EP0581707B1 - Structure for energy absorption, especially for railway vehicles - Google Patents
Structure for energy absorption, especially for railway vehicles Download PDFInfo
- Publication number
- EP0581707B1 EP0581707B1 EP93440051A EP93440051A EP0581707B1 EP 0581707 B1 EP0581707 B1 EP 0581707B1 EP 93440051 A EP93440051 A EP 93440051A EP 93440051 A EP93440051 A EP 93440051A EP 0581707 B1 EP0581707 B1 EP 0581707B1
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- EP
- European Patent Office
- Prior art keywords
- structure according
- profiles
- cutouts
- cross member
- frame
- 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.)
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Classifications
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- 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
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- 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
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- 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
- B61F1/00—Underframes
- B61F1/08—Details
- B61F1/10—End constructions
Definitions
- the present invention relates to the field of vehicle construction, in particular railway, and in particular the free end structures of all vehicles, and relates to an energy absorbing structure for such vehicles.
- US-A-4 702 515 and DE-A-2 509 351 disclose deformable structures intended to equip motorized vehicles and absorbing, during an impact, by plastic deformation, a significant part of the energy of said shock.
- Document DE-A-2 509 351 provides for the mounting of such an absorbent structure at the end of a vehicle.
- the present invention aims to overcome these drawbacks by proposing an energy-absorbing structure, in particular for railway vehicles, allowing the total deformation of a space, while ensuring the protection of the passenger space.
- the energy-absorbing structure in a vehicle in particular a rail vehicle, which consists of a zone deformable by dynamic plastic buckling of its structural elements, said zone being provided at at least one or at both ends of the vehicle, is characterized in that the deformable zone by dynamic plastic buckling of its structural elements forms a luggage compartment, an access platform, or the like, with the possibility of bilateral access, between a mobile end frame and a fixed frame delimiting the end of the passenger space, the mobile end frame being constituted by anti-collision uprights, by an upper crossmember and by a head crossmember, on which the coupling and the buffers are fixed and an anti-overlapping device guaranteeing a good distribution of forces.
- the energy absorbing structure for vehicles in particular rail vehicles, shown by way of example in FIG. 1 of the accompanying drawings, consists of a zone 1 deformable by dynamic plastic buckling of its structural elements 2, said zone 1 being provided for at least one or both ends of the vehicle 3 and advantageously forming a luggage compartment, an access platform, or the like, with the possibility of bilateral access, between a mobile end frame 4 and a fixed frame 5 delimiting the end of the passenger area.
- the movable end frame 4 is constituted by anti-collision uprights 6, by an upper cross member 7 and by a head cross member 8, on which the hitch 9 is fixed, as well as the buffers 10 and advantageously a device for anti-overlap ensuring good distribution of forces.
- the coupling 9 and the buffers 10 are of known type and are shown in the accompanying drawing only by their center line.
- the anti-overlapping devices are also not shown in the accompanying drawing and may in particular be of the type described in French patent application No. 91 11407.
- the fixed frame 5 is advantageously in the form of a rigid hoop 11, bearing on the complete section of the vehicle 3 and connected to a lower cross member 12.
- the latter may, in particular, form a pivot cross member of a railway vehicle.
- the structural elements 2 are deformable in a predetermined direction and are formed by profiles forming, respectively, central beams 13 and stretchers 14 connecting the head cross member 8 of the movable frame 4 to the lower cross member 12 of the fixed frame 5 and leaves 15 connecting the upper cross member 7 of the movable frame 4 to the arch 11 of the fixed frame 5.
- the deformable zone 1 is advantageously intended to carry out an energy absorption by plastic buckling of the structural elements 2 without having recourse to energy absorbers added to the structure of the vehicle.
- the profiles constituting the elements 2 forming the central beams 13, the stretchers 14 and the leaves 15, are double-core profiles I and can be produced by extrusion and machining or by mechanical welding, the cutouts 16 being advantageously produced by machining.
- the double-core profiles I constituting the elements 2 are shaped to deform by oriented plastic buckling, taking place by successive deformations in the longitudinal axis of said profiles.
- the profiles forming the central beams 13, the stretchers 14 and the leaves 15, are advantageously made of a ductile material allowing a significant elongation and are provided, in the plane of their preferential deformation , of cutouts 16.
- These cutouts 16 are preferably in the form of oblong holes. So the forecast holes 16 make it possible to weaken the profiles under a compression load and the existence of circular arcs at the ends of said cutouts 16 makes it possible to direct the plastic buckling of said profiles perpendicular to the longitudinal axis of said cutouts 16.
- These profiles may have, if necessary, a prior plastic buckling of the walls corresponding to the longitudinal edges of the cutouts 16 by bending.
- these sections 13 to 15 forming the elements 2 no longer fulfill the elastic function of the structure and are only intended to form an energy absorbing element and the peak in force from the start of the buckling is eliminated.
- the elements 2 can be constituted by a juxtaposition and / or a superposition of several simple sections, the parts of which provided with cutouts 16 extend parallel and / or perpendicularly to each other, in the same plane or in parallel and / or perpendicular planes.
- cutouts 16 extend parallel and / or perpendicularly to each other, in the same plane or in parallel and / or perpendicular planes.
- the leaves 15 are assembled together by stiffening connection profiles 17 and the central beams 13 and the stretchers 14 are also assembled together by other stiffening connection profiles 18, these sections 17 and 18 being advantageously connected to sections 13 to 15 at locations corresponding to an interval between two cuts 16 and at a frequency of one or more cuts.
- cutouts 16 are defined in order to guarantee a preferred plastic buckling order of the different stages, this order being the same for all the elements 2 connected together.
- the central beams 13 and the stretchers 14 are advantageously embedded and bearing in the head cross member 8 of the movable frame 4 and in the lower cross member 12 of the fixed frame 5 and the leaves 15 are embedded and bearing in the upper cross member 7 of the frame mobile 4 and in the arch 11 of the fixed frame 5, their fixing being provided by welding, by riveting, by bolting or the like.
- the invention it is possible to carry out an energy absorption, over a considerable length, at one end of a vehicle striking another vehicle or an obstacle, said energy absorption being carried out by progressive plastic buckling of said profiles. in the form of a reduction in length and with a limitation of the transverse deformation.
- Such buckling is in particular made possible by means of a rigid mobile frame distributing the shock over all of the sections. This distribution can also be improved by the joint implementation of anti-overlapping devices.
- the elastic behavior of the structure guarantees the resistance to the stresses to which the vehicle is subjected under normal traffic conditions, as well as during light impacts.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Life Sciences & Earth Sciences (AREA)
- Wood Science & Technology (AREA)
- Vibration Dampers (AREA)
- Solid-Sorbent Or Filter-Aiding Compositions (AREA)
Abstract
Description
La présente invention concerne le domaine de la construction de véhicules, en particulier ferroviaires, et notamment les structures d'extrémité libres de tous véhicules, et a pour objet une structure absorbeuse d'énergie pour de tels véhicules.The present invention relates to the field of vehicle construction, in particular railway, and in particular the free end structures of all vehicles, and relates to an energy absorbing structure for such vehicles.
Les véhicules ferroviaires existant actuellement sont généralement équipés à leurs parties d'extrémité d'une structure destinée à supporter les sollicitations que subit le véhicule en conditions normales de circulation et lors de faibles chocs.Railway vehicles currently existing are generally equipped at their end portions with a structure intended to withstand the stresses which the vehicle undergoes under normal traffic conditions and during light impacts.
Cependant, en cas de chocs importants, notamment à vitesse relativement élevée, les véhicules existants ne présentent pas de disposition de protection des passagers par déformation préférentielle d'une partie de leur structure, de sorte que lesdits passagers sont exposés à un risque important de dommages corporels en cas de tels chocs.However, in the event of major shocks, in particular at relatively high speed, existing vehicles do not have a provision for protecting passengers by preferential deformation of part of their structure, so that said passengers are exposed to a significant risk of damage. bodily injury in the event of such shocks.
A cet effet, on connaît, par US-A-4 702 515 et par DE-A-2 509 351 des structures déformables destinées à équiper des véhicules motorisés et absorbant, lors d'un choc, par déformation plastique, une partie importante de l'énergie dudit choc. Le document DE-A-2 509 351 prévoit le montage d'une telle structure absorbeuse en extrémité d'un véhicule.For this purpose, US-A-4 702 515 and DE-A-2 509 351 disclose deformable structures intended to equip motorized vehicles and absorbing, during an impact, by plastic deformation, a significant part of the energy of said shock. Document DE-A-2 509 351 provides for the mounting of such an absorbent structure at the end of a vehicle.
Cependant, ces documents ne divulguent nullement un moyen déformable correspondant à un espace technique et protégeant, par sa déformation un espace voyageur.However, these documents in no way disclose a deformable means corresponding to a technical space and protecting, by its deformation, a passenger space.
La présente invention a pour but de pallier ces inconvénients en proposant un structure absorbeuse d'énergie, en particulier pour véhicules ferroviaires, permettant la déformation totale d'un espace, tout en assurant la protection de l'espace voyageur.The present invention aims to overcome these drawbacks by proposing an energy-absorbing structure, in particular for railway vehicles, allowing the total deformation of a space, while ensuring the protection of the passenger space.
A cet effet, la structure absorbeuse d'énergie dans un véhicule, en particulier véhicule ferroviaire, qui consiste en une zone déformable par flambage plastique dynamique de ses éléments de structure, ladite zone étant prévue à au moins une ou aux deux extrémités du véhicule, est caractérisée en ce que la zone déformable par flambage plastique dynamique de ses éléments de structure forme un compartiment à bagages, une plate-forme d'accès, ou analogue, avec possibilité d'accès bilatéral, entre un cadre mobile d'extrémité et un cadre fixe délimitant l'extrémité de l'espace voyageur, le cadre mobile d'extrémité étant constitué par des montants anti-collision, par une traverse supérieure et par une traverse de tête, sur laquelle sont fixés l'attelage, ainsi que les tampons et un dispositif d'antichevauchement garantissant une bonne repartition des efforts.For this purpose, the energy-absorbing structure in a vehicle, in particular a rail vehicle, which consists of a zone deformable by dynamic plastic buckling of its structural elements, said zone being provided at at least one or at both ends of the vehicle, is characterized in that the deformable zone by dynamic plastic buckling of its structural elements forms a luggage compartment, an access platform, or the like, with the possibility of bilateral access, between a mobile end frame and a fixed frame delimiting the end of the passenger space, the mobile end frame being constituted by anti-collision uprights, by an upper crossmember and by a head crossmember, on which the coupling and the buffers are fixed and an anti-overlapping device guaranteeing a good distribution of forces.
L'invention sera mieux comprise, grâce à la description ci-après, qui se rapporte à un mode de réalisation préféré, donné à titre d'exemple non limitatif, et expliqué avec référence au dessin schématique annexé, dans lequel :
- la figure 1 est une vue partielle en perspective d'une structure conforme à l'invention ;
- la figure 2 est une vue en perspective d'un élément absorbeur d'énergie, et
- la figure 3 représente, dans une vue analogue à celle de la figure 2, l'élément absorbeur après écrasement.
- Figure 1 is a partial perspective view of a structure according to the invention;
- FIG. 2 is a perspective view of an energy absorbing element, and
- 3 shows, in a view similar to that of Figure 2, the absorbing element after crushing.
La structure absorbeuse d'énergie pour véhicules, en particulier ferroviaires, représentée à titre d'exemple à la figure 1 des dessins annexés, consiste en une zone 1 déformable par flambage plastique dynamique de ses éléments de structure 2, ladite zone 1 étant prévue à au moins une ou aux deux extrémités du véhicule 3 et formant avantageusement un compartiment à bagages, une plate-forme d'accès, ou analogue, avec possibilité d'accès bilatéral, entre un cadre mobile d'extrémité 4 et un cadre fixe 5 délimitant l'extrémité de l'espace voyageur.The energy absorbing structure for vehicles, in particular rail vehicles, shown by way of example in FIG. 1 of the accompanying drawings, consists of a
Le cadre mobile d'extrémité 4 est constitué par des montants anti-collision 6, par une traverse supérieure 7 et par une traverse de tête 8, sur laquelle sont fixés l'attelage 9, ainsi que les tampons 10 et avantageusement un dispositif d'antichevauchement garantissant une bonne répartition des efforts.The
L'attelage 9 et les tampons 10 sont de type connu et ne sont représentés sur le dessin annexé que par leur trait d'axe.The
Les dispositifs d'antichevauchement ne sont non plus représentés au dessin annexé et peuvent être notamment du type décrit dans la demande de brevet français n° 91 11407.The anti-overlapping devices are also not shown in the accompanying drawing and may in particular be of the type described in French patent application No. 91 11407.
Le cadre fixe 5 se présente avantageusement sous forme d'un arceau rigide 11, en appui sur la section complète du véhicule 3 et relié à une traverse inférieure 12. Cette dernière peut, notamment, former une traverse pivot d'un véhicule ferroviaire.The fixed frame 5 is advantageously in the form of a
Conformément à une caractéristique de l'invention, les éléments de structure 2 sont déformables suivant une direction prédéterminée et sont constitués par des profilés formant, respectivement, des longerons centraux 13 et des brancards 14 reliant la traverse de tête 8 du cadre mobile 4 à la traverse inférieure 12 du cadre fixe 5 et des battants 15 reliant la traverse supérieure 7 du cadre mobile 4 à l'arceau 11 du cadre fixe 5.According to a characteristic of the invention, the
La zone déformable 1 est avantageusement destinée à réaliser une absorption d'énergie par flambage plastique des éléments de structure 2 sans avoir recours à des absorbeurs d'énergie rapportés à la structure du véhicule.The
Les profilés constituant les éléments 2 formant les longerons centraux 13, les brancards 14 et les battants 15, sont des profilés I double âme et peuvent être réalisés par extrusion et usinage ou par mécanosoudure, les découpes 16 étant avantageusement réalisées par usinage.The profiles constituting the
A cet effet, les profilés I double âme constituant les éléments 2 sont conformés pour se déformer par flambage plastique orienté se réalisant par déformations successives dans l'axe longitudinal desdits profilés.To this end, the double-core profiles I constituting the
En vue de l'obtention d'un tel flambage, les profilés formant les longerons centraux 13, les brancards 14 et les battants 15, sont avantageusement réalisés en un matériau ductile permettant un allongement important et sont munis, dans le plan de leur déformation préférentielle, de découpes 16. Ces découpes 16 se présentent, de préférence, sous forme de trous oblongs. Ainsi, la prévision des trous 16 permet de réaliser un affaiblissement des profilés sous une charge de compression et l'existence d'arcs de cercle aux extrémités desdites découpes 16 permet de diriger le flambage plastique desdits profilés perpendiculairement à l'axe longitudinal desdites découpes 16. Il en résulte que dans le mode de réalisation représenté au dessin annexé les parois verticales des profilés 13 à 15 ont tendance à se déformer au droit des découpes 16 suivant une série de plis symétriques correspondant chacun à une découpe. Cette série de plis permet, en fait, de réaliser une déformation et un flambage plastiques par étages, c'est-à-dire progressifs (figure 3).In order to obtain such buckling, the profiles forming the
Ces profilés peuvent présenter, le cas échéant, un flambage plastique dirigé préalable des parois correspondant aux bords longitudinaux des découpes 16 par cintrage. Dans un tel cas, ces profilés 13 à 15 formant les éléments 2 ne remplissent plus la fonction élastique de la structure et sont uniquement destinés à former un élément absorbeur d'énergie et le pic en effort du démarrage du flambage est supprimé.These profiles may have, if necessary, a prior plastic buckling of the walls corresponding to the longitudinal edges of the
Conformément à une variante de réalisation de l'invention, les éléments 2 peuvent être constitués par une juxtaposition et/ou une superposition de plusieurs profilés simples, dont les parties munies de découpes 16 s'étendent parallèlement et/ou perpendiculairement entre elles, dans le même plan ou dans des plans parallèles et/ou perpendiculaires. Ainsi, il est possible de réaliser un élément de structure complexe capable d'absorber une très importante énergie de déformation.According to an alternative embodiment of the invention, the
Afin d'éviter un flambage généralisé de chaque élément, les battants 15 sont assemblés entre eux par des profilés de liaison rigidificateurs 17 et les longerons centraux 13 et les brancards 14 sont également assemblés entre eux par d'autres profilés de liaison rigidificateurs 18, ces profilés 17 et 18 étant avantageusement reliés aux profilés 13 à 15 en des emplacements correspondant à un intervalle compris entre deux découpes 16 et à une fréquence d'une ou de plusieurs découpes.In order to avoid a general buckling of each element, the
Ces découpes 16 sont définies afin de garantir un ordre de flambage plastique préférentiel des différents étages, cet ordre étant le même pour tous les éléments 2 reliés entre eux.These
Il est également possible d'augmenter la rigidité transversale en tournant avantageusement les brancards 14 de 90° autour de leur axe longitudinal, de telle manière que leurs plans de déformation soient perpendiculaires à celui des longerons centraux 13.It is also possible to increase the transverse rigidity by advantageously turning the
Les longerons centraux 13 et les brancards 14 sont avantageusement encastrés et en appui dans la traverse de tête 8 du cadre mobile 4 et dans la traverse inférieure 12 du cadre fixe 5 et les battants 15 sont encastrés et en appui dans la traverse supérieure 7 du cadre mobile 4 et dans l'arceau 11 du cadre fixe 5, leur fixation étant assurée par soudure, par rivetage, par boulonnage ou autre.The
Grâce à l'invention, il est possible de réaliser une absorption d'énergie, sur une longueur importante, à une extrémité d'un véhicule percutant un autre véhicule ou un obstacle, ladite absorption d'énergie étant réalisée par flambage plastique progressif desdits profilés sous forme d'une réduction en longueur et avec une limitation de la déformation transversale. Un tel flambage est notamment rendu possible par l'intermédiaire d'un cadre mobile rigide répartissant le choc sur l'ensemble des profilés. Cette répartition peut d'ailleurs être améliorée par mise en oeuvre conjointe de dispositifs d'antichevauchement.Thanks to the invention, it is possible to carry out an energy absorption, over a considerable length, at one end of a vehicle striking another vehicle or an obstacle, said energy absorption being carried out by progressive plastic buckling of said profiles. in the form of a reduction in length and with a limitation of the transverse deformation. Such buckling is in particular made possible by means of a rigid mobile frame distributing the shock over all of the sections. This distribution can also be improved by the joint implementation of anti-overlapping devices.
En outre, le comportement élastique de la structure garantit la tenue aux sollicitations que subit le véhicule en conditions normales de circulation, ainsi que lors de faibles chocs.In addition, the elastic behavior of the structure guarantees the resistance to the stresses to which the vehicle is subjected under normal traffic conditions, as well as during light impacts.
Bien entendu, l'invention n'est pas limitée au mode de réalisation décrit et représenté au dessin annexé. Des modifications restent possibles, notamment du point de vue de la constitution des divers éléments ou par substitution d'équivalents techniques, sans sortir pour autant du domaine de protection de l'invention.Of course, the invention is not limited to the embodiment described and shown in the accompanying drawing. Modifications remain possible, in particular from the point of view of the constitution of the various elements or by substitution of technical equivalents, without thereby departing from the scope of protection of the invention.
Claims (14)
- Structure for energy absorption in a vehicle, in particular a railway vehicle, consisting of a region (1) which is deformable by dynamic plastic buckling of its structural elements (2), said region (1) being provided at at least one end or at both ends of the vehicle (3), characterised in that the region (1) which is deformable by dynamic plastic buckling of its structural elements (2) forms a luggage compartment, an access platform or the like with the possibility of bilateral access between a moving end frame (4) and a fixed frame (5) defining the end of the passenger space, the moving end frame (4) consisting of anti-collision columns (6), of an upper cross member (7) and of a head stock (8) on which there are fixed the coupling (9) as well as the buffers (10) and an anti-overlap device guaranteeing good distribution of stresses.
- Structure according to claim 1, characterised in that the fixed frame (5) has the form of a rigid arch (11) resting on the complete cross section of the vehicle (3) and connected to a lower cross member (12).
- Structure according to claim 2, characterised in that the lower cross member is the pivot cross member of a railway vehicle.
- Structure according to any one of claims 1 and 2, characterised in that the structural elements (2) are deformable in a predetermined direction and consist of double-core I-profiles respectively forming central frame plates (13) and sole bars (14) connecting the head stock (8) of the moving frame (4) to the lower cross member (12) of the fixed frame (5) and flaps (15) connecting the upper cross member (7) of the moving frame (4) to the arch (11) of the fixed frame (5).
- Structure according to claim 4, characterised in that the profiles forming the elements (2) are shaped so as to be deformed by orientated plastic buckling achieved by successive deformation in the longitudinal axis of said profiles.
- Structure according to any one of claims 4 and 5, characterised in that the profiles forming the central frame plates (13), the sole bars (14) and the flaps (15) are produced from a ductile material allowing significant elongation and are provided with cutouts (16) in the plane of their preferred deformation.
- Structure according to claim 6, characterised in that the cutouts (16) have the form of oblong holes.
- Structure according to any one of claims 1 and 4 to 7, characterised in that the profiles constituting the elements (2) forming the central frame plates (13), the sole bars (14) and the flaps (15) are produced by extrusion and machining or by mechanical welding, the cutouts (16) being produced by machining.
- Structure according to any one of claims 1 and 4 to 8, characterised in that the profiles forming the elements (2) have preliminary directed plastic buckling of the walls corresponding to the longitudinal edges of the cutouts (16) by bending.
- Structure according to any one of claims 1 and 4 to 9, characterised in that the elements (2) consist of a juxtaposition and/or a superimposition of several simple profiles of which the parts provided with cutouts (16) are mutually parallel and/or perpendicular in the same plane or in parallel and/or perpendicular planes.
- Structure according to any one of claims 4, 6 and 8, characterised in that the flaps (15) are connected to one another by rigidifying connecting profiles (17) and the central frame plates (13) and the sole bars (14) are also connected to one another by other rigidifying connecting profiles (18), these profiles (17 and 18) being connected to the profiles (13 to 15) at locations corresponding to an interval between two cutouts (16) and at a frequency of one or more cutouts.
- Structure according to claim 11, characterised in that the cutouts (16) are defined so as to guarantee a preferred order of plastic buckling of the various stages, this order being the same for all the interconnected elements (2).
- Structure according to any one of claims 4, 6, 8 and 11, characterised in that the sole bars (14) are rotated through 90° round their longitudinal axis so their planes of deformation are perpendicular to that of the central frame plates (13).
- Structure according to any one of claims 4, 6, 8, 11 and 13, characterised in that the central frame plates (13) and the sole bars (14) are embedded and rest in the head stock (12) of the moving frame (4) and in the lower cross member of the fixed frame (5) and the flaps (15) are embedded and rest in the upper cross member (7) of the moving frame (4) and in the arch (11) of the fixed frame (5), their fixing being achieved by welding, riveting, bolting or the like.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| FR9209503 | 1992-07-28 | ||
| FR9209503A FR2694255B1 (en) | 1992-07-28 | 1992-07-28 | Energy absorbing structure, in particular for railway vehicles. |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| EP0581707A1 EP0581707A1 (en) | 1994-02-02 |
| EP0581707B1 true EP0581707B1 (en) | 1997-08-20 |
Family
ID=9432495
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP93440051A Expired - Lifetime EP0581707B1 (en) | 1992-07-28 | 1993-06-30 | Structure for energy absorption, especially for railway vehicles |
Country Status (5)
| Country | Link |
|---|---|
| EP (1) | EP0581707B1 (en) |
| AT (1) | ATE157057T1 (en) |
| DE (1) | DE69313214T2 (en) |
| ES (1) | ES2108853T3 (en) |
| FR (1) | FR2694255B1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2016004866A1 (en) * | 2014-07-10 | 2016-01-14 | 姜立平 | Elastic structure anti-impact frame body |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2765543B1 (en) | 1997-07-02 | 2005-01-07 | Alstom Ddf | RAILWAY VEHICLE COMPRISING AT LEAST ONE INTERCHANGEABLE END MODULE |
| AT408875B (en) * | 2000-02-18 | 2002-03-25 | Siemens Sgp Verkehrstech Gmbh | DEVELOPMENT ELEMENT OF A RAIL VEHICLE |
| JP4912559B2 (en) * | 2002-09-11 | 2012-04-11 | 株式会社日立製作所 | Rail vehicle |
| GB2411630A (en) * | 2004-03-01 | 2005-09-07 | Bombardier Transp Gmbh | Vehicle cabin frame with yieldable regions |
| GB2411631A (en) * | 2004-03-01 | 2005-09-07 | Bombardier Transp Gmbh | Shock absorbing girder for supporting a railway vehicle body |
| JP4912614B2 (en) * | 2005-05-09 | 2012-04-11 | 株式会社日立製作所 | Rail vehicle |
| EP1854690B1 (en) * | 2006-05-10 | 2011-08-10 | Hitachi, Ltd. | Collision energy absorbing device and railway vehicle comprising such a device |
| JP5179053B2 (en) * | 2006-05-10 | 2013-04-10 | 株式会社日立製作所 | Collision energy absorbing device and rail vehicle equipped with the same |
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| JP4845688B2 (en) * | 2006-11-21 | 2011-12-28 | 株式会社日立製作所 | vehicle |
| JP5161251B2 (en) * | 2010-03-25 | 2013-03-13 | 株式会社日立製作所 | Railway vehicle with shock absorbing structure |
| WO2011142208A1 (en) * | 2010-05-10 | 2011-11-17 | 日本車輌製造株式会社 | Railroad vehicle |
| JP5209666B2 (en) * | 2010-05-10 | 2013-06-12 | 日本車輌製造株式会社 | Railway vehicle |
| DE112013002238B4 (en) * | 2012-04-25 | 2021-11-11 | Hitachi, Ltd. | Railroad car body structure with shock absorbing structure |
| EP2873579B1 (en) * | 2012-07-12 | 2019-10-02 | Kawasaki Jukogyo Kabushiki Kaisha | Railcar |
| DE102012221564A1 (en) * | 2012-11-26 | 2014-05-28 | Siemens Aktiengesellschaft | Car body part |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB318133A (en) * | 1928-08-28 | 1930-08-07 | Max Tessmer | Improved means for lessening the effects of collisions between railway vehicles |
| US3912295A (en) * | 1974-03-04 | 1975-10-14 | Budd Co | Crash energy-attenuating means for a vehicle frame construction |
| JPS61287871A (en) * | 1985-06-17 | 1986-12-18 | Toyota Motor Corp | Side member for automobile |
-
1992
- 1992-07-28 FR FR9209503A patent/FR2694255B1/en not_active Expired - Lifetime
-
1993
- 1993-06-30 AT AT93440051T patent/ATE157057T1/en active
- 1993-06-30 DE DE69313214T patent/DE69313214T2/en not_active Expired - Lifetime
- 1993-06-30 ES ES93440051T patent/ES2108853T3/en not_active Expired - Lifetime
- 1993-06-30 EP EP93440051A patent/EP0581707B1/en not_active Expired - Lifetime
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2016004866A1 (en) * | 2014-07-10 | 2016-01-14 | 姜立平 | Elastic structure anti-impact frame body |
Also Published As
| Publication number | Publication date |
|---|---|
| ATE157057T1 (en) | 1997-09-15 |
| ES2108853T3 (en) | 1998-01-01 |
| DE69313214D1 (en) | 1997-09-25 |
| FR2694255A1 (en) | 1994-02-04 |
| FR2694255B1 (en) | 1994-10-28 |
| EP0581707A1 (en) | 1994-02-02 |
| DE69313214T2 (en) | 1998-04-30 |
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