EP0831005B1 - 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

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Publication number
EP0831005B1
EP0831005B1 EP97250196A EP97250196A EP0831005B1 EP 0831005 B1 EP0831005 B1 EP 0831005B1 EP 97250196 A EP97250196 A EP 97250196A EP 97250196 A EP97250196 A EP 97250196A EP 0831005 B1 EP0831005 B1 EP 0831005B1
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Prior art keywords
arrangement according
undercarriage
coupling
undercarriage arrangement
covering
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EP97250196A
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German (de)
French (fr)
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EP0831005A2 (en
EP0831005A3 (en
Inventor
Marc Erdmann
Karsten Dipl.-Ing. Heidgen
Steffen Dipl.-Ing. Scharf
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Alstom Transportation Germany GmbH
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Bombardier Transportation GmbH
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    • 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 subframe of a vehicle, in particular rail vehicle and on a deformation element that can be grown, for example, on the underframe stem.
  • deformation zones are preferably arranged outside the actual support structure in order to enable a cost-effective repair and to protect the vehicle and passengers from the effects of accidental shocks.
  • Equipment that meets these requirements are known as compression tubes, which are folded in overload, as expansion tubes with migrating plastic joints and as absorber cartridges with aluminum honeycombs.
  • a PufferstGramation device with a primary, integrated into a central buffer coupling energy dissipation device and a secondary, the impact energy absorbing energy dissipation device resulting from excessive impulses known.
  • a horizontal coupling cross member is arranged longitudinally displaceable in the vehicle head piece. On the cross member in the longitudinal axis of the vehicle articulated the central buffer coupling and laterally mounted near its transverse ends, the secondary energy dissipation device.
  • the outer side members of the undercarriage frame of the rail vehicle are equipped at their longitudinal ends with facing the vehicle longitudinal center brackets, which carry on their pointing to the head of the rail vehicle side, the secondary energy dissipation device and on its side facing the vehicle transverse center the coupling cross member.
  • the shock elements are guided in guides of the consoles connected to the coupling cross member frictionally.
  • a shock device in which the outer elastically operating buffers each downstream of a replaceable deformation device having tubular, metallic deformation members which are plastically deformable under the pressure of abnormally strong shocks.
  • the outer buffers each have a buffer sleeve, which is fastened and supported on a support plate fixedly connected to the tubular deformation members and guided in a recess of the vehicle head carrier.
  • the buffers have a straight guide by means of an extension projecting into the head carrier.
  • the energy absorption capacity of the profile can be compared with that of steel boxes, whereby energy absorption and deformation stability are improved by a cross-section which is specific to a hollow box.
  • honeycomb structures are characterized by almost ideal utilization parameters (AE, SE) and low mass, but can not perceive any supporting functions themselves.
  • Aluminum honeycombs are therefore offered in conjunction with a telescopic guide as absorber cartridges.
  • Profiles like For example, hollow boxes, can accommodate conventional loads, but generally have worse utilization rates or an unfavorable ratio between working stroke and length (degree of compression) on. The mass-to-power ratio is often unsatisfactory.
  • the object of the invention is to provide a base frame with a deformation zone and an easily replaceable for such deformation zones component of the type mentioned, with the disadvantages of known solutions are overcome by the combination of favorable properties.
  • the object is achieved by the features of the claims.
  • the advantages of the invention over the known devices are favorable utilization and compression ratios and a favorable mass-power ratio.
  • the device can be easily manufactured from DIN semi-finished products at low cost.
  • cores 3 may be enveloped with different known shell shapes.
  • the cross sections of the cores 3 can also be designed differently in a known manner ( 4 to 6 ).
  • the jacket 2 may consist of different parts, which are connected in a known manner.
  • the undercarriage 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 At the front of these deformation elements 1 are the profile plates 13 in order to avoid vertical displacements of the vehicles against each other during the collision.
  • the entire device is behind a panel 14, which has only one opening 15 for the clutch 10.
  • the deformation elements 1 according to Fig. 8 to 10 consist accordingly of U-shaped bent sheets, which are welded by means of an interposed sheet metal strip 7 to form a shell 2 in the form of a hollow box.
  • the metal strip 7 simultaneously improves the work of deformation E, the degree of utilization AE and the vertical load capacity.
  • the front side is closed with a welded-on plate 16 which has holes 17 for fastening the profile plate 13.
  • At the rear end of the jacket 2 is provided with a mounting plate 18 for attachment to the base frame 4.
  • the jacket 2 is provided at the abutted end with two opposite geometric triggers 6.
  • a trapezoidal part of the sheet surface is replaced by an externally welded sheet metal about half the sheet thickness of the shell 2.
  • the trapezoidal shape made possible by the back to increase again cross-sectional area of the shell 2 over the rectangular or square trigger uniform compression curve.
  • Webs 8 welded on transversely to the load direction support a uniform folding. When belching the shell 2 deformed over its entire cross-section in a typical for hollow boxes of this dimension Rautenbeulmodus.
  • A.E. is located inside the shell 2 a core 3 of polycarbonate Tubuswabenblöcken.
  • the degree of utilization (A.E.) of the deformation element 1 is about 80%, the maximum degree of compression at about 70%.

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  • 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 subframe of a vehicle, in particular rail vehicle and on a deformation element that can be grown, for example, on the underframe stem.

Es ist bekannt, dass Betreiber von Schienenfahrzeugen neben der Vervollkommnung der hohen aktiven Systemsicherheit in zunehmendem Maß eine Verbesserung der passiven Fahrzeugsicherheit fordern.It is known that rail vehicle operators are increasingly demanding an improvement in passive vehicle safety in addition to the improvement of high active system safety.

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.One possibility of safety-oriented structural design is the creation of deformation zones. These are preferably arranged outside the actual support structure in order to enable a cost-effective repair and to protect the vehicle and passengers from the effects of accidental shocks. Equipment that meets these requirements are known as compression tubes, which are folded in overload, as expansion tubes with migrating plastic joints and as absorber cartridges with aluminum honeycombs.

Aus der EP 0 264 605 ist eine Pufferstöß-Energieverzehreinrichtung mit einer primären, in eine Mittelpufferkupplung integrierten Energieverzehreinrichtung sowie einer sekundären, die aus überhöhten Auflaufstößen resultierende Aufstoßenergie absorbierenden Energieverzehreinrichtung bekannt. Ein horizontaler Kupplungsquerträger ist längsverschieblich im Fahrzeug-Kopfstück angeordnet. Am Querträger sind in Fahrzeug-Längsachse gelenkig die Mittelpufferkupplung und seitlich nahe seinen Querenden die sekundäre Energieverzehreinrichtung angebracht. Die äußeren Längsträger des Untergestellrahmens des Schienenfahrzeugs sind an ihren Längsenden mit zur Fahrzeuglängsmitte weisenden Konsolen ausgestattet, die auf ihrer zum Kopfende des Schienenfahrzeugs weisenden Seite die sekundäre Energieverzehreinrichtung und auf ihrer zur Fahrzeugquermitte weisenden Seite den Kupplungsquerträger tragen. Hierbei besteht die sekundäre Energieverzehreinrichtung aus über das Kopfende des Schienenfahrzeugs ragenden seitenpufferähnlichen Stoßelementen mit stirnseitigen Kletterschutzeinrichtungen sowie aus an den Konsolen abgestützten mechanischen, hydraulischen oder elastomeren Arbeitsgliedern, wobei die Stoßelemente in Führungen der Konsolen geführt mit dem Kupplungsquerträger kraftschlüssig verbunden sind.From the EP 0 264 605 is a Pufferstöß energy dissipation device with a primary, integrated into a central buffer coupling energy dissipation device and a secondary, the impact energy absorbing energy dissipation device resulting from excessive impulses known. A horizontal coupling cross member is arranged longitudinally displaceable in the vehicle head piece. On the cross member in the longitudinal axis of the vehicle articulated the central buffer coupling and laterally mounted near its transverse ends, the secondary energy dissipation device. The outer side members of the undercarriage frame of the rail vehicle are equipped at their longitudinal ends with facing the vehicle longitudinal center brackets, which carry on their pointing to the head of the rail vehicle side, the secondary energy dissipation device and on its side facing the vehicle transverse center the coupling cross member. In this case, there is the secondary energy dissipation of projecting beyond the head of the rail vehicle side buffer-like shock elements with frontal climbing protection devices and supported on the brackets mechanical, hydraulic or elastomeric work members, the shock elements are guided in guides of the consoles connected to the coupling cross member frictionally.

Aus der AT-B-237 675 ist ferner eine Stoßvorrichtung bekannt, bei welcher den äußeren elastisch arbeitenden Puffern je eine auswechselbare Deformationseinrichtung nachgeschaltet ist, die rohrförmige, metallische Deformationsglieder aufweist, welche unter dem Druck abnormal starker Stöße plastisch verformbar sind. Die äußeren Puffer weisen je eine Pufferhülse auf, welche an einer mit den rohrförmigen Deformationsgliedern fest verbundenen, in einer Aussparung des Fahrzeugkopfträgers geführten Stützplatte befestigt und abgestützt ist. Die Puffer besitzen eine Geradführung mittels einer in den Kopfträger hineinragenden Verlängerung.From the AT-B-237 675 Further, a shock device is known in which the outer elastically operating buffers each downstream of a replaceable deformation device having tubular, metallic deformation members which are plastically deformable under the pressure of abnormally strong shocks. The outer buffers each have a buffer sleeve, which is fastened and supported on a support plate fixedly connected to the tubular deformation members and guided in a recess of the vehicle head carrier. The buffers have a straight guide by means of an extension projecting into the head carrier.

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.In the EP 0621416 A1 It proposes a device realized in the double-decker TGV of the SNCF and a consistent division of the vehicle body into controlled deformable areas and in contrast resistant security areas. The controlled deformation is achieved by a trained in different variants hollow profile.

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.The energy absorption capacity of the profile can be compared with that of steel boxes, whereby energy absorption and deformation stability are improved by a cross-section which is specific to a hollow box.

Zur Bewertung derartiger energieabsorbierender Bauteile werden verschiedene Effektivitätskenngrößen nach folgendem Schema verwendet:

Figure imgb0001
For the evaluation of such energy absorbing components different effectiveness characteristics are used according to the following scheme:
Figure imgb0001

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
Ausgangslänge
  • 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.
In this mean:
F
upsetting force
F
peak peak of the compression force
F avg
Mean value of the compression force
AE
Cruch Force Efficiency = utilization rate
E = FdS
deformation work
Emax theor
theoretical (ideal) deformation work
S
upsetting
S max
maximum compression path
SE
Stroke Efficiency = compression ratio
ls
hose length
lo
initial length
  • Desired are the following properties:
    • high degree of utilization AE
    • high degree of compression SE
    • Resistance to vertical loads (buoyancy, deformation stability and anti-climb protection);
    • small space requirement (installation space);
    • low mass;
    • minimal costs / production costs / 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.In particular honeycomb structures are characterized by almost ideal utilization parameters (AE, SE) and low mass, but can not perceive any supporting functions themselves. Aluminum honeycombs are therefore offered in conjunction with a telescopic guide as absorber cartridges. Profiles, like For example, hollow boxes, can accommodate conventional loads, but generally have worse utilization rates or an unfavorable ratio between working stroke and length (degree of compression) on. The mass-to-power 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.The object of the invention is to provide a base frame with a deformation zone and an easily replaceable for such deformation zones component of the type mentioned, with the disadvantages of known solutions are overcome by the combination of favorable properties. The object is achieved by the features of the claims. The advantages of the invention over the known devices are favorable utilization and compression ratios and a favorable mass-power ratio. The device can be easily manufactured from DIN semi-finished products at low cost.

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.
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 variants,
  • Fig. 4 to Fig.6 : different cross-sectional variants,
  • Fig. 7 : the top view of the head end of a chassis,
  • Fig. 8 a side view of the deformation element with triggers and webs,
  • Fig. 9 a section through the deformation element with core and intermediate layers,
  • Figure 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 Lasteinleitung 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.According to Fig. 1 to 3 cores 3 may be enveloped with different known shell shapes. The cross sections of the cores 3 can also be designed differently in a known manner ( 4 to 6 ). The jacket 2 may 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 demolition elements 11 and the retraction of the coupling 10 in a coupling shaft 12, the load transfer via two laterally arranged on a base frame 4 in the buffer position deformation elements 1 done. The undercarriage 4 is set back from the coupling plane by the stroke of the coupling 10 and the length of the deformation elements 1. At the front of these deformation elements 1 are the profile plates 13 in order to avoid vertical displacements of the vehicles against each other during the collision.

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 abgekanteten 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.The entire device is behind a panel 14, which has only one opening 15 for the clutch 10. The deformation elements 1 according to Fig. 8 to 10 consist accordingly of U-shaped bent sheets, which are welded by means of an interposed sheet metal strip 7 to form a shell 2 in the form of a hollow box. The metal strip 7 simultaneously improves the work of deformation E, the degree of utilization AE and the vertical load capacity. The front side is closed with a welded-on plate 16 which has holes 17 for fastening the profile plate 13. At the rear end of 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 Aufstoßen verformt sich der Mantel 2 über seinen gesamten Querschnitt in einem für Hohlkästen dieser Dimension typischen Rautenbeulmodus. 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.To improve the degree of utilization A. E., the jacket 2 is provided at the abutted end with two opposite geometric triggers 6. For a trapezoidal part of the sheet surface is replaced by an externally welded sheet metal about half the sheet thickness of the shell 2. The trapezoidal shape made possible by the back to increase again cross-sectional area of the shell 2 over the rectangular or square trigger uniform compression curve. Webs 8 welded on transversely to the load direction support a uniform folding. When belching the shell 2 deformed over its entire cross-section in a typical for hollow boxes of this dimension Rautenbeulmodus. To improve the degree of utilization A.E. is located inside the shell 2 a core 3 of polycarbonate Tubuswabenblöcken. This is distinguished from conventional aluminum honeycomb structures by a much cheaper procurement price, high age resistance and freedom from corrosion. The EA parameters are comparable. The height of the individual blocks corresponds approximately to the wavelength of the convolution. Liners 9 as pressure plates made of hard tissue prevent unwanted failure modes in the joint area of the blocks.

Der Ausnutzungsgrad (A.E.) des Deformationselementes 1 liegt bei ca. 80 %, der maximale Stauchungsgrad bei ca. 70 %.The degree of utilization (A.E.) of the deformation element 1 is about 80%, the maximum degree of compression at about 70%.

Es ist denkbar und im Sinne der Erfindung das Deformationselement auch in anderen Bereichen als dem des beschriebenen Untergestellvorbau zu verwenden.It is conceivable and for the purposes of the invention to use the deformation element in other areas than that of the described underframe stem.

Aufstellung der verwendeten Bezugszeichen

  • 1 Deformationselement
  • 2 Mantel
  • 3 Kern
  • 4 Untergestell
  • 6 Trigger
  • 7 Blechstreifen
  • 8 Steg
  • 9 Zwischenlage
  • 10 Kupplung
  • 11 Abrisselement
  • 12 Kupplungsschacht
  • 13 Profilplatte
  • 14 Verkleidung
  • 15 Öffnung
  • 16 Platte
  • 17 Bohrung
  • 18 Montageplatte
List of used reference numbers
  • 1 deformation element
  • 2 coat
  • 3 core
  • 4 undercarriage
  • 6 triggers
  • 7 sheet metal strips
  • 8 footbridge
  • 9 liner
  • 10 clutch
  • 11 demolition element
  • 12 coupling shaft
  • 13 profile plate
  • 14 cladding
  • 15 opening
  • 16 plate
  • 17 hole
  • 18 mounting plate

Claims (15)

  1. An undercarriage arrangement for rail vehicles for absorbing the kinetic energy in the event of collisions, wherein two deformation elements (1) essentially for absorbing work are arranged at the side of an undercarriage (4) essentially able to bear a load and are connected to the undercarriage (4), characterized in that the two deformation elements (1) comprise a self-contained deformable covering (2) able to bear a load and filled with an energy-absorbing material as a core (3) acting in a defined direction of impact.
  2. An undercarriage arrangement according to claim 1, wherein the covering consists of metal.
  3. An undercarriage arrangement according to claim 1 or 2, wherein the front side of the covering is closed by a plate (16).
  4. An undercarriage arrangement according to claim 3, wherein the core (3) is formed from longitudinal tubes connected to one another.
  5. An undercarriage arrangement according to claim 2, wherein the metallic covering (2) in the form of a hollow box comprises metal sheets which are angled into a U shape and which are joined with a strip of metal sheet.
  6. An undercarriage arrangement according to any one of claims 1 to 5, wherein the covering (2) has triggers (6) in the front region.
  7. An undercarriage arrangement according to claim 6, wherein the covering (2) is provided with webs (8).
  8. An undercarriage arrangement according to claim 7, wherein the webs (8) are welded on transversely to the direction of loading.
  9. An undercarriage arrangement according to any one of claims 3 to 7, wherein the core (3) comprises at least one block.
  10. An undercarriage arrangement according to claim 9, wherein the core (3) comprises a plurality of blocks which are separated by intermediate layers (9) as acting pressure plates.
  11. An undercarriage arrangement according to claim 8, wherein the height of the individual blocks corresponds substantially to the wavelength of the folding and the intermediate layers (9) in the impact region of the blocks consist of laminated fabric.
  12. An undercarriage arrangement according to any one of claims 1 to 11, characterized in that a coupling (10) is fastened to the undercarriage (4) by break-away elements (11).
  13. An undercarriage arrangement according to claim 12, characterized in that the deformation elements (1) are arranged in such a way that in the event of exhaustion of the stroke of the coupling (10), failure of the break-away elements (11) and drawing back of the coupling (10) into a coupling pocket (12) the introduction of the load is carried out by way of the deformation elements (1).
  14. An undercarriage arrangement according to any one of claims 1 to 13, characterized in that a facing (14) is provided in front of the undercarriage (4), wherein the facing (14) has only one opening (15) for the coupling (10), and profiled plates (13) are arranged on the outside of the facing (14) in the region of the plates (16).
  15. A method of absorbing the kinetic energy in the event of collisions on an undercarriage arrangement for rail vehicles, characterized in that after exhaustion of the stroke of a coupling (10), failure of break-away elements (11) and drawing back of the coupling (10) into a coupling pocket (12) the introduction of the load is carried out by way of two deformation elements (1) comprising a self-contained deformable covering (2) able to bear a load and filled with an energy-absorbing material as a core (3) acting in a defined direction of impact.
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 EP0831005A2 (en) 1998-03-25
EP0831005A3 EP0831005A3 (en) 1998-04-01
EP0831005B1 true 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)

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* Cited by examiner, † Cited by third party
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DE19817861C2 (en) * 1998-04-22 2001-09-06 Dwa Deutsche Waggonbau Gmbh Collision protection device for rail 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
FR2801554B1 (en) 1999-11-30 2002-02-01 Anf Ind DEVICE FOR CONTROLLED DEFORMATION UNDER EFFORTS OR FOR ENERGY ABSORPTION BY DEFORMATION, IN PARTICULAR OBSTACLE DEFLECTOR FOR RAIL VEHICLE
US6312028B1 (en) 1999-12-04 2001-11-06 Ford Global Technologies, Inc. Motor vehicle energy absorbing member
DE10155257B4 (en) * 2001-11-09 2008-02-21 Alstom Lhb Gmbh Collision protection device for rail vehicles
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
EP1746007B2 (en) 2005-07-22 2017-04-19 Bombardier Transportation GmbH Impact energy absorbing device for a vehicle
EP1747961B1 (en) 2005-07-26 2016-11-23 Bombardier Transportation GmbH Impact energy absorbing device for a vehicle
JP4943905B2 (en) 2006-05-10 2012-05-30 株式会社日立製作所 Collision energy absorbing device and rail vehicle equipped with the same
ITTO20060857A1 (en) 2006-12-01 2008-06-02 Ansaldobreda Spa CONVEYANCE PROVIDED WITH INTERFACES THAT ABSORB ENERGY BETWEEN THE CARRANS IN CASE OF COLLISION
DE102007005421A1 (en) 2007-01-30 2008-08-07 Bombardier Transportation Gmbh Impact energy absorbing element for a vehicle
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
ES2487991B1 (en) * 2011-11-30 2015-06-02 Patentes Talgo, S.L. ENERGY ABSORPTION SYSTEM FOR CARS OF RAILWAY VEHICLES
EP2999609B1 (en) * 2013-09-27 2019-09-11 Siemens Mobility GmbH Rail vehicle with a completely retractable coupling
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

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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
AT237675B (en) * 1962-01-30 1964-12-28 Schweizerische Lokomotiv Pushing device, in particular for rail vehicles
DE1530168A1 (en) * 1965-04-23 1969-07-17 Krupp Gmbh Buffer body
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
DE3228941A1 (en) * 1982-08-03 1984-02-09 Scharfenbergkupplung Gmbh, 3320 Salzgitter DEVICE ADJUSTING A MEDIUM BUFFER CLUTCH TO RECEIVE Oversized Shocks
DE3632578A1 (en) * 1986-09-25 1988-04-07 Waggon Union Gmbh BUFFER ENERGY EQUIPMENT
DE9311041U1 (en) * 1992-07-28 1993-11-04 Ckd Lokomotivka A S Protection block against longitudinal impact
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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

Also Published As

Publication number Publication date
DE19638739A1 (en) 1998-04-16
DE19638739C2 (en) 2000-07-13
EP0831005A2 (en) 1998-03-25
PL184369B1 (en) 2002-10-31
DE19654993A1 (en) 1998-06-25
SK122197A3 (en) 1998-04-08
PL321505A1 (en) 1998-03-16
ATE506240T1 (en) 2011-05-15
EP0831005A3 (en) 1998-04-01
SK283988B6 (en) 2004-06-08

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