EP0831005A2 - Underframe front part and deformation element on vehicles, especially rail vehicles - Google Patents

Underframe front part and deformation element on vehicles, especially rail vehicles Download PDF

Info

Publication number
EP0831005A2
EP0831005A2 EP97250196A EP97250196A EP0831005A2 EP 0831005 A2 EP0831005 A2 EP 0831005A2 EP 97250196 A EP97250196 A EP 97250196A EP 97250196 A EP97250196 A EP 97250196A EP 0831005 A2 EP0831005 A2 EP 0831005A2
Authority
EP
European Patent Office
Prior art keywords
deformation element
deformation
element according
jacket
vehicles
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.)
Granted
Application number
EP97250196A
Other languages
German (de)
French (fr)
Other versions
EP0831005A3 (en
EP0831005B1 (en
Inventor
Marc Erdmann
Karsten Dipl.-Ing. Heidgen
Steffen Dipl.-Ing. Scharf
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alstom Transportation Germany GmbH
Original Assignee
Deutsche Waggonbau AG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Deutsche Waggonbau AG filed Critical Deutsche Waggonbau AG
Publication of EP0831005A2 publication Critical patent/EP0831005A2/en
Publication of EP0831005A3 publication Critical patent/EP0831005A3/en
Application granted granted Critical
Publication of EP0831005B1 publication Critical patent/EP0831005B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G11/00—Buffers
    • B61G11/16—Buffers absorbing shocks by permanent deformation of buffer element
    • 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
    • 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

Definitions

  • the invention relates to the front side in a base of a vehicle, in particular Rail vehicle and a deformation element, that, for example, is attached to the undercarriage stem can be.
  • EP 0621416 A1 proposes a device that of the SNCF's double-decker TGV is realized and on a consistent division of the vehicle body in controlled deformable Areas and resistant security areas is based.
  • the controlled deformation is formed by one in different variants Hollow profile reached.
  • the energy absorption capacity of the profile can be compared to that of steel boxes, whereby energy absorption and deformation stability are improved by a special cross section compared to a mere hollow box.
  • Various effectiveness parameters according to the following scheme are used to evaluate such energy-absorbing components:
  • Honeycomb structures are particularly notable almost ideal utilization parameters (A.E., S.E.) as well low mass, but can not be self-supporting Perform functions.
  • Aluminum honeycombs are therefore in connection with a telescopic guide Absorber cartridges offered.
  • Profiles such as Hollow boxes, can take conventional loads, but generally show worse Degrees of utilization or an unfavorable ratio between working stroke and overall length (degree of compression) on. The mass-performance ratio is often unsatisfactory.
  • cores 3 can be encased with different known shell shapes.
  • the cross sections of the cores 3 can also be designed differently in a known manner (FIGS. 4 to 6).
  • the jacket 2 can consist of different parts which are connected in a known manner.
  • the load line is to be carried out via two deformation elements 1 arranged laterally on a base frame 4 in the buffer position.
  • the base frame 4 is set back from the coupling plane by the stroke of the coupling 10 and the length of the deformation elements 1.
  • the profile plates 13 are located at the front of these deformation elements 1 in order to avoid vertical displacements of the vehicles relative to one another during the collision.
  • the entire device is located behind a panel 14, which only has an opening 15 for the clutch 10.
  • the deformation elements 1 according to FIGS. 8 to 10 consist accordingly of U-shaped plates which are welded to a jacket 2 in the form of a hollow box by means of a sheet-metal strip 7 placed in between.
  • the sheet metal strip 7 simultaneously improves the deformation work E, the degree of utilization AE and the vertical load-bearing capacity.
  • the front is closed with a welded plate 16, which has holes 17 for attaching the profile plate 13.
  • the jacket 2 is provided with a mounting plate 18 for attachment to the base frame 4.
  • the jacket 2 is provided with two opposing geometric triggers 6 at the abutted end.
  • a trapezoidal part of the sheet surface is replaced by a sheet welded on from the outside about half the sheet thickness of the jacket 2.
  • the trapezoidal shape enables a compression curve which is more uniform compared to the rectangular or square trigger due to the cross-sectional area of the jacket 2 which increases again towards the rear.
  • Crosspieces 8 welded on transversely to the load direction support uniform folding.
  • the jacket 2 deforms over its entire cross section in a diamond-buckling fashion typical of hollow boxes of this dimension.
  • a core 3 made of polycarbonate tubular honeycomb blocks is located inside the jacket 2.
  • the EA parameters are comparable.
  • the height of the individual blocks corresponds approximately to the wavelength of the fold.
  • Intermediate layers 9 as pressure plates made of hard tissue prevent undesired failure modes in the joint area of the blocks.
  • the degree of utilization (AE) of the deformation element 1 is approximately 80%, the maximum degree of compression is approximately 70%. It is conceivable and in the sense of the invention to use the deformation element in areas other than that of the described base frame.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Vibration Dampers (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

With the using up of the stroke of the coupling (10), the failure of a wear element (11), and the receding of the coupling into the coupling sleeve, load is directed through two deformation elements (1) side-mounted on the underframe (4). The deformation elements are attached to the underframe by a mounting plate (18). The enclosed casing (14) is built onto the underframe and has only one opening (15) for the coupling.

Description

Die Erfindung bezieht sich auf die Stirnseite in einem Untergestell eines Fahrzeuges, insbesondere Schienenfahrzeug sowie auf ein Deformationselement, das beispielsweise an dem Untergestellvorbau angebaut werden kann.The invention relates to the front side in a base of a vehicle, in particular Rail vehicle and a deformation element, that, for example, is attached to the undercarriage stem can be.

Es ist bekannt, daß Betreiber von Schienenfahrzeugen neben der Vervollkommnung der hohen aktiven Systemsicherheit in zunehmendem Maß eine Verbesserung der passiven Fahrzeugsicherheit fordern.
Eine Möglichkeit sicherheitsorientierter Strukturauslegung ist die Schaffung von Deformationszonen. Diese werden vorzugsweise außerhalb der eigentlichen Tragstruktur angeordnet, um eine kostengünstige Instandsetzung zu ermöglichen und Fahrzeug und Insassen vor den Auswirkungen unfallbedingter Stöße zu schützen. Einrichtung, die diesen Erfordernissen entsprechen, sind als Stauchrohre, die bei Überlastung gefaltet werden, als Aufweitungsrohre mit wandernden plastischen Gelenken sowie als Absorberpatronen mit Aluminiumwaben bekannt. It is known that operators of rail vehicles are increasingly demanding an improvement in passive vehicle safety in addition to the improvement of high active system safety.
One way of designing safety-oriented structures is to create deformation zones. These are preferably arranged outside the actual support structure in order to enable inexpensive repairs and to protect the vehicle and occupants from the effects of accidental impacts. Devices that meet these requirements are known as upsetting pipes that are folded when overloaded, as expansion pipes with moving plastic joints, and as absorber cartridges with aluminum honeycombs.

In der EP 0621416 A1 wird eine Einrichtung vorgeschlagen, die beim doppelstöckigen TGV der SNCF verwirklicht ist und auf einer konsequenten Einteilung des Fahrzeugkastens in kontrolliert deformierbare Bereiche und demgegenüber widerstandsfähige Sicherheitsbereiche beruht. Die kontrollierte Deformation wird durch ein in verschiedenen Varianten ausgebildetes Hohlprofil erreicht.EP 0621416 A1 proposes a device that of the SNCF's double-decker TGV is realized and on a consistent division of the vehicle body in controlled deformable Areas and resistant security areas is based. The controlled deformation is formed by one in different variants Hollow profile reached.

Das Energieabsorptionsvermögen des Profils läßt sich mit dem von Stahlkästen vergleichen, wobei Energieabsorption und Deformationsstabilität durch einen gegenüber einem bloßen Hohlkasten besonderen Querschnitt verbessert werden.
Zur Bewertung derartiger energieabsorbierender Bauteile werden verschiedene Effektivitätskenngrößen nach folgendem Schema verwendet:

Figure 00020001
The energy absorption capacity of the profile can be compared to that of steel boxes, whereby energy absorption and deformation stability are improved by a special cross section compared to a mere hollow box.
Various effectiveness parameters according to the following scheme are used to evaluate such energy-absorbing components:
Figure 00020001

Darin bedeuten:

F
Stauchkraft
F peak
Spitzenwert der Stauchkraft
F avg
Mittelwert der Stauchkraft
A.E.
Cruch Force Efficiency = Ausnutzungsgrad
E = FdS
Verformungsarbeit
Emax theor
theoretische (ideale) Verformungsarbeit
S
Stauchweg
S max
maximaler Stauchweg
S.E.
Stroke Efficiency = Stauchungsgrad
ls
Schlauchlänge
lo
Ausgangs länge
Where:
F
Compressive force
F peak
Peak value of the compression force
F avg
Average crushing force
AE
Cruch Force Efficiency = degree of utilization
E = FdS
Deformation work
E max theor
theoretical (ideal) deformation work
S
Compression path
S max
maximum compression travel
SE
Stroke Efficiency = degree of compression
l s
Hose length
l o
Starting length

Gewünscht sind folgende Eigenschaften:

  • hoher Ausnutzungsgrad A.E.
  • hoher Stauchungsgrad S.E.
  • Widerstandsvermögen gegen vertikale Belastungen (Tragvermögen, Deformationsstabilität und Aufkletterschutz);
  • geringer Raumbedarf (Einbauraum);
  • geringe Masse;
  • minimale Kosten /Fertigungsaufwand/ Unterhaltungsawand.
    • The following properties are desired:
  • high degree of utilization AE
  • high degree of compression SE
  • Resistance to vertical loads (load capacity, deformation stability and climbing protection);
  • low space requirement (installation space);
  • low mass;
  • minimal cost / manufacturing effort / entertainment wall.

    • Insbesondere Wabenstrukturen zeichnen sich durch nahezu ideale Ausnutzungsparameter (A.E.,S.E.) sowie geringe Masse aus, können aber selbst keine tragenden Funktionen wahrnehmen. Aluminiumwaben werden deshalb in Verbindung mit einer teleskopartigen Führung als Absorberpatronen angeboten. Profile, wie beispielsweise Hohlkästen, können konventionelle Lasten aufnehmen, weisen aber im allgemeinen schlechtere Ausnutzungsgrade bzw. ein ungünstiges Verhältnis zwischen Arbeitshub und Baulänge (Stauchungsgrad) auf. Das Masse-Leistungs-Verhältnis ist oft unbefriedigend. Honeycomb structures are particularly notable almost ideal utilization parameters (A.E., S.E.) as well low mass, but can not be self-supporting Perform functions. Aluminum honeycombs are therefore in connection with a telescopic guide Absorber cartridges offered. Profiles such as Hollow boxes, can take conventional loads, but generally show worse Degrees of utilization or an unfavorable ratio between working stroke and overall length (degree of compression) on. The mass-performance ratio is often unsatisfactory.

    Aufgabe der Erfindung ist es, einen Untergestellvorbau mit einer Deformationszone sowie ein für derartige Deformationszonen leicht austauschbares Bauteil der eingangs genannten Art zu schaffen, wobei durch die Kombination günstiger Eigenschaften die Nachteile bekannter Lösungen überwunden werden. Die Aufgabe wird erfindungsgemäß durch die Merkmale der Patentansprüche gelöst. Die Vorteile der Erfindung gegenüber den bekannten Einrichtungen sind günstige Ausnutzungs- und Stauchungsgrade sowie ein günstiges Masse-Leistungs-Verhältnis. Die Einrichtung kann einfach aus DIN-Halbzeugen mit geringen Kosten hergestellt werden.
    Ein Ausführungsbeispiel der Erfindung soll anhand der Zeichnungen näher erläutert werden. Die Zeichnungen zeigen in:

    Fig. 1 bis Fig.3:
    verschiedene Mantelformvarianten,
    Fig. 4 bis Fig.6:
    verschiedene Querschnittsvarianten,
    Fig. 7:
    die Draufsicht auf das Kopfende eines Untergestells,
    Fig. 8:
    eine Seitenansicht des Deformationselements mit Trigger und Stegen,
    Fig. 9:
    einen Schnitt durch das Deformationselement mit Kern und Zwischenlagen,
    Fig.10:
    einen Schnitt durch das Deformationselement mit Montageplatte.
    The object of the invention is to provide a base frame with a deformation zone and an easily replaceable component of the type mentioned at the outset for such deformation zones, the disadvantages of known solutions being overcome by the combination of favorable properties. The object is achieved by the features of the claims. The advantages of the invention compared to the known devices are favorable degrees of utilization and compression as well as a favorable mass-performance ratio. The device can be easily manufactured from semi-finished DIN products at low cost.
    An embodiment of the invention will be explained in more detail with reference to the drawings. The drawings show in:
    Fig. 1 to Fig. 3:
    different shell shapes,
    Fig. 4 to Fig. 6:
    different cross-sectional variants,
    Fig. 7:
    the top view of the head end of a base frame,
    Fig. 8:
    a side view of the deformation element with trigger and webs,
    Fig. 9:
    a section through the deformation element with core and intermediate layers,
    Fig. 10:
    a section through the deformation element with mounting plate.

    Gemäß Fig. 1 bis 3 können Kerne 3 mit unterschiedlichen bekannten Mantelformen umhüllt sein. Die Querschnitte der Kerne 3 können ebenfalls unterschiedlich in bekannter Weise ausgebildet sein (Fig. 4 bis 6). Der Mantel 2 kann aus unterschiedlichen Teilen bestehen, die in bekannter Weise verbunden sind. Bei der Anordnung nach Fig. 7 soll nach der Erschöpfung des Hubes einer Kupplung 10, dem Versagen von Abrißelementen 11 und dem Zurückweichen der Kupplung 10 in einen Kupplungsschacht 12 die Lastenleitung über zwei seitlich an einem Untergestell 4 in Pufferposition angeordnete Deformationselemente 1 erfolgen. Das Untergestell 4 ist gegenüber der Kuppelebene um den Hub der Kupplung 10 und die Länge der Deformationselemente 1 zurückgesetzt. An der Front dieser Deformationselemente 1 befinden sich die Profilplatten 13, um während der Kollision vertikale Verschiebungen der Fahrzeuge gegeneinander zu vermeiden.
    Die gesamte Einrichtung befindet sich hinter einer Verkleidung 14, die lediglich eine Öffnung 15 für die Kupplung 10 besitzt. Die Deformationselemente 1 gemäß Fig. 8 bis 10 bestehen entsprechend aus U-förmig abgekannteten Blechen, die mit Hilfe eines dazwischengesetzten Blechstreifens 7 zu einem Mantel 2 in Form eines Hohlkastens verschweißt sind. Der Blechstreifen 7 verbessert gleichzeitig die Verformungsarbeit E, den Ausnutzungsgrad A.E. und das vertikale Lastaufnahmevermögen. Die Vorderseite ist mit einer aufgeschweißten Platte 16 verschlossen, die Bohrungen 17 zum Befestigen der Profilplatte 13 besitzt. Am hinteren Ende ist der Mantel 2 mit einer Montageplatte 18 zur Befestigung an dem Untergestell 4 versehen.     According to FIGS. 1 to 3, cores 3 can be encased with different known shell shapes. The cross sections of the cores 3 can also be designed differently in a known manner (FIGS. 4 to 6). The jacket 2 can consist of different parts which are connected in a known manner. In the arrangement according to FIG. 7, after the exhaustion of the stroke of a clutch 10, the failure of tear-off elements 11 and the retraction of the clutch 10 into a coupling shaft 12, the load line is to be carried out via two deformation elements 1 arranged laterally on a base frame 4 in the buffer position. The base frame 4 is set back from the coupling plane by the stroke of the coupling 10 and the length of the deformation elements 1. The profile plates 13 are located at the front of these deformation elements 1 in order to avoid vertical displacements of the vehicles relative to one another during the collision.
    The entire device is located behind a panel 14, which only has an opening 15 for the clutch 10. The deformation elements 1 according to FIGS. 8 to 10 consist accordingly of U-shaped plates which are welded to a jacket 2 in the form of a hollow box by means of a sheet-metal strip 7 placed in between. The sheet metal strip 7 simultaneously improves the deformation work E, the degree of utilization AE and the vertical load-bearing capacity. The front is closed with a welded plate 16, which has holes 17 for attaching the profile plate 13. At the rear end, the jacket 2 is provided with a mounting plate 18 for attachment to the base frame 4.

    Zur Verbesserung des Ausnutzungsgrades A. E. wird der Mantel 2 am angestoßenen Ende mit zwei gegenüberliegenden geometrischen Triggern 6 versehen. Dafür wird ein trapezförmiger Teil der Blechfläche durch ein von außen aufgeschweißtes Blech etwa der halben Blechdicke des Mantels 2 ersetzt. Die Trapezform ermöglicht durch die nach hinten wieder zunehmende Querschnittsfläche des Mantels 2 eine gegenüber dem rechteckförmigen oder quadratischen Trigger gleichmäßigere Stauchkurve. Quer zur Lastrichtung aufgeschweißte Stege 8 unterstützen eine gleichmäßige Faltung. Bei Aufstößen verformt sich der Mantel 2 über seinen gesamten Querschnitt in einem für Hohlkästen dieser Dimension typischen Rautenbeulmode. Zur Verbesserung der Ausnutzungsgrades A.E. befindet sich im Inneren des Mantels 2 ein Kern 3 aus Polycarbonat-Tubuswabenblöcken. Dieser zeichnet sich gegenüber gebräuchlichen Aluminium-Hexwabenstrukturen durch einen wesentlich günstigeren Beschaffungspreis, hohe Altersbeständigkeit und Korrosionsfreiheit aus. Die EA-Parameter sind vergleichbar. Die Höhe der einzelnen Blöcke entspricht etwa der Wellenlänge der Faltung. Zwischenlagen 9 als Druckplatten aus Hartgewebe verhindern unerwünschte Versagensmodi im Stoßbereich der Blöcke.
    Der Ausnutzungsgrad (A.E.) des Deformationselementes 1 liegt bei ca. 80 %, der maximale Stauchungsgrad bei ca. 70 %.
    Es ist denkbar und im Sinne der Erfindung das Deformationselement auch in anderen Bereichen als die des beschriebenen Untergestellvorbau zu verwenden.    To improve the degree of utilization AE, the jacket 2 is provided with two opposing geometric triggers 6 at the abutted end. For this purpose, a trapezoidal part of the sheet surface is replaced by a sheet welded on from the outside about half the sheet thickness of the jacket 2. The trapezoidal shape enables a compression curve which is more uniform compared to the rectangular or square trigger due to the cross-sectional area of the jacket 2 which increases again towards the rear. Crosspieces 8 welded on transversely to the load direction support uniform folding. In the event of collisions, the jacket 2 deforms over its entire cross section in a diamond-buckling fashion typical of hollow boxes of this dimension. To improve the degree of utilization AE, a core 3 made of polycarbonate tubular honeycomb blocks is located inside the jacket 2. Compared to common aluminum hex honeycomb structures, this is characterized by a much lower purchase price, high durability and freedom from corrosion. The EA parameters are comparable. The height of the individual blocks corresponds approximately to the wavelength of the fold. Intermediate layers 9 as pressure plates made of hard tissue prevent undesired failure modes in the joint area of the blocks.
    The degree of utilization (AE) of the deformation element 1 is approximately 80%, the maximum degree of compression is approximately 70%.
    It is conceivable and in the sense of the invention to use the deformation element in areas other than that of the described base frame.

    Aufstellung der verwendeten BezugszeichenList of the reference symbols used

  • 1 Deformationselement1 deformation element
  • 2 Mantel2 coat
  • 3 Kern3 core
  • 4 Untergestell4 base
  • 5 Verbindung5 connection
  • 6 Trigger6 triggers
  • 7 Blechstreifen7 metal strips
  • 8 Steg8 bridge
  • 9 Zwischenlage9 liner
  • 10 Kupplung10 clutch
  • 11 Abrißelement11 tear-off element
  • 12 Kupplungsschacht12 coupling shaft
  • 13 Profilplatte13 profile plate
  • 14 Verkleidung14 cladding
  • 15 Öffnung15 opening
  • 16 Platte16 plate
  • 17 Bohrung17 hole
  • 18 Montageplatte18 mounting plate

    • Claims (9)

    Untergestellvorbau und Deformationselement an Fahrzeugen, insbesondere Schienenfahrzeugen für die Aufnahme der kinetischen Energie bei Zusammenstößen, dadurch gekennzeichnet, daß bei Erschöpfung des Hubes einer Kupplung (10), dem Versagen eines Abrißelementes (11) und dem Zurückweichen der Kupplung (10) in einen Kupplungsschacht (12) die Lasteinleitung über zwei seitlich an einem Untergestell (4) angeordnete Deformationselemente (1) erfolgt, wobei die Deformationselemente (1) mit einer Montageplatte (18) an dem Untergestell (4) befestigt sind und die geschlossene Verkleidung (14) an dem Untergestell (4) vorgebaut ist.Base frame and deformation element on vehicles, especially rail vehicles for recording the kinetic energy in collisions, thereby characterized in that when the stroke is exhausted Coupling (10), the failure of a tear-off element (11) and retreating the clutch (10) into a clutch shaft (12) the load transfer on two sides deformation elements arranged on a base frame (4) (1) takes place with the deformation elements (1) with a mounting plate (18) on the base (4) are attached and the closed panel (14) is built on the base (4). Untergestellvorbau und Deformationselement nach Anspruch 1, dadurch gekennzeichnet, daß die Verkleidung (14) nur eine Öffnung (15) für die Kupplung (10) aufweist, und an der Verkleidung (14) im Bereich der Platten (16) außen Profilplatten (13) angeordnet sind.Base frame and deformation element after Claim 1, characterized in that the lining (14) only one opening (15) for the coupling (10) has, and on the lining (14) in the area of Plates (16) outside profile plates (13) are arranged. Deformationselement , bestehend aus einem gefüllten tragfähigem Mantel, dadurch gekennzeichnet, daß ein in sich geschlossener kompakter metallischer Mantel (2) mit einem nachträglich eingebrachten mit in definierter Stoßrichtung wirkenden energieabsorbierenden Material als Kern (3) gefüllt ist und als vorrangig arbeitsaufnehmendes Deformationselement (1) mit einem vorrangig tragfähigen Untergestell (4) verbunden ist.Deformation element consisting of a filled load-bearing jacket, characterized in that an in closed compact metallic sheath (2) with a subsequently introduced with in defined Energy absorbing material is filled as the core (3) and as a primary job Deformation element (1) with a primarily stable base (4) is connected. Deformationselement nach Anspruch 3, dadurch gekennzeichnet, daß der Kern (3) aus miteinander verbundenen Längsröhren gebildet wird. Deformation element according to claim 3, characterized in that the core (3) of interconnected Longitudinal tubes is formed. Deformationselement nach Anspruch 3 und 4, dadurch gekennzeichnet, daß der metallische Mantel (2) in der Form eines Hohlkastens aus U-förmig abgekannteten Blechen mit Verbindungen (5) besteht, die mit einem Blechstreifen (7) zusammengefügt sind.Deformation element according to claim 3 and 4, characterized characterized in that the metallic jacket (2) in the Shape of a hollow box made of U-shape Sheets with connections (5), which with a Sheet metal strips (7) are joined together. Deformationselement nach Ansprüchen 3 bis 5, dadurch gekennzeichnet, daß der Mantel (2) im vorderen Bereich Trigger (6) aufweist.Deformation element according to claims 3 to 5, characterized characterized in that the jacket (2) in the front Area trigger (6). Deformationselement nach den Ansprüchen 3 bis 6, dadurch gekennzeichnet, daß der Mantel (2) mit Stegen (8) versehen ist.Deformation element according to claims 3 to 6, characterized in that the jacket (2) with Webs (8) is provided. Deformationselement nach den Ansprüchen 3 bis 7, dadurch gekennzeichnet, daß der Kern (3) aus mindestens einem Block besteht, wobei bei mehreren Blöcken diese durch Zwischenlagen (9) als wirkende Druckplatten getrennt werden.Deformation element according to claims 3 to 7, characterized in that the core (3) consists of at least one block, with several blocks these through intermediate layers (9) as acting pressure plates be separated. Deformationselement nach Anspruch 8, dadurch gekennzeichnet, daß die Höhe der einzelnen Blöcke etwa der Wellenlänge der Faltung entspricht und im Stoßbereich der Blöcke die Zwischenlagen (9) aus Hartgewebe bestehen.Deformation element according to claim 8, characterized in that that the height of each block is about Wavelength corresponds to the fold and in the joint area the blocks the intermediate layers (9) consist of hard tissue.
    EP97250196A 1996-09-10 1997-06-26 Underframe front part and deformation element on vehicles, especially rail vehicles Expired - Lifetime EP0831005B1 (en)

    Applications Claiming Priority (2)

    Application Number Priority Date Filing Date Title
    DE19638739 1996-09-10
    DE19638739A DE19638739C2 (en) 1996-09-10 1996-09-10 Deformation element

    Publications (3)

    Publication Number Publication Date
    EP0831005A2 true EP0831005A2 (en) 1998-03-25
    EP0831005A3 EP0831005A3 (en) 1998-04-01
    EP0831005B1 EP0831005B1 (en) 2011-04-20

    Family

    ID=7806447

    Family Applications (1)

    Application Number Title Priority Date Filing Date
    EP97250196A Expired - Lifetime EP0831005B1 (en) 1996-09-10 1997-06-26 Underframe front part and deformation element on vehicles, especially rail vehicles

    Country Status (5)

    Country Link
    EP (1) EP0831005B1 (en)
    AT (1) ATE506240T1 (en)
    DE (2) DE19654993A1 (en)
    PL (1) PL184369B1 (en)
    SK (1) SK283988B6 (en)

    Cited By (10)

    * Cited by examiner, † Cited by third party
    Publication number Priority date Publication date Assignee Title
    FR2801554A1 (en) 1999-11-30 2001-06-01 Anf Ind Controlled deformation unit with torsion bars esp for deflector on railway engine to remove obstacles on rails
    EP1104857A1 (en) * 1999-12-02 2001-06-06 Ford Global Technologies, Inc. Motor vehicle energy absorbing member
    EP1310416A1 (en) * 2001-11-09 2003-05-14 ALSTOM LHB GmbH Collision protection device for railway vehicles
    EP1746007A2 (en) 2005-07-22 2007-01-24 Bombardier Transportation GmbH Impact energy absorbing device for a vehicle
    EP1747961A2 (en) 2005-07-26 2007-01-31 Bombardier Transportation GmbH Impact energy absorbing device for a vehicle
    EP1927524A1 (en) 2006-12-01 2008-06-04 ANSALDOBREDA S.p.A. Train equipped with interfaces that absorb energy between the carriage in case of collision
    DE102007005421A1 (en) 2007-01-30 2008-08-07 Bombardier Transportation Gmbh Impact energy absorbing element for a vehicle
    KR100866383B1 (en) 2006-05-10 2008-11-03 가부시키가이샤 히타치세이사쿠쇼 Impact energy absorption device and rail vehicle therewith
    WO2013079733A1 (en) * 2011-11-30 2013-06-06 Patentes Talgo, S.L. Energy absorption system for the caboose of railway vehicles
    WO2015043654A1 (en) * 2013-09-27 2015-04-02 Siemens Aktiengesellschaft Rail vehicle with a completely retractable coupling

    Families Citing this family (8)

    * Cited by examiner, † Cited by third party
    Publication number Priority date Publication date Assignee Title
    DE19817861C2 (en) 1998-04-22 2001-09-06 Dwa Deutsche Waggonbau Gmbh Collision protection device for rail vehicles
    DE29808143U1 (en) 1998-05-06 1998-07-30 Benteler Ag, 33104 Paderborn Impact absorbers for motor vehicles
    DE19833250C2 (en) * 1998-07-23 2002-11-07 Siemens Ag Energy consumption element for rail vehicles and method for producing an energy consumption element
    JP3848227B2 (en) 2002-09-02 2006-11-22 株式会社日立製作所 Rail vehicle
    DE10254440A1 (en) * 2002-11-21 2004-06-09 Siemens Ag Rail vehicle, in particular light rail cars
    DE10321238B4 (en) * 2003-05-12 2014-08-07 Siemens Aktiengesellschaft Rail vehicle with nose cone
    DE102009047040B4 (en) * 2009-11-24 2012-10-04 Deutsches Zentrum für Luft- und Raumfahrt e.V. Cell which is impact-endangered or crash-endangered and vehicle
    CN106347405B (en) * 2016-10-18 2018-09-07 中车青岛四方机车车辆股份有限公司 A kind of low-floor rail vehicle anticreeper mounting base

    Citations (4)

    * Cited by examiner, † Cited by third party
    Publication number Priority date Publication date Assignee Title
    AT237675B (en) * 1962-01-30 1964-12-28 Schweizerische Lokomotiv Pushing device, in particular for rail vehicles
    AT303811B (en) * 1967-09-06 1972-11-15 Mini Verkehrswesen DEVICE FOR ACCEPTING OVER-LARGE CLUTCH LOCKING FORCE ON A RAIL VEHICLE, IN PARTICULAR TRAINING VEHICLE EQUIPPED WITH A CENTER BUFFER CLUTCH
    AT375315B (en) * 1982-08-03 1984-07-25 Scharfenbergkupplung Gmbh DEVICE FOR RECEIVING OVERSIZED SHOCK ON A RAIL VEHICLE
    EP0264605A1 (en) * 1986-09-25 1988-04-27 Waggon Union GmbH Device for absorbing buffering shock energy

    Family Cites Families (7)

    * Cited by examiner, † Cited by third party
    Publication number Priority date Publication date Assignee Title
    DE15065C (en) * J. lossen in Darmstadt Safety buffer for railway vehicles
    GB222705A (en) * 1923-11-17 1924-10-09 W G Allen & Sons Tipton Ltd Improved construction and application of buffer beam for a well-bottomed pit tub or the like
    DE1530168A1 (en) * 1965-04-23 1969-07-17 Krupp Gmbh Buffer body
    DE9311041U1 (en) * 1992-07-28 1993-11-04 CKD Lokomotivka A.S., Praha Protection block against longitudinal impact
    DE4302444A1 (en) * 1993-01-29 1994-08-04 Dellner Couplers Ab Automatic central buffer coupling
    FR2704286B1 (en) * 1993-04-23 1995-06-02 Gec Alsthom Transport Sa Shock absorption device.
    DE19502217C2 (en) * 1995-01-25 1997-08-28 Deutsche Waggonbau Ag Energy consumption system for local rail vehicles, in particular for urban express railways

    Patent Citations (4)

    * Cited by examiner, † Cited by third party
    Publication number Priority date Publication date Assignee Title
    AT237675B (en) * 1962-01-30 1964-12-28 Schweizerische Lokomotiv Pushing device, in particular for rail vehicles
    AT303811B (en) * 1967-09-06 1972-11-15 Mini Verkehrswesen DEVICE FOR ACCEPTING OVER-LARGE CLUTCH LOCKING FORCE ON A RAIL VEHICLE, IN PARTICULAR TRAINING VEHICLE EQUIPPED WITH A CENTER BUFFER CLUTCH
    AT375315B (en) * 1982-08-03 1984-07-25 Scharfenbergkupplung Gmbh DEVICE FOR RECEIVING OVERSIZED SHOCK ON A RAIL VEHICLE
    EP0264605A1 (en) * 1986-09-25 1988-04-27 Waggon Union GmbH Device for absorbing buffering shock energy

    Cited By (15)

    * Cited by examiner, † Cited by third party
    Publication number Priority date Publication date Assignee Title
    FR2801554A1 (en) 1999-11-30 2001-06-01 Anf Ind Controlled deformation unit with torsion bars esp for deflector on railway engine to remove obstacles on rails
    EP1104857A1 (en) * 1999-12-02 2001-06-06 Ford Global Technologies, Inc. Motor vehicle energy absorbing member
    US6312028B1 (en) 1999-12-04 2001-11-06 Ford Global Technologies, Inc. Motor vehicle energy absorbing member
    EP1310416A1 (en) * 2001-11-09 2003-05-14 ALSTOM LHB GmbH Collision protection device for railway vehicles
    EP1746007A2 (en) 2005-07-22 2007-01-24 Bombardier Transportation GmbH Impact energy absorbing device for a vehicle
    EP1747961A3 (en) * 2005-07-26 2007-08-01 Bombardier Transportation GmbH Impact energy absorbing device for a vehicle
    EP1747961A2 (en) 2005-07-26 2007-01-31 Bombardier Transportation GmbH Impact energy absorbing device for a vehicle
    KR100866383B1 (en) 2006-05-10 2008-11-03 가부시키가이샤 히타치세이사쿠쇼 Impact energy absorption device and rail vehicle therewith
    EP1927524A1 (en) 2006-12-01 2008-06-04 ANSALDOBREDA S.p.A. Train equipped with interfaces that absorb energy between the carriage in case of collision
    EP1927524B1 (en) * 2006-12-01 2014-04-23 ANSALDOBREDA S.p.A. Train equipped with interfaces that absorb energy between the carriages in case of collision
    DE102007005421A1 (en) 2007-01-30 2008-08-07 Bombardier Transportation Gmbh Impact energy absorbing element for a vehicle
    WO2008092718A1 (en) 2007-01-30 2008-08-07 Bombardier Transportation Gmbh Impact energy absorption element for a vehicle
    WO2013079733A1 (en) * 2011-11-30 2013-06-06 Patentes Talgo, S.L. Energy absorption system for the caboose of railway vehicles
    WO2015043654A1 (en) * 2013-09-27 2015-04-02 Siemens Aktiengesellschaft Rail vehicle with a completely retractable coupling
    US10000219B2 (en) 2013-09-27 2018-06-19 Siemens Aktiengesellschaft Rail vehicle with a completely retractable coupling

    Also Published As

    Publication number Publication date
    DE19638739A1 (en) 1998-04-16
    DE19638739C2 (en) 2000-07-13
    SK283988B6 (en) 2004-06-08
    DE19654993A1 (en) 1998-06-25
    EP0831005A3 (en) 1998-04-01
    ATE506240T1 (en) 2011-05-15
    EP0831005B1 (en) 2011-04-20
    PL184369B1 (en) 2002-10-31
    PL321505A1 (en) 1998-03-16
    SK122197A3 (en) 1998-04-08

    Similar Documents

    Publication Publication Date Title
    EP0831005A2 (en) Underframe front part and deformation element on vehicles, especially rail vehicles
    EP1036715B1 (en) Bumper arrangement
    DE69706597T2 (en) Rail vehicle with a driver's cab that has an energy-absorbing structure with progressive deformation
    DE4009401C2 (en)
    EP0874176B1 (en) Energy absorbing elemnt
    EP1840003B1 (en) Door sill reinforcing element for a car body
    EP1781522B1 (en) Climbing guard for railway vehicles
    EP1533192A1 (en) Bumper system
    DE102004008741A1 (en) bumper system
    DE202006020856U1 (en) Crumple zone of a body of a motor vehicle
    EP1257455B1 (en) Crumple element
    DE1680014B2 (en) REINFORCEMENT ELEMENT FOR THE FRONT BODY OF MOTOR VEHICLES
    DE19953808B4 (en) Pre-building structure for a self-supporting body of a motor vehicle
    DE102009008674B4 (en) Body structure of a vehicle
    EP1636083B1 (en) Support for a vehicle body
    EP3348457B1 (en) Reinforcement strut for a motor vehicle
    DE19809489A1 (en) Impact protection unit for rail vehicles
    EP0624131B1 (en) The tubular reinforcing support
    EP0892122A2 (en) Lightweight metal dimple panel and method of manufacture
    DE602004004613T2 (en) Protective structure for vehicle
    DE102019132450A1 (en) Battery housing for a vehicle driven by an electric motor
    CH637338A5 (en) LENGTH CARRIER OF A RAILWAY CAR.
    DE102013105142A1 (en) Front wall for a motor vehicle
    EP0589227A1 (en) Crash protection device on vehicles
    DE10031901B4 (en) Motor vehicle with an at least partially planked support structure

    Legal Events

    Date Code Title Description
    PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

    Free format text: ORIGINAL CODE: 0009012

    PUAL Search report despatched

    Free format text: ORIGINAL CODE: 0009013

    AK Designated contracting states

    Kind code of ref document: A2

    Designated state(s): AT BE CH ES FI FR IT LI PT SE

    AX Request for extension of the european patent

    Free format text: AL;LT;LV;RO;SI

    AK Designated contracting states

    Kind code of ref document: A3

    Designated state(s): AT BE CH DE DK ES FI FR GB GR IE IT LI LU MC NL PT SE

    AX Request for extension of the european patent

    Free format text: AL;LT;LV;RO;SI

    17P Request for examination filed

    Effective date: 19980424

    AKX Designation fees paid

    Free format text: AT BE CH ES FI FR IT LI PT SE

    RBV Designated contracting states (corrected)

    Designated state(s): AT BE CH ES FI FR IT LI PT SE

    REG Reference to a national code

    Ref country code: DE

    Ref legal event code: 8566

    17Q First examination report despatched

    Effective date: 20030121

    RAP1 Party data changed (applicant data changed or rights of an application transferred)

    Owner name: BOMBARDIER TRANSPORTATION GMBH

    GRAP Despatch of communication of intention to grant a patent

    Free format text: ORIGINAL CODE: EPIDOSNIGR1

    GRAS Grant fee paid

    Free format text: ORIGINAL CODE: EPIDOSNIGR3

    GRAA (expected) grant

    Free format text: ORIGINAL CODE: 0009210

    AK Designated contracting states

    Kind code of ref document: B1

    Designated state(s): AT BE CH ES FI FR IT LI PT SE

    REG Reference to a national code

    Ref country code: CH

    Ref legal event code: EP

    PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

    Ref country code: SE

    Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

    Effective date: 20110420

    Ref country code: PT

    Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

    Effective date: 20110822

    REG Reference to a national code

    Ref country code: CH

    Ref legal event code: NV

    Representative=s name: ABREMA AGENCE BREVET ET MARQUES, GANGUILLET

    PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

    Ref country code: FI

    Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

    Effective date: 20110420

    Ref country code: ES

    Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

    Effective date: 20110731

    BERE Be: lapsed

    Owner name: BOMBARDIER TRANSPORTATION G.M.B.H.

    Effective date: 20110630

    PLBE No opposition filed within time limit

    Free format text: ORIGINAL CODE: 0009261

    STAA Information on the status of an ep patent application or granted ep patent

    Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

    26N No opposition filed

    Effective date: 20120123

    PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

    Ref country code: BE

    Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

    Effective date: 20110630

    REG Reference to a national code

    Ref country code: FR

    Ref legal event code: PLFP

    Year of fee payment: 19

    PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

    Ref country code: CH

    Payment date: 20150618

    Year of fee payment: 19

    PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

    Ref country code: IT

    Payment date: 20150622

    Year of fee payment: 19

    Ref country code: AT

    Payment date: 20150619

    Year of fee payment: 19

    Ref country code: FR

    Payment date: 20150619

    Year of fee payment: 19

    REG Reference to a national code

    Ref country code: CH

    Ref legal event code: PL

    REG Reference to a national code

    Ref country code: AT

    Ref legal event code: MM01

    Ref document number: 506240

    Country of ref document: AT

    Kind code of ref document: T

    Effective date: 20160626

    REG Reference to a national code

    Ref country code: FR

    Ref legal event code: ST

    Effective date: 20170228

    PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

    Ref country code: CH

    Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

    Effective date: 20160630

    Ref country code: LI

    Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

    Effective date: 20160630

    Ref country code: FR

    Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

    Effective date: 20160630

    PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

    Ref country code: AT

    Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

    Effective date: 20160626

    PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

    Ref country code: IT

    Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

    Effective date: 20160626