EP1582428B1 - Body shell of a railway vehicle, comprising an impact energy absorbing device - Google Patents

Body shell of a railway vehicle, comprising an impact energy absorbing device Download PDF

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Publication number
EP1582428B1
EP1582428B1 EP05005502A EP05005502A EP1582428B1 EP 1582428 B1 EP1582428 B1 EP 1582428B1 EP 05005502 A EP05005502 A EP 05005502A EP 05005502 A EP05005502 A EP 05005502A EP 1582428 B1 EP1582428 B1 EP 1582428B1
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EP
European Patent Office
Prior art keywords
railcar body
body according
railcar
absorption
absorption 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.)
Not-in-force
Application number
EP05005502A
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German (de)
French (fr)
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EP1582428A1 (en
Inventor
Sascha Bäcker
Gerhard Schmidt
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Siemens AG
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Siemens AG
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Publication date
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Publication of EP1582428A1 publication Critical patent/EP1582428A1/en
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Publication of EP1582428B1 publication Critical patent/EP1582428B1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
    • B61D15/06—Buffer cars; Arrangements or construction of railway vehicles for protecting them in case of collisions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/06—End walls
    • 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
    • B61F19/06—Nets, catchers, or the like for catching obstacles or removing them from the track

Definitions

  • the invention relates to a car body of a rail vehicle according to the preamble of claim 1.
  • a car body is from the EP-A-1 394 009 A1 known.
  • Embodiments are also known which combine reversibly resilient operational side buffers with irreversibly deformable absorption elements connected behind them (eg, ⁇ BB 1016, 1116, 2016, DB 189).
  • absorption elements eg, ⁇ BB 1016, 1116, 2016, DB 189.
  • other elements can also be arranged on the front wall below the window (eg SNCF TER 73500, DB ICE 3).
  • a disadvantage of the previously executed constructions is the low bending load capacity of the absorption elements about the transverse axis due to the low height of the detachable connection to the bodyshell structure. This limits the possibility of absorbing vertical forces, depending on the length of the element. Such forces can occur due to pitching movements of the vehicles towards each other or when lifting the vehicle at the end.
  • the attachment of an underrun protection to the replaceable elements is problematic due to the resulting from the deep load introduction moments. Therefore, the underrun protection is usually attached further back directly to the car body shell, which is not optimal for its function, since smaller objects can slip so far under the vehicle and can lift and derail it.
  • the invention is therefore based on the object to design a car body with the generic features in terms of a more stable connection of the absorption elements and better force applications.
  • absorption elements 3 corresponds to the known embodiments, which are supported on the undercarriage 2 of the car body.
  • the absorption elements 3 are stabilized by an additional supporting structure 4 extending beyond the height of their front surface 11, which at its upper end has a tension- and pressure-resistant connection 5 to the bodyshell structure 1 of the car body.
  • the already existing in many vehicles, reinforced parapet 6 of the front window to realize this upper connection 5 can be used.
  • the support structure 4 can be shaped according to the relevant collision scenarios so that additional Force introduction surfaces 12 above the height of buffers or the base 2 result.
  • an underrun protection 7 Due to the load bearing capacity achieved with the high support base, in addition to an effective climbing protection and, if necessary, a possibility for lifting, a complete integration of an underrun protection 7 into the device can also be realized.
  • the entire suspension of the underride guard 7 is within set to the car body 1 components that are easily replaceable in the event of damage. Furthermore, it may be favorable to equip the underrun protection 7 itself with energy absorbers or to make them deformable and thus to locally limit damage.
  • the problem is the introduction of the deeply attacking forces from the underrun protection 7 in the absorption element 3 without hindering its deformability in the longitudinal direction.
  • a solution to this problem offers a V-shaped arrangement of two relatively thin supports 8 (see Fig. 2 ), which can transmit moments as a pair of forces by their distance, but hardly contribute to the stiffening of the absorption element 3 by their only short connections in the longitudinal direction. Since the thin supports 8 can hardly absorb bending moments, they may only be loaded with forces through their point of intersection. This can advantageously be achieved by arranging a joint which is movable at least around the transverse direction at the point of intersection of the supports 8. At the same time, the bolt connection of such a joint can be used for easy assembly.
  • the in Fig. 2 shown suspension in commuting 9 be advantageous.
  • the upper suspension points of the pendulum 9 can be used with pairwise arrangement of the absorption elements 3 and their support structures 4, a cross member 10 connecting the aforementioned components 3 and 4.

Abstract

The vehicle body has an apparatus for targetted absorption of collision energy. Absorption members (3) are stabilized by a support structure (4) that extends beyond the height of their front surfaces (11). The upper part of the support structure includes a tension and compression resistant link (5) to the frame of the vehicle body.

Description

Die Erfindung betrifft einen Wagenkasten eines Schienenfahrzeugs nach dem Oberbegriff von Anspruch 1. Ein solcher Wagenkasten ist aus der EP-A-1 394 009 A1 bekannt.The invention relates to a car body of a rail vehicle according to the preamble of claim 1. Such a car body is from the EP-A-1 394 009 A1 known.

Weiterer Stand der Technik zu dieser Erfindung ergibt sich aus den Druckschriften EP-A-0 655 565 A1, DE 198 33 250 A1 und EP-A-1 106 467 , die sich jeweils mit Aspekten des Energieverzehrs bei Schienenfahrzeugen beschäftigen.Further state of the art for this invention results from the documents EP-A-0 655 565 A1, DE 198 33 250 A1 and EP-A-1 106 467 , each dealing with aspects of energy consumption in rail vehicles.

Zum Schutz der Insassen und zur Reduktion der Reparaturkosten bei Kollisionen ist es zunehmend üblich, Schienenfahrzeuge mit Systemen zur gezielten Aufnahme von Energie auszustatten. Dabei hat es sich als sinnvoll erwiesen, wenigstens die erste Stufe eines solchen Systems zur Energieabsorption in Form von leicht austauschbaren Elementen auszuführen, die vor der eigentlichen Rohbaustruktur angesetzt werden. Die Befestigung dieser Elemente erfolgt durch lösbare Verbindungen, in der Regel durch Schrauben. Um die Übertragung der Kräfte von den anzunehmenden Kollisionsgegnern zu gewährleisten, sind die Absorptionselemente geeignet anzuordnen, bei den europäischen Vollbahnen also meist in der Position der dort vorherrschenden Seitenpuffer (z. B. SNCF TER 73500; Bombardier ITINO; DB ICE 3). Es sind auch Ausführungen bekannt, die reversibel federnde betriebliche Seitenpuffer mit dahinter geschalteten, irreversibel verformbaren Absorptionselementen kombinieren (z. B. ÖBB 1016, 1116, 2016; DB 189). Zusätzlich zu den Absorptionselementen auf Pufferhöhe können auch weitere Elemente an der Frontwand unterhalb des Fensters angeordnet werden (z. B. SNCF TER 73500; DB ICE 3).In order to protect the occupants and to reduce the repair costs of collisions, it is increasingly common to equip rail vehicles with systems for the targeted absorption of energy. It has proven to be useful to perform at least the first stage of such a system for energy absorption in the form of easily replaceable elements, which are recognized before the actual shell structure. The attachment of these elements is made by releasable connections, usually by screws. In order to ensure the transmission of forces by the collision opponents to be assumed, the absorption elements are to be arranged appropriately, that is, in the case of the European full webs usually in the position of the prevailing side buffers (eg SNCF TER 73500, Bombardier ITINO, DB ICE 3). Embodiments are also known which combine reversibly resilient operational side buffers with irreversibly deformable absorption elements connected behind them (eg, ÖBB 1016, 1116, 2016, DB 189). In addition to the absorption elements At buffer height, other elements can also be arranged on the front wall below the window (eg SNCF TER 73500, DB ICE 3).

Nachteilig bei den bisher ausgeführten Konstruktionen ist die geringe Biegebelastbarkeit der Absorptionselemente um die Querachse aufgrund der geringen Höhe am lösbaren Anschluss zur Rohbaustruktur. Damit ist abhängig von der Baulänge des Elements die Möglichkeit zur Aufnahme von Vertikalkräften begrenzt. Solche Kräfte können auftreten durch Nickbewegungen der Fahrzeuge zueinander oder beim Anheben des Fahrzeugs am Ende. Auch die Befestigung eines Unterfahrschutzes an den austauschbaren Elementen ist aufgrund der aus der tiefen Lasteinleitung resultierenden Momente problematisch. Deshalb wird der Unterfahrschutz meistens weiter hinten direkt am Wagenkastenrohbau befestigt, was für seine Funktion nicht optimal ist, da kleinere Objekte damit weit unter das Fahrzeug rutschen können und es anheben und zur Entgleisung bringen können.A disadvantage of the previously executed constructions is the low bending load capacity of the absorption elements about the transverse axis due to the low height of the detachable connection to the bodyshell structure. This limits the possibility of absorbing vertical forces, depending on the length of the element. Such forces can occur due to pitching movements of the vehicles towards each other or when lifting the vehicle at the end. The attachment of an underrun protection to the replaceable elements is problematic due to the resulting from the deep load introduction moments. Therefore, the underrun protection is usually attached further back directly to the car body shell, which is not optimal for its function, since smaller objects can slip so far under the vehicle and can lift and derail it.

Der Erfindung liegt daher die Aufgabe zugrunde, einen Wagenkasten mit den gattungsgemäßen Merkmalen im Sinne einer stabileren Anbindung der Absorptionselemente und besserer Krafteinleitungen zu gestalten.The invention is therefore based on the object to design a car body with the generic features in terms of a more stable connection of the absorption elements and better force applications.

Diese Aufgabe wird bei dem eingangs genannten Wagenkasten eines Schienenfahrzeugs gelöst durch die Merkmale des Anspruchs 1.
Die eingangs beschriebenen Nachteile der existierenden Ausführungen sind durch die Erfindung vermieden, und zwar insbesondere durch die Vergrößerung der hinteren Abstützbasis der Absorptionselemente an ihrem lösbaren Anschluss zur Rohbaustruktur des Wagenkastens.This object is achieved in the case of the aforementioned body of a rail vehicle by the features of claim 1.
The disadvantages of the existing embodiments described above are avoided by the invention, in particular by enlarging the rear support base of the absorption elements at their detachable connection to the shell structure of the car body.

Vorteilhafte Ausgestaltungen der Erfindung sind in den Unteransprüchen angegeben.Advantageous embodiments of the invention are specified in the subclaims.

Im weiteren wird die Erfindung anhand eines Ausführungsbeispiels näher beschrieben, das in der Zeichnung prinzipartig dargestellt ist. Es zeigen

Fig. 1
den Kopfbereich eines Schienenfahrzeuges (ohne äußere Verkleidung) mit einer Vorrichtung zur Absorption von Kollisionsenergie in Seitenansicht,
Fig. 2
eine die Fig. 1 ergänzende Seitenansicht in vergrößertem Maßstab.
Furthermore, the invention will be described in more detail with reference to an embodiment which is shown in principle in the drawing. Show it
Fig. 1
the head region of a rail vehicle (without outer lining) with a device for absorbing collision energy in side view,
Fig. 2
one the Fig. 1 additional side view on an enlarged scale.

Die in Fig. 1 gezeigte grundsätzliche Anordnung von einem oder mehreren zur Fahrzeuglängsebene symmetrischen Absorptionselementen 3 entspricht den bekannten Ausführungen, die sich auf das Untergestell 2 des Wagenkastens abstützen. Gemäß der Erfindung werden die Absorptionselemente 3 durch eine zusätzliche, über die Höhe ihrer Frontfläche 11 hinausreichende Abstützstruktur 4 stabilisiert, die an ihrem oberen Ende eine zug- und druckfeste Anbindung 5 an die Rohbaustruktur 1 des Wagenkastens besitzt. Zweckmäßigerweise kann die bei vielen Fahrzeugen ohnehin vorhandene, verstärkte Brüstung 6 des Frontfensters zur Realisierung dieser oberen Anbindung 5 genutzt werden.In the Fig. 1 shown basic arrangement of one or more symmetrical to the vehicle longitudinal plane absorption elements 3 corresponds to the known embodiments, which are supported on the undercarriage 2 of the car body. According to the invention, the absorption elements 3 are stabilized by an additional supporting structure 4 extending beyond the height of their front surface 11, which at its upper end has a tension- and pressure-resistant connection 5 to the bodyshell structure 1 of the car body. Conveniently, the already existing in many vehicles, reinforced parapet 6 of the front window to realize this upper connection 5 can be used.

Die Abstützstruktur 4 lässt sich entsprechend den relevanten Kollisionsszenarien so ausformen, dass sich zusätzliche Krafteinleitungsflächen 12 oberhalb der Höhe von Puffern oder des Untergestelles 2 ergeben.The support structure 4 can be shaped according to the relevant collision scenarios so that additional Force introduction surfaces 12 above the height of buffers or the base 2 result.

Durch die mit der hohen Abstützbasis erreichte Belastbarkeit kann neben einem effektiven Kletterschutz und ggf. einer Möglichkeit zum Anheben auch eine vollständige Integration eines Unterfahrschutzes 7 in die Vorrichtung realisiert werden. Neben der für die Funktion günstigen Anordnung weit vorne am Fahrzeug ist dabei auch vorteilhaft, dass die gesamte Aufhängung des Unterfahrschutzes 7 innerhalb von an den Wagenkasten 1 angesetzten Bauteilen liegt, die im Fall von Schäden leicht austauschbar sind. Weiterhin kann es günstig sein, den Unterfahrschutz 7 selbst mit Energieabsorbern auszustatten oder verformbar zu gestalten und so Beschädigungen lokal zu begrenzen.Due to the load bearing capacity achieved with the high support base, in addition to an effective climbing protection and, if necessary, a possibility for lifting, a complete integration of an underrun protection 7 into the device can also be realized. In addition to the advantageous arrangement for the function far ahead of the vehicle is also advantageous that the entire suspension of the underride guard 7 is within set to the car body 1 components that are easily replaceable in the event of damage. Furthermore, it may be favorable to equip the underrun protection 7 itself with energy absorbers or to make them deformable and thus to locally limit damage.

Problematisch ist die Einleitung der tief angreifenden Kräfte aus dem Unterfahrschutz 7 in das Absorptionselement 3 ohne dessen Verformbarkeit in Längsrichtung zu behindern. Als Lösung für dieses Problem bietet sich eine V-förmige Anordnung aus zwei relativ dünnen Stützen 8 an (siehe Fig. 2), die durch ihren Abstand zwar Momente als Kräftepaar übertragen können, aber durch ihre in Längsrichtung nur kurzen Anbindungen kaum zur Aussteifung des Absorptionselementes 3 beitragen. Da die dünnen Stützen 8 kaum Biegemomente aufnehmen können, dürfen sie nur mit Kräften durch ihren Schnittpunkt belastet werden. Vorteilhaft lässt sich dies durch die Anordnung eines zumindest um die Querrichtung beweglichen Gelenks im Schnittpunkt der Stützen 8 realisieren. Gleichzeitig kann die Bolzenverbindung eines solchen Gelenks der einfachen Montage dienen.The problem is the introduction of the deeply attacking forces from the underrun protection 7 in the absorption element 3 without hindering its deformability in the longitudinal direction. As a solution to this problem offers a V-shaped arrangement of two relatively thin supports 8 (see Fig. 2 ), which can transmit moments as a pair of forces by their distance, but hardly contribute to the stiffening of the absorption element 3 by their only short connections in the longitudinal direction. Since the thin supports 8 can hardly absorb bending moments, they may only be loaded with forces through their point of intersection. This can advantageously be achieved by arranging a joint which is movable at least around the transverse direction at the point of intersection of the supports 8. At the same time, the bolt connection of such a joint can be used for easy assembly.

Zur sicheren Führung des Unterfahrschutzes 7 auch bei größeren Verformungen kann die in Fig. 2 dargestellte Aufhängung in Pendeln 9 vorteilhaft sein. Für die oberen Aufhängepunkte der Pendel 9 kann bei paarweiser Anordnung der Absorptionselemente 3 und deren Abstützstrukturen 4 eine die vorgenannten Bauteile 3 und 4 verbindende Quertraverse 10 verwendet werden.For safe guidance of the underrun protection 7 even with larger deformations, the in Fig. 2 shown suspension in commuting 9 be advantageous. For the upper suspension points of the pendulum 9 can be used with pairwise arrangement of the absorption elements 3 and their support structures 4, a cross member 10 connecting the aforementioned components 3 and 4.

Claims (9)

  1. Railcar body of a rail vehicle having a device for the selective absorption of collision energy, which device has absorption elements (3) which are arranged on the body shell structure (1) of the railcar body and, for the purpose of replacement, are attached in a detachable fashion to the body shell structure (1), the front face (11) of which absorption elements (3) is constructed at least partially in terms of shape and position for the purpose of the application of loads by buffers or areas corresponding thereto in terms of strength from other parties in a collision at the level of the chassis (2),
    wherein the absorption elements (3) are stabilized by an additional supporting structure (4) which extends beyond the level of their front face (11) and which has, in its upper region, a tension-proof and compression-proof connection (5) to the body shell structure (1) of the railcar body, characterized in that an underride protection (7) is attached to one of the absorption elements.
  2. Railcar body according to Claim 1, characterized in that the detachable connection between the absorption element (3) and the body shell structure (1) is embodied as a screw connection.
  3. Railcar body according to Claim 1 or 2, characterized in that the tension-proof and compression-proof upper connection (5) of the supporting structure (4) to the body shell structure (1) of the railcar body is implemented via a sill (6) of the front window.
  4. Railcar body according to one of Claims 1 to 3, characterized in that additional force application faces (12) which are located above the front face (11) of the absorption elements (3) are formed on the supporting structure (4).
  5. Railcar body according to one of Claims 1 to 4, characterized in that the underride protection is attached exclusively via the device for absorbing collision energy.
  6. Railcar body according to one of Claims 1 to 5, characterized in that the underride protection (7) is attached to the device via at least one arrangement of supports (8) which act on, in each case, two positions which are offset in the longitudinal direction of the vehicle and whose centroidal lines intersect, in side view, at the level of the application of the load by the underride protection (7).
  7. Railcar body according to Claim 6, characterized in that the underride protection (7) is connected to the support (8) at least so as to move in an articulated fashion in the lateral direction of the vehicle through the point of intersection of its centroidal lines.
  8. Railcar body according to one of Claims 1 to 7, characterized in that the underride protection (7) is suspended by means of pendulums (9).
  9. Railcar body according to Claim 8, characterized in that the pendulums (9) act on a crossmember (10) which connects two absorption elements (3) which are arranged symmetrically with respect to the longitudinal plane of the vehicle.
EP05005502A 2004-04-01 2005-03-14 Body shell of a railway vehicle, comprising an impact energy absorbing device Not-in-force EP1582428B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004016216A DE102004016216A1 (en) 2004-04-01 2004-04-01 Car body of a rail vehicle with a device for targeted absorption of collision energy
DE102004016216 2004-04-01

Publications (2)

Publication Number Publication Date
EP1582428A1 EP1582428A1 (en) 2005-10-05
EP1582428B1 true EP1582428B1 (en) 2009-01-21

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EP05005502A Not-in-force EP1582428B1 (en) 2004-04-01 2005-03-14 Body shell of a railway vehicle, comprising an impact energy absorbing device

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EP (1) EP1582428B1 (en)
AT (1) ATE421453T1 (en)
DE (2) DE102004016216A1 (en)
ES (1) ES2318376T3 (en)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE202006014402U1 (en) * 2006-09-15 2006-11-30 Fahrzeugtechnik Dessau Ag Railroad Technologies Rail vehicle with crash protection for rail travel has detachable energy-absorbing crash box at side alongside vehicle coupling on undeformable cross-bearer
JP5089277B2 (en) 2007-07-18 2012-12-05 株式会社日立製作所 Rail vehicle equipped with an obstacle device
DE102009034682A1 (en) * 2009-07-24 2011-02-10 Bombardier Transportation Gmbh Rail vehicle with crash absorber arrangement, in particular tram
ES2755086T3 (en) 2013-09-27 2020-04-21 Siemens Mobility GmbH Rail vehicle with fully retractable coupling
EP3560787B1 (en) * 2018-04-27 2024-04-17 ALSTOM Holdings Rail vehicle
CN113562015A (en) * 2021-08-26 2021-10-29 中车株洲电力机车有限公司 Stone sweeper
CN113844477B (en) * 2021-10-13 2023-06-30 中车大连机车车辆有限公司 Intercity front end part mounting structure
CN117429473B (en) * 2023-12-19 2024-02-13 大同柏盛电子电气有限公司 Railway vehicle axle protecting device

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2712950B1 (en) * 1993-11-25 1995-12-29 Gec Alsthom Transport Sa Shock absorbing devices and method, frame and vehicle comprising such shock absorbing devices.
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
JP3848227B2 (en) * 2002-09-02 2006-11-22 株式会社日立製作所 Rail vehicle

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ES2318376T3 (en) 2009-05-01
DE502005006507D1 (en) 2009-03-12
DE102004016216A1 (en) 2005-10-20
ATE421453T1 (en) 2009-02-15
EP1582428A1 (en) 2005-10-05

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