EP1819569B1 - Energieaufnahmevorrichtung zum aufnehmen von stossenergie eines fahrzeugs - Google Patents

Energieaufnahmevorrichtung zum aufnehmen von stossenergie eines fahrzeugs Download PDF

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Publication number
EP1819569B1
EP1819569B1 EP04803640A EP04803640A EP1819569B1 EP 1819569 B1 EP1819569 B1 EP 1819569B1 EP 04803640 A EP04803640 A EP 04803640A EP 04803640 A EP04803640 A EP 04803640A EP 1819569 B1 EP1819569 B1 EP 1819569B1
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EP
European Patent Office
Prior art keywords
energy absorption
vehicle
absorption device
cabin
frame
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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.)
Revoked
Application number
EP04803640A
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English (en)
French (fr)
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EP1819569A1 (de
Inventor
Aires Benevides Prata
Nuno Martins
António Paulo Tavares CUSTODIO
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 Technology Germany GmbH
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Application filed by Bombardier Transportation Technology Germany GmbH filed Critical Bombardier Transportation Technology Germany GmbH
Priority to PL04803640T priority Critical patent/PL1819569T3/pl
Publication of EP1819569A1 publication Critical patent/EP1819569A1/de
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Classifications

    • 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

Definitions

  • the present invention relates to an energy absorption device for absorbing impact energy of a vehicle comprising one or more energy absorbing elements for absorbing the energy of an impact, for example of a collision of a vehicle.
  • a particular embodiment of the invention is a vehicle, in particular a rail-bound vehicle, comprising an energy absorption device, according to the characteristics of the preamble of independent claim 1, and to a vehicle according to independent claim 12.
  • US 6,158,356 describes an energy absorbing device for use in vehicles, in particular railroad vehicles, comprising two flat rings that are inserted between the drivers cabin and a coach body, the rings being attached at their upper part near the roof of the vehicle by a pivot beam and which rings comprise at a bottom part near the floor of the vehicle damper devices for absorbing energy of a collision.
  • the pivot member On impact of the vehicle the pivot member causes the front ring to rotate towards the back ring pushing the damper into the cabin chassis whereby the damper absorbs impact energy.
  • the disadvantage of the prior art energy absorption devices is that the energy absorption capacity is not sufficient, in particular for modem high-speed trains and in the case of serious collisions. Therefore, there is still a risk of serious damage to the the vehicle and persons in the vehicle.
  • the devices do not perform optimally and hence are not reliable in all collision circumstances.
  • the direction of impact is oblique to the longitudinal axis of the vehicle
  • the impact energy is not efficiently absorbed.
  • the longitudinal axis of the vehicle is the axis extending along the length of the car body of the vehicle. In straight tracks the longitudinal axis of the vehicle is parallel with the driving direction of the vehicle. In curved tracks however there is an oblique angle between the driving direction and the vehicle longitudinal axis. A collision impact on a curved track hence transfers force and energy to the vehicle at an oblique angle. It has been found that in such circumstances the energy absorption devices of the prior art are inadequate.
  • the disadvantage of this energy absorption device is that the energy absorption capacity is not sufficient, in particular for modem high-speed trains and in cases of serious collisions.
  • the deformation length is too short to allow sufficient energy absorption.
  • impacts at a level above the level of the buffer plank are insufficiently absorbed and lead to an uncontrolled deformation of the front part of the train, in particular the driver's cabin, which endangers the driver and passengers in the compartments behind the driver's cabin.
  • An energy absorption device comprising a front impact member, a back member and energy-absorbing elements arranged between the front impact member and the back member is known from EP 1 310 416 , which is considered to represent the closest prior art. This device, however, is not adapted to high-speed trains.
  • an energy absorption device comprising a front impact member, a back member and one or more energy absorbing elements, arranged between the front impact member and the back member, wherein the energy absorption device comprises one or more sliding members that are rigidly connected to the front impact member, the back member having one or more openings, through which the one or more sliding members are movable, the openings, guiding and limiting movement of the sliding members to essentially a direction parallel to a longitudinal axis of the sliding members, and wherein the energy absorbing elements are arranged essentially parallel to the longitudinal axis of the sliding members.
  • a vehicle in particular a track-bound vehicle comprising an energy absorption device according to the invention.
  • the energy absorption device has a shape and dimensions corresponding to the shape and dimensions of a front cabin of the vehicle and preferably is integrated in the structural frame of the front cabin of the vehicle, wherein the front impact member is in the front of the cabin, the back member is in the back of the cabin and the sliding members and absorbing elements are in a floor part of the cabin and the front impact member is connected in a front frame of the cabin to diagonal members having a crumple zone, which front frame is connected to a back frame of the cabin comprising the back member connected to back girders.
  • the energy absorption capacity in the design of the energy absorption device according to the invention is significantly improved, reducing the risk of structural damage to the vehicle that is expensive or impossible to repair and improving the safety of passengers in the vehicle.
  • Front and back are to be understood in terms of the normal directions of travel of the vehicle.
  • the front member is located in front of the back member when the vehicle is travelling normally and in the event of a collision would be impacted before the back member.
  • the energy absorption device may be located in the sides or rear of the vehicle.
  • the front member and back member are to be understood as being arranged such that, in a collision, the front member is impacted first, before the back member.
  • the energy absorption device provides an optimal absorption of energy also when the impact direction is oblique to length axis of the sliding members or to the longitudinal direction of a vehicle on which the device is mounted.
  • the vehicle comprising the energy absorption device of the invention is hence more reliable in various different collision circumstances.
  • Fig. 1 is a schematic diagram of one embodiment of the impact energy absorption device according to the invention before an impact has occurred, showing a front impact beam (20), a back beam (40) two energy absorbing elements (60), arranged between the front impact beam (20) and the back beam (40) and two sliding beams (30) that are rigidly connected to the front impact beam (20).
  • the back beam (40) has two openings (50), through which the sliding beams (30) are fed, guiding and limiting movement of the sliding beams (30) essentially to a direction parallel to a longitudinal axis of the sliding beams (30).
  • the energy absorbing elements (60) are arranged essentially parallel to the longitudinal axis of sliding beams (30).
  • Two diagonal beams (80) connect the frontal impact beam (20) with the top frame beam.
  • front beam (20) is meant the beam that is intended to receive the impact, i.e. when mounted on a vehicle, the beam first occurring when going towards a vehicle along a line parallel to the longitudinal axis of the vehicle.
  • all axes are given relative to the dimensions of a vehicle, so the longitudinal axis is in the length direction of the car body of the vehicle, the vertical axis is vertical to the ground surface and the transverse axis is perpendicular to both other directions.
  • the sliding beams (30) are perpendicular to the front impact beam (20) and the back beam (40). When mounted on a vehicle the longitudinal axis of the sliding beams are preferably parallel to the longitudinal axis of the vehicle.
  • the front impact beam (20) and preferably also the back beam (40) and the preferably at least 2 sliding beams (30) have a high stiffness such that an oblique impact does not cause deformation and results in movement of the sliding beams essentially only in a direction parallel to the longitudinal axis of the sliding beams.
  • the top frame beam (10) is located approximately but not necessarily in the same vertical plane as the back beam (40) and is stiffly mounted to the remaining vehicle, as is the back beam (40).
  • the two diagonal beams (80) preferably have two crumple activation areas, preferably located approximately at 1 fifth and 4 fifths along their length.
  • Fig. 2 is a schematic representation of the impact energy absorption device of Fig. 1 after an impact has occurred.
  • the front impact beam (20) has a high stiffness so as to evenly distribute the forces of the impact over the surface of the beam without deformation, irrespective of the angle or place of impact.
  • the impact energy is thereby evenly distributed over the energy absorption elements (50) and the differential of forces are transferred to at least 1, most preferably at least 2 sliding beams that are rigidly connected to the front impact beam (20) and the diagonal beams (80).
  • the one or more sliding beams (30) and the back beam (40) preferably also have a very high stiffness, so as to prevent deformation by an oblique impact.
  • the sliding beams (30) move through the openings (50) and the energy absorption elements (50) are compressed exclusively in a direction parallel to the sliding beam axis and absorb the impact energy.
  • the front impact beam (20) covers a substantial part of the area exposed to a hypothetical impact.
  • the front impact beam (20) has a length of at least 50%, preferably at least 75%, even more preferable at least 80% of the width (in transverse direction) of the vehicle.
  • the height (in vertical direction) of the front impact beam (20) is preferably at least 20, preferably at least 30 cm, more preferably at least 40 cm.
  • the front impact beam (20) can be massive but can for example also be an open frame.
  • the sliding beams (30) are fed through the openings in the back beam (40) that guide and limit movement of the sliding beams and the front impact beam (20) essentially to a direction parallel to a longitudinal axis of the sliding beams (30), such that the energy absorbing elements (60), that are arranged essentially parallel to the longitudinal axis of the sliding beams (30), experience only a force in the direction parallel to the longitudinal axis of the sliding beams, irrespective of the angle of impact.
  • the longitudinal axis of the sliding beams (30) is parallel to the longitudinal axis of the vehicle.
  • the openings (50) in the back beam are shaped to allow a minimum of play in a direction other than parallel to the sliding beam axis.
  • the openings are preferably square or rectangular and preferably the width of the opening along the sliding beam axis is significantly higher than one or two of the other dimensions of the openings.
  • the sliding movement of the sliding beams in the openings (50) of the back beam (40) is facilitated by friction reducing means, like lubricants or bearings.
  • the energy absorption elements (60) that can be used in the invention are known to the skilled man and are chosen in view of achieving as high as possible energy absorption on an impact. Many energy absorption elements have a strongly anisotropic energy absorption behaviour, with a very high energy absorption if exposed to an impact with a direction parallel to it's optimum impact axis and a significantly lower impact energy absorption when exposed to an impact with a direction at an angle with the optimum absorption axis.
  • the energy absorbing elements (60) are arranged such that their axis of optimum energy absorption is essentially parallel to the longitudinal axis of the sliding beams (30).
  • the energy absorption device comprises at least 2 sliding beams and at least 2 absorption elements.
  • the energy absorption device comprises a front frame (110) comprising the front impact beam (20) and diagonal beams (80) and a back frame (120) comprising the back beam (40) and back girders (70) and top beam (10), wherein the front frame and back frame are connected at diagonal beams of the back and front frame (110).
  • the back and front frame (110) may have separate diagonal beams or share a common upper girder.
  • the resistance to deformation of the diagonal beams (80) is low compared to the resistance of deformation of the front impact beam and the back beam (40) to prevent that, on impact, the resistance to deformation of the girders can cause deformation of the front impact beam.
  • diagonal beams (80) are preferred to help resist rotational deformation of the frontal impact beam (20) around the point where the sliding beams are mounted.
  • the energy absorption device (10) has a shape and dimensions corresponding to the shape and dimensions of a front vehicle cabin with the front impact beam (20) in the front of the cabin, the back beam (40) placed in the back of the cabin and the sliding beams (30) and absorbing elements (60) in a floor part of the cabin.
  • the energy absorption device preferably having a front frame (110) and back frame (120) with girders (70 and 80) can be integrated in the structural frame of the front cabin of a vehicle. Because of the size of the energy absorption elements that can be accommodated, this embodiment of the invention allows for creating a very high energy absorption capacity compared to the energy absorption devices of the prior art.
  • the distance (90) (in the longitudinal direction) between the frontal impact beam (20) and the back beam (40) is at least 30 cm, preferably at least 50 cm, more preferably at least 70 cm and most preferably at least 100 cm.
  • the length (in the longitudinal direction) of the energy absorbing elements (60) is at least 20 cm, preferably at least 30 cm, more preferably at least 50 cm and most preferably at least 75 cm.
  • the front cabin of the vehicle is a driver's cabin
  • safety measures are preferably provided to protect the driver.
  • a safety zone is provided, such that the cabin in that the energy absorption device according to the invention comprises an incompressible residual length of the absorption elemnets (60) between the frontal impact beam (20) and the back beam (40).
  • the deformation of the absorption elements (60) is halted at the incompressible length providing a space between the stiff front impact beam or front frame (110) and the stiff back beam or back frame (120) sufficient to secure safety for the driver.
  • the invention further relates to a vehicle comprising an energy absorption device (10) as described above.
  • the energy absorption device is mounted at the front of the vehicle.
  • the vehicle comprises an energy absorption device (10) as described above wherein the energy absorption device has a shape and dimensions corresponding to the shape and dimensions of a front cabin of the vehicle and wherein the frontal impact beam is in the front of the cabin, the back beam (40) is in the back of the cabin and the sliding beams and absorbing elements are in a floor part of the cabin.
  • the energy absorption device is integrated in the structural frame of the front cabin of the vehicle.
  • the vehicle comprises an energy absorption device comprising a front frame (110) comprising the front impact beam (20) and diagonal beams (80) and a back frame (120) comprising the back beam (40) and back girders (70), wherein the front frame (110) and back frame (120) are connected at upper girders of the back and front frame and are shaped to form the frame structure of the front cabin of the vehicle.
  • the back frame (120) forms the back of the driver's cabin
  • the front frame (110) forms the roof and front of the driver's cabin
  • the sliding beams and absorbing elements are in a floor part of the drivers cabin.
  • the front cabin will be damaged on impact and repairs are required. Nevertheless, because deformation occurs in defined places, in particular the energy absorption elements (60) and, in some embodiments, also in the diagonal beams (80) of the front and back frame, the repairs are largely limited to such defined places. Because of the much higher energy absorption capacity, the chances of much more expensive or irreparable structural damage to the vehicle are reduced compared to the prior art.
  • Small impact energy absorption elements known in the art are preferably provided in addition to the energy absorption device according to the invention to prevent damage and repairs to the energy absorption device according to the invention by absorbing the impact energy from small but more frequently occurring impacts, for example up to a speed of about 5 to 10 km/h.
  • the vehicle according to the invention preferably comprises a residual incompressible length parallel to the absorbing elements (40), between the frontal impact beam (20) and the back beam (40) to provide an incompressible safety zone in the driver's cabin for a driver.
  • the driver seat can be placed in the incompressible safety zone.
  • the vehicle further comprises a driver's seat, which seat is connected to the front frame (110) that is movable on impact such that on deformation impact the seat moves back with the front frame into an incompressible safety zone.
  • a driver's seat which seat is connected to the front frame (110) that is movable on impact such that on deformation impact the seat moves back with the front frame into an incompressible safety zone.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Body Structure For Vehicles (AREA)
  • Vibration Dampers (AREA)
  • Current-Collector Devices For Electrically Propelled Vehicles (AREA)

Claims (19)

  1. Energieaufnahmevorrichtung (10) zum Aufnehmen von Stoßenergie eines Fahrzeugs, umfassend ein vorderes Aufprallelement (20), ein hinteres Element (40) und ein oder mehrere Energieaufnahmeelement(e) (60), die zwischen dem vorderen Aufprallelement (20) und dem hinteren Element (40) angeordnet sind, dadurch gekennzeichnet, dass die Energieaufnahmevorrichtung ein oder mehrere Gleitelemente (30) aufweist, die starr mit dem vorderen Aufprallelement (20) verbunden sind, wobei das hintere Element (40) eine oder mehrere Öffnungen (50) aufweist, durch welche das eine oder die mehreren Gleitelemente (30) hindurchgeführt werden, wobei die Öffnungen (50) die Bewegung der Gleitelemente (30) im Wesentlichen nur in einer Richtung parallel zu einer Längsachse der Gleitelemente (30) führen und begrenzen, und wobei die Energieaufnahmeelemente (60) im Wesentlichen parallel zu der Längsachse der Gleitelemente (30) angeordnet sind.
  2. Energieaufnahmevorrichtung nach Anspruch 1, gekennzeichnet durch wenigstens 2 Gleitelemente (30), wenigstens 2 Öffnungen (50) in dem hinteren Element (40) und wenigstens 2 Aufnahmeelemente (60).
  3. Energieaufnahmevorrichtung nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass die Länge des vorderen Aufprallelements (20) und des hinteren Elements (40) wenigstens 50%, vorzugsweise wenigstens 80%, der Breite des Fahrzeugs beträgt.
  4. Energieaufnahmevorrichtung nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, dass das vordere Aufprallelement (20), das eine oder die mehreren Gleitelemente (30) und das hintere Element (40) eine Scher- und Biegesteifigkeit von wenigstens dem Zehnfachen von derjenigen der Energieaufnahmeelemente (60) aufweisen.
  5. Energieaufnahmevorrichtung nach einem der Ansprüche 1 bis 4, dadurch gekennzeichnet, dass die Energieaufnahmeelemente (60) ein anisotropes Energieaufnahmeverhalten aufweisen und so angeordnet sind, dass ihre Achse der optimalen Energieaufnahme im Wesentlichen parallel zu der Längsachse der Gleitelemente (30) verläuft.
  6. Energieaufnahmevorrichtung nach einem der Ansprüche 1 bis 5, gekennzeichnet durch einen vorderen Rahmen (110), der das vordere Aufprallelement (20) und Diagonalelemente mit Knautschzonen (80) umfasst, und einen hinteren Rahmen (120), der das hintere Element (40) und hintere Träger (70) umfasst, wobei der vordere Rahmen (110) und der hintere Rahmen (120) an oberen Punkten des hinteren und des vorderen Rahmens miteinander verbunden sind.
  7. Energieaufnahmevorrichtung nach Anspruch 6, dadurch gekennzeichnet, dass der Verformungswiderstand der Diagonalelemente (80) mit Knautschzonen im Vergleich mit dem Verformungswiderstand des vorderen Aufprallelements und des hinteren Elements (40) und der Gleitelemente niedrig ist.
  8. Energieaufnahmevorrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Vorrichtung eine Form und Abmessungen aufweist, die der Form und den Abmessungen einer vorderen Fahrzeugkabine entsprechen, wobei sich das vordere Aufprallelement (20) vor der Kabine befindet, das hintere Element (40) in der Rückseite der Kabine angeordnet ist und die Gleitelemente (40) und Aufnahmeelemente (60) sich in einem Bodenteil der Kabine befinden.
  9. Energieaufnahmevorrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Länge (in Längsrichtung) der Energieaufnahmeelemente (60) wenigstens 20 cm beträgt.
  10. Energieaufnahmevorrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass der Abstand (90) (in Längsrichtung) zwischen dem vorderen Aufprallelement (20) und dem hinteren Element (40) wenigstens 30 cm, vorzugsweise wenigstens 50 cm, beträgt.
  11. Energieaufnahmevorrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Energieaufnahmevorrichtungen eine definierte nicht zusammendrückbare Restlänge aufweisen, die zusammen mit dem vorderen und hinteren Rahmen eine Sicherheitszelle definiert.
  12. Fahrzeug, umfassend eine Energieaufnahmevorrichtung (10) nach einem der vorhergehenden Ansprüche.
  13. Fahrzeug nach Anspruch 12, dadurch gekennzeichnet, dass die Energieaufnahmevorrichtung eine Form und Abmessungen aufweist, die der Form und den Abmessungen einer vorderen Kabine des Fahrzeugs entsprechen, und wobei sich das vordere Aufprallelement vor der Kabine befindet, das hintere Element (40) sich in der Rückseite der Kabine befindet und die Gleitelemente und Aufnahmeelemente sich in einem Bodenteil der Kabine befinden.
  14. Fahrzeug nach einem der Anspruch 13, dadurch gekennzeichnet, dass die Energieaufnahmevorrichtung in das Rahmentragwerk der vorderen Kabine des Fahrzeugs integriert ist.
  15. Fahrzeug nach einem der Ansprüche 12 bis 14, gekennzeichnet durch einen vorderen Rahmen (110), der das vorderen Aufprallelement (20) und die Diagonalelemente (80) mit Knautschzonen umfasst, und einen hinteren Rahmen (120), der das hintere Element (40) und die hinteren Träger (70) umfasst, wobei der vordere Rahmen (110) und der hintere Rahmen (120) an oberen Trägern der Rückseite miteinander verbunden sind und so gestaltet sind, dass sie das Rahmentragwerk der vorderen Kabine des Fahrzeugs bilden.
  16. Fahrzeug nach Anspruch 15, dadurch gekennzeichnet, dass der hintere Rahmen (120) die Rückseite der Fahrerkabine bildet und wobei der vordere Rahmen (110) das Dach und die Vorderseite der Fahrerkabine bildet und wobei die Gleitelemente und die Aufnahmeelemente sich in einem Bodenteil der Fahrerkabine befinden.
  17. Fahrzeug nach einem der Ansprüche 12 bis 16, dadurch gekennzeichnet, dass es ferner einen Fahrersitz aufweist, wobei der Sitz mit dem vorderen Rahmen (110) verbunden ist und sich bei Verformungsaufprall mit dem vorderen Teil nach hinten in eine nicht zusammendrückbare Sicherheitszone bewegt.
  18. Fahrzeug nach Anspruch 17, dadurch gekennzeichnet, dass es ferner eine Öffnung in dem hinteren Rahmen (120) und eine Schutzzone hinter dem hinteren Rahmen (120) aufweist, und wobei der Sitz so angeordnet ist, dass er sich bei Verformungsaufprall durch die Öffnung in dem hinteren Rahmen (120) in die Schutzzone hinter dem hinteren Rahmen (120) bewegt.
  19. Fahrzeug nach Anspruch 17, dadurch gekennzeichnet, dass die Energieaufnahmevorrichtung eine nicht zusammendrückbare Restlänge zwischen dem vorderen Aufprallelement (20) und dem hinteren Träger (40) aufweist, die eine nicht zusammendrückbare Schutzzone in der Fahrerkabine bereitstellt, und dass der Fahrersitz sich bei Verformungsaufprall in Richtung auf den hinteren Rahmen (120) in die genannte Schutzzone bewegt.
EP04803640A 2004-12-08 2004-12-08 Energieaufnahmevorrichtung zum aufnehmen von stossenergie eines fahrzeugs Revoked EP1819569B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL04803640T PL1819569T3 (pl) 2004-12-08 2004-12-08 Urządzenie pochłaniające energię służące do pochłaniania energii uderzenia pojazdu

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/EP2004/013972 WO2006061038A1 (en) 2004-12-08 2004-12-08 Energy absorption device for absorbing impact energy of a vehicle

Publications (2)

Publication Number Publication Date
EP1819569A1 EP1819569A1 (de) 2007-08-22
EP1819569B1 true EP1819569B1 (de) 2010-12-01

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ID=34959655

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EP04803640A Revoked EP1819569B1 (de) 2004-12-08 2004-12-08 Energieaufnahmevorrichtung zum aufnehmen von stossenergie eines fahrzeugs

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EP (1) EP1819569B1 (de)
AT (1) ATE490141T1 (de)
DE (1) DE602004030382D1 (de)
ES (1) ES2357121T3 (de)
PL (1) PL1819569T3 (de)
WO (1) WO2006061038A1 (de)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5209666B2 (ja) * 2010-05-10 2013-06-12 日本車輌製造株式会社 鉄道車両
DE102017112619A1 (de) 2017-06-08 2018-12-13 Bombardier Transportation Gmbh Schienenfahrzeug mit Sicherheitsfahrerkabine

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3931171A1 (de) * 1988-06-03 1991-04-04 Messerschmitt Boelkow Blohm Schienenfahrzeug
DE19704463A1 (de) * 1997-02-06 1998-08-13 Linke Hofmann Busch Schienengebundener Güterwagen, insbesondere Kesselwagen
IT1290299B1 (it) * 1997-02-12 1998-10-22 Costamasnaga Spa Veicolo ferroviario comprendente una sovrastruttura portata da un telaio a cui sono associati i carrelli,detto telaio presentando
FR2819766B1 (fr) * 2001-01-23 2003-03-21 Renault Dispositif de controle des mouvements d'un pare-choc d'un vehicule automobile
DE10155257B4 (de) * 2001-11-09 2008-02-21 Alstom Lhb Gmbh Kollisionsschutzeinrichtung für Schienenfahrzeuge

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Publication number Publication date
PL1819569T3 (pl) 2011-05-31
EP1819569A1 (de) 2007-08-22
WO2006061038A1 (en) 2006-06-15
ATE490141T1 (de) 2010-12-15
DE602004030382D1 (de) 2011-01-13
ES2357121T3 (es) 2011-04-18

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