EP1390245A1 - Energy absorption device for the front face of rail vehicles - Google Patents

Energy absorption device for the front face of rail vehicles

Info

Publication number
EP1390245A1
EP1390245A1 EP02745097A EP02745097A EP1390245A1 EP 1390245 A1 EP1390245 A1 EP 1390245A1 EP 02745097 A EP02745097 A EP 02745097A EP 02745097 A EP02745097 A EP 02745097A EP 1390245 A1 EP1390245 A1 EP 1390245A1
Authority
EP
European Patent Office
Prior art keywords
energy consumption
energy
consumption device
coupling
elements
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
EP02745097A
Other languages
German (de)
French (fr)
Other versions
EP1390245B2 (en
EP1390245B1 (en
Inventor
Andreas Heinisch
Eckhard JÄDE
Frank Rieneck
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.)
Voith Turbo Scharfenberg GmbH and Co KG
Original Assignee
Voith Turbo Scharfenberg GmbH and Co KG
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
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Application filed by Voith Turbo Scharfenberg GmbH and Co KG filed Critical Voith Turbo Scharfenberg GmbH and Co KG
Publication of EP1390245A1 publication Critical patent/EP1390245A1/en
Application granted granted Critical
Publication of EP1390245B1 publication Critical patent/EP1390245B1/en
Publication of EP1390245B2 publication Critical patent/EP1390245B2/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G11/00—Buffers
    • B61G11/14—Buffers absorbing shocks by mechanical friction action; Combinations of mechanical shock-absorbers and springs
    • 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
    • B61F1/00—Underframes
    • B61F1/08—Details
    • B61F1/10—End constructions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G11/00—Buffers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories
    • B61G7/08—Adjustable coupling heads

Definitions

  • the invention relates to an energy dissipation device for the end face of rail vehicles.
  • a second, secondary energy absorption device for absorbing impact energy resulting from excessive impact impacts is arranged in the form of two side buffers, optionally with climbing protection elements on the outer edge of the end face.
  • Another energy dissipation device for rail vehicles is e.g. B. is known from EP 0 858 937 A2, in which after exhausting the energy absorption capacity of a primary, reversibly working energy dissipation device on the coupling shaft of a central buffer coupling, a second energy dissipation device via a force introduction element, for example a reset buffer, causes further shock and energy dissipation.
  • the aforementioned energy consumption devices have so far been developed and adapted individually for each vehicle and integrated into the vehicle as individual elements. This results in a large number of interfaces to the vehicle, along with a high level of coordination and adaptation work with a wide range of technical risks.
  • a rigid, random interface specification often forces cumbersome or uneconomical solutions. Even with similar construction principles, this leads to a new product with high one-off costs in development, additional costs in procurement and warehousing, start-up costs in operation, regular new technical risks and considerable quality risks with every new order.
  • the invention is therefore based on the object of providing an energy dissipation device which reduces the adaptation and coordination effort between the vehicle manufacturer and the energy dissipation device or coupling supplier and also the design and / or quality risks.
  • the object is achieved by the energy consumption device claimed in claim 1.
  • the modular design of the energy consumption device optimally supports the trend towards platform vehicles with different front designs in the rail vehicle industry and ensures quick installation and interchangeability.
  • the technical and economic risks are minimized by considerably reducing the interfaces and the extensive use of tested, performance-adapted, yet vehicle-independent standard components.
  • the invention is explained in more detail below using an exemplary embodiment. It shows
  • FIG. 1 shows a perspective illustration of the energy consumption device according to the invention.
  • the energy dissipation device according to the invention is fastened to the end face of rail vehicles via a base support 1.
  • the basic carrier 1 contains and carries all the elements provided for the energy dissipation device and is fastened as a compact, preassembled module to the base frame 9 in the interface area of the rail vehicle.
  • a coupling 3 designed as a center coupling or center buffer coupling, is also fastened via a coupling bearing 8, which essentially ensures the necessary horizontal deflections, but generally also the vertical and cardanic deflections supported elastically (elastomer spring joint).
  • a lateral energy dissipation element 4 is arranged on each side of the base support 1 and is preferably designed to be regenerative.
  • the energy dissipation elements 4 are fastened laterally to the base support 1 by means of holders 5 and connected to one another by an essentially horizontally extending bumper ⁇ .
  • the connection of the energy dissipation elements 4 to the bumper bar 6 takes place via an adapter 7.
  • the bumper 6 is arranged in the exemplary embodiment in FIG. 1 above the horizontal coupling plane, but can also be provided in the horizontal coupling plane.
  • the bumper bar 6 is generally firmly connected to the side energy dissipation elements 4 via the adapters 7. the.
  • the clutch 3 is designed to be resettable behind the bumper 6 within the vehicle profile.
  • the clutch 3 can be reset in particular by manual or automated pivoting, pushing in or snapping the coupling rod in a joint 2 and is often for safety reasons for the free, uncoupled end of a rail vehicle 1, in particular for trams which at least partially Share the route with other road users, requested or desired.
  • An additional clutch flap can be provided to cover the free space in the coupling area under the bumper ⁇ .
  • the clutch flap can, for example, be designed to be manually removable or to be pivotable manually or automatically.
  • the bumper bar 6 can be brought out of operation into the rest position, in particular by manual removal or by pivoting downwards or upwards.
  • the removal of the bumper bar 6 from the horizontal coupling plane is necessary in order to be able to spend the coupling 3 from the rest position into the use position when the front side of the rail vehicle in question is to be made ready for coupling.
  • Moving the bumper bar 6 in the rest position and moving the clutch 3 in the use position is automated (e.g. by means of an electric motor), manually or supported by auxiliary energy (e.g. gas pressure spring).
  • auxiliary energy e.g. gas pressure spring
  • the basic carrier 1 with the energy dissipation device and the coupling 3 can be attached as a pre-assembled, complete energy dissipation and coupling module to the underframe 9 of the rail vehicle via a defined, uniform interface.
  • the basic carrier 1 can be provided and integrated as a statically load-bearing element in the underframe 9 of the rail vehicle.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Body Structure For Vehicles (AREA)
  • Vibration Dampers (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
  • Vehicle Body Suspensions (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Vehicle Interior And Exterior Ornaments, Soundproofing, And Insulation (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Sawing (AREA)
  • Motorcycle And Bicycle Frame (AREA)
  • Control Of Vehicles With Linear Motors And Vehicles That Are Magnetically Levitated (AREA)
  • Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)

Abstract

An energy-absorbing device for the end of rail vehicles is provided. In order in particular to reduce the cost of adaptation and matching between vehicle manufacturers and suppliers of the energy-absorbing device and the couplings (3) and the design and/or quality risks, the energy-absorbing device exhibits a base frame (1) which carries all the proposed elements for energy absorption in the end area and which is fastened as a compact preassembled module to the sub-frame (9) entirely in the defined interface area.

Description

Energieverzehreinrichtung für die Stirnseite von SchienenfahrzeugenEnergy consumption device for the front of rail vehicles
Die Erfindung betrifft eine Energieverzehreinrichtung für die Stirnseite von Schienenfahrzeugen.The invention relates to an energy dissipation device for the end face of rail vehicles.
Aus der DE 195 02 21 7 AI ist es z. B. bekannt, im Untergestelibereich von Schienenfahrzeugen mehrstufige Energieverzehreinrichtungen anzuordnen. Diese weisen eine reversible Energieverzehreinrichtung als Primärstufe auf, die als Elastomer- Patrone im Schaft einer Mittelpufferkupplung integriert ist und die die im Fahr- und Rangierbetrieb auftretenden Stoßkräfte absorbieren soll. Der Schaft selbst kann über ein Elastomerfedergelenk (elastischer/reversibler Ener- gieverzehr) und ggf. über Abreißelemente (unelastischer/irreversibler Energieverzehr durch Deformationsenergie) am Untergestell befestigt sein.From DE 195 02 21 7 AI it is, for. B. known to arrange multi-level energy consumption devices in the underframe area of rail vehicles. These have a reversible energy dissipation device as the primary stage, which is integrated as an elastomer cartridge in the shaft of a central buffer coupling and is intended to absorb the impact forces occurring during driving and maneuvering. The shaft itself can be attached to the base frame by means of an elastomer spring joint (elastic / reversible energy consumption) and, if necessary, by means of tear-off elements (inelastic / irreversible energy consumption due to deformation energy).
Eine zweite, sekundäre Energieverzehreinrichtung zur Absorbierung von aus überhöhten Auflaufstößen sich ergebenden Stoßenergien ist in Gestalt von zwei Seitenpuffern, ggf. mit Kletterschutzelementen am äußeren Rand der Stirnseite angeordnet.A second, secondary energy absorption device for absorbing impact energy resulting from excessive impact impacts is arranged in the form of two side buffers, optionally with climbing protection elements on the outer edge of the end face.
Eine weitere Energieverzehreinrichtung für Schienenfahrzeuge ist z. B. aus der EP 0 858 937 A2 bekannt, bei der nach Erschöpfen der Energieaufnahmefähigkeit einer primären, reversibel arbeitenden Energieverzehreinrichtung am Kupplungsschaft einer Mittelpufferkupplung eine zweite Energieverzehreinrichtung über ein Krafteinleitungselement, z.B. einen zurückgesetzten Puffer, den weiteren Stoß- und Energieabbau bewirkt. Die vorgenannten Energieverzehreinrichtungen werden bisher individuell für jedes Fahrzeug entwickelt und angepasst und als Einzelelemente in das Fahrzeug integriert. Es ergeben sich somit eine Vielzahl von Schnittstellen zum Fahrzeug, einhergehend mit hohem Abstimmungs- und Anpassaufwand bei vielfältigen technischen Risiken. Eine starre, zufallsbedingte Schnittstellenvorgabe erzwingt häufig umständliche oder unwirtschaftliche Lösungen. Selbst bei gleichartigen Konstruktionsprinzipien führt dies bei jedem neuen Auftrag zu einem neuen Produkt mit hohen Einmalkosten in der Entwicklung, zu Zusatzkosten in der Beschaffung sowie Lagerhaltung, zu Anlaufkosten im Betrieb, regelmäßig zu neuen technischen Risiken und zu erheblichen Qualitätsrisiken.Another energy dissipation device for rail vehicles is e.g. B. is known from EP 0 858 937 A2, in which after exhausting the energy absorption capacity of a primary, reversibly working energy dissipation device on the coupling shaft of a central buffer coupling, a second energy dissipation device via a force introduction element, for example a reset buffer, causes further shock and energy dissipation. The aforementioned energy consumption devices have so far been developed and adapted individually for each vehicle and integrated into the vehicle as individual elements. This results in a large number of interfaces to the vehicle, along with a high level of coordination and adaptation work with a wide range of technical risks. A rigid, random interface specification often forces cumbersome or uneconomical solutions. Even with similar construction principles, this leads to a new product with high one-off costs in development, additional costs in procurement and warehousing, start-up costs in operation, regular new technical risks and considerable quality risks with every new order.
Der Erfindung liegt daher die Aufgabe zugrunde, eine Energieverzehreinrichtung zu schaffen, die den Anpass- und Abstimmungsaufwand zwischen Fahrzeughersteller und Energieverzehreinrichtungs- bzw. Kupplungslieferant als auch die Konstruktions- und/oder Qualitätsrisiken vermindert.The invention is therefore based on the object of providing an energy dissipation device which reduces the adaptation and coordination effort between the vehicle manufacturer and the energy dissipation device or coupling supplier and also the design and / or quality risks.
Die Aufgabe wird durch die im Anspruch 1 beanspruchte Energieverzehreinrichtung gelöst.The object is achieved by the energy consumption device claimed in claim 1.
Zweckmäßige Ausgestaltungen und Weiterbildungen der Erfindung sind in den Unteransprüchen angegeben.Expedient refinements and developments of the invention are specified in the subclaims.
Durch die modulare Bauweise der Energieverzehreinrichtung wird der Trend zu Plattformfahrzeugen mit unterschiedlichem Frontdesign in der Schienenfahr- zeugindustrie optimal unterstützt und eine schnelle Einbau- und Austauschbarkeit sichergestellt. Durch erhebliche Reduzierung der Schnittstellen und dem weitgehenden Einsatz von geprüften, leistungsangepassten aber dennoch fahrzeugunabhängigen Standard- Komponenten wird eine Minimierung der technischen und wirtschaftlichen Risiken erzielt. Die Erfindung ist nachfolgend anhand eines Ausführungsbeispiels näher erläutert. Es zeigtThe modular design of the energy consumption device optimally supports the trend towards platform vehicles with different front designs in the rail vehicle industry and ensures quick installation and interchangeability. The technical and economic risks are minimized by considerably reducing the interfaces and the extensive use of tested, performance-adapted, yet vehicle-independent standard components. The invention is explained in more detail below using an exemplary embodiment. It shows
Fig. 1 eine perspektivische Darstellung der erfindungsgemäßen Energieverzehr- einrichtung.1 shows a perspective illustration of the energy consumption device according to the invention.
Die erfindungsgemäße Energieverzehreinrichtung ist über einen Grundträger 1 an der Stirnseite von Schienenfahrzeugen befestigt. Der Grundträger 1 enthält und trägt alle vorgesehenen Elemente der Energieverzehreinrichtung und ist als kompaktes, vormontiertes Modul am Untergestell 9 im Schnittstellenbereich des Schienenfahrzeuges befestigt. In der senkrechten Mittellängsebene des Grundträgers 1 bzw. des Schienenfahrzeuges ist auch eine Kupplung 3, als Mittelkupplung oder Mittelpufferkupplung ausgebildet, über ein Kupplungslager 8 befestigt, das im Wesentlichen die notwendigen horizontalen Auslenkungen si- cherstellt, aber im Regelfall auch die im Betrieb auftretenden vertikalen und kar- danischen Auslenkungen elastisch abstützt (Elastomerfedergelenk).The energy dissipation device according to the invention is fastened to the end face of rail vehicles via a base support 1. The basic carrier 1 contains and carries all the elements provided for the energy dissipation device and is fastened as a compact, preassembled module to the base frame 9 in the interface area of the rail vehicle. In the vertical central longitudinal plane of the base support 1 or of the rail vehicle, a coupling 3, designed as a center coupling or center buffer coupling, is also fastened via a coupling bearing 8, which essentially ensures the necessary horizontal deflections, but generally also the vertical and cardanic deflections supported elastically (elastomer spring joint).
Zu beiden Seiten des Grundträgers 1 ist je ein seitliches Energieverzehrelement 4 angeordnet, die vorzugsweise regenerativ ausgebildet sind. Die Energieverzeh- relemente 4 sind durch Halter 5 seitlich am Grundträger 1 befestigt und durch einen sich im Wesentlichen horizontal erstreckenden Stoßbügel ό miteinander verbunden. Die Anbindung der Energieverzehrelemente 4 an den Stoßbügel 6 erfolgt über je einen Adapter 7.A lateral energy dissipation element 4 is arranged on each side of the base support 1 and is preferably designed to be regenerative. The energy dissipation elements 4 are fastened laterally to the base support 1 by means of holders 5 and connected to one another by an essentially horizontally extending bumper ό. The connection of the energy dissipation elements 4 to the bumper bar 6 takes place via an adapter 7.
Der Stoßbügel 6 ist im Ausführungsbeispiel Fig. l oberhalb der horizontalen Kupplungsebene angeordnet, kann jedoch auch in der horizontalen Kupplungsebene vorgesehen werden.The bumper 6 is arranged in the exemplary embodiment in FIG. 1 above the horizontal coupling plane, but can also be provided in the horizontal coupling plane.
Für Bauarten gemäß dem Ausführungsbeispiel ist der Stoßbügel 6 über die Ad- apter 7 im Regelfall fest mit den seitlichen Energieverzehrelementen 4 verbun- den. Die Kupplung 3 ist hinter den Stoßbügel 6 innerhalb des Fahrzeugprofils zurücksetzbar ausgebildet. Das Zurücksetzen der Kupplung 3 kann insbesondere durch manuelles oder automatisiertes Verschwenken, Einschieben oder Einknik- ken der Kupplungsstange in einem Gelenk 2 erfolgen und ist oft aus Sicher- heitsgründen für das freie, ungekuppelte Ende eines Schienenfahrzeuges 1 , insbesondere für Straßenbahnen, die mindestens teilweise den Fahrweg mit anderen Verkehrsteilnehmern teilen, gefordert bzw. erwünscht. Zur stirnseitigen Abdeckung des Freiraums im Kupplungsbereich unter dem Stoßbügel ό kann eine zusätzliche Kupplungsklappe vorgesehen werden. Die Kupplungsklappe kann z.B. manuell abnehmbar oder manuell oder automatisiert verschwenkbar ausgebildet sein.For types according to the exemplary embodiment, the bumper bar 6 is generally firmly connected to the side energy dissipation elements 4 via the adapters 7. the. The clutch 3 is designed to be resettable behind the bumper 6 within the vehicle profile. The clutch 3 can be reset in particular by manual or automated pivoting, pushing in or snapping the coupling rod in a joint 2 and is often for safety reasons for the free, uncoupled end of a rail vehicle 1, in particular for trams which at least partially Share the route with other road users, requested or desired. An additional clutch flap can be provided to cover the free space in the coupling area under the bumper ό. The clutch flap can, for example, be designed to be manually removable or to be pivotable manually or automatically.
Für Bauarten, bei denen der Stoßbügel 6 in der horizontalen Kupplungsebene angeordnet ist, ist der Stoßbügel 6 außer Funktion in Ruhelage bringbar, insbe- sondere durch manuelles Abnehmen oder durch Verschwenken nach unten oder oben. Das Entfernen des Stoßbügels 6 aus der horizontalen Kupplungsebene ist erforderlich, um die Kupplung 3 aus der Ruhelage in die Gebrauchslage verbringen zu können, wenn die Stirnseite des betreffenden Schienenfahrzeuges kuppelbereit gemacht werden soll.For types in which the bumper bar 6 is arranged in the horizontal coupling plane, the bumper bar 6 can be brought out of operation into the rest position, in particular by manual removal or by pivoting downwards or upwards. The removal of the bumper bar 6 from the horizontal coupling plane is necessary in order to be able to spend the coupling 3 from the rest position into the use position when the front side of the rail vehicle in question is to be made ready for coupling.
Das Verbringen des Stoßbügels 6 in Ruhelage und das Verbringen der Kupplung 3 in Gebrauchslage erfolgt automatisiert (z.B. mittels E- Motor), manuell oder durch Hilfsenergie (z.B. Gasdruckfeder) unterstützt.Moving the bumper bar 6 in the rest position and moving the clutch 3 in the use position is automated (e.g. by means of an electric motor), manually or supported by auxiliary energy (e.g. gas pressure spring).
Der Grundträger 1 mit der Energieverzehreinrichtung und der Kupplung 3 kann als vormontierbares, komplettes Energieverzehr- und Kupplungsmodul über eine definierte, einheitliche Schnittstelle am Untergestell 9 des Schienenfahrzeuges befestigt werden. Der Grundträger 1 kann als statisch tragendes Element im Untergestell 9 des Schienenfahrzeuges vorgesehen und eingebunden werden. The basic carrier 1 with the energy dissipation device and the coupling 3 can be attached as a pre-assembled, complete energy dissipation and coupling module to the underframe 9 of the rail vehicle via a defined, uniform interface. The basic carrier 1 can be provided and integrated as a statically load-bearing element in the underframe 9 of the rail vehicle.
Bezugsziffernreferences
1. Grundträger 2. Gelenk1. Basic carrier 2. Joint
3. Kupplung3. Coupling
4. Energieverzehrelement4. Energy consumption element
5. Halter5. holder
6. Stoßbügel 7. Adapter6. bumper 7. adapter
8. Kupplungslager8. Clutch bearing
9. Untergestell 9. Base

Claims

Patentansprüche claims
1 . Energieverzehreinrichtung für die Stirnseite von Schienenfahrzeugen auf- weisend einen Grundträger (1 ), der alle vorgesehenen Elemente zum1 . Energy dissipation device for the front side of rail vehicles, comprising a base support (1) which contains all of the elements provided
Energieverzehr im Stirnbereich trägt und der als kompaktes, vormontierbares Modul insgesamt im definierten Schnittstellenbereich am Untergestell (9) des Schienenfahrzeuges befestigt ist.Energy consumption in the forehead area and which is fastened as a compact, preassembled module overall in the defined interface area on the underframe (9) of the rail vehicle.
2. Energieverzehreinrichtung nach Anspruch 1 , dadurch gekennzeichnet, dass am Grundträger (1 ) über ein Kupplungslager (8) die Fahrzeugkupplung (3) befestigt ist.2. Energy consumption device according to claim 1, characterized in that the vehicle coupling (3) is fastened to the base support (1) via a coupling bearing (8).
3. Energieverzehreinrichtung nach Anspruch 1 oder 2, dadurch gekenn- zeichnet, dass am Grundträger (1 ) an beiden Seiten seitliche Energieverzehrelemente (4) angeordnet sind.3. Energy dissipation device according to claim 1 or 2, characterized in that lateral energy dissipation elements (4) are arranged on the base support (1) on both sides.
4. Energieverzehreinrichtung nach Anspruch 3, dadurch gekennzeichnet, dass die seitlichen Energieverzehrelemente (4) regenerativ ausgebil- det sind.4. Energy consumption device according to claim 3, characterized in that the lateral energy consumption elements (4) are designed to be regenerative.
5. Energieverzehreinrichtung nach einem der Ansprüche 1 bis 4, dadurch gekennzeichnet, dass die seitlichen Energieverzehrelemente (4) durch einen sich im Wesentlichen horizontal erstreckenden Stoßbügel (6) ver- bunden sind.5. Energy consumption device according to one of claims 1 to 4, characterized in that the lateral energy consumption elements (4) are connected by a substantially horizontally extending bumper (6).
6. Energieverzehreinrichtung nach Anspruch 5, dadurch gekennzeichnet, dass der Stoßbügel (6) in der horizontalen Kupplungsebene angeordnet ist. 6. Energy consumption device according to claim 5, characterized in that the bumper bar (6) is arranged in the horizontal coupling plane.
7. Energieverzehreinrichtung nach Anspruch 5 oder 6, dadurch gekennzeichnet, dass der Stoßbügel (6) außer Funktion in Ruhelage verbringbar ist, insbesondere durch manuelles Abnehmen oder durch Verschwenken nach oben oder unten.7. Energy consumption device according to claim 5 or 6, characterized in that the bumper bar (6) can be brought out of function in the rest position, in particular by manual removal or by pivoting up or down.
8. Energieverzehreinrichtung nach Anspruch 7, dadurch gekennzeichnet, dass das Verbringen des Stoßbügels (6) in und aus der Ruhelage manuell, automatisiert oder durch Hilfsenergie unterstützt ausgebildet ist.8. Energy consumption device according to claim 7, characterized in that the movement of the push bar (6) in and out of the rest position is designed to be manual, automated or assisted by auxiliary energy.
9. Energieverzehreinrichtung nach Anspruch 2, dadurch gekennzeichnet, dass die Fahrzeugkupplung (3) hinter den Stoßbügel (6) innerhalb des stirnseitigen Fahrzeugprofils zurücksetzbar ausgebildet ist, insbesondere durch Verschwenken, Einschieben, Einknicken oder dgl..9. Energy consumption device according to claim 2, characterized in that the vehicle coupling (3) behind the bumper (6) is designed to be resettable within the front vehicle profile, in particular by pivoting, pushing in, buckling or the like.
10. Energieverzehreinrichtung nach einem oder mehreren der Ansprüche 1 bis 8, dadurch gekennzeichnet, dass der Grundfräger (1 ) als statisch tragendes Element im Untergestell (9) des Schienenfahrzeuges vorgesehen und eingebunden ist. 10. Energy consumption device according to one or more of claims 1 to 8, characterized in that the basic frame (1) is provided and integrated as a statically load-bearing element in the underframe (9) of the rail vehicle.
EP02745097A 2001-05-31 2002-05-28 Energy absorption device for the front face of rail vehicles Expired - Lifetime EP1390245B2 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10126483A DE10126483A1 (en) 2001-05-31 2001-05-31 Energy consumption device for the front of rail vehicles
DE10126483 2001-05-31
PCT/DE2002/001953 WO2002096734A1 (en) 2001-05-31 2002-05-28 Energy absorption device for the front face of rail vehicles

Publications (3)

Publication Number Publication Date
EP1390245A1 true EP1390245A1 (en) 2004-02-25
EP1390245B1 EP1390245B1 (en) 2007-06-27
EP1390245B2 EP1390245B2 (en) 2012-08-08

Family

ID=7686741

Family Applications (1)

Application Number Title Priority Date Filing Date
EP02745097A Expired - Lifetime EP1390245B2 (en) 2001-05-31 2002-05-28 Energy absorption device for the front face of rail vehicles

Country Status (13)

Country Link
US (1) US6685040B2 (en)
EP (1) EP1390245B2 (en)
KR (1) KR100847157B1 (en)
CN (1) CN100425489C (en)
AT (1) ATE365662T1 (en)
AU (1) AU2002317168B2 (en)
DE (2) DE10126483A1 (en)
DK (1) DK1390245T4 (en)
ES (1) ES2288191T5 (en)
MX (1) MXPA03000871A (en)
PL (1) PL201652B1 (en)
PT (1) PT1390245E (en)
WO (1) WO2002096734A1 (en)

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DE19956856A1 (en) * 1999-11-25 2001-05-31 Siemens Duewag Gmbh Rail vehicle, especially for passenger conveyance on outer suburban rail services, has shock absorber units supported on deformable sandwich construction containing foam metal and supporting section of footplate of driver's cab
US7597051B2 (en) * 2003-09-19 2009-10-06 Siemens Transportation Systems, Inc. Integrated impact protecting system
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ES2288191T3 (en) 2008-01-01
CN1463235A (en) 2003-12-24
ATE365662T1 (en) 2007-07-15
US20020178967A1 (en) 2002-12-05
PT1390245E (en) 2007-09-05
KR20030022875A (en) 2003-03-17
EP1390245B2 (en) 2012-08-08
AU2002317168B2 (en) 2006-08-03
PL358612A1 (en) 2004-08-09
US6685040B2 (en) 2004-02-03
KR100847157B1 (en) 2008-07-17
MXPA03000871A (en) 2004-04-05
DE50210383D1 (en) 2007-08-09
EP1390245B1 (en) 2007-06-27
CN100425489C (en) 2008-10-15
WO2002096734A1 (en) 2002-12-05
PL201652B1 (en) 2009-04-30
DK1390245T4 (en) 2012-10-15
DE10126483A1 (en) 2002-12-05
ES2288191T5 (en) 2012-11-26
DK1390245T3 (en) 2007-09-24

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