EP1990251B1 - Energieverzehreinrichtung für mehrgliedrige Fahrzeuge - Google Patents

Energieverzehreinrichtung für mehrgliedrige Fahrzeuge Download PDF

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Publication number
EP1990251B1
EP1990251B1 EP07107702A EP07107702A EP1990251B1 EP 1990251 B1 EP1990251 B1 EP 1990251B1 EP 07107702 A EP07107702 A EP 07107702A EP 07107702 A EP07107702 A EP 07107702A EP 1990251 B1 EP1990251 B1 EP 1990251B1
Authority
EP
European Patent Office
Prior art keywords
bearing block
car body
section
side end
block part
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.)
Active
Application number
EP07107702A
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German (de)
English (en)
French (fr)
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EP1990251A1 (de
Inventor
Harald Lindner
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Voith Patent GmbH
Original Assignee
Voith Patent GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
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Application filed by Voith Patent GmbH filed Critical Voith Patent GmbH
Priority to ES07107702T priority Critical patent/ES2328527T3/es
Priority to SI200730057T priority patent/SI1990251T1/sl
Priority to PL07107702T priority patent/PL1990251T3/pl
Priority to DE502007001130T priority patent/DE502007001130D1/de
Priority to EP07107702A priority patent/EP1990251B1/de
Priority to DK07107702T priority patent/DK1990251T3/da
Priority to AU2008248723A priority patent/AU2008248723B2/en
Priority to KR1020097022796A priority patent/KR101141476B1/ko
Priority to PCT/EP2008/055064 priority patent/WO2008135414A2/de
Priority to CN2008800150694A priority patent/CN101674969B/zh
Priority to TW097115169A priority patent/TWI412464B/zh
Priority to BRPI0810242-2A2A priority patent/BRPI0810242A2/pt
Priority to JP2010506889A priority patent/JP5273405B2/ja
Priority to US12/149,786 priority patent/US20090008963A1/en
Publication of EP1990251A1 publication Critical patent/EP1990251A1/de
Priority to HK09101573.4A priority patent/HK1123779A1/xx
Publication of EP1990251B1 publication Critical patent/EP1990251B1/de
Application granted granted Critical
Priority to NO20093130A priority patent/NO20093130L/no
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G5/00—Couplings for special purposes not otherwise provided for
    • B61G5/02—Couplings for special purposes not otherwise provided for for coupling articulated trains, locomotives and tenders or the bogies of a vehicle; Coupling by means of a single coupling bar; Couplings preventing or limiting relative lateral movement of vehicles
    • 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 present invention relates to an energy dissipation device for a clutch assembly, for a close coupling or for a side buffer of a multi-unit vehicle, with a attachable to a car body bearing block, which has a preferably pointing in the direction of the coupling plane interface through which transmitted from an adjacent car body impact forces in the Bearing can be introduced, and with a deformation tube which bears against the bearing block, wherein the bearing block has a rigidly attachable to a car body of the multi-member vehicle first bearing block member and connected to the carriage box-side end portion of the interface second bearing block part, wherein the deformation tube at its coupling plane side end portion a having fixedly connected to the first bearing block part, which has a widened compared to a further lying in the direction of the car body portion of the deformation tube Quersc and wherein the carriage box-side end portion of the second bearing block part between the first bearing block part and the further lying in the direction of the car body section of the deformation tube is braced.
  • Such energy dissipation device are known in principle according to the prior art, for example, used in rail vehicle technology as shock protection in a clutch assembly.
  • a shock absorber consists of a combination of a pull / push device (spring apparatus) and an energy dissipation device in the form of a deformation tube, wherein the energy dissipation device of the shock protection protects the vehicle especially at higher Auffahr füren. It is provided, for example, that the pull / push device up to a defined size absorbs tensile and impact forces and forwards beyond that forces in the vehicle undercarriage.
  • the shock absorber is often equipped with a destructive or regenerative trained energy dissipation device, which is designed, for example, that after exhausting the work consumption of the train / shock device responds and by the power flow over the energy dissipation element at least partially absorbs energy and thus degrades.
  • energy dissipation means in particular those in question, which have a deformation tube.
  • the impact energy is transformed into deformation work and heat by a defined plastic deformation of an element (deformation tube) in a destructive manner.
  • the energy dissipation device is designed to respond when exceeding an amount of energy transmitted through the power flow through the deformation tube and to absorb at least a portion of the amount of energy transmitted by the coupling rod and the clutch assembly. After the response of the energy dissipation device, the deformation element must be replaced accordingly.
  • the deformation element used as an energy dissipation element may for example consist of a deformation tube, whose carriage end side section is conical and protrudes into a corresponding conical bore, which is formed in a nozzle plate.
  • the bearing block, the nozzle plate and a passage permitting the deformation of the energy dissipation device deformed deforming armature plate are braced axially on the underframe of the rail vehicle by means of screws connected for example via the coupling rod with the pull / push device.
  • An energy consumption device is also characterized by WO 2005/075272 known.
  • Fig. 1 Such a solution for a coming in a clutch assembly energy dissipation device is, for example, schematically in Fig. 1 shown.
  • Fig. 1 in a partially sectional view of a known in principle from the prior art bearing block, at the wagenkasten wornem end portion abuts a deformation tube which forms the energy absorbing element and is designed to plastic when exceeding the operating load of the clutch assembly by axial displacement of the bearing block in the direction of the car body under cross-sectional expansion deform.
  • the in Fig. 1 shown bearing block on a vertically extending pivot pin 400, via a in Fig. 1 not explicitly illustrated carriage box-side end portion of a coupling rod in the horizontal plane is pivotally hinged to the bearing block.
  • the bearing block consists of a first on one (not explicitly shown) car body rigidly attachable bearing block member 200 and a second connected to the carriage box side end portion of the coupling rod on the pivot pin 400 bearing block part 300.
  • the carriage box-side end portion of the coupling rod on the pivot pin 400 with the coupling rod side or coupling plane-side end portion 300 b of the second bearing block part 300 pivotally connected.
  • the deformation tube 500 which in the in Fig. 1 illustrated and known from the prior art solution is applied to the bearing block, has at its coupling-side end portion 500b a fixedly connected to the first bearing block portion 200 section 500.1.
  • This deformation pipe section 500.1 which is firmly connected to the first bearing block part 200, has a widened cross section in comparison to a deformation pipe section 500.2 lying further in the direction of the car body.
  • a conical ring 700 which is fixedly connected with its coupling rod side or coupling side end portion with the carriage box side end portion 300a of the second bearing block 300, wherein its wagenkastenscher end portion on the inner surface of the transition section 500.3 between the Verformungsrohrabêt 500.1 with the expanded cross section and the further lying in the direction of the car body deformation pipe section 500.2 is applied.
  • the second bearing block part 300 is clamped with its carriage box-side end portion 300a between the first bearing block part 200 and the further lying in the direction of the car body deformation pipe section 500.2.
  • Fig. 1 Realization of an energy dissipation device the fundamental risk that those components which move in the event of a crash relative to the fixed to the car body first bearing block part in the direction of the car body, tilt in this axial displacement, whereby the recoverable energy consumption is indefinite and in particular no pre-determinable event sequence in energy consumption is given ,
  • the in Fig. 1 illustrated and generally known from the prior art solution the basic Danger that during the axial displacement in the direction of the car body, the second bearing block part 300 with the provided on the carriage box side end portion 300a of the second bearing block member 300 cone ring 700 in the interior of the deformation tube 500 tilted or wedged.
  • an energy dissipation device is to be specified in which in a crash, ie, for example when exceeding the operating load of the clutch assembly, on the one hand at least partially the resulting impact energy can be destroyed by a defined and predetermined event sequence, and in which the other hand, the energy consumption element used as small as possible Installation space in the base of the car body requires.
  • the bearing block further comprises a guide element whose coupling plane side end portion is connected to the carriage box side end portion of the second bearing block part, and whose wagenkasten deviser end portion at least partially in the lying further in the direction of the car body section of Deformation tube protrudes and rests against the inner surface of this deformation tube section.
  • a deformation tube which is connected to the bearing block and designed to deform plastically when exceeding the operating load, for example, the coupling assembly under cross-sectional widening, an energy dissipation device that allows maximum energy consumption in the smallest possible installation space. This is achieved because when the energy dissipation device responds, the deformation tube is not ejected into a space which is additionally to be provided, for example, in the undercarriage of the car body.
  • This guide element which is connected via its coupling plane-side end portion with the second bearing block part, projects with its carriage box-side end portion at least partially into the deformation pipe section, whose cross-section is not expanded compared to the expanded cross section of the coupling plane side end portion of the deformation tube prior to response of the energy dissipation device.
  • the guide member since the guide member abuts on the inner surface of the deformation pipe portion not expanded before the energy dissipation device responds, and on the other hand, the coupling plane side end portion of the guide member is connected to the carriage box side end portion of the second bearing block part, when the energy dissipation device responds, that is, when the second bearing block member is engaged with the guide member moved relative to the fixed to the car body first bearing block part and the fixedly connected to the first bearing block part deformation tube in the direction of the car body, the carriage box-side end portion of the guide element on the inner surface of the (not) along the deformation pipe section along and thus causes an axial guidance of the second bearing block part.
  • This axial guidance of the second bearing block part prevents the second bearing block part from tilting when the energy dissipation device responds in the deformation tube, so that the plastic deformation of the deformation tube (ie the plastic cross-sectional widening of the deformation tube) proceeds in a predictable manner and the event sequence of the energy consumption in the event of a crash is altogether predictable ,
  • the guide element of the bearing block preferably integrally formed with the guide element cone ring, the coupling plane side end portion is connected to the carriage box side end portion of the second bearing block part, and the carriage side end portion at least partially in the further in In the direction of the car body lying portion of the deformation tube protrudes and on the inner surface of this deformation pipe section, whose cross section before Response of the energy dissipation device is not yet expanded, is applied.
  • the guide element thus, on the one hand, the axial guidance of the second bearing block part when the energy dissipation device responds and, on the other hand, the function of the conical ring are adopted.
  • the coupling plane-side section of the guide element lies against the transition section between the widened deformation tube section and the deformation tube section, whose cross-section is not yet widened before the energy dissipation device responds to the widened cross-section of the coupling plane-side end section of the deformation tube, and when the energy dissipation device responds when the second bearing block part moves together with the guide element relative to the deformation tube in the direction of the car body, the plastic expansion of the previously not expanded deformation pipe section.
  • the carriage box-side portion of the guide element is in principle applied to the inner surface of the deformation pipe section whose cross-section is reduced compared to the coupling side end portion of the deformation tube with the expanded cross section, via this guide element portion, the required axial guidance of the second bearing block part in response of the energy dissipation device.
  • the coupling plane side end portion of the guide element (or the coupling plane side end portion of the cone ring) is in a positive engagement with the carriage box side end portion of the second bearing block part ,
  • a positive connection between the carriage box-side end portion of the second bearing block part and the coupling plane side end portion of the guide element is selected, in particular when the energy dissipation device a safe and defined power transmission from the second bearing block part on the guide element is possible.
  • a particularly high and ideally complete force from the second bearing block part are realized in the transition section of the deformation tube, whereby on the one hand the response time and the response of the energy dissipation device and on the other hand, the event sequence in energy consumption, ie after the response of the energy dissipation device, can be precisely determined in advance.
  • the coupling plane-side end section of the guide element is connected to the carriage box-side end section of the second bearing block section as free of play as possible in order to shorten or precisely define and define in advance the response time and response of the energy dissipation device in the event of a crash.
  • the portion of the guide member which takes over the function of a conical ring and on the inner surface of the transition section between the Verformungsrohrabrough with the expanded cross-section and further is located in the direction of the car body deformation pipe section, whose cross section is not (yet) widened by a plastic deformation, it is achieved that transmitted from the second bearing block part on the deformation tube to the first bearing block part in a possible defined and complete manner at the transition portion of the deformation tube between the Section with the expanded cross-section and the section with the (not) not expanded cross-section is introduced into the deformation tube, which is the response of Energyverzehreinri on the one hand and the event sequence when consuming energy on the other makes it particularly predictable.
  • the bearing block has a conical ring which with its coupling plane-side end portion is connected to the carriage box-side end portion of the second bearing block part, and which rests against the inner surface of the transition portion between the Verformungsrohrabrough with the expanded cross-section and lying further in the direction of the car body section of the deformation tube, thus the already mentioned defined introduction of force from the second bearing block part to realize in the deformation tube.
  • the guide element is advantageously connected via its coupling side end portion with the carriage box-side end portion of the second bearing block part and protrudes with its carriage box-side end portion at least partially in the further lying in the direction of the car body deformation pipe section, which before addressing the energy dissipation device compared to the (expanded) Cross-section of the further lying in the direction of the coupling rod deformation tube section has a reduced inner diameter.
  • this carriage box-side end portion of the guide element abuts the inner surface of the deformation tube section with the reduced inner diameter.
  • the guide element on the carriage box-side end portion of the second bearing block part such that the coupling plane-side end portion of the guide element is connected to the carriage box-side end portion of the second bearing block part, and that the carriage box-side end portion of the guide element at least partially in the lying further towards the car body deformation tube section protrudes, the inner diameter of which is not yet expanded before the response of the energy dissipation device.
  • the carriage box-side end portion of the guide element should rest against the inner surface of this deformation tube section with the reduced inner diameter.
  • the conical ring and the guide element are each designed as separate components, it is preferably provided that the conical ring with its coupling side end portion on the one hand and the guide element with its coupling side end portion on the other hand each with the carriage box end portion of the second Bearing part are in a positive engagement.
  • a positive connection is a particularly easy to implement yet effective way to realize a safe and as complete as possible power transmission between the second bearing block part and the respective components of the energy dissipation device, in particular the conical ring on the one hand and the guide element on the other.
  • the cone ring and / or the guide element for example by means of a screw etc.
  • the guide element on the one hand and the conical ring on the other hand are each designed as separate components
  • the guide element and the second bearing block part are integrally formed, whereby the number of individual components of the clutch assembly according to the invention reduced can be, which is particularly advantageous in terms of a simplified installation of the energy dissipation device.
  • first bearing block part is preferably provided that this can be attached by means of a screw on the associated car body. Additionally or alternatively, however, it is also conceivable that the first bearing block part is attachable to the car body via a positive connection. These are possible implementations with which the first bearing block part can be fixedly connected, for example, to the undercarriage of the associated car body. Of course, other embodiments are also conceivable here.
  • the first bearing block part has at least two parallel spaced strips, which for example with a Mounting flange on the subframe of the car body are screwed.
  • These at least two mutually parallel strips of the first bearing block part should be designed such that they constitute an opening, which shifts in the event of a crash, so if the response of the energy dissipation device, the second bearing block part relative to the first bearing block part and the deformation tube together with the guide element towards the car body allows the passage of the carriage box-side end portion of the interface with the attached second bearing block part.
  • the solution proposed here is a particularly easy-to-implement embodiment of the first bearing block part consisting of parallel, preferably perpendicularly spacedly bolted to the base frame bars. Of course, other embodiments are also conceivable here.
  • the second bearing block part such between the first bearing block part and the deformation tube preferably braced free of play
  • the deformation tube is designed such that relatively when exceeding a pre-definable operating load of the clutch assembly, the second bearing block part moved to the first bearing block part in the direction of the car body while the further lying in the direction of the car body section of the deformation tube, which has a non-expanded cross section before the response of the energy dissipation device, under cross-sectional expansion plastically deformed.
  • the energy dissipation device it is possible with the energy dissipation device to protect the clutch assembly in a reliable manner against collisions, etc., by the response on the one hand and the maximum energy consumption on the other hand, the energy dissipation device are adapted to the operating load of the clutch assembly.
  • the energy dissipation device according to the invention is suitable as a shock absorber in a coupling arrangement of a multi-unit vehicle, wherein the coupling arrangement has a coupling rod for transmitting tensile and impact forces, and wherein the pointing preferably in the direction of the coupling plane interface of the energy dissipation device has a vertically extending pivot pin on the the carriage box-side end portion of the coupling rod is hinged to the second bearing block part in a horizontal plane pivotally.
  • a clutch arrangement will be specified in which in a crash, ie when exceeding the operating load of the clutch assembly, on the one hand at least partially the resulting impact energy can be destroyed by a defined and predetermined event sequence, and on which other hand, the energy dissipation element used as small as possible installation space in Undercarriage of the car body requires.
  • the energy dissipation device according to the invention in a side buffer of a multi-unit vehicle, wherein the side buffer has a baffle for introducing impact forces into the energy dissipation device, and wherein the preferably pointing in the direction of the coupling plane interface of the energy dissipation device with the baffle of the side buffer is preferably rigid connected is.
  • a page buffer is provided with energy consumption in which in the event of a crash, i. when the operating load of, for example, a clutch arrangement is exceeded, in particular the resulting impact energy can be at least partially destroyed after a defined and pre-definable event sequence in the energy dissipation device.
  • Fig. 1 shows in a partially sectioned side view of a bearing block with an energy dissipation device, as used in conventional manner in clutch assemblies according to the prior art as a shock absorber.
  • the in Fig. 1 The solution shown by the fact that the Energy dissipation device, the deformation tube plastically deformed under cross-sectional expansion and thus not, for example via a nozzle plate, is ejected from the energy dissipation device.
  • the known solution as for example in Fig.
  • Fig. 2a shows in a side sectional view of a first preferred embodiment of the energy dissipation device according to the invention, which is used in a clutch assembly.
  • a rear view on the in Fig. 2a shown energy dissipation device is in Fig. 2b shown.
  • Fig. 2c is a sectional view along the in Fig. 2b indicated line BB through the coming in the second embodiment of the energy dissipation device according to the invention bearing block with the downstream energy dissipation element according to Fig. 2a shown.
  • the coupling arrangement in which the first preferred embodiment of the energy dissipation device is used, essentially comprises a coupling rod, not explicitly shown in the figures, for transmitting tensile and impact forces and a bearing block which can be attached to a body of a multi-unit vehicle.
  • the bearing block consists of a first rigidly attachable to the car body of the multi-unit vehicle bearing block part 2 and a second connected to the carriage box-side end portion of the coupling rod via a pivot pin 4 bearing block part 3.
  • the pivot pin 4 in this case represents the interface over which the example of a adjacent car body transmitted impact forces on the coupling rod in the second bearing block part 3 can be introduced.
  • the first bearing block part 2 which as shown may consist of two substantially mutually parallel strips, is rigidly attachable by means of a screw 8 to the car body.
  • the second bearing block part 3 is tensioned between a projecting element 10 of the first bearing block part 2 and a deformation tube 5, which is connected downstream of the bearing block as energy consumption.
  • the deformation tube 5 has at its coupling rod side or coupling plane side end section 5b a section 5.1 fixedly connected to the first bearing block part 2, which has a widened cross section compared to a section 5.2 of the deformation tube 5 lying further in the direction of the carriage body.
  • the coupling rod side or coupling plane-side deformation tube section 5b ie the section of the deformation tube 5 which has an expanded cross-section, can be fixedly connected to the first bearing block part 2 via the already mentioned screw connection 8, as shown in FIG Fig. 2a is indicated.
  • the carriage box-side end portion 3a of the second bearing block part 3 is between the already mentioned projecting element 10 of the first bearing block part 2 and the further lying in the direction of the car body section 5.2 of the deformation tube 5 free of tension, so the deformation pipe section whose cross-section is reduced before response of the energy dissipation device compared to the cross section of the first bearing block part 2 firmly connected coupling rod side Verformungsrohrendabiteses 5b.
  • a guide element 6 is provided on the carriage box-side end section 3a of the second bearing block part 3, which has a conical ring 7 formed integrally with the guide element 6.
  • the coupling rod-side end portion 6b of the guide member 6 is connected via a positive engagement with the carriage box-side end portion 3a of the second bearing block part 3, wherein the carriage box-side end portion 6a of the guide member 6 at least partially in the lying further towards the car body deformation pipe section 5.2, whose cross-section is not expanded, protrudes and abuts the inner surface of this deformation pipe section 5.2.
  • an axial guide is provided with the response of the energy dissipation device, the second bearing block part 2 in a guided and defined manner relative to first bearing block part 2 and the deformation tube 5 in the direction of the car body with simultaneous cross-sectional widening of the further lying in the direction of the car body deformation tube section 5.2 is performed.
  • FIGS. 3a to 3c is a modification of with reference to the FIGS. 2a to 2c previously described bearing block with energy dissipation device, this preferred alternative is used in a second embodiment of the energy dissipation device according to the invention.
  • Fig. 3a a side sectional view of a second preferred embodiment of the energy dissipation device according to the invention shown, which is used in a clutch assembly is used.
  • a rear view of the energy dissipation device, which in the embodiment according to Fig. 3a is used in is Fig. 3b shown.
  • Fig. 3c is a sectional view along the in Fig. 3b indicated line BB through the coming in the second embodiment of the energy dissipation device according to the invention used bearing block with the downstream energy dissipation element.
  • the second embodiment of the energy dissipation device according to the invention differs from the previously with reference to the FIGS. 2a to 2c described first by the fact that the coupling rod-side end portion 5b of the deformation tube 5 is not firmly connected via the screw 8, but via a positive connection with the first bearing block part 2.
  • This positive connection is formed via a radially projecting part 9 on the coupling rod-side end portion 5b of the deformation tube 5 on the one hand and the first bearing block part 2 and an element 10.
  • the bearing block used in the second preferred embodiment of the energy dissipation device according to the invention differs with the downstream energy dissipation element of the first embodiment in the realization of the guide element 6.
  • a conical ring 7 are provided, which is firmly connected with its coupling rod side end portion 7b with the carriage box side end portion 3a of the second bearing block part 3 via a positive engagement, and which on the inner surface of the transition section 5.3 between the deformation pipe section 5.1 the expanded cross-section and the further lying in the direction of the car body deformation tube section 5.2 is present.
  • a guide member 6 formed separately from the conical ring 7 is provided in the second embodiment, which is also preferably connected to the cart body side end portion 3a of the second bracket 3 by a positive engagement, with the carriage box end portion 6a of the Guiding element 6 protrudes at least partially in the further lying in the direction of the car body deformation pipe section 5.2 and rests against the inner surface of this deformation pipe section 5.2.
  • the conical ring 7 on the one hand and the guide element 6 on the other hand are designed as separate components, which is suitable in Fig. 3a and Fig. 3c Guide element 6 shown in particular for retrofitting an already existing Solution, such as in Fig. 1 is shown. Accordingly, it is possible at the in Fig. 1 shown solution only the guide element 6 according to Fig. 3a incorporate to provide the energy dissipation device with the functionality of axial guidance when exceeding the operating load of the clutch assembly.
  • the embodiment of the invention is not limited to the embodiments described with reference to the figures. Rather, the individual features described herein may be implemented in any combination with one another.
  • the energy dissipation device to be used in a side buffer of a multi-unit vehicle, the side buffer having a baffle surface for introducing impact forces into the energy dissipation device, and the interface preferably pointing in the direction of the coupling plane of the energy dissipation device to the impact surface of the side buffer is rigidly connected.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Dampers (AREA)
  • Vehicle Body Suspensions (AREA)
  • Seats For Vehicles (AREA)
  • Pipe Accessories (AREA)
EP07107702A 2007-05-08 2007-05-08 Energieverzehreinrichtung für mehrgliedrige Fahrzeuge Active EP1990251B1 (de)

Priority Applications (16)

Application Number Priority Date Filing Date Title
ES07107702T ES2328527T3 (es) 2007-05-08 2007-05-08 Dispositivo de absorcion de energia para vehiculos de unidades multiples.
SI200730057T SI1990251T1 (sl) 2007-05-08 2007-05-08 Priprava za absorpcijo energije, namenjena vozilom, ki so sestavljena iz več členov
PL07107702T PL1990251T3 (pl) 2007-05-08 2007-05-08 Urządzenie rozpraszające energię dla pojazdów wieloczłonowych
DE502007001130T DE502007001130D1 (de) 2007-05-08 2007-05-08 Energieverzehreinrichtung für mehrgliedrige Fahrzeuge
EP07107702A EP1990251B1 (de) 2007-05-08 2007-05-08 Energieverzehreinrichtung für mehrgliedrige Fahrzeuge
DK07107702T DK1990251T3 (da) 2007-05-08 2007-05-08 Energiabsorberende indretning til flerleddede köretöjer
PCT/EP2008/055064 WO2008135414A2 (de) 2007-05-08 2008-04-25 Energieverzehreinrichtung für mehrgliedrige fahrzeuge
KR1020097022796A KR101141476B1 (ko) 2007-05-08 2008-04-25 멀티 섹션 차량의 에너지 흡수 장치
AU2008248723A AU2008248723B2 (en) 2007-05-08 2008-04-25 Energy dissipation device for multi-member vehicle
CN2008800150694A CN101674969B (zh) 2007-05-08 2008-04-25 用于多节车辆的能量消耗装置
TW097115169A TWI412464B (zh) 2007-05-08 2008-04-25 多節式車輛之能量消耗裝置
BRPI0810242-2A2A BRPI0810242A2 (pt) 2007-05-08 2008-04-25 Dispositivo de consumo de energia para veículos de várias seções
JP2010506889A JP5273405B2 (ja) 2007-05-08 2008-04-25 多部品車両のためのエネルギ散逸装置
US12/149,786 US20090008963A1 (en) 2007-05-08 2008-05-08 Energy absorbing element for multiple unit vehicles
HK09101573.4A HK1123779A1 (en) 2007-05-08 2009-02-18 Power consumption unit for vehicles consisting of several units
NO20093130A NO20093130L (no) 2007-05-08 2009-10-12 Energiabsorberende innretning for flerleddkjoretoy

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP07107702A EP1990251B1 (de) 2007-05-08 2007-05-08 Energieverzehreinrichtung für mehrgliedrige Fahrzeuge

Publications (2)

Publication Number Publication Date
EP1990251A1 EP1990251A1 (de) 2008-11-12
EP1990251B1 true EP1990251B1 (de) 2009-07-22

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP07107702A Active EP1990251B1 (de) 2007-05-08 2007-05-08 Energieverzehreinrichtung für mehrgliedrige Fahrzeuge

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US (1) US20090008963A1 (es)
EP (1) EP1990251B1 (es)
JP (1) JP5273405B2 (es)
KR (1) KR101141476B1 (es)
CN (1) CN101674969B (es)
AU (1) AU2008248723B2 (es)
BR (1) BRPI0810242A2 (es)
DE (1) DE502007001130D1 (es)
DK (1) DK1990251T3 (es)
ES (1) ES2328527T3 (es)
HK (1) HK1123779A1 (es)
NO (1) NO20093130L (es)
PL (1) PL1990251T3 (es)
SI (1) SI1990251T1 (es)
TW (1) TWI412464B (es)
WO (1) WO2008135414A2 (es)

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AU2008248723B2 (en) 2011-06-23
JP2010526702A (ja) 2010-08-05
PL1990251T3 (pl) 2010-01-29
SI1990251T1 (sl) 2009-10-31
DK1990251T3 (da) 2009-10-12
CN101674969A (zh) 2010-03-17
AU2008248723A1 (en) 2008-11-13
ES2328527T3 (es) 2009-11-13
TWI412464B (zh) 2013-10-21
US20090008963A1 (en) 2009-01-08
JP5273405B2 (ja) 2013-08-28
KR101141476B1 (ko) 2012-05-04
KR20100004106A (ko) 2010-01-12
DE502007001130D1 (de) 2009-09-03
EP1990251A1 (de) 2008-11-12
BRPI0810242A2 (pt) 2014-10-29
CN101674969B (zh) 2012-01-11
NO20093130L (no) 2010-01-14
HK1123779A1 (en) 2009-06-26
WO2008135414A2 (de) 2008-11-13
WO2008135414A3 (de) 2009-01-29

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