AU2012269183B2

AU2012269183B2 - Crash absorber arrangement for a rail vehicle, particularly a streetcar

Info

Publication number: AU2012269183B2
Application number: AU2012269183A
Authority: AU
Inventors: Michael Fischer; Martin Langer; Andreas MONARTH; Christoph ORTHNER
Original assignee: Bombardier Transportation GmbH
Current assignee: Alstom Transportation Germany GmbH
Priority date: 2011-06-17
Filing date: 2012-06-11
Publication date: 2016-09-15
Anticipated expiration: 2032-06-11
Also published as: DE102011077780A1; CA2838635A1; WO2012171880A1; EP2720924A1; EP2720924B1; CN103608233A; AU2012269183A1; PL2720924T3; CN103608233B; ES2710903T3; RU136405U1

Abstract

The invention relates to a crash absorber arrangement for rail vehicles, particularly streetcars, having: - a first impact absorber element (50), - a second impact absorber element (52) that is connected to the first impact absorber element (50) in a first operating state, in which it is ready for absorbing impact energy, - and a crash element (51) that is connected to the second impact absorber element (52), the arrangement having a movement apparatus (20) with which the second impact absorber element (52) can be moved, and the movement apparatus being designed to disconnect the second impact absorber element (52) from the first impact absorber element and to bring the arrangement into a second operating state, which is suitable for a coupling operation of the rail vehicle.

Description

Crash absorber arrangement for a rail vehicle, in particular for a tramway vehicle

The invention relates to a crash absorber arrangement for a rail vehicle, in particular for a tramway vehicle, and a method for coupling a first rail vehicle to a second rail vehicle.

Rail vehicles usually have a driver's cab and car bodies with passenger compartments, the driver's cab forming a part of the car body. The driver's cab must satisfy certain safety requirements to afford sufficient protection to the driver in the driver's cab or the passengers in the car bodies in the event of a collision (crash) with another vehicle or any object.

For this purpose and also to protect the vehicle against major damage, it is a known fact that the car bodies are equipped with so-called shock absorption elements which receive the impact energy and convert it into other forms of energy such as potential energy, heat and deformation energy, absorbing the impact energy in the process.

Shock absorption elements can be distinguished into irreversible shock absorption elements and reversible shock absorption elements. Mixed types are also possible. A combination of both is often called a two-stage shock absorption element with a reversible and an irreversible stage. In the event of a collision with another vehicle or any object in or against the direction of travel, reversible shock absorption elements absorb impact energy but do not suffer plastic deformation in the process, whereas irreversible shock absorption elements suffer plastic deformation when they absorb impact energy. Examples of irreversible shock absorption elements include honeycomb-shaped aluminium structures. Reversible shock absorption elements may be designed as a piston-cylinder unit where the cylinder may contain a liquid or elastomer.

It is known to arrange the shock absorption elements at the vehicle in such a way that they are located at the level of the coupling gear. Moreover, usually at least one impact element is provided via which the impact forces and also the impact energy are transmitted into the shock absorption element in the event of a crash.

In this application, impact element in particular means an impact bracket attached at the front side of the vehicle which with its outer surface located at the front in the direction of travel forms an impact area for a collision with another vehicle or any object. The impact bracket is connected to the car body on both sides at its opposite ends by means of at least one shock absorption element.

The shock absorption elements and the impact bracket are usually located in the front and rear area of the rail vehicle. The impact bracket and the two-stage shock absorption elements are typically also located at the same level. The impact brackets may have a convex curvature corresponding to the usually rounded shape of a tramway vehicle. They are preferably made of metal sections, as a high-strength aluminium milled part or as a high-strength aluminium cast part and, in contrast to the shock absorption elements, retain their shape in a collision with another vehicle or any object.

The shock absorption elements are arranged in particular behind the impact bracket at its side ends, so that in the event of a collision the impact forces are transmitted into the shock absorption elements via the side ends of the impact bracket. In the process, the shock absorption elements are pressed against a region located behind them. This is a part or parts of the vehicle car body. When the shock absorption elements can no longer absorb energy, the impact force is transmitted into stable parts of the car body.

If the shock absorption elements are designed as a combination of a reversible and an irreversible stage, then usually the irreversible stage is fastened to the car body and the reversible stage to the irreversible stage. Several irreversible stages and/or reversible stages may exist.

In the event of an impact on the impact bracket, the impact energy is initially absorbed by the reversible stage of the shock absorption element, and the irreversible stage is burdened only once the reversible stage cannot absorb more impact energy and e.g. a limit stop of the reversible stage is reached.

Rail vehicles need to be coupled together for double-traction or haul drives. To this end, the impact bracket located at the level of the coupling gear and the shock absorption elements protruding at the sides can be swivelled upward around a horizontal swivel axis e.g. by means of a swivel mechanism. When the impact bracket is swivelled upward, the reversible shock absorption element remains in its position.

In the upper swivel position of the impact bracket, the coupling gear which is arranged behind the impact bracket and in most cases is folded in, can be folded out and the vehicle can be coupled with the other vehicle. The impact bracket swivelled upward is secured in the swivelled position until the coupling gear is folded in again. In its folded-out position, the coupling gear, in particular the drawbar, extends to the level, or approximately the level, of the impact bracket in the impact bracket's non-swivelled position. That is, in non-swivelled home position, the drawbar, the shock absorption elements arranged at the sides and the impact bracket are located at approximately the same height level.

When the coupled rail vehicles enter a curve, the position and the alignment of the drawbar change against the neutral position occupied during straight movement of the rail vehicles. The drawbar can be swivelled relative to the vehicle's bearing structure connected to the drawbar. During straight movement, the longitudinal axis of the drawbar is aligned in the direction of travel. When entering a curve, the drawbar goes into a swivel position in which its longitudinal axis runs at an appropriate angle against the vehicle's longitudinal axis.

It has been found to be a disadvantage that in curves the folded-out drawbar, as a consequence of the shock absorption elements protruding at the sides, can be swivelled away from the neutral position during straight movement within just a relatively narrow swivelling range. If narrower curves were passed, the folded-out drawbar would hit the shock absorption elements during the swivelling.

To enable narrower curve radii, the shock absorption elements may be arranged above the level of the coupling gear. However, this would mean they reached into the space of the driver's cab which has an effect on the driver's free moving space or changes the vehicle's overall length and, as the front window has to be installed at a higher position, blocks the driver's view of the bottom. On the other hand, it would be impossible to transmit the impact forces directly into the vehicle underframe which has a negative effect on the safety of the driver and the other persons in the vehicle, or an additional stable structure would be required to withstand collision impact forces. However, this would result in a higher weight.

An embodiment of the invention seeks to provide a crash absorber arrangement in which the arrangement described above of the coupling gear and the shock absorption elements at the same height level is maintained but narrower curve radii can be passed.

Alternatively or additionally, an embodiment of the invention seeks to at least provide the public with a useful choice.

Alternatively or additionally, an embodiment of the invention seeks to provide a method for coupling two rail vehicles which avoids the disadvantages described.

The present invention provides a crash absorber arrangement for rail vehicles, in particular for tramway vehicles, in which for coupled operation a shock absorption element, in particular the reversible shock absorption element, can be separated from another shock absorption element, in particular the irreversible shock absorption element. In particular, the arrangement comprises - a first (e.g. irreversible) shock absorption element; - a second (e.g. reversible) shock absorption element which, in a first operating condition ready to absorb impact energy, is connected to the first shock absorption element; - and an impact element which is connected to the second shock absorption element; the arrangement having a motion device by means of which the second shock absorption element can be moved and the motion device being designed so as to separate the second shock absorption element from the first shock absorption element and to bring the arrangement into a second operating condition suitable for coupled operation of the rail vehicle.

The arrangement may have a locking device to lock and unlock the connection of the first shock absorption element to the second shock absorption element.

The arrangement may have a swivelling device to swivel the second shock absorption element relative to the impact element.

The arrangement may have an intermediate element by means of which the first shock absorption element is connected to the second shock absorption element in the operating condition ready to absorb impact energy.

In the first operating condition a connection of the intermediate element to the first shock absorption element may be locked by means of a first lock.

The first shock absorption element may be arranged at the impact element in a retractable or slewable manner.

The crash absorber arrangement may be combined with coupling gear to couple the rail vehicle to a second rail vehicle, the coupling gear being arranged slewable at the level of the first shock absorption element to enable swivelling of the coupled rail vehicles.

The coupling gear, in the first operating condition, may be in a folded-in position not ready for coupling.

The present invention further provides a rail vehicle with an arrangement as defined above.

The present invention still further provides a method for coupling a first rail vehicle to a second rail vehicle, in particular to such a crash absorber arrangement as defined above, the method comprising the following steps: - separating the connection between a first (e.g. the irreversible) shock absorption element and a second (e.g. the reversible) shock absorption element; - moving the second shock absorption element by means of a motion device into a position of a second operating condition; - coupling the rail vehicles using a coupling gear of the rail vehicle.

In the following, it is still true that the first shock absorption element may e.g. be an irreversible shock absorption element and the second shock absorption element may e.g. be a reversible shock absorption.

Advantageous embodiments and further designs of the invention result from the description.

The invention is based on the idea to design the crash absorber arrangement in such a way that the hitherto given arrangement with two permanently connected shock absorption elements, e.g. with an irreversible shock absorption element and a reversible shock absorption element, which, on the one hand, is fastened to parts of the car body and, on the other, to the impact bracket, is disconnected. When coupling two rail vehicles together, the connection between the two shock absorption elements is severed and the second shock absorption element follows e.g. the impact bracket during the upward swivelling and may in particular remain fastened to the impact bracket. When the double-traction or haul drive ends, e.g. the impact bracket may be folded down again and the connection between the second shock absorption element and the first shock absorption element is reestablished.

In this way, the overall length of the shock absorption elements is shortened by the length of the second shock absorption element because the second shock absorption element is moved away. Hence, in folded-out condition, the drawbar may assume a wider range of swivel positions without touching the second shock absorption element. Narrower curve radii can be passed. A motion device is used by means of which the second element is moved away for coupled operation.

The motion device may be arranged in particular between the second shock absorption element and the first shock absorption element, i.e. the motion device is fastened to the various shock absorption elements by means of parts which can move in relation to each other. However, a part of the motion device may also be fastened to other parts of the rail vehicle, e.g. directly to the car body or other bearing parts of the vehicle. In that case, a second part of the motion device which can move in relation to the first part of the motion device is fastened to the second shock absorption element or any part connected to the second shock absorption element, e.g. the impact element.

Preferably, the motion device is the same motion device by means of which the impact element is moved for coupled operation. This makes an additional motion device unnecessary. To enable use of the same motion device, coupling kinematics may be used via which a driving device moves both the impact element and the second shock absorption element.

The separation of the connection between the second and the first shock absorption element does not necessarily mean that components have to be dismounted from the vehicle during the coupling process. Rather, the components, and in particular the second shock absorption element, remain on the vehicle. Preferably, the second shock absorption element is located at the impact element, either rigidly or, preferably, moving. This will be dealt with in detail below.

In a preferred embodiment, the arrangement has a locking device for locking and unlocking the connection of the first shock absorption element with the second shock absorption element. The locking device may e.g. be a quick-action locking device by means of which the connection is undone by unlocking the lock (e.g. with a tool or manually). Conversely, the quick-action locking device may be designed in such a way that the connection between the second and the first shock absorption element re-engages when the operating condition for the absorption of impact energy is restored, preferably without an additional tightening of the lock with a tool. For example, the lock engages merely by bringing the separated parts together again in the manner intended.

Furthermore, it is preferred that the arrangement has a swivelling device to swivel the second shock absorption element in relation to the impact element. In particular if the rotation axis of the swivelling movement runs in a vertical position, the second shock absorption element can be swivelled relative to the impact element and in this way space can be gained in longitudinal direction of the vehicle in the second operating condition which corresponds to coupled operation.

As a rule, it is preferred that the first shock absorption element extend towards the front in the direction of travel, seen from the car body of the rail vehicle (or towards the rear opposite to the direction of travel if the direction of travel is reversed). In the first operating condition, in which the crash absorber arrangement is ready to absorb impact energy, the second shock absorption element extends in the direction of travel or opposite to the direction of travel in the further course starting from the first shock absorption element. An intermediate element may be arranged between the shock absorption elements.

In the first operating condition, the impact element is arranged further in the longitudinal direction of the rail vehicle, or in the direction of travel (or opposite to the direction of travel).

In the case that the impact element is designed as an impact bracket (see above), the crash absorber arrangement according to the invention is preferably located both on the one side of the impact bracket and on the other side. This means that the ends of the impact bracket are each connected to the car body via a first shock absorption element and a second shock absorption element when the arrangement is in the first operating condition. In contrast, in the second operating condition, the second shock absorption elements at the opposite end of the impact bracket are, together with the impact bracket, preferably located in a different place that enables the coupling gear to be swivelled over a wider swivelling range.

During the coupling process, the first shock absorption element remains in particular at its former fixed location and position at parts of the car body.

In a concrete embodiment which creates additional space for the swivelling of the coupling gear, the arrangement has an intermediate element by means of which the first shock absorption element is connected to the second shock absorption element in the first operating condition ready for absorption of impact energy. In particular, the intermediate element is disconnected and removed from the first shock absorption element jointly with the second shock absorption element to enable coupled operation.

As already explained for the first and the second shock absorption element, the intermediate element preferably extends in longitudinal direction of the vehicle, or in direction of travel, so that the total length of the arrangement consisting of the first shock absorption element, the intermediate element and the second shock absorption element is the sum of the lengths of these three elements.

In a further design, a connection of the intermediate element with the first shock absorption element is locked by a first lock in the first operating condition. The lock may be a lock of the above-mentioned locking device. This may again be a quick-action lock.

Preferably, the intermediate element is locked by means of two locks in the first operating condition. As mentioned, one lock locks the intermediate element in respect of its connection to the first shock absorption element. The second, optional lock locks the intermediate element in respect of its connection to the second shock absorption element. Preferably, however, opening the second lock does not result in enabling separation of the intermediate element and the second shock absorption element from each other. Rather, opening the second lock enables a relative movement (e.g. a swivelling movement) of the intermediate element and the second shock absorption element, so that the intermediate element can be brought into a different position relative to the second shock absorption element for the second operating condition. For example, the intermediate element is swivelled downward around a horizontal rotation axis. However, the intermediate element preferably remains at the second shock absorption element and hence preferably also indirectly at the impact element.

If in another embodiment there is no intermediate element which in the first operating condition is located between the second and the first shock absorption element, the second shock absorption element may be combined with two locks analogous to the embodiment of the intermediate element described above. One lock locks the connection to the first shock absorption element in the first operating condition. The other lock locks a possible motion relative to the impact element. However, the preferred option is that the possible motion is a rotary motion around a vertical rotation axis. Nevertheless, a rotary motion around a horizontal rotation axis is also possible.

In an embodiment of the method, the connection between first and second shock absorption element is released in particular by manual actuation of the locking device when coupling a rail vehicle to a second rail vehicle. By a subsequent, in particular manual, actuation of the swivelling device, the impact bracket to which the second shock absorption element is connected can be swivelled.

To save even more space, a further design of the crash absorber arrangement according to the invention provides that the second shock absorption element is arranged at the impact element in a retractable or slewable manner. In swivelled end position of the impact bracket, the second shock absorption element can be swivelled behind the impact bracket preferably by means of a swivel joint with a vertical rotation axis located at the impact bracket (when looking at the vehicle from the outside). In another variant, it is intended that the second shock absorption element can be folded in or swivelled behind the impact bracket and in addition be fixed in this position at the impact bracket.

Finally, a further preferred embodiment provides for a rail vehicle with a crash absorber arrangement according to the invention.

The present invention will now be described, by way of non-limiting example only, with reference to the accompanying drawings, in which:

Fig. 1 A schematic and simplified top view of the front area of a rail vehicle and with a bearing structure, showing coupling gear and the shock absorption elements with folded-in drawbar and folded-down impact bracket in the first operating condition.

Fig. 2 A schematic and simplified top view of the front area of the rail vehicle according to Fig. 1 with folded-out drawbar and swivelled-up impact bracket, i.e. in the second operating condition.

Fig. 3 Another schematic top view of the front area of the rail vehicle with folded-down impact bracket.

Fig. 4 A schematic top view of the front area of the rail vehicle according to Fig. 3 with swivelled-up impact bracket.

Fig. 5 A schematic and simplified side view of an embodiment of the arrangement of the shock absorption elements and the impact bracket. Fig. 6 A schematic and simplified side view of the embodiment according to Fig. 5 in the second operating condition.

Fig. 7 Another schematic and simplified representation of another embodiment of the arrangement of the shock absorption elements and the impact bracket.

Fig. 8 A schematic and simplified representation of a coupling gear with swivelled drawbar arranged at the rail vehicle.

Fig. 9 A side view of another embodiment of a crash absorber arrangement according to the invention with locked locking device and folded-down impact bracket.

Fig. 10 A schematic and simplified representation of the side view according to Fig. 9 with unlocked locking device and impact bracket swivelled by means of a swivelling device.

Figure 1 shows a schematic and simplified view of the parts in the front area of a rail vehicle. In this view, the direction of travel is from bottom to top or from top to bottom.

The bearing structure is shown with coupling gear, the drawbar being shown in folded-in position. The lower section of the drawing shows an impact element in the form of an impact bracket 51 which extends, with a convex curvature, across a substantial part of the width of the rail vehicle. At both its opposite ends, the impact bracket 51 is fastened to a reversible shock absorption element 52 which in turn is connected to the car body 10, 11, 12 by means of an irreversible shock absorption element 50. The shock absorption elements 52, 50 are arranged in pairs in longitudinal direction to the vehicle. Figure 1 shows a total of four shock absorption elements 50, 52 arranged symmetrically to the vertical centre plane of the rail vehicle — two at either side of the vehicle. In the event of an impact applied to the impact bracket 51, the impact energy is at least to some extent absorbed by the shock absorption elements 50, 52, so that the impact is not, or just partly, transmitted to the bearing structure of the rail vehicle. A cross member 10, two longitudinal members 11a, 11b fastened to the cross member and diagonal struts 12a, 12b of the car body's bearing structure are shown, which, from the cross member, extend diagonally outwards in the direction of the shock absorption elements 52, 50. A drawbar 31 in folded-in position is shown. The drawbar can be folded out and in by swivelling it around a vertical swivel axis of a joint 32 and around a swivel axis 33 in the fastening area at the bearing structure.

Figure 2 shows a top view as in Fig. 1 but with a folded-out and swivelled drawbar 31. The impact bracket 51 is in folded-up position. However, the higher position cannot be seen in the picture. The impact bracket was e.g. swivelled upwards around a horizontal swivel axis (not shown), so that the drawbar 31 can be folded out and the coupling process can be carried out. This figure shows that the reversible shock absorption elements 52 at both ends of the impact bracket 51 are arranged in swivelled position under the impact bracket 51. The irreversible shock absorption elements 50 have remained at the parts of the bearing structure.

Figure 3 shows another top view of the parts in the front area of a rail vehicle with the arrangement of the shock absorption elements 50, 52 and the impact bracket 51 in folded-down position and, in Figure 4, in swivelled-up position. The embodiment of the reversible element 52 is different from that in Fig. 1 and Fig. 2. Figure 4 shows the reversible shock absorption elements 52 at both ends of the impact bracket 51 in folded-in position at impact bracket 51.

Figure 5 shows a schematic and simplified side view of an embodiment of the arrangement according to the invention of the shock absorption elements 50, 52 and the impact bracket 51. The irreversible shock absorption element 50 connected to bearing parts 10 of the rail vehicle is shown. The irreversible shock absorption element 50 and the reversible shock absorption element 52 are interlocked by means of a device 20. The reversible shock absorption element 52 is connected to the impact bracket 51 by means of a structure 22 fastened at the impact bracket. The connection between irreversible and reversible shock absorption element is separated by means of a device 20. The reversible shock absorption element 52 is swivelled inwards around a vertical swivel axis 23 and attached to the impact bracket 51. The swivelling movement can be locked and unlocked by means of a second locking device 28.

Figure 6 shows the arrangement of Fig. 5 in the second operating condition. It can be seen that the impact bracket 51 with the reversible shock absorption element 52 fastened to it and with the locking device 20 has not only been moved to a higher position but has also been removed from the irreversible shock absorption element 50 in longitudinal direction of the vehicle (running from left to right in Fig. 6). However, Fig. 6 does not exactly show the second operating condition because the reversible shock absorption element 52 has not yet been swivelled around axis 23 relative to the impact bracket 51. A projection 20a which is part of the locking device 20 can be seen at the free end, pointing to the right, of the irreversible shock absorption element 50. In the first operating condition shown in Fig. 5, this projection 20a extends inside the locking device 20.

Figure 7 shows a schematic and simplified view of another embodiment of the arrangement of the shock absorption elements and the impact bracket 51 according to the invention. A side view is shown. The impact bracket 51 is connected to parts of the vehicle body shell 27 by means of the device 21. The device 21 provides for a bow-shaped swivel arm 21a and a part 26 which establishes the connection to the vehicle body shell 27. The part 22 fastened at the rear side of the impact bracket receives the reversible shock absorption element 52 which is fastened to the impact bracket 51. Following the separation of the connection between the irreversible shock absorption element 50 and the reversible shock absorption element 52, the impact bracket 51 with the reversible shock absorption element 52 is swivelled by means of the swivel arm 21a (not shown).

Figure 8 shows a schematic and simplified view of a coupling gear with swivelled drawbar 31 arranged at the rail vehicle 15. Reference sign 16 indicates the position and orientation of the drawbar 31 in neutral position during straight movement of the rail vehicle 15. Reference sign SB indicates the swivelling range of the drawbar 31 from neutral position 16 to a maximal swivel position upon entry into a curve.

Figure 9 and Figure 10 show side views of an embodiment of a crash absorber arrangement according to the invention. Figure 9 shows the first operating condition in which the crash absorber arrangement is ready to absorb shocks caused by an impact on the impact element. In contrast, Figure 10 shows the second operating condition in which the rail vehicle can be coupled with another rail vehicle by means of coupling gear not shown in Figures 9 and 10.

An irreversible shock absorption element 10 which with its end that points to the right in Fig. 9 and Fig. 10 extends towards the front, or the rear, in the direction of travel is arranged at bearing parts 10 e.g. of the car body of the rail vehicle. Arranged at that end is a swivelling device 21 which enables a reversible shock absorption element 52 and an impact element connected to it (here: impact bracket 51) to be swivelled upward into the swivel position shown in Fig. 10. The swivelling device 21 has a first fastening element 55b, fastened to the free end of the irreversible shock absorption element 50, which carries a kinematic arm 58 running upward and forward at an angle which is fixed in relation to the first fastening element 55b. Furthermore, a telescopic device 55 is rotatably joined to the first fastening element 55b. All joints of the swivelling device 21 described in the following allow rotational movements around axes running roughly horizontally.

In a central area of the kinematic arm 58, a first rotatable arm 59 is rotatably joined, the opposite end of which is rotatably joined to a second fastening element 53a of the swivelling device 21. This second fastening element 53a is rigidly connected to the reversible shock absorption element 52.

Moreover, a second rotatable arm 54 is rotatably joined near the free end of the kinematic arm 58, the opposite end of the rotatable arm 54 being likewise rotatably joined to the second fastening element 53b. The first rotatable arm 59 and the second rotatable arm 54 run roughly in parallel with each other both in the first operating condition (Fig. 9) and in the second operating condition (Fig. 10). Starting from the kinematic arm 58, they extend from top to bottom in the first operating condition and, starting from the kinematic arm 58, they extend upward to the top front at an angle in the second operating condition (or alternatively, to another forward direction as seen from the car body 10, depending on the desired swivel angle of the rotatable arms 54, 59). Therefore, in the second operating condition, the second fastening element 53b with the reversible shock absorption element 52 and the impact bracket 51 is in a position relative to the irreversible shock absorption element 50 which is farther to the front and farther at the top than in the first operating condition. The telescopic device 55 supports the movement from the first operating condition to the second operating condition or drives it. The telescopic device is e.g. a gas pressure spring which supports the upward swivelling movement and facilitates it.

To establish a stable connection between the irreversible shock absorption element 50 and the reversible shock absorption element 52 in the first operating condition, an intermediate element 53 is provided which in the first operating condition (Fig. 9) is connected directly to the first fastening element 55b on one side and directly to the second fastening element 53b at the opposite side. The connection of the connecting element 53 with the first fastening element 55b can be disconnected to enable separation of the two shock absorption elements 50, 52 and the parts connected to them. In contrast, the connection between the connecting element 53 and the second fastening element 53b can be disconnected only to enable a swivelling movement of the connecting element 53 relative to the second fastening element 53b, so that in the second operating condition the connecting element 53 can be swivelled downward. The rotation axis of this swivelling movement is in particular identical to the rotation axis around which the second fastening element 53b and the second rotatable arm 54 can be swivelled relative to each other.

The intermediate element 53 can be locked with regard to its detachable connection to the first fastening element 55b (i.e. the connection is protected against unintentional disconnection). For this, a first locking device 57 is provided, e.g. a quick-action locking device. The connection between the connecting element 53 and the second fastening element 53b can be locked by means of a second locking device 56. The connections of the connecting element 53 can be disconnected by actuating the locking devices 56, 57, so that the arrangement can get from the first into the second operating condition. Conversely, a safe connection can be restored when the first operating condition is returned to, e.g. by engaging the locking devices 56, 57.

In the concrete embodiment presented, the locking element 53 runs from top to bottom at an angle at its supporting surface pointing to the second fastening element 53b in the first operating condition, so that the supporting surface of the second fastening element 53b which likewise runs from top to bottom at an angle has a vertical force component when transmitting impact forces. The supporting surface of the second fastening element 53b is used as a limit stop for the rotational movement of the connecting element 53 when the connecting element 53 is swivelled back to the position it has in the first operating condition.

Due to the kinematics described with two roughly parallel rotatable arms and due to the intermediate element, the swivelling device 21 shown in Fig. 9 and in Fig. 10 enables not only an upward swivelling of the reversible shock absorption element 52 and the impact element 51 but also a considerable distance in longitudinal direction of the vehicle in the second operating condition. This creates space for the handling of the coupling gear when coupling to a second rail vehicle.

Unlike as shown in Fig. 9 and 10, the intermediate element might be rigidly connected to the reversible shock absorption element, or the element 53 which can be swivelled relative to the impact bracket might be replaced by the reversible shock absorption element. In both cases, the reversible shock absorption element is swivelled against the impact bracket in the second operating condition.

The term ‘comprising’ as used in this specification and claims means ‘consisting at least in part of. When interpreting statements in this specification and claims which include the term ‘comprising’, other features besides the features prefaced by this term in each statement can also be present. Related terms such as ‘comprise’ and ‘comprised’ are to be interpreted in similar manner.

In this specification where reference has been made to patent specifications, other external documents, or other sources of information, this is generally for the purpose of providing a context for discussing the features of the invention. Unless specifically stated otherwise, reference to such external documents is not to be construed as an admission that such documents, or such sources of information, in any jurisdiction, are prior art, or form part of the common general knowledge in the art.

Claims

Patent claims

1. Crash absorber arrangement for rail vehicles, the arrangement comprising - a first shock absorption element; - a second shock absorption element which in a first operating condition ready to absorb impact energy is connected to the first shock absorption element; - and an impact element which is connected to the second shock absorption element; wherein the arrangement has a motion device by means of which the second shock absorption element can be moved and that the motion device is designed to separate the second shock absorption element from the first shock absorption element to bring the arrangement into a second operating condition suitable for coupled operation of the rail vehicle.
2. Crash absorber arrangement according to claim 1, wherein the arrangement has a locking device to lock and unlock the connection of the first shock absorption element to the second shock absorption element.
3. Crash absorber arrangement according to claim 1 or claim 2, wherein the arrangement has a swivelling device to swivel the second shock absorption element relative to the impact element.
4. Crash absorber arrangement according to claim 1, 2 or 3, wherein the arrangement has an intermediate element by means of which the first shock absorption element is connected to the second shock absorption element in the operating condition ready to absorb impact energy.
5. Crash absorber arrangement according to claim 4, wherein in the first operating condition a connection of the intermediate element to the first shock absorption element is locked by means of a first lock.
6. Crash absorber arrangement according to any one of the preceding claims, wherein the first shock absorption element is arranged at the impact element in a retractable or slewable manner.
7. Arrangement according to any one of the preceding claims, wherein the crash absorber arrangement is combined with coupling gear to couple the rail vehicle to a second rail vehicle, the coupling gear being arranged slewable at the level of the first shock absorption element to enable swivelling of the coupled rail vehicles.
8. Arrangement according to claim 7, the coupling gear, in the first operating condition, being in a folded-in position not ready for coupling.
9. Arrangement according to any one of the preceding claims, wherein the crash absorber arrangement is a crash absorber arrangement for tramway vehicles.
10. Rail vehicle with an arrangement according to any one of the preceding claims.
11. Method for coupling a first rail vehicle to a second rail vehicle, the method comprising the following steps: - separating a connection between a first shock absorption element and a second shock absorption element; - moving the second shock absorption element by means of the motion device into a position of a second operating condition; - coupling the rail vehicles using a coupling gear of the rail vehicle.
12. Method according to claim 11, the method being a method for coupling the first rail vehicle to the second rail vehicle using an arrangement according to any one of claims 1 to 9.