REGENERATIVE ENERGY ABSORPTION DEVICE, COUPLING OR JOINT ARRANGEMENT HAVING AN ENERGY ABSORPTION DEVICE OF THIS KIND, AND DAMPING ARRANGEMENT HAVING AN ENERGY ABSORPTION DEVICE OF THIS KIND

Abstract

A regenerative energy absorption device for damping forces which occur during operation of a track-guided vehicle, in particular tensile, impact and/or torsional forces, wherein the energy absorption device includes at least one spring device with an elastomer body which is designed so as to at least partially deform elastically when forces are introduced into the energy absorption device, wherein the elastomer body is at least partially formed from an electrically conductive material, the specific electrical resistance of which varies under tensile and/or compressive load, and wherein the energy absorption device is allocated a resistance sensor device for detecting electrical conductivity or electrical resistance of the electrically conductive material.

Claims

1-15. (canceled)

16. A regenerative energy absorption device for damping forces which occur during operation of a track-guided vehicle, wherein the energy absorption device comprises: at least one spring device with an elastomer body which at least partially deforms elastically when forces are introduced into the energy absorption device, wherein the elastomer body is at least partially formed from an electrically conductive material, wherein an electrical resistance of the electrically conductive material varies under tensile and/or compressive load, and wherein the energy absorption device includes a resistance sensor device for detecting an electrical conductivity or an electrical resistance of the electrically conductive material.

17. The energy absorption device according to claim 16, wherein the electrically conductive material is formed by at least one metal or carbon-based filler network in a polymer material.

18. The energy absorption device according to claim 17, wherein the filler network is formed by metal or carbon-based filler particles incorporated into a matrix of the polymer material.

19. The energy absorption device according to claim 17, wherein the polymer material of the electrically conductive material corresponds to a polymer material forming the elastomer body.

20. The energy absorption device according to claim 16, wherein the electrically conductive material is integrated into at least one area of the elastomer body through which at least one load path runs when the forces which occur during the operation of the track-guided vehicle are being damped.

21. The energy absorption device according to claim 16, wherein the resistance sensor device detects the electrical conductivity and/or the electrical resistance between at least two measuring points in the electrically conductive material, and wherein the resistance sensor device further comprises at least one measuring sensor which measures differentially without reference potential.

22. The energy absorption device according to claim 16, wherein the resistance sensor device further comprises a wireless interface device, by means of which data collected and optionally evaluated by the resistance sensor device can be at least partially read out via remote access.

23. The energy absorption device according to claim 22, wherein the resistance sensor device further comprises a storage device which permanently stores at least some of the data and information collected and/or optionally evaluated by the resistance sensor device, and wherein the storage device is at least partially read out via remote access.

24. The energy absorption device according to claim 16, wherein the resistance sensor device only detects the electrical conductivity or the electrical resistance of the electrically conductive material at predefined or definable times and/or upon predefined or definable events.

25. The energy absorption device according to claim 16, wherein the resistance sensor device further comprises at least one generator to obtain at least part of an electrical energy which the resistance sensor device requires during operation.

26. The energy absorption device according to claim 25, wherein the at least one generator is a nanogenerator.

26. The energy absorption device according to claim 16, wherein the resistance sensor device further comprises an evaluation device or wherein the resistance sensor device is allocated an evaluation device, wherein the evaluation device evaluates measured values collected by the resistance sensor device, wherein the evaluation device uses data collected by the resistance sensor device for the electrical conductivity and/or the electrical resistance to check whether the elastomer body of the spring device is designed for loads acting on the energy absorption device during operation of the track-guided vehicle.

27. The energy absorption device according to claim 26, wherein the evaluation device determines a total load change or a total load on the elastomer body, and that on the basis of a load on the elastomer body documented by the evaluation device and occurring over a predefined or a definable period of time, and wherein the evaluation device outputs information relating to maintenance and/or replacement of the elastomer body as a function of a total determined load change or as a function of a total determined load of the elastomer body.

28. The energy absorption device according to claim 26, wherein the evaluation device further comprises a storage device with reference data recorded during a calibration.

29. A coupling or a joint arrangement of the track-guided vehicle for an articulated connection of two adjacent railcar bodies, wherein the coupling or the joint arrangement further comprises the energy absorption device according to claim 16.

30. A damping arrangement in the form of a side buffer of the track-guided vehicle, wherein the damping arrangement further comprises the energy absorption device according to claim 16.

Description

DESCRIPTION OF DRAWINGS

[0051] The following will reference the drawings in describing the invention in greater detail on the basis of exemplary embodiments.

[0052] Shown are:

[0053] FIG. 1 a schematic and isometric view of a first embodiment of a coupling linkage for a central buffer coupling of a track-guided vehicle, in particular a rail vehicle, wherein an exemplary embodiment of the energy absorption device according to the invention is used in said coupling linkage;

[0054] FIG. 2 the coupling linkage according to FIG. 1 in a side sectional view;

[0055] FIG. 3 a schematic and side sectional view of a second embodiment of a coupling linkage for a railcar body of a multi-unit vehicle with an exemplary embodiment of the inventive energy absorption device;

[0056] FIG. 4 a schematic and isometric view of the energy absorption device (“spherical bearing”) used in the coupling linkage according to FIG. 3;

[0057] FIG. 5 a schematic and sectional view of the energy absorption device according to FIG. 4;

[0058] FIG. 6 the circuit diagram of an exemplary embodiment of a resistance sensor device of the inventive energy absorption device; and

[0059] FIG. 7 a schematically depicted further embodiment of a resistance sensor device with an evaluation device and interface device of the inventive energy absorption device.

DETAILED DESCRIPTION OF AN EMBODIMENT

[0060] FIG. 1 shows a schematic and isometric view of a coupling linkage 10 of a central buffer coupling for rail vehicles, whereby an exemplary embodiment of the energy absorption device according to the invention is used in this coupling linkage 10. The FIG. 2 depiction shows the coupling linkage 10 according to FIG. 1 in a side sectional view.

[0061] An energy absorption device having a total of three spring devices, each with a respective annular elastomer body 1, is integrated into the coupling linkage 10 as depicted. These annular elastomer bodies 1 of the spring devices are configured so as to absorb tensile and impact forces up to a defined magnitude, with the forces in excess thereof being transmitted to the vehicle undercarriage via the bearing block 11.

[0062] The coupling linkage 10 depicted in FIGS. 1 and 2 comprises the rear part of a coupling arrangement and serves to articulate the coupling shaft 15 of a central buffer coupling to a railcar body mounting plate (not shown in the drawings) via the bearing block 11 so as to be horizontally pivotable.

[0063] Since the regenerative energy absorption device with the annular elastomeric bodies 1 serving as a damping device is accommodated within the bearing block 11 in the coupling linkage 10 depicted in FIG. 1 and FIG. 2, the bearing block 11 exhibits a configuration adapted with respect to the annular elastomeric body 1. Specifically, the bearing block 11 exhibits a cage or housing structure 16 via which the bearing shells of the bearing are connected to a vertically extending flange.

[0064] During coupling linkage 10 operation, tensile or compressive forces are introduced into the energy absorption device via the coupling shaft 15. Specifically, when tensile or compressive forces are introduced, the coupling shaft 15 moves relative to the cage or housing structure 16 of the bearing block 11, whereby the elastomer body 1 of the energy absorption device is thereby correspondingly deformed so as to dampen the transmitted tensile or compressive forces.

[0065] As indicated schematically in FIG. 2, part of an elastomer body 1 of the energy absorption device accommodated in the cage/housing structure 16 of the bearing block 11 is formed from an electrically conductive material 2 in this exemplary embodiment, whereby this region serves as sensor material. The electrically conductive material 2 of the elastomer body 1 is designed such that its specific electrical resistance or its electrical conductivity respectively varies given the area of electrically conductive material 2 being subjected to tensile and/or compressive loads.

[0066] The electrically conductive area 2 of the elastomer body 1 is advantageously formed by a filler network comprising metal-based or carbon-based filler particles. The filler network, or the filler particles respectively, are accommodated in a matrix of the polymer material from which the typical area of the elastomer body 1 is also formed.

[0067] Although not able to be directly inferred from the FIG. 2 schematic representation, the at least one electrically conductive area 2 of the material of the elastomer body 1 is formed in an area of the elastomer body 1 in which a load path preferably runs in a specific spatial direction when pressure or tension is transmitted or introduced into the energy absorption device respectively.

[0068] The electrical conductivity or, respectively, the electrical resistance of the area 2 of the elastomer body 1 serving as sensor material is measured or respectively detected by means of a resistance sensor device 3. The resistance sensor device 3 comprises at least one preferably potential-free measuring sensor to that end. One embodiment of such a resistance sensor device 3 is described in greater detail below with reference to the depiction in FIG. 5.

[0069] A further exemplary possible application of the inventive energy absorption device is shown in FIG. 3 in a schematic longitudinal sectional view. In detail, FIG. 3 shows a coupling linkage 10 with an embodiment of the inventive energy absorption device in a schematic and side sectional view. The energy absorption device is in this case designed as a spherical bearing 13.

[0070] Specifically, the coupling linkage 10 according to FIG. 3 comprises a bearing block 11 essentially rigidly mounted to an end face of a railcar body as well as a joint arrangement 12 with a regenerative energy absorption device in the form of a spherical bearing and a vertically extending pivot pin 14. The joint arrangement 12 serves to articulately connect a coupling rod 15 to the bearing block 11, wherein the railcar body-side end section of the coupling rod 15 is connected to the bearing block 11 via the joint arrangement 12 so as to enable at least some extent of horizontal and vertical movement of the coupling rod 15 relative to the bearing block 11.

[0071] In detail, a horizontal pivoting of the coupling rod 15; i.e. a pivoting of the coupling rod 15 within the horizontal coupling plane, is possible due to the provision of the pivot pin 14 extending vertically to the horizontal coupling plane. The vertical central longitudinal axis, which is perpendicular to the horizontal coupling plane, runs through pivot pin 14. The intercept point between the central longitudinal axis and the horizontal coupling plane indicates the center of rotation about which the coupling rod 15 is horizontally or vertically pivotable relative to the bearing block 11 essentially rigidly flange-mounted or otherwise mounted to the railcar body.

[0072] A regenerative energy absorption device is provided in the joint arrangement 12 of the embodiment depicted in FIG. 3, this serving to dampen the tensile or compressive forces introduced via the coupling rod 15 during normal vehicle operation. The energy absorption device is part of a spherical bearing 13 and comprises a spring device with an elastomer body 1 designed so as to at least partially deform when forces are introduced into the energy absorption device.

[0073] One embodiment of the spherical bearing 13 used in the joint arrangement 12 according to FIG. 3 is shown in a schematic and isometric view in FIG. 4 and in a corresponding sectional view in FIG. 5.

[0074] As can be seen in particular from the sectional view according to FIG. 5, the elastomer body 1 of the energy absorption device is at least partially formed from an electrically conductive material 2. As with the previously described embodiment according to FIG. 1/FIG. 2, the electrically conductive area 2 of the elastomer body 1 material is designed such that its specific electrical resistance or its electrical conductivity respectively varies under tensile and/or compressive load.

[0075] The elastomer body 1 according to FIG. 5 is moreover allocated a resistance sensor device 3 able to detect an electrical conductivity or an electrical resistance of the electrically conductive material area 2 of the elastomer body 1.

[0076] One embodiment of the resistance sensor device 3 will be described in greater detail in the following with reference to the circuit diagram according to FIG. 6.

[0077] The resistance sensor device 3 shown schematically in FIG. 6 using a circuit diagram or equivalent circuit diagram respectively serves to detect the conductivity or electrical resistance respectively between at least two points in the electrically conductive elastomer material 2 of the elastomer body 1 by means of a dedicated measuring sensor. This can ensue for example with an arrangement as per FIG. 6 which measures differentially without reference potential.

[0078] The optimal position of the respective measuring points in the elastomer material 2 needs to be determined as a function of the geometry of the elastomer body 1. The measuring range of the conductivity or respectively electrical resistance (R.sub.m) of the electrically conductive elastomer body material serving as the sensor material is to be determined subject to the given elastomer mixture. The frequency bandwidth of the identified signal u(t) is essentially determined via the bandwidth of the mechanical (dynamic) load that occurs.

[0079] In order to limit the range of electrical conductivity change, changes in the elastomer's composition or manufacturing process respectively are also conceivable depending on the additional mechanical properties of the respective elastomer or rubber mixture to be maintained. This even allows the characteristic values of the electrical conductivity to be set within certain limits subject to the mechanical load that occurs.

[0080] Since in certain circumstances the absolute values of the conductivity of the electrically conductive area of the elastomer body 1 can vary significantly, it is expedient to only detect the changes in the electrical conductivity or respectively electrical resistance R.sub.m following a calibration process. In addition to the mechanical home position (rest position), the calibration process should also encompass the specified end positions of the relevant overall system (in the case of train couplings: the operational lateral and vertical deflections). The magnitude or amount of the change in resistance can then be a measure of the mechanical load occurring on the integrated elastomer body 1.

[0081] Given an arrangement comprising a plurality of measuring sensors, e.g. in logically selected spatial axes, it is further conceivable to determine a vector (magnitude and direction) of the mechanical load or, respectively, deflection angle of the integrated component.

[0082] Changes in the resistance value R.sub.m in the mechanical home position (rest position) can in certain circumstances directly indicate a structural change in the elastomer material, a change in the ambient temperature, or aging of the elastomer material.

[0083] Conceivable relative to providing an advantageous measuring arrangement design is for it to be fully integrated directly on or in the elastomer body 1 or on its surface respectively during the manufacturing process in the form of a miniaturized “elastomer sensor” with evaluation device 4, energy supply, and in particular wireless data transmission 5 (e.g. NFC) as per FIG. 6. Communication is then made to a receiver located in the vicinity. This would have the advantage of there being no need for complicated wiring of the measuring sensor to the evaluation device 4.

[0084] Using the invention in a spherical bearing 13 in an automatic train coupling is seen as a preferential embodiment since changes in the mechanical load, or deflections of the supported component (e.g. coupling rod 15) respectively, are even possible in multiple spatial axes.

[0085] Advantageous for the practical operation of the resistance sensor device 3 is having the resistance sensor device 3 only measure at specific discrete times in order to limit the energy requirement. It is also conceivable for an external event to trigger the measurement such as, for example, coupling operations, tractive/braking actions of the track-guided vehicle, cornering through curves, or upon integrating an additional inertial encoder (acceleration) into the sensor for compression/traction in the coupling line.

[0086] Being able to make use of energy harvesting to obtain the energy required for operation from the natural movement (flexing) of the rubber material would also be an advantageous embodiment of the elastomer sensor.

[0087] In summary, it can be established that the provision of conductive fillers in the elastomer material of the elastomer body 1 creates electrically conductive areas 2 in the elastomer body 1. In the present invention, the specific property of the electrically conductive area 2 of the elastomer body 1 is rendered useful, and that by way of measuring and correspondingly evaluating a change in electrical conductivity under mechanical loading during operation of the energy absorption device. It is thereby possible to use the changes in the electrical conductivity in the elastomer body 1 induced by mechanical loading to infer the loading of elastomer body 1, or the energy absorption device respectively (magnitude and direction), as well as extraordinary loading conditions or aging of the component upon deviations. This thereby enables e.g. a condition-based maintenance of the components of the energy absorption device.

[0088] The invention is not limited to the embodiments illustrated in the drawings but rather yields from an integrated overall consideration of all the features disclosed herein.

LIST OF REFERENCE NUMERALS

[0089] 1 elastomer body [0090] 2 electrically conductive area in elastomer body/sensor region [0091] 3 resistance sensor device [0092] 4 evaluation device [0093] 5 interface device [0094] 10 coupling linkage [0095] 11 bearing block [0096] 12 joint arrangement [0097] 13 spherical bearing [0098] 14 pivot pin [0099] 15 coupling rod [0100] 16 cage/housing structure