CA2449904A1 - Rail vehicle, in particular lightweight motor car - Google Patents
Rail vehicle, in particular lightweight motor car Download PDFInfo
- Publication number
- CA2449904A1 CA2449904A1 CA002449904A CA2449904A CA2449904A1 CA 2449904 A1 CA2449904 A1 CA 2449904A1 CA 002449904 A CA002449904 A CA 002449904A CA 2449904 A CA2449904 A CA 2449904A CA 2449904 A1 CA2449904 A1 CA 2449904A1
- Authority
- CA
- Canada
- Prior art keywords
- vehicle
- rail vehicle
- vehicle head
- shock absorbing
- driver
- 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.)
- Abandoned
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
- B61D15/06—Buffer cars; Arrangements or construction of railway vehicles for protecting them in case of collisions
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
- B61C17/04—Arrangement or disposition of driving cabins, footplates or engine rooms; Ventilation thereof
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D17/00—Construction details of vehicle bodies
- B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
- B61D17/06—End walls
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Automation & Control Theory (AREA)
- Life Sciences & Earth Sciences (AREA)
- Wood Science & Technology (AREA)
- Body Structure For Vehicles (AREA)
- Vibration Dampers (AREA)
- Lighting Device Outwards From Vehicle And Optical Signal (AREA)
- Seats For Vehicles (AREA)
- Non-Portable Lighting Devices Or Systems Thereof (AREA)
- Led Device Packages (AREA)
Abstract
Rail vehicle, in particular lightweight motor car A rail vehicle, in particular a lightweight motor car, has a vehicle head (3a) which contains a driver' s cab, and a car body (2) with a passenger compartment. The vehicle head (3a) is embodied as a self-supporting unit. Shock absorbing elements (1a, 1b) which operate in a telescopic fashion and which absorb the energy occurring during a collision are arranged underneath this vehicle head (3a).
Description
,s i Description Rail vehicle, in particular lightweight motor car The invention relates to a rail vehicle, in particular a lightweight motor car, with a vehicle head which contains a driver's cab, and a car body with a passenger compartment.
The requirements which are made of lightweight motor cars with respect to a collision (crash) with another railroad vehicle are defined, for example, in DIN 5560.
According to this standard, the driver's cab and the passenger compartment must not be permanently deformed given a collision of the lightweight motor car with what is referred to as a reference collision body (a main-line railroad vehicle with a rigid mass of 80 tonnes or a lightweight motor car of the same type) up to a speed of 8 km/h. At higher collision speeds, deformations of the driver's cab which are permanent to a limited degree and deformations of the passenger compartment which are permanent to a minimal degree are tolerated as consequences. In known rail vehicles, these requirements can be met only by using conventional head structures which have a cage-like metal framework with sheet metal covering, integrated into the rest of the car body.
The invention is based on the object of designing a rail vehicle in such a way that the previously mentioned requirements relating to a collision can be fulfilled even when a vehicle head which is manufactured in particular from plastic or even from metal is used, and at the same time a high degree of flexibility is to be achieved in terms of the design of the vehicle.
This object is achieved according to the invention by virtue of the fact that the vehicle head is embodied as a self-supporting unit and shock absorbing elements which operate in a telescopic fashion and which absorb the energy which occurs during a collision are arranged underneath this vehicle head.
Advantageous refinements of the invention are given in the subclaims.
The advantages which can be achieved by means of the invention are in particular the fact that a short deformation travel accompanied by a uniform force profile and a controllable force profile over the travel can be obtained by means of the shock absorbing elements which operate in a telescopic fashion, it being possible to integrate a reversible step and a nonreversible step. The vehicle which is equipped with the shock absorbing elements which operate in a telescopic fashion has a high degree of stability with respect to side forces because these shock absorbing elements can be subjected to higher stresses in the lateral direction than known box-shaped crushable elements within a vehicle structure. An integrated, premounted and pretested vehicle head can also advantageously be used. The vehicle head is a flexible design, it being possible to implement a driver outer door by means of the shock absorbing elements which operate in a telescopic fashion and take up relatively little space.
The invention is described in more detail below with reference to an exemplary embodiment which is illustrated in outline in the drawing. The drawing shows the head part of a rail vehicle in a side view.
The rail vehicle has a vehicle head 3a which contains a driver's cab, and a car body 2 which is configured in particular for conveying passengers and has, as is customary, an underframe, side walls and a roof. The vehicle head 3a which is associated with the supporting structure of the car body is embodied as a self-supporting unit and is equipped, as a mechanically premounted and electrically pretested assembly, with corresponding components, for example driver's seat 3c, driver's console. In addition, the vehicle head 3a can have a driver outer door 3b.
Shock absorbing elements la, 1b which engage one in the other in a telescopic fashion and which are connected to the car body 2 approximately at the level of the underframe or buffer are arranged underneath this vehicle head 3a. It is recommended to cover the shock absorbing elements la, 1b by means of a front panel 4.
The shock absorbing elements may have a reversible step la and/or a nonreversible step 1b. In the exemplary embodiment, the reversible step la of the hydraulically operated shock absorbing element is configured in such a way that the energy occurring during the collision at up to 8 km/h which is described at the beginning is absorbed solely by means of this step la. As is apparent from the drawing, in this case no permanent deformations of the vehicle head 3a occur. At collision speeds above 8 km/h, the nonreversi:ble 2nd. step 1b of the shock absorbing element is stressed. Although a permanent deformation of the vehicle head 3a occurs here, a sufficiently large survival space for the driver remains.
A collision with other rail vehicles therefore acts directly on the shock absorbing elements la, 1b, and the vehicle head 3a is involved only to a slight degree. In order to prevent the vehicle head 3a having to absorb the energy alone if there is a collision between the vehicle and higher bodies, either the impact surface of the shock absorbing elements la, 1b can be increased in the upward direction or a mechanical connection for force to be applied by the head structure to the shock absorbing elements 1a, 1b can be provided between the structure of the vehicle head 3a and the shock absorbing elements 1a, 1b.
The requirements which are made of lightweight motor cars with respect to a collision (crash) with another railroad vehicle are defined, for example, in DIN 5560.
According to this standard, the driver's cab and the passenger compartment must not be permanently deformed given a collision of the lightweight motor car with what is referred to as a reference collision body (a main-line railroad vehicle with a rigid mass of 80 tonnes or a lightweight motor car of the same type) up to a speed of 8 km/h. At higher collision speeds, deformations of the driver's cab which are permanent to a limited degree and deformations of the passenger compartment which are permanent to a minimal degree are tolerated as consequences. In known rail vehicles, these requirements can be met only by using conventional head structures which have a cage-like metal framework with sheet metal covering, integrated into the rest of the car body.
The invention is based on the object of designing a rail vehicle in such a way that the previously mentioned requirements relating to a collision can be fulfilled even when a vehicle head which is manufactured in particular from plastic or even from metal is used, and at the same time a high degree of flexibility is to be achieved in terms of the design of the vehicle.
This object is achieved according to the invention by virtue of the fact that the vehicle head is embodied as a self-supporting unit and shock absorbing elements which operate in a telescopic fashion and which absorb the energy which occurs during a collision are arranged underneath this vehicle head.
Advantageous refinements of the invention are given in the subclaims.
The advantages which can be achieved by means of the invention are in particular the fact that a short deformation travel accompanied by a uniform force profile and a controllable force profile over the travel can be obtained by means of the shock absorbing elements which operate in a telescopic fashion, it being possible to integrate a reversible step and a nonreversible step. The vehicle which is equipped with the shock absorbing elements which operate in a telescopic fashion has a high degree of stability with respect to side forces because these shock absorbing elements can be subjected to higher stresses in the lateral direction than known box-shaped crushable elements within a vehicle structure. An integrated, premounted and pretested vehicle head can also advantageously be used. The vehicle head is a flexible design, it being possible to implement a driver outer door by means of the shock absorbing elements which operate in a telescopic fashion and take up relatively little space.
The invention is described in more detail below with reference to an exemplary embodiment which is illustrated in outline in the drawing. The drawing shows the head part of a rail vehicle in a side view.
The rail vehicle has a vehicle head 3a which contains a driver's cab, and a car body 2 which is configured in particular for conveying passengers and has, as is customary, an underframe, side walls and a roof. The vehicle head 3a which is associated with the supporting structure of the car body is embodied as a self-supporting unit and is equipped, as a mechanically premounted and electrically pretested assembly, with corresponding components, for example driver's seat 3c, driver's console. In addition, the vehicle head 3a can have a driver outer door 3b.
Shock absorbing elements la, 1b which engage one in the other in a telescopic fashion and which are connected to the car body 2 approximately at the level of the underframe or buffer are arranged underneath this vehicle head 3a. It is recommended to cover the shock absorbing elements la, 1b by means of a front panel 4.
The shock absorbing elements may have a reversible step la and/or a nonreversible step 1b. In the exemplary embodiment, the reversible step la of the hydraulically operated shock absorbing element is configured in such a way that the energy occurring during the collision at up to 8 km/h which is described at the beginning is absorbed solely by means of this step la. As is apparent from the drawing, in this case no permanent deformations of the vehicle head 3a occur. At collision speeds above 8 km/h, the nonreversi:ble 2nd. step 1b of the shock absorbing element is stressed. Although a permanent deformation of the vehicle head 3a occurs here, a sufficiently large survival space for the driver remains.
A collision with other rail vehicles therefore acts directly on the shock absorbing elements la, 1b, and the vehicle head 3a is involved only to a slight degree. In order to prevent the vehicle head 3a having to absorb the energy alone if there is a collision between the vehicle and higher bodies, either the impact surface of the shock absorbing elements la, 1b can be increased in the upward direction or a mechanical connection for force to be applied by the head structure to the shock absorbing elements 1a, 1b can be provided between the structure of the vehicle head 3a and the shock absorbing elements 1a, 1b.
Claims (5)
1. A rail vehicle, in particular a lightweight motor car, having a vehicle head (3a) which contains a driver's cab, and a car body (2) with a passenger compartment, characterized in than the vehicle head (3a) is embodied as a self-supporting unit, and shock absorbing elements (1a, 1b) which operate in a telescopic fashion and which absorb the energy occurring during a collision are arranged underneath this vehicle head (3a).
2. The rail vehicle as claimed in claim 1, characterized in that the shock absorbing elements have a reversible step (1a) and/or a nonreversible step (1b).
3. The rail vehicle as claimed in claim 1 or 2, characterized in that the shOCk absorbing elements (1a, 1b) are covered by a front panel (4).
4. The rail vehicle as claimed in one of claims 1 to 3, characterized in that the vehicle head (3a) is equipped, as a mechanically premounted and electrically pretested assembly, with corresponding components, for example driver's seat (3c), driver's console.
5. The rail vehicle as clairned in claim 4, characterized in that the vehicle head (3a) has a driver outer door (3b).
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE10254440.9 | 2002-11-21 | ||
| DE10254440A DE10254440A1 (en) | 2002-11-21 | 2002-11-21 | Rail vehicle, in particular light rail cars |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2449904A1 true CA2449904A1 (en) | 2004-05-21 |
Family
ID=32185896
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002449904A Abandoned CA2449904A1 (en) | 2002-11-21 | 2003-11-19 | Rail vehicle, in particular lightweight motor car |
Country Status (7)
| Country | Link |
|---|---|
| US (1) | US20040129169A1 (en) |
| EP (1) | EP1422118B1 (en) |
| AT (1) | ATE388067T1 (en) |
| CA (1) | CA2449904A1 (en) |
| DE (2) | DE10254440A1 (en) |
| ES (1) | ES2299659T3 (en) |
| PT (1) | PT1422118E (en) |
Families Citing this family (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2879549B1 (en) * | 2004-12-22 | 2007-02-09 | Alstom Transport Sa | SHOCK ABSORBER DEVICE FOR RAILWAY VEHICLE |
| JP4712604B2 (en) * | 2006-05-10 | 2011-06-29 | 株式会社日立製作所 | Transport equipment |
| DE102008007590A1 (en) | 2008-01-31 | 2009-08-06 | Siemens Aktiengesellschaft | Head assembly for forming the front of a vehicle |
| AT513899B1 (en) * | 2013-01-15 | 2015-02-15 | Siemens Ag Oesterreich | Passenger rail vehicle |
| DE102013224470A1 (en) * | 2013-11-29 | 2015-06-03 | Voith Patent Gmbh | Rail vehicle nose flap and rail vehicle with it |
| BR112018011922B1 (en) * | 2015-12-18 | 2022-05-31 | Alstom Transport Technologies | Driver's cabin and urban rail vehicle |
Family Cites Families (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US413423A (en) * | 1889-10-22 | Oak buffer | ||
| US2012260A (en) * | 1931-06-13 | 1935-08-27 | Michelin & Cie | Rail vehicle |
| US3847426A (en) * | 1971-09-17 | 1974-11-12 | F Mcgettigan | Frangible buffer apparatus for vehicles |
| JPS5031532A (en) * | 1973-07-23 | 1975-03-28 | ||
| US5810427A (en) * | 1996-03-18 | 1998-09-22 | Hartmann; Albrecht | Motor vehicle |
| DE19654993A1 (en) * | 1996-09-10 | 1998-06-25 | Deutsche Waggonbau Ag | Underframe structure and deformation element on rail vehicles |
| US6158356A (en) * | 1997-02-10 | 2000-12-12 | Gec Alsthom Transport Sa | Energy absorber device having a parallelepiped shape for absorbing impacts to a vehicle |
| IT1290299B1 (en) * | 1997-02-12 | 1998-10-22 | Costamasnaga Spa | RAILWAY VEHICLE INCLUDING A SUPERSTRUCTURE CARRIED BY A FRAME TO WHICH THE TROLLEYS ARE ASSOCIATED, SAID FRAME PRESENTING |
| FR2765543B1 (en) * | 1997-07-02 | 2005-01-07 | Alstom Ddf | RAILWAY VEHICLE COMPRISING AT LEAST ONE INTERCHANGEABLE END MODULE |
| US6474489B2 (en) * | 1999-03-12 | 2002-11-05 | Thomas S. Payne | Collision attenuator |
| FR2818224B1 (en) * | 2000-12-18 | 2003-01-24 | Alstom | RAIL VEHICLE WITH DRIVING CABIN COMPRISING AN ENERGY ABSORBING STRUCTURE SUITABLE FOR COLLISION ABOVE THE VEHICLE CHASSIS |
| DE20118262U1 (en) * | 2001-11-09 | 2003-03-20 | ALSTOM LHB GmbH, 38239 Salzgitter | Collision protection device for rail vehicle has energy absorption elements each constructed as cup open at front in direction of impact and filled with energy-absorbing material and rigidly connected to thrust component |
-
2002
- 2002-11-21 DE DE10254440A patent/DE10254440A1/en not_active Ceased
-
2003
- 2003-10-22 DE DE50309307T patent/DE50309307D1/en not_active Expired - Lifetime
- 2003-10-22 ES ES03023998T patent/ES2299659T3/en not_active Expired - Lifetime
- 2003-10-22 PT PT03023998T patent/PT1422118E/en unknown
- 2003-10-22 AT AT03023998T patent/ATE388067T1/en active
- 2003-10-22 EP EP03023998A patent/EP1422118B1/en not_active Expired - Lifetime
- 2003-11-19 CA CA002449904A patent/CA2449904A1/en not_active Abandoned
- 2003-11-21 US US10/717,658 patent/US20040129169A1/en not_active Abandoned
Also Published As
| Publication number | Publication date |
|---|---|
| DE50309307D1 (en) | 2008-04-17 |
| DE10254440A1 (en) | 2004-06-09 |
| ATE388067T1 (en) | 2008-03-15 |
| US20040129169A1 (en) | 2004-07-08 |
| ES2299659T3 (en) | 2008-06-01 |
| EP1422118B1 (en) | 2008-03-05 |
| PT1422118E (en) | 2008-05-05 |
| EP1422118A1 (en) | 2004-05-26 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| FZDE | Discontinued |