EP0831005B1 - Avant-corps de châssis et élément déformable pour véhicules, notamment pour véhicules ferroviaires - Google Patents

Avant-corps de châssis et élément déformable pour véhicules, notamment pour véhicules ferroviaires 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
Authority
EP
European Patent Office
Prior art keywords
arrangement according
undercarriage
coupling
undercarriage arrangement
covering
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.)
Expired - Lifetime
Application number
EP97250196A
Other languages
German (de)
English (en)
Other versions
EP0831005A3 (fr
EP0831005A2 (fr
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
Bombardier Transportation GmbH
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 Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Publication of EP0831005A2 publication Critical patent/EP0831005A2/fr
Publication of EP0831005A3 publication Critical patent/EP0831005A3/fr
Application granted granted Critical
Publication of EP0831005B1 publication Critical patent/EP0831005B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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 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%.

Landscapes

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

Claims (15)

  1. Ensemble d'avant-corps de châssis pour des véhicules sur rails pour l'absorption de l'énergie cinétique en cas de collision, deux éléments de déformation (1) principalement pour absorber du travail étant disposés latéralement sur un avant-corps de châssis principalement apte à supporter une charge et étant reliés à l'avant-corps de châssis (4), caractérisé en ce que les deux éléments de déformation se composent d'une enveloppe fermée sur elle-même, déformable, apte à supporter une charge et remplie, en guise de noyau (3), d'un matériau absorbant l'énergie agissant dans le sens du choc défini.
  2. Ensemble d'avant-corps de châssis selon la revendication 1, l'enveloppe se composant de métal.
  3. Ensemble d'avant-corps de châssis selon la revendication 1 ou 2, le côté avant de l'enveloppe étant fermé par une plaque (16).
  4. Ensemble d'avant-corps de châssis selon la revendication 3, le noyau (3) étant constitué de tubes longitudinaux reliés entre eux.
  5. Ensemble d'avant-corps de châssis selon la revendication 2, l'enveloppe métallique (2) en forme de caisson se composant de tôles repliées en U assemblées par un ruban de tôle (7).
  6. Ensemble d'avant-corps de châssis selon l'une quelconque des revendications 1 à 5, l'enveloppe (2) présentant des déclencheurs (6) dans la zone avant.
  7. Ensemble d'avant-corps de châssis selon la revendication 6, l'enveloppe (2) étant pourvue de nervures (8).
  8. Ensemble d'avant-corps de châssis selon la revendication 7, les nervures (8) étant soudées transversalement au sens des charges.
  9. Ensemble d'avant-corps de châssis selon l'une quelconque des revendications 3 à 7, le noyau (3) se composant au moins d'un bloc.
  10. Ensemble d'avant-corps de châssis selon la revendication 9, le noyau (3) se composant de plusieurs blocs séparés par des couches intermédiaires (9) comme des plaques de compression actives.
  11. Ensemble d'avant-corps de châssis selon la revendication 8, la hauteur des blocs individuels correspondant à peu près à la longueur d'onde du pliage et les couches intermédiaires (9) se composant de tissu stratifié dans la zone du choc des blocs.
  12. Ensemble d'avant-corps de châssis selon l'une quelconque des revendications 1 à 11, caractérisé en ce qu'un dispositif d'attelage (10) est fixé par des éléments arrachable (11) sur l'avant-corps de châssis (4).
  13. Ensemble d'avant-corps de châssis selon la revendication 12, caractérisé en ce que les éléments de déformation (1) sont disposés de sorte qu'en cas de diminution de la course du dispositif d'attelage (10), de défaillance des éléments arrachable (11) et de retrait du dispositif d'attelage (10) dans un puits d'attelage (12), l'introduction de charges soit effectuée par les éléments de déformation (1).
  14. Ensemble d'avant-corps de châssis selon l'une quelconque des revendications 1 à 13, caractérisé en ce qu'un revêtement (14) est installé en amont de l'avant-corps de châssis (4), le revêtement (14) ne présentant qu'une ouverture (15) pour le dispositif d'attelage (10) et des plaques profilées (13) étant disposées à l'extérieur sur le revêtement (14) dans la zone des plaques (16).
  15. Procédé de réception de l'énergie cinétique en cas de collisions sur un ensemble d'avant-corps de châssis pour des véhicules sur rails, caractérisé en ce qu'en cas de diminution de la course d'un dispositif d'attelage (10), de défaillance des éléments de démontage (11) et de retrait du dispositif d'attelage (10) dans un puits d'attelage (12), l'introduction de charges est effectuée par deux éléments de déformation (1) se composant d'une enveloppe (2) fermée en soi, déformable, stable, remplie d'un matériau absorbant l'énergie, agissant dans le sens du choc défini, en guise de noyau (3).
EP97250196A 1996-09-10 1997-06-26 Avant-corps de châssis et élément déformable pour véhicules, notamment pour véhicules ferroviaires Expired - Lifetime EP0831005B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19638739A DE19638739C2 (de) 1996-09-10 1996-09-10 Deformationselement
DE19638739 1996-09-10

Publications (3)

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

Family

ID=7806447

Family Applications (1)

Application Number Title Priority Date Filing Date
EP97250196A Expired - Lifetime EP0831005B1 (fr) 1996-09-10 1997-06-26 Avant-corps de châssis et élément déformable pour véhicules, notamment pour véhicules ferroviaires

Country Status (5)

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

Families Citing this family (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19817861C2 (de) 1998-04-22 2001-09-06 Dwa Deutsche Waggonbau Gmbh Kollisionsschutzeinrichtung für Schienenfahrzeuge
DE29808143U1 (de) 1998-05-06 1998-07-30 Benteler Ag, 33104 Paderborn Aufpralldämpfer für Kraftfahrzeuge
DE19833250C2 (de) * 1998-07-23 2002-11-07 Siemens Ag Energieverzehrelement für Schienenfahrzeuge und Verfahren zur Herstellung eines Energieverzehrelements
FR2801554B1 (fr) 1999-11-30 2002-02-01 Anf Ind Dispositif de deformation controlee sous efforts ou d'absorption d'energie par deformation, notamment deflecteur d'obstacles pour vehicule ferroviaire
US6312028B1 (en) * 1999-12-04 2001-11-06 Ford Global Technologies, Inc. Motor vehicle energy absorbing member
DE10155257B4 (de) * 2001-11-09 2008-02-21 Alstom Lhb Gmbh Kollisionsschutzeinrichtung für Schienenfahrzeuge
JP3848227B2 (ja) 2002-09-02 2006-11-22 株式会社日立製作所 軌条車両
DE10254440A1 (de) * 2002-11-21 2004-06-09 Siemens Ag Schienenfahrzeug, insbesondere Leichttriebwagen
DE10321238B4 (de) * 2003-05-12 2014-08-07 Siemens Aktiengesellschaft Schienenfahrzeug mit Bugspitze
EP1746007B2 (fr) 2005-07-22 2017-04-19 Bombardier Transportation GmbH Dispositif d'absorption de l'énergie d'impact pour un véhicule
EP1747961B1 (fr) 2005-07-26 2016-11-23 Bombardier Transportation GmbH Dispositif d'absorption de l'énergie d'impact pour un véhicule
JP4943905B2 (ja) 2006-05-10 2012-05-30 株式会社日立製作所 衝突エネルギー吸収装置及びそれを備えた軌条車両
ITTO20060857A1 (it) 2006-12-01 2008-06-02 Ansaldobreda Spa Convoglio provvisto di interfacce che assorbono energia tra le carrozze in caso di collisione
DE102007005421A1 (de) 2007-01-30 2008-08-07 Bombardier Transportation Gmbh Stoßenergieverzehrelement für ein Fahrzeug
DE102009047040B4 (de) * 2009-11-24 2012-10-04 Deutsches Zentrum für Luft- und Raumfahrt e.V. Zelle, welche Impakt-gefährdet oder Crash-gefährdet ist, und Fahrzeug
ES2487991B1 (es) * 2011-11-30 2015-06-02 Patentes Talgo, S.L. Sistema de absorción de energía para coches cabina de vehículos ferroviarios
ES2755086T3 (es) 2013-09-27 2020-04-21 Siemens Mobility GmbH Vehículo ferroviario con acoplamiento totalmente retráctil
CN106347405B (zh) * 2016-10-18 2018-09-07 中车青岛四方机车车辆股份有限公司 一种低地板轨道车辆用防爬器安装座

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Publication number Priority date Publication date Assignee Title
DE15065C (de) * J. lossen in Darmstadt Sicherheitsbuffer für Eisenbahnfahrzeuge
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 (de) * 1962-01-30 1964-12-28 Schweizerische Lokomotiv Stoßvorrichtung, insbesondere für Schienenfahrzeuge
DE1530168A1 (de) * 1965-04-23 1969-07-17 Krupp Gmbh Pufferkoerper
AT303811B (de) * 1967-09-06 1972-11-15 Mini Verkehrswesen Vorrichtung zur aufnahme uebergroszer kupplungsstoszkraefte an einem schienenfahrzeug, insbesondere triebfahrzeug, das mit einer mittelpufferkupplung ausgeruestet ist
DE3228941A1 (de) * 1982-08-03 1984-02-09 Scharfenbergkupplung Gmbh, 3320 Salzgitter Einer mittelpufferkupplung nachgeschaltete vorrichtung zur aufnahme uebergrosser stoesse
DE3632578A1 (de) * 1986-09-25 1988-04-07 Waggon Union Gmbh Pufferstoss-energieverzehreinrichtung
DE9311041U1 (de) * 1992-07-28 1993-11-04 CKD Lokomotivka A.S., Praha Schutzblock gegen Längsstöße
DE4302444A1 (de) * 1993-01-29 1994-08-04 Dellner Couplers Ab Automatische Mittelpufferkupplung
FR2704286B1 (fr) * 1993-04-23 1995-06-02 Gec Alsthom Transport Sa Dispositif d'amortissement de choc.
DE19502217C2 (de) * 1995-01-25 1997-08-28 Deutsche Waggonbau Ag Energieverzehrsystem für Nahverkehrs-Schienenfahrzeuge, insbesondere für Stadtschnellbahnen

Also Published As

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

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