EP2064104A1

EP2064104A1 - Head module for a rail vehicle

Info

Publication number: EP2064104A1
Application number: EP07803410A
Authority: EP
Inventors: Thomas Fecske; Matthias Marggraf
Original assignee: Bombardier Transportation GmbH
Current assignee: Alstom Transportation Germany GmbH
Priority date: 2006-09-18
Filing date: 2007-09-11
Publication date: 2009-06-03
Anticipated expiration: 2027-09-11
Also published as: DE102006044397A1; WO2008034745A1; EP2064104B1

Abstract

Disclosed is a head module for a rail vehicle, particularly for high speed traffic, with a safety cell (103) for the train driver, which has a frontal structure (103.1), a rear structure (103.2) separated therefrom along the longitudinal axis of the rail vehicle, as well as a lateral framework structure (103.3) on both longitudinal sides of the rail vehicle, wherein the frontal structure (103.1) in the mid-section of the rail vehicle extends in the direction of the vertical axis of the rail vehicle to the range of height defined by the bottom edge of the windshield (105) of the rail vehicle. In the event of a crash, each lateral framework structure (103.3) braces the frontal structure (103.1) against the rear second structure (103.2). The frontal structure (103.1) has a column element (103.5) on both longitudinal sides of the rail vehicle which extends, in the direction of the vertical axis of the rail vehicle, over the bottom edge of the windshield (105). In the event of a crash, each column element (103.5) is rigidly braced in the upper end area thereof against the rear second structure (103.2) by the associated longitudinal framework structure (103.3).

Description

Head module for a rail vehicle

The present invention relates to a head module for a rail vehicle, in particular for high-speed traffic, with a safety cell for the driver, which comprises a frontal structure, a spaced rearward structure in the longitudinal direction of the rail vehicle and on both longitudinal sides of the rail vehicle each having a lateral framework structure, wherein the frontal structure extends in the center region of the rail vehicle in the direction of the vertical axis of the rail vehicle to the height range defined by the lower edge of the windshield of the rail vehicle, and the respective lateral truss structure in the event of a crash supports the frontal structure against the rear second structure. The invention further relates to a rail vehicle with a head module according to the invention.

Such a head module is known, for example, from EP 0 888 946 B1. In this head module, the frontal structure and the front half of the lateral truss structures of the safety cell extend in the direction of the vertical axis of the rail vehicle to approximately the height range of the lower edge of the windshield of the rail vehicle. The safety cell surrounds the cab of the driver or is a component of this cabin.

A central function of the safety cell is to provide the driver in the event of a crash sufficiently large survival space in the event that he is no longer able to leave the driver's cab in time for an obstacle to the impact. In this case, it has hitherto been provided that the safety cell is also plastically deformed to a certain extent in order to absorb part of the impact energy.

In this context, there are generally national and international standards or standards with regard to the requirements that has to meet such a safety cell under predetermined crash situations. For example, in Europe, the TSI High-Speed Rolling Stock proposes three different crash scenarios: Scenario 1: Passenger train versus passenger train at a relative speed of 36 km / h; Scenario 2: Passenger train towards the end of a freight train (mass 80 t) at a relative speed of 36 km / h; Scenario 3: Passenger train against a rigid block (mass 15 t) at a relative speed of 1 10 km / h.

Scenario 3 is intended to simulate a collision with an obstacle standing on a railroad crossing, such as a loaded truck. However, this scenario has shown that this scenario only incorrectly simulates the actual conditions in the event of a collision with such an obstacle. Therefore, it is intended to modify this scenario so that the passenger train collides with a deformable obstacle in the form of a tank truck of mass 15 t.

For a collision with such an obstacle according to the modified scenario 3, it has been found that the known safety cells provide insufficient protection for the vehicle driver. In particular, there is the problem that the deforming obstacle rolls on the vehicle head and deformed areas of the obstacle penetrate deep into the driver's cab, for example via the opening of the windshield. In addition, arise in the rolling movement of the obstacle on the vehicle head, unlike the previous rigid block in the upper half of the head module obliquely downward loads, for which the structures of the previous vehicle heads are not designed, so that there is a strong deformation of the head module can come, which does not provide sufficient survival space for the driver.

The present invention is therefore based on the object to provide a head module or a rail vehicle of the type mentioned above, which does not have the disadvantages mentioned above, or at least to a much lesser extent and in particular under real crash situations sufficient protection for the driver allows ,

The present invention solves this problem, starting from a head module according to the preamble of claim 1 by the features stated in the characterizing part of claim 1.

The present invention is based on the technical teaching that, under real crash situations, adequate protection is achieved for the vehicle driver when the frontal structure on both longitudinal sides of the rail vehicle respectively comprises a pillar element which extends in the direction of the vertical axis of the rail vehicle Lower edge of the windshield also extends, and the respective pillar element is rigidly supported in the region of its upper end in the event of a crash by the associated lateral truss structure against the rear second structure.

By increasing the front portion of the safety cell beyond the lower edge of the windshield and by rigidly supporting this raised area, it is possible to counteract in reality the rolling of a generally deformable obstacle at an early stage of the collision, thus reducing both intrusion to counteract the obstacle in the cab and the unfavorable loads in the upper region of the vehicle head. Due to the rigidly supported column elements, a counterpulse acting counter to the rolling direction of the obstacle, and thus, therefore, raising the counteracting moment, is exerted on the obstacle at an early stage.

The truss structures can be designed so that they undergo a certain plastic deformation in certain areas, which, however, may in any case only be so small that the driver still has sufficient survival space available. Preferably, however, it is provided that the respective truss structure is designed in such a way that, in a given crash situation, it is not plastically deformed substantially with a lateral impact on a standard deformable obstacle simulating a loaded truck. As a result, the survival space for the vehicle driver is ensured in an advantageous manner. It is preferably provided that these conditions are met at least for a crash, in which the lateral impact occurs at a relative speed of 1 10 km / h and the deformable obstacle has a mass of 15 t.

The rigid support in the column elements can be done in any suitable manner. It is preferably provided that at least one of the truss structures has a first support element which extends from the upper end region of the associated pillar element downwards in the direction of the rear structure. This is particularly in connection with the support of the obliquely downwardly acting loads by tending to roll obstacle of advantage. The first carrier element may extend as far as a further carrier element, for example a carrier of the truss structure extending in the longitudinal direction of the rail vehicle. Preferably, however, it is provided that the first support element extends to the rear structure, so that a simple and reliable support is ensured on the rear structure. In further preferred variants of the head module according to the invention, it is provided that at least one of the truss structures has a second carrier element which extends from the upper end region of the associated pillar element upwards in the direction of the rear structure. As a result, an advantageous further stiffening of the truss structure can be achieved. Again, it may be provided that the second support element extends only to a further carrier element, for example a further carrier of the truss structure extending in the longitudinal direction of the rail vehicle. Preferably, however, it is also provided here that the second carrier element extends up to the rear structure, in order to ensure reliable support on the rear structure in a simple manner.

In particularly advantageous variants of the head module according to the invention, it is provided that the frontal structure has at least one frontal coupling device which defines a front coupling plane extending in the direction of the vertical axis of the rail vehicle, in whose region at least one impact energy absorbing element pointing forwards in the longitudinal direction of the rail vehicle frontal structure can be coupled. In this case, the respective pillar element has a projection which points forwards in the longitudinal direction of the rail vehicle and projects beyond the coupling plane in the longitudinal direction of the rail vehicle to the front. This makes it possible in an advantageous manner to shift the initiation of the counter-pulse on the obstacle forward, so that the rolling movement of the obstacle is counteracted even earlier.

In preferred variants of the head module according to the invention, provision is made for the projection to have a contact region located in the longitudinal direction of the rail vehicle and the distance between the contact region of the projection and the coupling plane in the longitudinal direction of the rail vehicle to be greater than the final length of an im Area of the coupling plane mounted impact energy dissipation element in the state of fully utilized energy consumption. As a result, it is achieved that the obstacle contacts the projection of the column elements before the energy dissipation capability of the shock energy dissipation element is completely utilized, for example the impact energy dissipation element is completely compressed. This has the advantage that the rolling counteracting momentum is achieved before an impulse occurs due to the end of energy dissipation in the shock energy absorbing element, which would occur at a lower level, possibly even further assisting rolling. The front upper edge of the projection is preferably arranged as high as possible in order to achieve a favorable, possible high-lying introduction of the counter-pulse in the obstacle. In order to achieve a broad support and thus the best possible impulse effect counteracting rolling, it is preferably provided that the projection extends in the direction of the vertical axis of the rail vehicle from the height region of the lower edge of the windshield to the upper end of the pillar element.

In preferred variants of the head module according to the invention, at least one first impact energy dissipation element pointing forwards in the longitudinal direction of the rail vehicle is fastened to the frontal structure. Preferably, the first impact energy consumption element is arranged centrally in the direction of the transverse axis of the rail vehicle in order to achieve a favorable deformation behavior of the obstacle. Additionally or alternatively, it is preferably provided that the first impact energy absorbing element extends in the direction of the vertical axis of the rail vehicle into the region of the lower edge of the windshield, in order to achieve the most favorable leverage conditions on the obstacle as low as possible during the impact energy consumption.

In further preferred variants of the head module according to the invention, a central vehicle coupling unit is provided. At the side of the vehicle coupling unit, a second impact energy dissipation element pointing forwards in the longitudinal direction of the rail vehicle is then attached to the frontal structure. To achieve the best possible low energy consumption of impact energy. It is preferably provided that the second impact energy absorbing element has at its front end means for preventing climbing up.

The rear structure can basically be constructed in any suitable manner. It preferably comprises a ring frame of the rail vehicle, which can be used to achieve a particularly simple and reliable configuration.

The present invention further relates to a rail vehicle with a head module according to the invention. With this, the above-described variants and advantages can be realized to the same extent, so that reference is made in this regard only to the above statements.

The present invention can be used particularly advantageously in connection with rail vehicles for high-speed traffic. It goes without saying, that they can also be used for rail vehicles for any other speed ranges, so both in long-distance and in local transport in an advantageous manner.

Further preferred embodiments of the invention will become apparent from the subclaims or the following description of a preferred embodiment, which refers to the accompanying drawings. It shows:

Figure 1 is a schematic perspective view of part of a preferred

Embodiment of the rail vehicle according to the invention with a head module according to the invention.

FIG. 2 shows a schematic perspective view of the security cell of the head module from FIG. 1.

FIG. 1 shows a schematic perspective view of part of a preferred embodiment of the high-speed rail vehicle 101 according to the invention with a head module 102 according to the invention, while FIG. 2 shows a schematic perspective view of the safety cell 103 of the head module 102 of FIG. The safety cell 103 accommodates the car 101.1 for the driver of the rail vehicle 101.

As can be seen from FIG. 1, in addition to the safety cell 103, the head module 102 has a covering or outer skin 104 surrounding the safety cell 103 into which the windshield 105 of the rail vehicle is inserted.

As can be seen from FIG. 2, the safety cell 103 has a front or frontal structure 103. 1 and a rearward structure 103. 2 spaced apart in the direction of the longitudinal axis L of the rail vehicle 101. Furthermore, the safety cell 103 on both longitudinal sides of the rail vehicle 101 in each case a truss structure 103.3, which connects the front panel 103.1 respectively with the rear structure 103.2.

The frontal structure 103.1 comprises a substantially rectangular front plate 103.4, which extends in the direction of the vertical axis H of the rail vehicle approximately to the level of the lower edge of the windshield 105. In the region of the longitudinal sides of the rail vehicle 101, the frontal structure 103.1 furthermore has a respective pillar element 103.5 extending in the direction of the vertical axis H of the rail vehicle 101. The respective column element 103.5 is placed on the front plate 103.4 and firmly connected thereto. Furthermore, the respective column element 103.5, as will be explained in more detail below, is rigidly supported in the region of its upper end against the rear structure 103.2. The respective column element 103.5 has a height (ie a dimension in the direction of the vertical axis H) which corresponds to approximately 75% of the height of the front plate 103.4, so that the safety cell 103 on the longitudinal sides of the rail vehicle 101 extends far above the lower edge of the windshield 105, extending approximately to half the height of the windshield. It is understood, however, that in other variants of the invention, a different height of the column elements may be provided.

By increasing the front area of the safety cell 103 beyond the lower edge of the windshield 105 with the pillar elements 103.5 and by rigidly supporting this elevated area by the truss structures 103.3, it is possible, in a real crash, with a deformable obstacle, such as a To counteract the rolling of the obstacle at an early point in time of the collision.

This can be counteracted both the penetration of the obstacle in the cab 101.1 and unfavorable loads in the upper region of the head module 102. Due to the rigidly supported column elements 103.5, a counter-momentum counteracting the rolling direction of the obstacle, and therefore acting in an upright position, is exerted on the obstacle at an early stage.

The respective truss structure 103.3 is designed in such a way that, in such a predetermined crash situation, it is essentially not plastically deformed with a lateral impact on a standard deformable obstacle simulating a loaded truck. As a result, the survival space for the vehicle driver is advantageously ensured since the cabin 101.1 remains essentially undeformed. Preferably, the truss structures 103.3 are dimensioned so that these conditions are met at least for a crash, in which the lateral impact occurs at a relative speed of 1 10 km / h and the deformable obstacle has a mass of 15 t.

The respective column element 103.5 is rigidly supported for this purpose in the region of its upper end in each case via a first carrier element 103.6 and a second carrier element 103.7 against the rearward structure 103.2. The first carrier element 103.6 extends from the upper end region of the associated column element 103.5 obliquely downwards in the direction of the rear structure 103.2. This is particularly in connection with the support of the obliquely downwardly acting loads by tending to roll obstacle of advantage. The first carrier element 103.6 extends up to the rear structure 103.2, so that a simple and reliable support is provided on the rear structure 103.2. Here, it is supported by two extending in the direction of the longitudinal axis L of the rail vehicle 101 support members 103.8 and secured against buckling.

The respective second carrier element 103.7 extends obliquely upward from the upper end region of the associated column element 103.5 of the rear structure 103.2. As a result, an advantageous further stiffening of the truss structure 103.3 is achieved in a simple manner.

The rear structure 103.2 comprises two annular frames interconnected in the longitudinal direction L of the rail vehicle 101, which are achieved by a particularly simple and reliable design with reliable support and transmission of the crash loads into the underlying vehicle structure of the rail vehicle 101. It is understood, however, that in other variants of the invention it may also be constructed in any other suitable manner.

The safety cell 103 has on the front side 103.9 of the front plate 103.4 a plurality of frontal coupling devices defining a running in the direction of the vertical axis of the rail vehicle frontal coupling plane, which coincides in the present example with the plane of the front 103.9 of the front panel 103.4. In the area of the frontal coupling plane 103.9, a plurality of impact energy absorbing elements 106, 107 pointing forwardly in the longitudinal direction L of the rail vehicle 101 are coupled to the frontal structure 103.1.

The respective pillar element 103.5 has a projection 103.10 which projects forwards in the longitudinal direction L of the rail vehicle 101 and projects beyond the coupling plane in the longitudinal direction of the rail vehicle to the front. As a result, the initiation of the counterpulse on the obstacle is advantageously displaced forward, so that the rolling movement of the obstacle is counteracted even earlier.

The respective projection 103.10 has a front in the longitudinal direction L of the rail vehicle contact area 103.1 1. The distance D between the contact area 103.11 of the projection 103.10 and the coupling plane 103.9 in the longitudinal direction L of the rail vehicle is dimensioned such that it is greater than the final length of the impact energy absorbing elements 106, 107 in the state of fully utilized energy absorption capacity. This ensures that the obstacle contacts the projection 103.10 of the column elements 103.5 before the energy dissipation capability of the impact energy dissipation elements 106, 107 is completely utilized, for example the respective impact energy dissipation element 106, 107 is completely compressed. This has the advantage that the rolling counteracting momentum is achieved before an impulse on the obstacle occurs due to the end of energy dissipation in the impact energy absorbing element 106, 107, which would occur at a lesser height and thus possibly even further the unrolling of the obstacle would support.

The projection 103.10 extends in the direction of the vertical axis H of the rail vehicle from the height range of the lower edge of the windshield 105 to the upper end of the pillar element 103.5. As a result, a broad support and thus the best possible, the rolling counteracting impulse effect is achieved on the obstacle.

The first impact energy absorbing element 106 is formed as a large-area, in the transverse direction Q of the rail vehicle 101 stepped aluminum honeycomb element. It is arranged centrally in the direction of the transverse axis Q of the rail vehicle 101 in order to achieve a favorable deformation behavior of the obstacle. In addition, the first shock energy absorbing element 106 extends in the direction of the vertical axis H of the rail vehicle into the region of the lower edge of the windshield 105 in order to achieve the most favorable leverage conditions on the obstacle, which are as favorable as possible during the energy consumption of the impact energy.

As can be seen from FIG. 2, a central vehicle coupling unit in the form of a central buffer coupling 108 is provided below the first impact energy absorbing element 106. Side of the central buffer coupling 108, the second impact energy absorbing elements 107 are attached to the front plate 103.4, in order to achieve the widest possible, low impact energy consumption. In order to avoid climbing the obstacle in the event of a crash, the second impact energy absorbing elements each have means for preventing them from climbing up in the form of ribs running in the transverse direction Q of the rail vehicle 101 at their front ends. The present invention has been described above solely by way of example of a rail vehicle for high-speed traffic. It is understood, however, that the invention may also find application in connection with rail vehicles for any other purposes

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Claims

1. head module for a rail vehicle, in particular for high-speed traffic, with

- A security cell (103) for the driver, the frontal structure (103.1), a longitudinal direction of the rail vehicle spaced rear

Structure (103.2) and on both longitudinal sides of the rail vehicle each having a lateral framework structure (103.3), wherein

the frontal structure (103.1) in the center region of the rail vehicle extends in the direction of the vertical axis of the rail vehicle to the height range defined by the lower edge of the windshield (105) of the rail vehicle, and

the respective lateral truss structure (103.3) in the event of a crash supports the frontal structure (103.1) against the rearward second structure (103.2), characterized in that - the frontal structure (103.1) comprises a pillar element (103.5) on both longitudinal sides of the rail vehicle, which extends beyond the lower edge of the windshield (105) in the direction of the vertical axis of the rail vehicle, and

- The respective column element (103.5) in the region of its upper end in the event of a crash by the associated lateral truss structure (103.3) against the rear second structure (103.2) is rigidly supported.

2. Head module according to claim 1, characterized in that

- The respective truss structure (103.3) is designed such that it is not plastically deformed in a given crash case with a lateral impact on a laden lorry simulated standard deformable obstacle substantially, wherein

- It is provided in particular that the lateral impact occurs at a relative speed 1 10 km / h and the deformable obstacle has a mass of 15 t.

3. Head module according to claim 1 or 2, characterized in that

- At least one of the truss structures (103.3) has a first support member (103.6) extending from the upper end portion of the associated column member (103.5) downwards in the direction of the rear structure (103.2), wherein

- The first support member (103.6) extends in particular up to the rear structure (103.2).

4. Head module according to one of the preceding claims, characterized in that - at least one of the truss structures (103.3) has a second carrier element

(103.7) extending from the upper end portion of the associated column member (103.5) upward toward the rear structure (103.2), wherein

- The second support member (103.7) extends in particular up to the rear structure (103.2).

5. Head module according to one of the preceding claims, characterized in that

the frontal structure (103.1) has at least one frontal coupling device which defines a front coupling plane (103.9) running in the direction of the vertical axis of the rail vehicle, in the region of which at least one in

Longitudinal direction of the rail vehicle forward facing impact energy absorbing element (106, 107) to the frontal structure (103.1) can be coupled, and

- The respective pillar element (103.5) has a in the longitudinal direction of the rail vehicle pointing forward projection (103.10), which projects beyond the coupling plane (103.9) in the longitudinal direction of the rail vehicle to the front.

6. Head module according to claim 5, characterized in that

- The projection (103.10) has a front in the longitudinal direction of the rail vehicle contact area (103.1 1) and - The distance between the contact region (103.1 1) of the projection (103.10) and the coupling plane (103.9) in the longitudinal direction of the rail vehicle is dimensioned so that it is greater than the final length of a mounted in the coupling plane (103.9) Abstoßergieverzehrelementes (106, 107 ) in the state of fully utilized energy consumption.

7. Head module according to claim 5 or 6, characterized in that extending the projection (103.10) in the direction of the vertical axis of the rail vehicle from the height range of the lower edge of the windscreen (105) to the upper end of the column member (103.5).

8. Head module according to one of the preceding claims, characterized in that on the frontal structure (103.1) at least one in the longitudinal direction of the rail vehicle forward-facing first impact energy absorbing element (106) is fixed.

9. head module according to claim 7, characterized in that - the first impact energy absorbing element (106) in the direction of the transverse axis of the

Rail vehicle is arranged centrally and / or

- The first impact energy absorbing element (106) extends in the direction of the vertical axis of the rail vehicle into the region of the lower edge of the windscreen (105).

10. Head module according to one of the preceding claims, characterized in that

- A central vehicle clutch unit (108) is provided and

- At the side of the vehicle coupling unit (108) in each case one in the longitudinal direction of the rail vehicle forward facing second impact energy absorbing element

(107) is attached to the frontal structure (103.1), wherein

- It is provided in particular that the second impact energy absorbing element (107) has at its front end means for preventing Aufkletterns.

1 1. Head module according to one of the preceding claims, characterized in that the rear structure (103.2) comprises at least one annular frame of the rail vehicle.

12. Rail vehicle with a head module (102) according to one of the preceding claims.

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