitzende.
Also known is the production of the housing parts as a drop forging part, wherein the sleeve tube with the base plate and the plunger with the buffer plate are each designed as one piece. The production is very complex, since expensive dies and forging technology are required, as well as multi-level, a large depth must be forged.
To reduce costs, it is now common to weld the base plate or the buffer plate respectively with the sleeve tube. Here, only the base plate / the buffer plate consists of one piece and is connected to the sleeve tube by a circumferential weld. Such a solution is z. B. for the buffer plunger from DE PS 4337257 known. It has now been shown that cracks in the weld seam area can occur during prolonged use of the guide. Causes include subjective welding defects that can never be completely avoided. The weld on the buffer sleeve is particularly stressed because it is located at the end of the sleeve, ie immediately before the buffer attachment. The lateral forces in cornering thus act on the weld via a large lever (approximately buffer length).
Patent GB 1 044 582 describes a hydraulic shock absorber for automatic coupling to railway wagons. This consists of a cylindrical housing that is closed at one end by a lid and at the other end by a solid bottom. The floor also serves to attach the shock absorber. Through the lid, a cylindrical plunger is guided, which is supported in the housing on another guide and springs. To dampen motion spaces and valves for a hydraulic fluid are arranged. The bottom consists according to a variant of a cylindrical housing arranged in the disc, which is supported on a shoulder of the housing. On the outside, the cylindrical housing is enclosed in the same plane by a plate. The disc and the plate are flush welded to the cylindrical housing, so that a bottom plate is formed. By this design, the introduction of the forces from the cylindrical housing is improved. However, the lateral forces are transmitted to the plate only through the welds. To increase the strength, several additional gusset plates are additionally welded on the outside. This increases the manufacturing cost and is applicable only where the plunger is guided in the fixed housing. In railway buffers but predominantly the plunger are guided over the fixed housing. The note plates would then limit the travel of the plunger. But since buffer length and travel are standardized, this construction is not transferable to buffer sleeves of railway buffers.
The leadership of the sliding housing parts of railway buffers by a feather key and guide has also been common for several years. This is to prevent twisting of the plunger against the buffer sleeve under load, so that the buffer plate retains its horizontal position. On the outer circumference of the inner housing part, mainly the bolted to the buffer carrier buffer sleeve, along a guide groove is incorporated. In this a feather key is performed with about half the thickness. With the remaining thickness minus play it is mounted in a recess on the inner wall of the outer housing part.
With prolonged use of the buffers, cracks may occur in the guide groove area. These begin very often on Führungsnutgrund at the open end of the guide, which is located at the end of the pipe. This ultimately leads to a destruction of the leadership. With this possible twisting of the buffer plate, the function is compromised.
Obvious is an increase in the wall thickness. This is but in the inner tube by the given standards for z. B. railway buffers not possible. There are therefore made through the entire wall thickness slots as guides. In this version, the key must be securely fastened to the inside of the housing. The keyway guide is thus a one-sided open slot. When occurring lateral load the slot is widened at the open end by the pressure of the feather key and it starts cracking at the end of the slot.

Diese Gefahrenpotentiale erfordern zur Vermeidung von Betriebsstörungen eine häufige Überwachung und gegebenenfalls den Austausch von Pufferteilen oder Puffern. Damit steigen die Kosten zur Gewährleistung der Betriebssicherheit. Trotzdem verbleibt ein Restrisiko mit möglichen Unfällen.These potential dangers require to avoid malfunctions frequent monitoring and, if necessary the replacement of buffer parts or buffers. So go up the cost of ensuring operational safety. Nevertheless there remains a residual risk with possible accidents.

[Aufgabe der Erfindung]OBJECT OF THE INVENTION

Aufgabe der Erfindung ist es, aus relativ einfachen Elementen ein Gehäuseteil bzw. eine Pufferhülse mit hoher Dauerfestigkeit und einem geringen Gewicht zu schaffen. Der Einfluss von Schweißfehlern auf die Festigkeit soll dabei vermindert werden. Weiterhin sollen die spezifischen Flächenpresskräfte zwischen den Elementen des Gehäuseteiles niedrig gehalten, eine Korrosion zwischen diesen und Risse im Führungsnutbereich der Passfederführung verhindert werden.The object of the invention is relatively simple Elements a housing part or a buffer sleeve with high Fatigue resistance and a low weight to create. Of the Influence of welding defects on the strength should thereby be reduced. Furthermore, the specific Surface pressure forces between the elements of the housing part kept low, corrosion between them and cracks prevented in the Führungsnutbereich the keyway guide become.

Erfindungsgemäß wird die Aufgabe durch die Merkmale des Anspruchs eins gelöst. Durch die Zusammenfügung aus drei einfachen Bauteilen mit einer Kombination von Presssitzen, bzw. Formschluss und Schweißung in gering belasteten Bereichen wird eine leichte und dauerfeste Pufferhülse geschaffen. Die Lösung ist überraschend einfach, da von dem bisherigen Grundprinzip, dass die Grundplatte aus einem Stück besteht, abgewichen wird.
Die vorgeschlagene Erweiterung am Ende der Führungsnut verkürzt deren tragende Seitenwand, trotzdem ist die maximale Spannung in diesem Bereich des Gehäuseteiles/Hülsenrohres erheblich vermindert. Mit diesem einfach zu realisierendem Merkmal werden Rissbildungen am Ende des Führungsnutgrundes sicher vermieden.
Gemäß einer vorteilhaften Ausführung nach Anspruch 2 sind die Pressverbindungen durch Aufschrumpfen, also Erwärmung bzw. Kühlung jeweils eines Bauteils der Paarung hergestellt. Durch die großen Schrumpfkräfte sind nur noch kleine Schweißverbindungen zur Sicherung des Sitzes bzw. der Fuge erforderlich.
In der Ausführung nach Anspruch 3 wird die Pressverbindung durch Aufpressen der Teile bei entsprechenden Übermaßen realisiert. In dieser Ausführung kann durch eine stärkere Verschweißung die geringere Haltekraft des Presssitzes ausgeglichen werden.
Die Schweißung erfolgt im Stirnbereich der Teile, bzw. der Grundplatte in entsprechend vorbereitete Nahtfugen. Mit dieser konstruktiv günstigen Schweißnahtanordnung wird die Belastung der Schweißnähte erheblich gesenkt. Die Hauptkräfte werden durch die Presssitze, bzw. einem Formschluss gemäß Anspruch 6 übertragen. Die Schweißungen haben im Wesentlichen nur noch die Funktion, die Fugen der Sitze abzudichten und eine durchgängige Oberfläche der Grundplatte zu ermöglichen. Vereinzelt auftretende Qualitätsminderungen der Schweißung beeinflussen die Gesamtfestigkeit der Pufferhülse deshalb nicht mehr.
Die Abmaße der Bauteile bzw. für den Puffer selbst können nicht beliebig gewählt werden. Es sind entsprechende Normen für den Puffer einzuhalten. Der UIC - Kodex des internationalen Eisenbahnverbandes - schreibt z. B. für Puffer mit 105 mm Hub für Güterwagen eine Vielzahl von Maßen und möglichen Grenzbelastungen vor. Bei dünnwandigen Teilen, also kleinen Pressflächen, sind große Presskräfte im Presssitz erforderlich, um die auf den Puffer einwirkenden Kräfte abzuleiten. Es entstehen starke Flächenpressungen, die bei Dauerbelastungen Risse bewirken könnten.
In weiterer Ausgestaltung der Erfindung wird deshalb gemäß Anspruch 5 der Flansch im Bereich des Presssitzes mit einer größeren Dicke mit einem Übergang zur allgemeinen Flanschdicke ausgeführt. Gemäß Anspruch 6 ist der Sitz zwischen dem Hülsenrohr und dem Boden formschlüssig ausgebildet. Eine einseitige Schweißnaht verhindert ein Loslösen. Die eingeleiteten Hauptkräfte werden von den gegenüber der Wanddicke vergrößerten Flächen der Teile übertragen. Dadurch wird die spezifische Flächenpressung vermindert.
Im Bereich der Schweißnähte wird durch die Schweißwärme die Pressvorspannung vermindert bzw. aufgehoben. Deshalb sollten die Schweißnähte möglichst klein sein oder ganz entfallen. Andererseits hat sich gezeigt, dass bei starken Belastungen im Presssitz ohne Fugenverschweißung sich vorübergehend die Fuge in der Größenordnung von Mikrometern öffnet. Bei der üblichen Langzeitnutzung der Puffer im Freien kann dieses eine Spaltkorrosion bewirken. In dem Bereich, in dem der Sitz besonders stark "arbeitet", wird die Ringfuge nicht verschweißt, sondern gemäß den Ansprüchen 9 und 10 nur elastisch abgedichtet. Mit dieser Maßnahme werden Haarrisse und Spaltkorrosion auch bei Dauerbelastung vermieden.
In den Ansprüchen 11 bis 15 werden vorteilhafte Ausgestaltungen der Führungsnut offenbart.
Bei einer Führungsnut nach Anspruch 11 entspricht die maximale Erweiterung 1- bis 3-mal der Breite der Führungsnutbreite.
Wenn es die räumlichen Verhältnisse gestatten, wird gemäß Anspruch 12 die Führungsnut etwa um die Länge der Erweiterung verlängert bzw. der Passfedersitz verschoben. Bei maximaler Einfederung ist dadurch die Passfeder über die gesamte Länge in der Führungsnut geführt, was eine weitere Spannungsminderung bewirkt.
Die Erfindung ist selbstverständlich auch bei anderen Ausführungsformen von Puffern, als in dem nachfolgenden Ausführungsbeispiel anwendbar.
According to the invention the object is achieved by the features of claim one. By combining three simple components with a combination of press fits, or positive engagement and welding in low-load areas a lightweight and durable buffer sleeve is created. The solution is surprisingly simple since it deviates from the previous basic principle that the base plate consists of one piece.
The proposed extension at the end of the guide shortens their supporting side wall, yet the maximum stress in this area of the housing part / sleeve tube is considerably reduced. Cracking at the end of the Führungsnutgrundes be safely avoided with this easy-to-implement feature.
According to an advantageous embodiment according to claim 2, the pressing connections are made by shrinking, so heating or cooling each of a component of the pairing. Due to the large shrinking forces only small welded joints for securing the seat or the joint are required.
In the embodiment according to claim 3, the press connection is realized by pressing the parts with appropriate oversizes. In this embodiment can be compensated by a stronger welding, the lower holding force of the interference fit.
The welding takes place in the front area of the parts, or the base plate in appropriately prepared seam joints. With this structurally favorable weld arrangement, the load on the welds is significantly reduced. The main forces are transmitted through the press seats, or a positive connection according to claim 6. The welds essentially only have the function of sealing the joints of the seats and allowing a continuous surface of the base plate. Occasionally occurring quality reductions of the weld therefore no longer affect the overall strength of the buffer sleeve.
The dimensions of the components or for the buffer itself can not be chosen arbitrarily. Corresponding standards for the buffer must be observed. The UIC code of the international railway association - writes z. B. for buffers with 105 mm stroke for freight cars a variety of dimensions and possible limit loads. In thin-walled parts, ie small pressing surfaces, large pressing forces in the press fit are required to dissipate the forces acting on the buffer. It creates strong surface pressures that could cause cracks in continuous loads.
In a further embodiment of the invention is therefore carried out according to claim 5, the flange in the region of the interference fit with a greater thickness with a transition to the general flange thickness. According to claim 6, the seat between the sleeve tube and the bottom is formed positively. A one-sided weld prevents detachment. The introduced main forces are transmitted by the opposite of the wall thickness enlarged surfaces of the parts. This reduces the specific surface pressure.
In the area of the weld seams, the welding preload reduces or eliminates the prestressing stress. Therefore, the welds should be as small as possible or completely eliminated. On the other hand, it has been shown that under heavy loads in press fit without joint welding temporarily opens the joint in the order of microns. In the usual long-term use of the buffer outdoors, this can cause crevice corrosion. In the area in which the seat "works" particularly strong, the annular joint is not welded, but only elastically sealed according to claims 9 and 10. With this measure hairline cracks and crevice corrosion are avoided even under continuous load.
In claims 11 to 15 advantageous embodiments of the guide groove are disclosed.
In a guide groove according to claim 11, the maximum extension corresponds to 1 to 3 times the width of the Führungsnutbreite.
If permitted by the spatial conditions, according to claim 12, the guide groove is extended by about the length of the extension or moved the feather key. At maximum deflection of the key is thus guided over the entire length in the guide groove, which causes a further reduction in voltage.
The invention is of course applicable to other embodiments of buffers, as in the following embodiment.

[Beispiele][Examples]

Nachfolgend soll die Erfindung an zwei Ausführungsbeispielen erläutert werden.
Die Fig. 1 zeigt einen Längsschnitt durch ein Puffergehäuse, die Fig. 2 eine Seitenansicht, vom offenen Ende des Hülsenrohres aus gesehen und Fig. 3 einen Längsschnitt des Endes mit der Grundplatte in einer zweiten Ausführung. Die Fig. 4 zeigt das Puffergehäuse (Pufferhülse) in der Draufsicht und die Fig. 5 eine vergrößerte, räumliche Darstellung der Erweiterung der Führungsnut.
The invention will be explained in two embodiments.
Fig. 1 shows a longitudinal section through a buffer housing, Fig. 2 is a side view, as seen from the open end of the sleeve tube and Fig. 3 is a longitudinal section of the end with the base plate in a second embodiment. 4 shows the buffer housing (buffer sleeve) in the plan view and Fig. 5 is an enlarged, spatial representation of the extension of the guide.

Das Hülsenrohr 1 ist aus einem Rohrstück gefertigt. An einem Rohrende ist außen und innen ein Sitz für eine Presspassung gedreht. Zusätzlich sind an den Kanten Fasen ausgebildet. Am entgegengesetzten Ende ist eine Führungsnut 6 eingefräst. Der Boden 2 ist aus einem Starkblech ausgeschnitten oder als Schmiedestück gefertigt. Der äußere Durchmesser ist mit passendem Übermaß zum Innendurchmesser des Hülsenrohres 1 überdreht und mit Fasen versehen. Der Flansch 3 bildet den Hauptkörper der Grundplatte und besitzt eine zentrale Bohrung mit Passung für das Hülsenrohr 1. Am Umfang der Bohrung ist der Flansch 3 dicker ausgeführt, um die Flächendrücke zu senken und die Kräfte besser abzuleiten. Weiterhin sind vier Durchgangsbohrungen für die Befestigungsschrauben zum Pufferträger vorgefertigt.
Zur Fertigstellung der Pufferhülse wird z. B. das Hülsenrohr 1 erwärmt und der kalte Boden 2 in das Hülsenrohr 1 eingeschoben. Nach der Abkühlung wird der erwärmte Flansch 3 auf das Hülsenrohr 1 aufgesetzt. Abschließend werden die vorbereiteten Fugen an der Stirnseite verschweißt und die Nahtoberflächen geglättet. Die Verschweißung 4 ist in der Fig. 1 überproportional dargestellt. Der entgegengesetzte Fugenbereich wird durch Auftragen einer gummihaltigen Dichtungsmasse 5 abgedichtet.
Nach der Montage der Feder, Passfeder, weiterer Einzelteile und des Stößels auf die Pufferhülse ist der Puffer komplett. Jetzt wird der Flansch 3 der Pufferhülse mit dem Pufferträger des Fahrzeuges verschraubt.
The sleeve tube 1 is made of a piece of pipe. At the end of a pipe, a seat is externally and internally turned for a press fit. In addition, chamfers are formed on the edges. At the opposite end a guide groove 6 is milled. The bottom 2 is cut out of a heavy plate or made as a forged piece. The outer diameter is over-turned with appropriate oversize to the inner diameter of the sleeve tube 1 and provided with chamfers. The flange 3 forms the main body of the base plate and has a central bore with fit for the sleeve tube 1. At the periphery of the bore, the flange 3 is made thicker to lower the surface pressures and better dissipate the forces. Furthermore, four through holes are prefabricated for the mounting screws to the buffer carrier.
To complete the buffer sleeve z. B. the sleeve tube 1 is heated and the cold bottom 2 is inserted into the sleeve tube 1. After cooling, the heated flange 3 is placed on the sleeve tube 1. Finally, the prepared joints are welded on the front side and the seam surfaces are smoothed. The weld 4 is shown disproportionately in FIG. The opposite joint area is sealed by applying a rubber-containing sealant 5.
After mounting the spring, feather key, further individual parts and the plunger on the buffer sleeve, the buffer is complete. Now, the flange 3 of the buffer sleeve is bolted to the buffer carrier of the vehicle.

In einem weiteren Ausführungsbeispiel gemäß Fig. 3 ist die Rohrwandung des Hülsenrohres 1 zum Rohrende innen ansteigend ausgeführt, so dass ein kegelstumpfförmiger Sitz entsteht. In der Fig. 3 ist das zur Darstellung stark überhöht abgebildet. Zusätzlich sind an den Kanten Fasen für die Schweißnähte gefertigt. Der Boden 2 ist aus einem Starkblech ausgeschnitten oder ein Schmiedestück. Der äußere Durchmesser ist so kegelstumpfförmig ausgebildet, dass der Boden 2 durch das Hülsenrohr 1 bis zum Sitz eingebracht werden kann.
Zur Fertigstellung der Pufferhülse wird der Boden 2 in den inneren Sitz des Hülsenrohres 1 gepresst und außen in der Fase verschweißt. Die später in das Hülsenrohr 1 eingebrachte Pufferfeder drückt auf den Boden 2 und dieser leitet die Kräfte auf den Pufferträger des Waggons. Danach wird der erwärmte Flansch 3 auf das Hülsenrohr 1 aufgesetzt. Abschließend wird die vorbereitete äußere Fuge 4 verschweißt und der entgegengesetzte Fugenbereich durch Auftragen einer handelsüblichen elastischen Dichtungsmasse 5 abgedichtet. Dieses erfolgt in einem Streifen über der Fuge, so dass im unmittelbaren Fugenbereich eine Bewegung der Teile 1 und 3 gegeneinander möglich ist, ohne die Abdichtung insgesamt abzulösen.
In a further embodiment according to FIG. 3, the tube wall of the sleeve tube 1 is designed to be rising inwards towards the tube end, so that a frustoconical seat is created. In FIG. 3, this is shown greatly exaggerated for illustration. In addition, chamfers for the welds are made at the edges. The bottom 2 is cut out of a heavy plate or a forging. The outer diameter is formed frusto-conical so that the bottom 2 can be introduced through the sleeve tube 1 to the seat.
To complete the buffer sleeve, the bottom 2 is pressed into the inner seat of the sleeve tube 1 and welded outside in the chamfer. The later introduced into the sleeve tube 1 buffer spring presses on the bottom 2 and this passes the forces on the buffer carrier of the car. Thereafter, the heated flange 3 is placed on the sleeve tube 1. Finally, the prepared outer joint 4 is welded and sealed the opposite joint area by applying a commercially available elastic sealant 5. This is done in a strip over the joint, so that in the immediate joint area, a movement of the parts 1 and 3 against each other is possible without detaching the seal as a whole.

Wie aus Fig. 4 ersichtlich, ist am äußeren Umfang des Hülsenrohres 1, parallel zur Längsachse, eine Führungsnut 6 eingefräst. Diese durchdringt nicht die ganze Wanddicke, so dass ein mehrere Millimeter dicker Nutgrund verbleibt. Das Ende der Führungsnut 6 im Bereich des Hülsenrohrendes besitzt eine Erweiterung 7. Diese hat die Form eines Zylinderabschnittes mit einer maximalen Erweiterung am Hülsenrohrende. Die Erweiterung 7 durchdringt die gesamte Wandstärke. Dadurch ist der Anfang des Nutgrundes zurückgesetzt und die Seitenwandung der Erweiterung 7 verläuft bogenförmig. Die Seitenwandung kann auch einen abgewandelten Kurvenverlauf besitzen.
Im nicht dargestellten äußeren Gehäuseteil ist eine der Führungsnut 6 entsprechende Gleitfeder befestigt. Zur Montage wird erst die Feder in das Hülsenrohr 1 geführt. Danach wird das äußere Gehäuseteil mit der Gleitfeder aufgeschoben, so dass die Gleitfeder in der Führungsnut (6) geführt wird. Ein um das Hülsenrohr 1 umlaufender Sicherungsring verhindert ein Auseinandergleiten der Gehäuseteile.
Im ausgefederten Zustand, also bei fehlender Krafteinwirkung auf den Puffer, trägt die Gleitfeder nur auf einem Teil ihrer Länge. Unter Belastung federt das äußere Gehäuseteil (Stößel) ein, so dass die Gleitfeder in annähernd Gesamtlänge trägt. Die Erweiterung 7 ist dabei nicht direkt belastet.
As can be seen from FIG. 4, a guide groove 6 is milled on the outer circumference of the sleeve tube 1, parallel to the longitudinal axis. This does not penetrate the entire wall thickness, so that a several millimeters thick groove bottom remains. The end of the guide groove 6 in the region of the sleeve tube end has an extension 7. This has the shape of a cylinder portion with a maximum extension at the sleeve tube end. The extension 7 penetrates the entire wall thickness. As a result, the beginning of the groove base is reset and the side wall of the extension 7 extends arcuately. The side wall may also have a modified curve.
In the outer housing part, not shown, one of the guide groove 6 corresponding sliding spring is attached. For assembly, only the spring is guided in the sleeve tube 1. Thereafter, the outer housing part is pushed with the sliding spring, so that the sliding spring in the guide groove (6) is guided. A circumferential to the sleeve tube 1 circlip prevents sliding apart of the housing parts.
In the rebounded state, ie in the absence of force on the buffer, the sliding spring only contributes to a part of its length. Under load, the outer housing part (plunger) springs, so that the sliding spring carries in approximately total length. The extension 7 is not directly charged.

Verzeichnis der BezugszeichenList of reference numbers

11
Hülsenrohrsleeve pipe
22
Bodenground
33
Flanschflange
44
Schweißungwelding
55
dauerelastisches Mediumpermanently elastic medium
66
Führungsnutguide
77
Erweiterungextension

Claims (15)

  1. Buffers, in particular for rail vehicles, consisting of two cylindrical casing parts led in each other with feather key guidance and a spring loaded in the interior and a rotating snap ring around the tubular plunger, one casing part of which at its end is designed as a base plate for fixing the buffer and consisting of several individual parts welded to a tubular plunger being characterized in that,
    the casing part consists of a tubular plunger (1), a bottom (2) and a flange (3), being connected to each other by pinch fits or form closure and welding (4) at at least one surface so that the bottom (2) and the flange (3) form a base plate and the guiding groove (6) at the end of the tubular plunger (1) referring to its longitudinal axis has got an enlargement (7) and is designed in this area in a continuous way by the tube side.
  2. Buffer according to claim 1, characterized in that,
    the pinch fits between the bottom (2) and the tubular plunger (1) and the flange (3) and tubular plunger (1) are made by heating or cooling down of one part of the pairing.
  3. Buffer according to claim 1, characterized in that,
    the pinch fits between the bottom (2) and the tubular plunger (1) and flange (3) and tubular plunger (1) are made by insertion.
  4. Buffer according to claims 1 to 3, characterized in that,
    the tubular plunger (1), the bottom (2) and the flange (3) are connected, additionally to the pinch fit by a welding (4) on the surface of the base plate.
  5. Buffer according to claims 1 to 4, characterized in that,
    the flange (3) has got a greater thickness with a passing to general flange thickness.
  6. Buffer according to claim 1, characterized in that,
    the tubular plunger (1) and the bottom (2) of the casing part are connected in a form-fit manner and by welding (4) at at least one surface.
  7. Buffer according to claim 6, characterized in that,
    the form-fit connection is designed in a truncated manner.
  8. Buffer according to claims 6 and 7, characterized in that,
    the tubular plunger (1) in its interior diameter is reduced in the final area towards the base plate so that a truncated seat for the bottom (2) is formed.
  9. Buffer according to claims 1 to 8, characterized in that,
    the joints of the pinch fits not closed by welding are coated with a permanent elastic medium (5).
  10. Buffer according to claim 9, characterized in that,
    the permanent elastic medium (5) is an artificial resin bond, a rubber compound or commercial permanent elastic joint sealant.
  11. Buffer according to claims 1 to 10, characterized in that,
    the maximum enlargement (7) of the guiding groove (6) corresponds 1 to 3 times to the width of the guiding groove width.
  12. Buffer according to claims 1 to 11, characterized in that,
    the guiding groove (6) is extended approximately by the length of the enlargement (7) or the feather key seat is displaced, so that the feather key is guided over the overall length in the guiding groove (6) in case of maximum spring deflection.
  13. Buffer according to claims 1 to 12, characterized in that,
    the enlargement (7) has the form of a cylinder section being located symmetrically to the center line of the guiding groove (6) and its maximum width at the end of the tubular plunger (1).
  14. Buffer according to claims 1 to 12, characterized in that,
    the enlargement (7) runs elliptically and the vertex is on the center line of the guiding groove (6).
  15. Buffer according to claims 1 to 10, characterized in that,
    the closed end of the guiding groove (6) ends in an enlargement (7), the maximum enlargement of which (7) corresponds 1.1 to 3 times to the width of the guiding groove width.
EP02028314A 2001-12-27 2002-12-17 Buffer, in particular for railway vehicles Expired - Lifetime EP1323611B1 (en)

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
DE2001164674 DE10164674A1 (en) 2001-12-27 2001-12-27 Buffer for rail vehicles comprises a buffer casing consisting of a casing tube, a base and a flange, which are joined together by a press fit or form-locking connection and welding so that the base and the flange form a base plate
DE10164674 2001-12-27
DE10225067 2002-06-06
DE2002125067 DE10225067A1 (en) 2001-12-27 2002-06-06 Buffer for rail vehicles comprises a buffer casing consisting of a casing tube, a base and a flange, which are joined together by a press fit or form-locking connection and welding so that the base and the flange form a base plate
DE20218449U 2002-11-28
DE20218449U DE20218449U1 (en) 2002-11-28 2002-11-28 Buffer for rail vehicles has guide slot in one housing section with widening at one end, the maximum being 1.5 - 3 times the width of the guide slot

Publications (2)

Publication Number Publication Date
EP1323611A1 EP1323611A1 (en) 2003-07-02
EP1323611B1 true EP1323611B1 (en) 2005-09-14

Family

ID=27214694

Family Applications (1)

Application Number Title Priority Date Filing Date
EP02028314A Expired - Lifetime EP1323611B1 (en) 2001-12-27 2002-12-17 Buffer, in particular for railway vehicles

Country Status (4)

Country Link
EP (1) EP1323611B1 (en)
AT (1) ATE304471T1 (en)
DE (1) DE50204247D1 (en)
ES (1) ES2250574T3 (en)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE20315002U1 (en) * 2003-09-27 2005-02-10 Alstom Lhb Gmbh Buffer comprising sleeve with guide groove for spring, used for trains, has groove base with same width as open groove region without base
CN104400369A (en) * 2014-09-24 2015-03-11 西安泰富西玛电机有限公司 Processing technology for bearing chamber inner circles of two ends of stator inner cylinder
CN113022635B (en) * 2019-12-09 2022-07-26 中车唐山机车车辆有限公司 Traction buffer device of magnetic suspension vehicle and magnetic suspension vehicle
CN114061671B (en) * 2021-11-12 2022-08-09 常州双环热工仪表有限公司 Vortex street flowmeter

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB499520A (en) * 1937-09-20 1939-01-25 Alec Stuart Davidson Improvements in and relating to buffers for railway and like vehicles
CH313706A (en) * 1955-11-16 1956-04-30 Stabeg Apparatebau Gmbh Sleeve buffers for railway vehicles
GB1044582A (en) * 1963-03-24 1966-10-05 Zaven Oganezovich Karakashjan Hydraulic and spring actuated shock absorber
DE4337257C1 (en) * 1993-11-02 1995-04-13 Ringfeder Gmbh Sleeve buffers for rail vehicles

Also Published As

Publication number Publication date
ES2250574T3 (en) 2006-04-16
ATE304471T1 (en) 2005-09-15
EP1323611A1 (en) 2003-07-02
DE50204247D1 (en) 2005-10-20

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