EP1866194A1 - Schienenfahrzeug mit kollisionstauglicher kupplungsanbindung - Google Patents
Schienenfahrzeug mit kollisionstauglicher kupplungsanbindungInfo
- Publication number
- EP1866194A1 EP1866194A1 EP06721194A EP06721194A EP1866194A1 EP 1866194 A1 EP1866194 A1 EP 1866194A1 EP 06721194 A EP06721194 A EP 06721194A EP 06721194 A EP06721194 A EP 06721194A EP 1866194 A1 EP1866194 A1 EP 1866194A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- coupling
- rail vehicle
- car body
- ksl
- carriage
- 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.)
- Granted
Links
- 230000008878 coupling Effects 0.000 title claims abstract description 62
- 238000010168 coupling process Methods 0.000 title claims abstract description 62
- 238000005859 coupling reaction Methods 0.000 title claims abstract description 62
- 230000006835 compression Effects 0.000 claims abstract description 20
- 238000007906 compression Methods 0.000 claims abstract description 20
- 229920003023 plastic Polymers 0.000 claims description 4
- 239000004033 plastic Substances 0.000 claims description 4
- 238000010008 shearing Methods 0.000 description 5
- 230000009194 climbing Effects 0.000 description 3
- 230000006378 damage Effects 0.000 description 3
- 230000001934 delay Effects 0.000 description 2
- 206010012411 Derailment Diseases 0.000 description 1
- 208000027418 Wounds and injury Diseases 0.000 description 1
- 238000009825 accumulation Methods 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 238000005094 computer simulation Methods 0.000 description 1
- 238000013016 damping Methods 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000002349 favourable effect Effects 0.000 description 1
- 208000014674 injury Diseases 0.000 description 1
- JEIPFZHSYJVQDO-UHFFFAOYSA-N iron(III) oxide Inorganic materials O=[Fe]O[Fe]=O JEIPFZHSYJVQDO-UHFFFAOYSA-N 0.000 description 1
- 230000021715 photosynthesis, light harvesting Effects 0.000 description 1
- 230000001012 protector Effects 0.000 description 1
- 238000004088 simulation Methods 0.000 description 1
Classifications
-
- 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
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G7/00—Details or accessories
- B61G7/10—Mounting of the couplings on the vehicle
Definitions
- the invention relates to a rail vehicle with a car body, which has at at least one end of the car behind a terminal carrier of the car body compression zone, as well as with a (central buffer) coupling, which protrudes from a substantially vertical pivot axis on the end of the car and with a Carrier of the car body is connected.
- the clutches In the case of rail vehicles of the objective type, in the event of a frontal collision, the clutches initially come into contact. Usually, the clutches contain shock-absorbing and / or resilient elements which, while being shortened in the longitudinal direction, absorb at least part of the impact energy. If the energy dissipation in the clutches is not sufficient, which is the case with higher collision speeds between the vehicles, the accumulation zone located behind each end carrier for each carriage should then control the rest of the impact energy and prevent or limit damage to the remainder of the vehicle and thereby protect people.
- the coupling is separated from the car body via a desired shear point in order to avoid that the collision force via parallel load paths (coupling and compression zone of the car body ) is introduced into the car bodies and impermissibly high total forces occur in the car bodies.
- parallel load paths coupled and compression zone of the car body
- FIGS. 1a to 1c The aforementioned solution according to the prior art is shown schematically in FIGS. 1a to 1c.
- the car body WKA a rail vehicle not shown in detail has at its end faces a transversely to the direction of travel extending end carrier ETR, which ends in a Aufkletterschutz AKS.
- end carrier ETR which ends in a Aufkletterschutz AKS.
- a compression zone STA connects, which can deform in a controlled collision case.
- a bearing block LAB of the longitudinal center carrier MLT or on a coupling cross member, a vertical coupling mounting plate, etc.
- SWA coupling KUP by means of shear pin SBO is attached.
- the coupling arm is KAM telescopically collapsible when the attacking force exceeds a certain amount in case of collision, for which purpose, for example, a deformation element DEF can be used as indicated.
- a deformation element DEF can be used as indicated.
- KAM shock-absorbing and / or resilient elements are included, as seen for example in US 3,149,731 A.
- FIG. 1b shows a first phase of a collision in which the force acting on the coupling end piece has become so great that the deformation element DEF has responded and the coupling arm KAM has been pushed together.
- the climbing protectors AKS of the colliding wagons start to interlock and the force is to be transmitted via the anti-climb protection so that the effect of the compression zone can begin.
- the bolts SBO shear off and, as desired, force transmission is no longer possible via the clutch KUP.
- the total force on the car body is thus defined by the occurring in the compression zone deformation of the compression elements provided there.
- the shearing of the clutch involves the risk of derailment, since the coupling can catch on the track bed, can collide with the bogie etc.
- the clutch may shear before the car bodies engage with each other, but this is not possible with all designs or design requirements.
- An object of the invention is to provide a coupling connection for a rail vehicle in which a shearing of the coupling is not required to avoid unwanted parallel load paths, namely coupling on the one hand and compression zone on the other hand, in the event of a collision. This is to limit the delays in the passenger area and ensure the stability of this area. In addition, the problems that may arise from a sheared coupling omitted.
- Fig. 2a to 2c shows in a similar view as Fig.l, but for two mutually coupled vehicles, the invention in a simplified and schematic representation.
- the same reference numerals are used for the same parts as in Fig. Ia to Ic.
- the coupling KUP fixedly fixed to the underside of a coupling carriage KSL, here - in contrast to the prior art - no shear bolt or the like are used.
- the coupling carriage KSL is attached to an end carrier ETR of the car body WKA and runs from here, bridging the compression zone STA, towards the center of the car. He is mounted longitudinally displaceable after the compression zone STA on a central longitudinal member MLT of the car body WKA, which will be explained in more detail below.
- the two adjacent vehicles are pushed against each other, initially the telescopically engaging coupling arms KAM are telescoped together overcoming the deformation elements DEF, until in the first phase of a collision, as shown in Fig. 2b, the Aufklettertike AKS of both vehicles interlock.
- the coupling arms can also be designed according to other known types and, for example, integrated damping elements, etc. may have.
- the compression zone is deformed, as can be seen in FIG. 2c, during which deformation the coupling carriage KSL shifts along the center longitudinal member MLT in the direction of the center of the carriage. It is obvious that in this way a shearing of the coupling is not required and the problems already explained above with such a shearing also can not occur. Since all longitudinal forces are introduced via the end carrier, regardless of whether the clutch continues to transmit power or not, the total force on the car body is always limited by the maximum compression force in the compression zone.
- the coupling carriage is guided on a center longitudinal member of the car body.
- the coupling carriage is screwed to the end carrier, wherein a central pin is provided for the introduction of force.
- a favorable in practice leadership of the coupling carriage is obtained when the coupling carriage identifies at its inner end two mutually projecting U-shaped guides, which comprise seated on the car body guide webs.
- the invention proves to be very advantageous in the case of a rail vehicle in which a coupling arm extending from an attachment point on the coupling carriage in the direction of the end of the carriage to a coupling end piece is collapsible telescopically in the event of a collision by overcoming a deformation element or after shearing off an internal overload protection.
- FIG. 3a and 3b in a perspective view obliquely from below and in front the car body of a rail vehicle according to the invention, including a coupling carriage in its initial state or deformed in a collision state in an SD crash simulation, for better visibility, the actual coupling not shown
- FIG. 4 is a plan view of a front portion of a car body with arranged thereon coupling carriage and the clutch
- Fig. 6 is a section along the line VI-VI of Fig. 4, also in an enlarged view and
- Fig. 7 shows the detail VII of Fig. 5 in an enlarged view.
- FIGS. 3a and 3b the crash behavior of a railway vehicle according to the invention is shown on the basis of a computer simulation of an actual embodiment.
- Fig. 3a shows the state on the front side of a car before driving.
- a coupling carriage KSL is attached at one end to an end carrier ETR of the carriage. With this end carrier and the climbing protection AKS is connected or integrally formed.
- the coupling carriage KSL extends in the direction of the carriage center and is guided at its other end by means of two U-shaped guides UFU protruding on both sides in that they comprise guide webs FST which are seated on the vehicle body WKA.
- the actual coupling together with its coupling rod has been omitted in order to better show the coupling slide in this oblique bottom view.
- FIGS. 4 to 7 now show details of an actual embodiment.
- Fig. 4 - a plan view - can be seen on the left the outline of the climbing protection AKS. The coupling is also marked.
- Fig. 5 shows an enlarged view of the leadership of the coupling carriage KSL on the center longitudinal member MLT of the car body.
- the coupling carriage KSL each has a U-shaped guide UFU on its left and right sides, with each guide UFU embracing an associated guide web FST associated with the central longitudinal member.
- Each guide UFU has an upper leg OBS and a lower leg US.
- Intermediate 'see the lower leg UNS and guide web FST of the car body is an adjustable transverse wedge KEI provided, which is adjustable by means of a screw-nut arrangement, so that the pressure with which the guide Asst UFU the web FST umf, can be adjusted.
- the guide web FST is included with the interposition of plastic inserts KUE, which, for example, a seizure by rust should be avoided and the sliding friction between the guide web FST and the coupling carriage KSL should be kept low.
- FIG. 6 shows that the coupling carriage KSL is screwed to the end carrier ETR with the aid of bolts SCH, with a central pin BST being provided for the defined and reliable introduction of force.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Vibration Dampers (AREA)
- Body Structure For Vehicles (AREA)
- Platform Screen Doors And Railroad Systems (AREA)
- Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
- Train Traffic Observation, Control, And Security (AREA)
Abstract
Description
Claims
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PL06721194T PL1866194T3 (pl) | 2005-04-04 | 2006-04-04 | Pojazd szynowy z odpornym na kolizję przyłączem sprzęgu |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
AT0057005A AT501689A1 (de) | 2005-04-04 | 2005-04-04 | Schienenfahrzeug mit kollisionstauglicher kupplungsanbindung |
PCT/AT2006/000135 WO2006105566A1 (de) | 2005-04-04 | 2006-04-04 | Schienenfahrzeug mit kollisionstauglicher kupplungsanbindung |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1866194A1 true EP1866194A1 (de) | 2007-12-19 |
EP1866194B1 EP1866194B1 (de) | 2009-09-16 |
Family
ID=36636927
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP06721194A Not-in-force EP1866194B1 (de) | 2005-04-04 | 2006-04-04 | Schienenfahrzeug mit kollisionstauglicher kupplungsanbindung |
Country Status (10)
Country | Link |
---|---|
US (1) | US7837045B2 (de) |
EP (1) | EP1866194B1 (de) |
AT (2) | AT501689A1 (de) |
AU (1) | AU2006230784B2 (de) |
CA (1) | CA2603663C (de) |
DE (1) | DE502006004863D1 (de) |
ES (1) | ES2335131T3 (de) |
NO (1) | NO335478B1 (de) |
PL (1) | PL1866194T3 (de) |
WO (1) | WO2006105566A1 (de) |
Families Citing this family (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
SE534926C2 (sv) * | 2010-06-23 | 2012-02-21 | Ego Int Bv | Energiupptagande koppelhuvud för en draginrättning |
AT510958B1 (de) * | 2011-06-16 | 2012-08-15 | Siemens Ag Oesterreich | Anordnung zur umlenkung einer durch das versagen einer überlastsicherung im zuge eines zusammenstosses abgetrennten mittelpufferkupplung eines schienenfahrzeugs |
WO2013087208A1 (en) * | 2011-12-13 | 2013-06-20 | Ego International B.V. | Assembly of parts suitable to be used as part of a connecting device for connecting a first car of a multi-car vehicle with a second car of said vehicle |
US9701323B2 (en) | 2015-04-06 | 2017-07-11 | Bedloe Industries Llc | Railcar coupler |
Family Cites Families (22)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US594891A (en) * | 1897-12-07 | Draw-bar platform for railway-cars | ||
DE1279709B (de) | 1962-01-30 | 1968-10-10 | Schweizerische Lokomotiv | Stossvorrichtung fuer Schienenfahrzeuge |
US3149731A (en) | 1963-02-21 | 1964-09-22 | Gen Steel Ind Inc | Radial coupler draft gear arrangement |
US3197039A (en) * | 1963-05-13 | 1965-07-27 | Ohio Brass Co | Couplers with extended emergency release |
US4184434A (en) * | 1976-04-05 | 1980-01-22 | General Electric Company | Locomotive with large crew cab |
DE3228941A1 (de) * | 1982-08-03 | 1984-02-09 | Scharfenbergkupplung Gmbh, 3320 Salzgitter | Einer mittelpufferkupplung nachgeschaltete vorrichtung zur aufnahme uebergrosser stoesse |
JPH038530Y2 (de) * | 1985-06-19 | 1991-03-01 | ||
FR2698840B1 (fr) * | 1992-12-08 | 1995-02-24 | Dietrich & Cie De | Véhicule ferroviaire à cabine de conduite comportant une structure absorbeuse d'énergie. |
ATE152980T1 (de) * | 1993-02-24 | 1997-05-15 | Siemens Sgp Verkehrstech Gmbh | Einrichtung zum schutz für passagiere gegen verletzungen bei einem zusammenstoss von eisenbahnzügen |
DE4332289A1 (de) | 1993-09-20 | 1995-03-23 | Deutsche Bahn Ag | Vorrichtung zum Verhindern des Aufkletterns von Schienenfahrzeugen als Folge eines unfallbedingten Aufpralls |
FR2712950B1 (fr) * | 1993-11-25 | 1995-12-29 | Gec Alsthom Transport Sa | Dispositifs et procédé d'amortissement de choc, ossature et véhicule comportant de tels dispositifs d'amortissement de choc. |
DE19539967C2 (de) * | 1995-10-27 | 1998-01-29 | Deere & Co | Kunststoffgleitbacke für Getriebeschaltgabel |
IT1289877B1 (it) * | 1997-01-10 | 1998-10-19 | Costamasnaga Spa | Veicolo ferroviario con testata atta a deformarsi in modo controllato se soggetta a rilevanti sollecitazioni di urto |
FR2775240B1 (fr) | 1998-02-25 | 2000-12-22 | Nantes Ecole Centrale | Perfectionnement aux tampons amortisseurs d'accostage pour vehicules ferroviaires |
FR2789038B1 (fr) | 1999-02-01 | 2004-02-27 | Nantes Ecole Centrale | Dispositif absorbeur de chocs pour vehicules ferroviaires ou autres |
AT408875B (de) * | 2000-02-18 | 2002-03-25 | Siemens Sgp Verkehrstech Gmbh | Deformationselement eines schienenfahrzeuges |
AT408874B (de) * | 2000-02-18 | 2002-03-25 | Siemens Sgp Verkehrstech Gmbh | Deformationselement für ein schienenfahrzeug |
AT410819B (de) * | 2000-08-31 | 2003-08-25 | Siemens Sgp Verkehrstech Gmbh | Türbefestigung |
DE60327990D1 (de) * | 2003-04-14 | 2009-07-30 | Kawasaki Heavy Ind Ltd | Kupplung für Schienenfahrzeug, mit Kautschukdämpfer und Energieverzehrelement |
AT503047B1 (de) * | 2003-10-31 | 2007-09-15 | Siemens Transportation Systems | Zugverband mit zumindest zwei miteinander gekuppelten schienenfahrzeugen |
AT501690A1 (de) | 2004-09-03 | 2006-10-15 | Siemens Transportation Systems | Aufreitschutz für schienenfahrzeuge |
AT503688B1 (de) * | 2004-10-19 | 2008-04-15 | Siemens Transportation Systems | Schienenfahrzeug mit vertikal verlaufenden rammsäulen |
-
2005
- 2005-04-04 AT AT0057005A patent/AT501689A1/de not_active Application Discontinuation
-
2006
- 2006-04-04 AU AU2006230784A patent/AU2006230784B2/en not_active Ceased
- 2006-04-04 WO PCT/AT2006/000135 patent/WO2006105566A1/de not_active Application Discontinuation
- 2006-04-04 DE DE502006004863T patent/DE502006004863D1/de active Active
- 2006-04-04 PL PL06721194T patent/PL1866194T3/pl unknown
- 2006-04-04 US US11/909,933 patent/US7837045B2/en active Active
- 2006-04-04 EP EP06721194A patent/EP1866194B1/de not_active Not-in-force
- 2006-04-04 ES ES06721194T patent/ES2335131T3/es active Active
- 2006-04-04 CA CA2603663A patent/CA2603663C/en not_active Expired - Fee Related
- 2006-04-04 AT AT06721194T patent/ATE442982T1/de active
-
2007
- 2007-09-07 NO NO20074520A patent/NO335478B1/no not_active IP Right Cessation
Non-Patent Citations (1)
Title |
---|
See references of WO2006105566A1 * |
Also Published As
Publication number | Publication date |
---|---|
NO335478B1 (no) | 2014-12-15 |
NO20074520L (no) | 2007-12-27 |
AU2006230784A1 (en) | 2006-10-12 |
DE502006004863D1 (de) | 2009-10-29 |
WO2006105566A1 (de) | 2006-10-12 |
CA2603663A1 (en) | 2006-10-12 |
ATE442982T1 (de) | 2009-10-15 |
US20080156762A1 (en) | 2008-07-03 |
PL1866194T3 (pl) | 2010-03-31 |
ES2335131T3 (es) | 2010-03-22 |
AU2006230784B2 (en) | 2011-07-28 |
AT501689A1 (de) | 2006-10-15 |
EP1866194B1 (de) | 2009-09-16 |
CA2603663C (en) | 2010-12-14 |
US7837045B2 (en) | 2010-11-23 |
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