CA2901878C - Safety device for rail vehicles - Google Patents
Safety device for rail vehicles Download PDFInfo
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- CA2901878C CA2901878C CA2901878A CA2901878A CA2901878C CA 2901878 C CA2901878 C CA 2901878C CA 2901878 A CA2901878 A CA 2901878A CA 2901878 A CA2901878 A CA 2901878A CA 2901878 C CA2901878 C CA 2901878C
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- 238000000034 method Methods 0.000 claims abstract description 12
- 230000004913 activation Effects 0.000 claims description 26
- 238000005516 engineering process Methods 0.000 claims description 17
- 230000007246 mechanism Effects 0.000 claims description 13
- 230000001960 triggered effect Effects 0.000 claims description 4
- 230000000149 penetrating effect Effects 0.000 claims description 2
- 230000008569 process Effects 0.000 description 7
- 238000009434 installation Methods 0.000 description 5
- 230000009471 action Effects 0.000 description 4
- 230000008901 benefit Effects 0.000 description 2
- 241001417527 Pempheridae Species 0.000 description 1
- 208000027418 Wounds and injury Diseases 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000006378 damage Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 208000014674 injury Diseases 0.000 description 1
- 230000035515 penetration Effects 0.000 description 1
- 230000002441 reversible effect Effects 0.000 description 1
- 230000009291 secondary effect Effects 0.000 description 1
- 238000011144 upstream manufacturing Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F19/00—Wheel guards; Bumpers; Obstruction removers or the like
- B61F19/04—Bumpers or like collision guards
Abstract
The invention relates to a safety device for protecting persons, said device being arranged below the car body of a vehicle, in particular a rail vehicle, preferably a low-platform rail vehicle. The device comprises two functional elements which can interact with each other and which are arranged in a horizontal position and transversely to the travel path in the rest position. The invention further relates to a rail vehicle which is equipped with such a safety device and to a method for protecting persons after a vehicle impact.
Description
Safety Device for Rail Vehicles The invention relates to a safety device for protecting persons which is arranged below the car body in front of the first set of wheels of a vehicle, in particular a rail vehicle. The invention further relates to a rail vehicle which is equipped with such a safety device and to a method for protecting persons after a vehicle impact.
The use of the safety device according to the invention not only prevents a person who has already been partially run over from ending up further under the vehicle in the direction towards the wheels, but also that a person who is in the process of being run over is gently caught, even before contact with the safety device, by the use of other means that are connected to the activation of the safety device, and, in the best case, pushed forward again out from under the vehicle.
The safety device here works in several stages and is triggered by an independent triggering logic which is, however, not part of the present invention.
From the prior art, in related industries, a plurality of safety devices are known which, however, are all intended to soften or even prevent the primary impact ¨ first contact of a pedestrian with a vehicle ¨ i.e., the pedestrian does not come in contact with the vehicle structure at all.
In contrast, the present invention is devoted primarily to avoiding further injury to a pedestrian after the secondary impact ¨ after the impact with the vehicle and possibly an airborne phase, the pedestrian comes to lie on the ground and is at risk of being run over.
Moreover, from the prior art, in the rail vehicle industry, mechanical deflection devices are known, which are triggered via a corresponding mechanism by a pedestrian after a secondary Date Recue/Date Received 2020-04-22 impact. In most cases, these mechanisms are also mounted on/under the vehicle front and, after the activation has occurred, they trigger the deflector proper with "kinematic delay," i.e., by way of the distance between the two mechanisms. This means that a certain distance between the two mechanisms necessarily must be present in order to make possible an appropriate complete deployment of the deflector proper after the activation of the triggering mechanisms at any travel speed. Such protection devices have already been described in the published documents DE
255173 and DE 166218. In modern low-platform railroads, the thusly "imprinted installation space" is problematic, because there is usually not enough "free distance"
present under the front.
In addition, the shapes of modern driver cabins/fronts are more and more often "styled"
in the travel direction and more or less "tapered" to match the kinematic clearance conditions of the railroad. This reduces the installation space that is available over the width. To the extent that the deflector does not protrude from the vehicle contour, the deflector, therefore, does not cover the maximum vehicle width. Thus, there remains a risk that a pedestrian can end up under the vehicle in the unprotected lateral area.
Moreover, deflector mechanisms are known which are mounted immediately behind the vehicle front on the vehicle substructure and they are permanently active in operation. These deflectors can be mounted as resilient constructions or resiliently on the substructure and they comprise a "residual gap" with respect to the travel path. However, this residual gap, which is necessary for the operation, represents a lack of safety with regard to small obstacles.
Moreover, airbags are known which are mounted on the vehicle front and which have to maintain the internal pressure for prolonged periods due to the longer stopping distances and times of the trains. For this purpose, various outlet valve controls are known. One such device is disclosed in EP 1172261 Al, for example.
The use of the safety device according to the invention not only prevents a person who has already been partially run over from ending up further under the vehicle in the direction towards the wheels, but also that a person who is in the process of being run over is gently caught, even before contact with the safety device, by the use of other means that are connected to the activation of the safety device, and, in the best case, pushed forward again out from under the vehicle.
The safety device here works in several stages and is triggered by an independent triggering logic which is, however, not part of the present invention.
From the prior art, in related industries, a plurality of safety devices are known which, however, are all intended to soften or even prevent the primary impact ¨ first contact of a pedestrian with a vehicle ¨ i.e., the pedestrian does not come in contact with the vehicle structure at all.
In contrast, the present invention is devoted primarily to avoiding further injury to a pedestrian after the secondary impact ¨ after the impact with the vehicle and possibly an airborne phase, the pedestrian comes to lie on the ground and is at risk of being run over.
Moreover, from the prior art, in the rail vehicle industry, mechanical deflection devices are known, which are triggered via a corresponding mechanism by a pedestrian after a secondary Date Recue/Date Received 2020-04-22 impact. In most cases, these mechanisms are also mounted on/under the vehicle front and, after the activation has occurred, they trigger the deflector proper with "kinematic delay," i.e., by way of the distance between the two mechanisms. This means that a certain distance between the two mechanisms necessarily must be present in order to make possible an appropriate complete deployment of the deflector proper after the activation of the triggering mechanisms at any travel speed. Such protection devices have already been described in the published documents DE
255173 and DE 166218. In modern low-platform railroads, the thusly "imprinted installation space" is problematic, because there is usually not enough "free distance"
present under the front.
In addition, the shapes of modern driver cabins/fronts are more and more often "styled"
in the travel direction and more or less "tapered" to match the kinematic clearance conditions of the railroad. This reduces the installation space that is available over the width. To the extent that the deflector does not protrude from the vehicle contour, the deflector, therefore, does not cover the maximum vehicle width. Thus, there remains a risk that a pedestrian can end up under the vehicle in the unprotected lateral area.
Moreover, deflector mechanisms are known which are mounted immediately behind the vehicle front on the vehicle substructure and they are permanently active in operation. These deflectors can be mounted as resilient constructions or resiliently on the substructure and they comprise a "residual gap" with respect to the travel path. However, this residual gap, which is necessary for the operation, represents a lack of safety with regard to small obstacles.
Moreover, airbags are known which are mounted on the vehicle front and which have to maintain the internal pressure for prolonged periods due to the longer stopping distances and times of the trains. For this purpose, various outlet valve controls are known. One such device is disclosed in EP 1172261 Al, for example.
2 = CA 02901878 2015-08-19 From a related industry, airbags are known whose activation is intended to catch the pedestrian in front of the vehicle front even before the process of being run over. Here, a plurality of shapes of airbags are known, said airbags being mounted on the leading vehicle front, in order to soften or prevent a primary impact of the pedestrian with the vehicle front structure.
Reference is here made particularly to the printed documents DE 10233593 Al and DE
102006057655 Al.
In the case of mechanical deflector mechanisms, which are brought by means of mechanical triggering from a rest position into an operating position, the "kinematic" distance of the triggering process to complete activation is the focus of the design. This distance must be adapted specifically to the infrastructure.
In the case of permanently active and acting deflection mechanisms, the minimum possible "residual gap" with respect to the travel path must be defined so as to allow all the vehicle states with regard to vertical radii (hilltop or trough travel), without excessively reducing the planned mode of action by too large an existing gap.
The problem of the present invention consists in developing a safety device which can be used particularly for modern rail vehicles and by means of which it is possible not only to prevent a person who has already been partially run over from ending up further under the vehicle in the direction toward the wheels, but also that the person who is in the process of being run over is gently caught, even before contact with the safety device, by the use of other means that are connected to the activation of the safety device, and possibly pushed forward again out from under the vehicle. An additional problem consists in presenting a rail vehicle having such a device as well as a method for protecting persons after the impact with a vehicle. According to
Reference is here made particularly to the printed documents DE 10233593 Al and DE
102006057655 Al.
In the case of mechanical deflector mechanisms, which are brought by means of mechanical triggering from a rest position into an operating position, the "kinematic" distance of the triggering process to complete activation is the focus of the design. This distance must be adapted specifically to the infrastructure.
In the case of permanently active and acting deflection mechanisms, the minimum possible "residual gap" with respect to the travel path must be defined so as to allow all the vehicle states with regard to vertical radii (hilltop or trough travel), without excessively reducing the planned mode of action by too large an existing gap.
The problem of the present invention consists in developing a safety device which can be used particularly for modern rail vehicles and by means of which it is possible not only to prevent a person who has already been partially run over from ending up further under the vehicle in the direction toward the wheels, but also that the person who is in the process of being run over is gently caught, even before contact with the safety device, by the use of other means that are connected to the activation of the safety device, and possibly pushed forward again out from under the vehicle. An additional problem consists in presenting a rail vehicle having such a device as well as a method for protecting persons after the impact with a vehicle. According to
3 the invention, this problem is solved by the features of acting functional elements.
Accordingly, the invention includes a safety device for the protection of persons, which is arranged under the vehicle body in front of the first set of wheels of a vehicle, in particular of a rail vehicle. The safety device comprises here according to the invention two interconnected and interdependently acting functional elements, wherein a first functional element is formed as a deflector device which, in the rest position, is arranged in the horizontal position and transversely with respect to the travel direction under the car body, and which, after an activation, can be brought from the horizontal position into a vertical position, and, in this position, is separated by a gap from the travel path. The second functional element is attached to the first functional element and it acts as a braking device, wherein the braking device comprises a mechanical structure or an airbag technology, which can be activated for movement or activated to move or expand in the travel direction. It is advantageous to provide that functional element formed as a deflector device can be flipped, swiveled or shifted from the horizontal position into a vertical position and is mounted firmly against the travel direction on the substructure of the car body.
According to another feature, it is provided that the functional element formed as deflector device can be reset, after an activation, back into the rest position by a mechanical resetting.
Particularly advantageously, it is provided that the mechanical structure comprising the second functional element comprises translational-mechanical technology and can be brought by pretensioning, preferably by elastic force, hydraulic force, pneumatic force, pyrotechnic force, electrotechnical/electronic force or a combination of the above-mentioned forces to a final position located in the direction towards the vehicle front. Here, it is provided furthermore that
Accordingly, the invention includes a safety device for the protection of persons, which is arranged under the vehicle body in front of the first set of wheels of a vehicle, in particular of a rail vehicle. The safety device comprises here according to the invention two interconnected and interdependently acting functional elements, wherein a first functional element is formed as a deflector device which, in the rest position, is arranged in the horizontal position and transversely with respect to the travel direction under the car body, and which, after an activation, can be brought from the horizontal position into a vertical position, and, in this position, is separated by a gap from the travel path. The second functional element is attached to the first functional element and it acts as a braking device, wherein the braking device comprises a mechanical structure or an airbag technology, which can be activated for movement or activated to move or expand in the travel direction. It is advantageous to provide that functional element formed as a deflector device can be flipped, swiveled or shifted from the horizontal position into a vertical position and is mounted firmly against the travel direction on the substructure of the car body.
According to another feature, it is provided that the functional element formed as deflector device can be reset, after an activation, back into the rest position by a mechanical resetting.
Particularly advantageously, it is provided that the mechanical structure comprising the second functional element comprises translational-mechanical technology and can be brought by pretensioning, preferably by elastic force, hydraulic force, pneumatic force, pyrotechnic force, electrotechnical/electronic force or a combination of the above-mentioned forces to a final position located in the direction towards the vehicle front. Here, it is provided furthermore that
4 Date Recue/Date Received 2020-04-22 = CA 02901878 2015-08-19 the mechanical structure comprising the second functional element can be reset from the final position back into the starting position by mechanical resetting.
According to a preferred feature of the invention, it is provided that a deflector technology is used, arranged laterally and transversely over the entire width of this functional element, as a result of which a lateral and frontal braking of penetrating persons can be implemented. Advantageously, the two functional elements here can be activated mechanically and/or electronically.
In particular, it is provided here that the first functional element can be activated by a rotational movement or by a translational movement, and the activation of the mechanical structure of the second functional element occurs by a translational mechanical movement.
According to another preferred feature of the invention, it is provided to use multiple airbag technologies as second functional elements which are arranged laterally or transversely over the entire width of the functional element.
The invention further includes a rail vehicle, in particular a low-platform vehicle, with a safety device for the protection of persons, wherein the safety device is arranged under a car body in front of the first set of wheels of the rail vehicle and is formed according to the above-described features. To avoid repetitions, reference is made to the above explanations. The scope of the invention further includes a method for the protection of persons after an impact with a vehicle, in particular a rail vehicle, wherein, under the car body of the vehicle, a safety device according to the above-mentioned features is triggered in two stages, and, in a first stage, a deflector device is activated and, in a second stage, a braking device is activated.
Below, the invention is explained in greater detail in an embodiment example and the associated drawings.
Figure I shows a diagrammatic representation of the front section of a rail vehicle with a diagrammatic representation of the safety device in the rest position;
Figure 2 shows a diagrammatic representation of the front section of a rail vehicle with a diagrammatic representation of the safety device in vertical position;
Figure 3 shows a diagrammatic representation of the front section of a rail vehicle with a diagrammatic representation of the safety device after its complete activation;
Figures 4a-c show a perspective view of the front section of a rail vehicle with a safety device which comprises a mechanical structure, in the individual activation stages;
Figures 5a-c show a perspective view of the front section of a rail vehicle with a safety device with an airbag technology, in the individual activation stages.
In Figure 1, in a diagrammatic representation, the front section of a rail vehicle 10 with sketched safety device 1 in the rest position is shown, the safety device being arranged under the car body in front of the first set of wheels of the rail vehicle 10.
In Figure 2, the front section of a rail vehicle with a diagrammatic representation of the safety device in vertical position (activated functional element 2) is represented, wherein it becomes apparent that the safety device 1 comprises at least two interconnected and interdependently acting functional elements 2, 3, wherein the first functional element 2 is formed as a deflector device which, in the rest position, is arranged in horizontal position and transversely to the travel direction under the car body, and which, after an activation, can be brought from the horizontal position into a vertical position, and, in this position, it is at a distance from the travel path.
The two functional elements 2, 3 do not physically form a unit, instead they can be activated independently of one another. However, they are interdependently acting so that the second stage (functional element 3) is mechanically connected to the first stage (functional element 2), wherein the second stage can be activated only after an activation of the first stage.
Figure 3 shows a diagrammatic representation of the front section of the rail vehicle with a diagrammatic representation of the safety device after its complete activation of the two functional elements 2 and 3.
Figures 4a-4c and Figures 5a-5c each show different embodiment variants of the invention, wherein, in Figures 4a-4c, a functional element 3 is used, which comprises a mechanical structure and, in Figures 5a-5c, a functional element 3 is used, which comprises an airbag technology. Figure 4a and Figure 5a here show the rest position of the safety device.
Figure 4b and Figure 5b show the activation of the functional element 2 in a first stage and Figure 4c and Figure Sc each show the full activation of the safety device.
In a first step, after the triggering, the first part of the safety device 1, i.e., the first functional element 2, which is formed as a deflector device arid arranged transversely to the travel direction under the car body of a rail vehicle 10, is activated, i.e., it is brought from its horizontal rest position into a vertical final position. This first activation can occur by a rotational mechanical movement or by a translational movement. In a second step, the second functional element 3, which acts as braking device and is attached to the first functional element 2, is activated, wherein a mechanical structure 4 located in a vertical final position is deployed in the travel direction. This translational-mechanical means can be implemented by multiple known alternative means. After the activation of the two functional elements 2, 3 of the safety device 1 has occurred ("complete activation"), the safety device ¨ depending on the constitution of the second step ¨ can be reset again mechanically.
The first part (functional element 2) of the safety device 1 is accordingly implemented by a means which has a horizontal rest position and a vertical operating position. It is located under the driver's cabin of the rail vehicle 10, clearly in front of the first set of wheels, and it is mounted on the substructure. This first part can be a part which is similar to already known "track sweepers," but which, in the final position "operating position," must be adjusted so that it is as perpendicular to the travel path as possible; therefore, it has to be adjusted from the installation height to the "gap" between travel path and vehicle substructure and mounted so that it operates firmly against the travel direction. The second part of the safety device 1 (functional element 3) is implemented by another means which starts to expand out from the first means in operating position in the travel direction or else starts to move away "shifting forward." The purpose of this expansion or movement is to slow or retain a pedestrian who is in the process of being run over before the contact with the first stage of the device.
Possibly, said pedestrian can even be pushed out again from under the vehicle, which represents a secondary effect of the invention. An additional advantage of the invention consists in that, in the case of a failure of the functional element 3, at least the functional element 2 takes effect.
One possible mode of action of the activation of the first functional element 2 can be a rotational flipping open of a mechanical deflector, which is brought from a horizontal rest position into a vertical final position. An additional mode of action can be a shift from a rest position into the vertical final position. Here, a "residual gap" can exist between the part to be flipped or shifted in the final position and the travel path, since the main purpose of this measure is not primarily to achieve the "positive lock" of the deflector with the travel path, the primary purpose rather being to function as a support for a second stage or for a second element and to prevent a pedestrian who has ended up under the vehicle from reaching the area under the bogie of the train. However, ideally, the "residual gap" with respect to the travel path can be minimized so as to maximize the "deflection function."
A second stage is implemented by a means which acts in the horizontal plane and which fulfills not only the function of gently catching a pedestrian who is in the process of being run over in front of the first stage, but ideally also of preventing said pedestrian from being run over in general or from reaching the area under the front end of a rail vehicle in general.
This second stage can be implemented by various technologies. Below, two technologies are emphasized, but they should only be considered as representatives of various technologies.
One possible embodiment of the second stage (functional element 3) is a mechanical-translational technology in the form of a mechanical structure 4, which is mounted on the first stage, and which is brought by pretensioning, for example, by elastic force, hydraulic force, pneumatic force, pyrotechnic force, electrotechnical/electronic force or a combination of all the mentioned forces from the rest position into a final position.
Another embodiment is implemented by using an airbag technology 5. Here, the triggering should occur under the vehicle or the triggering should occur in the travel direction, with the purpose of acting in the travel direction and catching the pedestrian gently before contact with the first stage of the safety device 1. Ideally, passengers who have already been pulled partially under the vehicle or who are in the process of being run over can be pushed out again from under the vehicle. After full activation, the safety device I can be can be shifted mechanically back into the starting position:
- the first stage, by mechanical resetting into the starting position;
- the second stage, as a function of the technology used.
= CA 02901878 2015-08-19 In the case of the use of a mechanical-translational system by resetting into the starting position or in the case of airbag technology, removal of the slackened airbag and the installation of a replacement system must take place. Additional advantages of the described invention that should be emphasized are particularly the simple, robust mode of action of a rotational mechanical or translational-mechanical functional element 2 (1st stage) as well as a reliable operation of the braking mechanisms (2nd stage, functional element 3) due to the protected installation space on the functional element 2 in the rest position.
In the case of the use of a mechanical structure 4 as 2nd stage, the braking is achieved by a purely mechanical route, for example, by elastic force, hydraulic force, pneumatic force, pyrotechnic force, electrotechnical/electronic force or a combination thereof.
This embodiment should be considered to be not only particularly simple, but also reversible and therefore easy to reset.
In the case of the use of an airbag technology 5 as 2nd stage, the airbag is inflated, as a result of the special arrangement, to the left and right of the functional element 2 (1st stage) in the horizontal direction and thus prevents the frontal and possibly lateral penetration of a pedestrian. The triggering of the two stages can occur both mechanically and also electronically.
In the case of an electronic activation, an airbag can also take over the function of the flipping open mechanisms and, in this function, it would be an additional first, upstream, braking mechanism.
According to a preferred feature of the invention, it is provided that a deflector technology is used, arranged laterally and transversely over the entire width of this functional element, as a result of which a lateral and frontal braking of penetrating persons can be implemented. Advantageously, the two functional elements here can be activated mechanically and/or electronically.
In particular, it is provided here that the first functional element can be activated by a rotational movement or by a translational movement, and the activation of the mechanical structure of the second functional element occurs by a translational mechanical movement.
According to another preferred feature of the invention, it is provided to use multiple airbag technologies as second functional elements which are arranged laterally or transversely over the entire width of the functional element.
The invention further includes a rail vehicle, in particular a low-platform vehicle, with a safety device for the protection of persons, wherein the safety device is arranged under a car body in front of the first set of wheels of the rail vehicle and is formed according to the above-described features. To avoid repetitions, reference is made to the above explanations. The scope of the invention further includes a method for the protection of persons after an impact with a vehicle, in particular a rail vehicle, wherein, under the car body of the vehicle, a safety device according to the above-mentioned features is triggered in two stages, and, in a first stage, a deflector device is activated and, in a second stage, a braking device is activated.
Below, the invention is explained in greater detail in an embodiment example and the associated drawings.
Figure I shows a diagrammatic representation of the front section of a rail vehicle with a diagrammatic representation of the safety device in the rest position;
Figure 2 shows a diagrammatic representation of the front section of a rail vehicle with a diagrammatic representation of the safety device in vertical position;
Figure 3 shows a diagrammatic representation of the front section of a rail vehicle with a diagrammatic representation of the safety device after its complete activation;
Figures 4a-c show a perspective view of the front section of a rail vehicle with a safety device which comprises a mechanical structure, in the individual activation stages;
Figures 5a-c show a perspective view of the front section of a rail vehicle with a safety device with an airbag technology, in the individual activation stages.
In Figure 1, in a diagrammatic representation, the front section of a rail vehicle 10 with sketched safety device 1 in the rest position is shown, the safety device being arranged under the car body in front of the first set of wheels of the rail vehicle 10.
In Figure 2, the front section of a rail vehicle with a diagrammatic representation of the safety device in vertical position (activated functional element 2) is represented, wherein it becomes apparent that the safety device 1 comprises at least two interconnected and interdependently acting functional elements 2, 3, wherein the first functional element 2 is formed as a deflector device which, in the rest position, is arranged in horizontal position and transversely to the travel direction under the car body, and which, after an activation, can be brought from the horizontal position into a vertical position, and, in this position, it is at a distance from the travel path.
The two functional elements 2, 3 do not physically form a unit, instead they can be activated independently of one another. However, they are interdependently acting so that the second stage (functional element 3) is mechanically connected to the first stage (functional element 2), wherein the second stage can be activated only after an activation of the first stage.
Figure 3 shows a diagrammatic representation of the front section of the rail vehicle with a diagrammatic representation of the safety device after its complete activation of the two functional elements 2 and 3.
Figures 4a-4c and Figures 5a-5c each show different embodiment variants of the invention, wherein, in Figures 4a-4c, a functional element 3 is used, which comprises a mechanical structure and, in Figures 5a-5c, a functional element 3 is used, which comprises an airbag technology. Figure 4a and Figure 5a here show the rest position of the safety device.
Figure 4b and Figure 5b show the activation of the functional element 2 in a first stage and Figure 4c and Figure Sc each show the full activation of the safety device.
In a first step, after the triggering, the first part of the safety device 1, i.e., the first functional element 2, which is formed as a deflector device arid arranged transversely to the travel direction under the car body of a rail vehicle 10, is activated, i.e., it is brought from its horizontal rest position into a vertical final position. This first activation can occur by a rotational mechanical movement or by a translational movement. In a second step, the second functional element 3, which acts as braking device and is attached to the first functional element 2, is activated, wherein a mechanical structure 4 located in a vertical final position is deployed in the travel direction. This translational-mechanical means can be implemented by multiple known alternative means. After the activation of the two functional elements 2, 3 of the safety device 1 has occurred ("complete activation"), the safety device ¨ depending on the constitution of the second step ¨ can be reset again mechanically.
The first part (functional element 2) of the safety device 1 is accordingly implemented by a means which has a horizontal rest position and a vertical operating position. It is located under the driver's cabin of the rail vehicle 10, clearly in front of the first set of wheels, and it is mounted on the substructure. This first part can be a part which is similar to already known "track sweepers," but which, in the final position "operating position," must be adjusted so that it is as perpendicular to the travel path as possible; therefore, it has to be adjusted from the installation height to the "gap" between travel path and vehicle substructure and mounted so that it operates firmly against the travel direction. The second part of the safety device 1 (functional element 3) is implemented by another means which starts to expand out from the first means in operating position in the travel direction or else starts to move away "shifting forward." The purpose of this expansion or movement is to slow or retain a pedestrian who is in the process of being run over before the contact with the first stage of the device.
Possibly, said pedestrian can even be pushed out again from under the vehicle, which represents a secondary effect of the invention. An additional advantage of the invention consists in that, in the case of a failure of the functional element 3, at least the functional element 2 takes effect.
One possible mode of action of the activation of the first functional element 2 can be a rotational flipping open of a mechanical deflector, which is brought from a horizontal rest position into a vertical final position. An additional mode of action can be a shift from a rest position into the vertical final position. Here, a "residual gap" can exist between the part to be flipped or shifted in the final position and the travel path, since the main purpose of this measure is not primarily to achieve the "positive lock" of the deflector with the travel path, the primary purpose rather being to function as a support for a second stage or for a second element and to prevent a pedestrian who has ended up under the vehicle from reaching the area under the bogie of the train. However, ideally, the "residual gap" with respect to the travel path can be minimized so as to maximize the "deflection function."
A second stage is implemented by a means which acts in the horizontal plane and which fulfills not only the function of gently catching a pedestrian who is in the process of being run over in front of the first stage, but ideally also of preventing said pedestrian from being run over in general or from reaching the area under the front end of a rail vehicle in general.
This second stage can be implemented by various technologies. Below, two technologies are emphasized, but they should only be considered as representatives of various technologies.
One possible embodiment of the second stage (functional element 3) is a mechanical-translational technology in the form of a mechanical structure 4, which is mounted on the first stage, and which is brought by pretensioning, for example, by elastic force, hydraulic force, pneumatic force, pyrotechnic force, electrotechnical/electronic force or a combination of all the mentioned forces from the rest position into a final position.
Another embodiment is implemented by using an airbag technology 5. Here, the triggering should occur under the vehicle or the triggering should occur in the travel direction, with the purpose of acting in the travel direction and catching the pedestrian gently before contact with the first stage of the safety device 1. Ideally, passengers who have already been pulled partially under the vehicle or who are in the process of being run over can be pushed out again from under the vehicle. After full activation, the safety device I can be can be shifted mechanically back into the starting position:
- the first stage, by mechanical resetting into the starting position;
- the second stage, as a function of the technology used.
= CA 02901878 2015-08-19 In the case of the use of a mechanical-translational system by resetting into the starting position or in the case of airbag technology, removal of the slackened airbag and the installation of a replacement system must take place. Additional advantages of the described invention that should be emphasized are particularly the simple, robust mode of action of a rotational mechanical or translational-mechanical functional element 2 (1st stage) as well as a reliable operation of the braking mechanisms (2nd stage, functional element 3) due to the protected installation space on the functional element 2 in the rest position.
In the case of the use of a mechanical structure 4 as 2nd stage, the braking is achieved by a purely mechanical route, for example, by elastic force, hydraulic force, pneumatic force, pyrotechnic force, electrotechnical/electronic force or a combination thereof.
This embodiment should be considered to be not only particularly simple, but also reversible and therefore easy to reset.
In the case of the use of an airbag technology 5 as 2nd stage, the airbag is inflated, as a result of the special arrangement, to the left and right of the functional element 2 (1st stage) in the horizontal direction and thus prevents the frontal and possibly lateral penetration of a pedestrian. The triggering of the two stages can occur both mechanically and also electronically.
In the case of an electronic activation, an airbag can also take over the function of the flipping open mechanisms and, in this function, it would be an additional first, upstream, braking mechanism.
Claims (11)
1. Safety device for the protection of persons, which is arranged under a car body in front of the first set of wheels of a rail vehicle, characterized in that it comprises two interconnected and interdependently acting functional elements, wherein - the first functional element is formed as a deflector, which, in a rest position, is arranged in horizontal position and transversely to a travel direction under a car body and which, after an activation, can be brought from the horizontal position into a vertical position and, in this position, is at a distance from the travel path, - the second functional element is attached to the first functional element and acts as a frontal braking device of an intruding person, wherein the braking device comprises a mechanical structure or at least one airbag technology, which can be activated to move or expand in the travel direction.
2. Safety device according to Claim 1, characterized in that the functional element, formed as a deflector, can be flipped, swiveled or shifted from the horizontal position into a vertical position, and is mounted firmly acting against a driving direction on a substructure of the car body.
3. Safety device according to any one of Claims 1 and 2, characterized in that, after activation, the functional element, which is formed as a deflector, can be reset back into the rest position by mechanical resetting.
4. Safety device according to any one of Claims 1 to 3, characterized in that the mechanical structure comprising the second functional element includes mechanical-translational technology and can be brought by pretensioning into a final position located in the direction of the vehicle front.
5. Safety device according to Claim 4, characterized in that the pretensioning is by elastic force, hydraulic force, pneumatic force, pyrotechnic force, electrotechnical/electronic force or a combination of the above-mentioned forces.
6. Safety device according to any one of Claims 4 and 5, characterized in that the mechanical structure comprising the second functional element can be reset again from the final position into a start position by mechanical resetting.
7. Safety device according to Claim 1, characterized in that the at least one airbag technology is arranged laterally and transversely over the entire width of the functional element, as a result of which a lateral and frontal braking of penetrating persons can be implemented.
8. Safety device according to any one of Claims 1 to 7, characterized in that the two functional elements can be activated mechanically and/or electronically.
9. Safety device according to Claim 8, characterized in that the functional element can be activated by a rotational mechanism or by a translational movement and the activation of the mechanical structure of the functional element occurs by a translational mechanism.
10. Rail vehicle, with the safety device for the protection of persons, wherein the safety device is arranged under the car body in front of the first set of wheels of the rail vehicle, characterized in that the safety device is formed according to the features according to any one of Claims 1 to 9.
11. Method for the protection of persons after an impact with a rail vehicle characterized in that, under the car body of the vehicle, the safety device according to the features according to any one of Claims 1 to 9 is provided, which is triggered in two stages, wherein, in a first stage, a deflector device is activated, and, in the second stage, a braking device is activated.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102013204555.7 | 2013-03-15 | ||
| DE102013204555.7A DE102013204555A1 (en) | 2013-03-15 | 2013-03-15 | Safety device for rail vehicles |
| PCT/EP2014/054790 WO2014140074A1 (en) | 2013-03-15 | 2014-03-12 | Safety device for rail vehicles |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2901878A1 CA2901878A1 (en) | 2014-09-18 |
| CA2901878C true CA2901878C (en) | 2021-01-26 |
Family
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA2901878A Active CA2901878C (en) | 2013-03-15 | 2014-03-12 | Safety device for rail vehicles |
Country Status (9)
| Country | Link |
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| EP (1) | EP2969700B1 (en) |
| CN (1) | CN105008206B (en) |
| AU (1) | AU2014230813B2 (en) |
| CA (1) | CA2901878C (en) |
| DE (1) | DE102013204555A1 (en) |
| ES (1) | ES2622159T3 (en) |
| PL (1) | PL2969700T3 (en) |
| RU (1) | RU2643859C2 (en) |
| WO (1) | WO2014140074A1 (en) |
Families Citing this family (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102013211273A1 (en) | 2013-06-17 | 2014-12-18 | Bombardier Transportation Gmbh | Rail vehicle with a device for the protection of passers-by and a device for the protection of passers-by |
| DE102014204271A1 (en) | 2014-03-07 | 2015-09-10 | Bombardier Transportation Gmbh | Rail vehicle with a device for the protection of passers-by and a device for the protection of passers-by |
| DE102016213777B3 (en) * | 2016-07-27 | 2017-08-31 | Siemens Aktiengesellschaft | Personal protection device for a vehicle |
| DE102018133177B3 (en) * | 2018-12-20 | 2020-04-16 | Bombardier Transportation Gmbh | Modular personal protection device under the vehicle |
| DE102018133181B3 (en) * | 2018-12-20 | 2020-04-16 | Bombardier Transportation Gmbh | Personal protection device for fastening to the underside of a rail vehicle |
| CA3044650C (en) * | 2019-05-29 | 2020-07-14 | Bombardier Transporation Gmbh | External airbag assembly for a rail vehicle |
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- 2013-03-15 DE DE102013204555.7A patent/DE102013204555A1/en not_active Ceased
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2014
- 2014-03-12 WO PCT/EP2014/054790 patent/WO2014140074A1/en active Application Filing
- 2014-03-12 AU AU2014230813A patent/AU2014230813B2/en active Active
- 2014-03-12 PL PL14711469T patent/PL2969700T3/en unknown
- 2014-03-12 ES ES14711469.8T patent/ES2622159T3/en active Active
- 2014-03-12 CA CA2901878A patent/CA2901878C/en active Active
- 2014-03-12 CN CN201480011418.0A patent/CN105008206B/en active Active
- 2014-03-12 RU RU2015144102A patent/RU2643859C2/en active
- 2014-03-12 EP EP14711469.8A patent/EP2969700B1/en active Active
Also Published As
| Publication number | Publication date |
|---|---|
| EP2969700B1 (en) | 2017-02-22 |
| EP2969700A1 (en) | 2016-01-20 |
| AU2014230813A1 (en) | 2015-09-10 |
| ES2622159T3 (en) | 2017-07-05 |
| CN105008206B (en) | 2019-10-25 |
| WO2014140074A8 (en) | 2015-10-29 |
| RU2643859C2 (en) | 2018-02-06 |
| CN105008206A (en) | 2015-10-28 |
| PL2969700T3 (en) | 2017-08-31 |
| CA2901878A1 (en) | 2014-09-18 |
| RU2015144102A (en) | 2017-04-24 |
| AU2014230813B2 (en) | 2017-09-07 |
| DE102013204555A1 (en) | 2014-10-02 |
| WO2014140074A1 (en) | 2014-09-18 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request |
Effective date: 20181126 |