EP2064104B1 - Module de tête pour un véhicule ferroviaire - Google Patents

Module de tête pour un véhicule ferroviaire Download PDF

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Publication number
EP2064104B1
EP2064104B1 EP07803410.5A EP07803410A EP2064104B1 EP 2064104 B1 EP2064104 B1 EP 2064104B1 EP 07803410 A EP07803410 A EP 07803410A EP 2064104 B1 EP2064104 B1 EP 2064104B1
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EP
European Patent Office
Prior art keywords
rail vehicle
frontal
head module
extends
longitudinal direction
Prior art date
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Active
Application number
EP07803410.5A
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German (de)
English (en)
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EP2064104A1 (fr
Inventor
Thomas Fecske
Matthias Marggraf
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alstom Transportation Germany GmbH
Original Assignee
Bombardier Transportation GmbH
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Publication date
Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Publication of EP2064104A1 publication Critical patent/EP2064104A1/fr
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Publication of EP2064104B1 publication Critical patent/EP2064104B1/fr
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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
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
    • B61C17/04—Arrangement or disposition of driving cabins, footplates or engine rooms; Ventilation thereof
    • 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

Definitions

  • the present invention relates to a head module for a rail vehicle, in particular for high-speed traffic, according to the preamble of claim 1 with a safety cell for the driver, a frontal structure, a spaced longitudinally of the rail vehicle rear structure and on both longitudinal sides of the rail vehicle each a lateral Truss structure includes, wherein the frontal structure in the center region of the rail vehicle in the direction of the vertical axis of the rail vehicle extends 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, the frontal structure against the rear second structure supported.
  • the invention further relates to a rail vehicle with a head module according to the invention.
  • Such a head module is for example from the EP 0 888 946 B1 known.
  • 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 in 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.
  • Other generic head modules are from the EP 0 802 100 A1 as well as the EP 1 215 098 A1 known.
  • 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.
  • the safety cell is also plastically deformed to a certain extent in order to absorb part of the impact energy.
  • 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 approaching the end of a freight train (mass 80 t) at one Relative speed of 36 km / h; Scenario 3: Passenger train against a rigid block (mass 15 t) at a relative speed of 110 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.
  • the known safety cells provide insufficient protection for the vehicle driver.
  • 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.
  • 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, sufficient protection is achieved for the vehicle driver when the frontal structure on both longitudinal sides of the rail vehicle respectively comprises a pillar element extending in the direction of the vertical axis of the rail vehicle. extends beyond the lower edge of the windscreen, and the respective pillar element in the area its upper end is rigidly supported in the event of a crash by the associated lateral truss structure against the rearward second structure.
  • the truss structures can be designed so that they experience a certain plastic deformation in certain areas, which, however, may in any case only be so low that the driver still sufficient survival space is available.
  • 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.
  • the survival space for the 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 110 km / h and the deformable obstacle has a mass of 15 t.
  • the rigid support of 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 can extend up to a further carrier element, for example a carrier of the truss structure running in the longitudinal direction of the rail vehicle.
  • the first support element extends to the rear structure, so that a simple and reliable support is ensured on the rear structure.
  • 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.
  • 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.
  • the second carrier element extends up to the rear structure, in order to ensure reliable support on the rear structure in a simple manner.
  • the frontal structure has at least one frontal coupling device defining a front coupling plane running in the direction of the vertical axis of the rail vehicle, in the region of which at least one impact energy absorbing element pointing forwards in the longitudinal direction of the rail vehicle can be coupled to the frontal structure.
  • 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.
  • the projection has a contact region lying in front 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 is dimensioned such that it is greater than the final length of one in the region of Coupling plane mounted impact energy dissipation element in the state of fully utilized energy consumption.
  • the obstacle contacts the projection of the column elements before the energy absorption capacity of the impact energy absorbing element is completely utilized, for example the impact energy dissipation element is completely compressed.
  • 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.
  • 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.
  • At least one first impact energy dissipation element pointing forwards in the longitudinal direction of the rail vehicle is fastened to the frontal structure.
  • the first impact energy absorbing 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.
  • 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 as favorable as possible, the least possible unfavorable lever ratios on the obstacle during the impact energy consumption.
  • 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. In order to achieve as far as possible, low impact energy consumption. 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 comprises a ring frame of the rail vehicle, which hereby a particularly simple and reliable configuration can be achieved.
  • the present invention further relates to a rail vehicle with a head module according to the invention.
  • 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.
  • FIG. 1 shows a schematic perspective view of a portion of a preferred embodiment of the rail vehicle 101 according to the invention for high-speed traffic with a head module 102 according to the invention
  • FIG. 2 a schematic perspective view of the security cell 103 of the head module 102 from FIG. 1 shows.
  • the safety cell 103 accommodates the car 101.1 for the driver of the rail vehicle 101.
  • the head module 102 in addition to the security cell 103 a surrounding the security cell 103 panel or outer skin 104, in which the windshield 105 of the rail vehicle is used.
  • the safety cell 103 has a front or frontal structure 103.1 and a spaced in the direction of the longitudinal axis L of the rail vehicle 101, rear structure 103.2. 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 pillar 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 upward far beyond the lower edge of the front screen 105 , extends 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.
  • 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 driver is ensured in an advantageous manner, since the car 101.1 remains substantially undeformed.
  • 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 110 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 on the rear structure 103.2 is ensured. 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.
  • 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.
  • the respective projection 103.10 has a contact region 103.11 located in the longitudinal direction L of the rail vehicle.
  • 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 absorption capacity of the impact energy consuming elements 106, 107 is completely utilized, for example the respective shock energy dissipation element 106, 107 is completely compressed.
  • 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.
  • 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 impact 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 as favorable as possible, the rolling as little as possible favorable leverage ratios on the obstacle even during the impact energy consumption.
  • a central vehicle clutch unit is provided in the form of a central buffer coupling 108 below the first shock energy dissipation element 106.
  • 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.
  • the second impact energy absorbing elements each have means for preventing them from climbing up in the form of ribs extending in the transverse direction Q of the rail vehicle 101 at their front ends.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Automation & Control Theory (AREA)
  • Body Structure For Vehicles (AREA)
  • Vibration Dampers (AREA)

Claims (8)

  1. Module de tête pour un véhicule ferroviaire, en particulier pour le trafic à grande vitesse, avec
    - une cellule de sécurité (103) pour le conducteur du véhicule, comprenant une structure avant (103.1), une structure arrière (103.2) qui est espacée dans la direction longitudinale du véhicule ferroviaire, et, sur chacune des deux côtés longitudinaux du véhicule ferroviaire, une structure en treillis latérale (103.3), dans lequel
    - la structure frontale (103.1) comporte au moins un moyen d'accouplement frontal qui définit un plan de couplage frontal du véhicule ferroviaire (103.9) s'étendant dans la direction de l'axe d'hauteur, dans la région duquel au moins un élément d'absorption d'énergie aux chocs (106, 107), orienté vers l'avant dans la direction longitudinale du véhicule ferroviaire, est couplé à la structure frontale (103.1),
    - la structure frontale (103.1), dans la zone centrale du véhicule ferroviaire, s'étend en direction de l'axe d'hauteur du véhicule ferroviaire jusqu'à la zone d'hauteur laquelle est définie par le bord inférieur du pare-brise (105) du véhicule ferroviaire, et
    - la structure en treillis latérale respective (103.3), en cas d'une collision, supporte la structure frontale (103.1) contre la structure arrière (103.2),
    - la structure frontale (103.1), sur chacune des deux côtés longitudinaux du véhicule ferroviaire, comporte un élément de colonne (103.5) qui, dans le plan de couplage frontal (103.9), s'étend dans la direction de l'axe d'hauteur du véhicule ferroviaire au-delà du bord inférieur du pare-brise (105),
    - l'élément de colonne respectif (103.5), dans la région de son extrémité supérieure, est supporté rigidement dans le cas d'une collision par la structure en treillis latérale associée (103.3) contre la structure arrière (103.2), dans lequel la structure en treillis latérale associée (103.3) comprend un élément de support (103.7), que, partant de la partie d'extrémité supérieure de l'élément de colonne respectif (103.5), s'étend de manière oblique vers le haut vers la structure arrière (103.2) et s'étend de manière inclinée par rapport à l'élément de colonne (103.5),
    caractérisé en ce que
    - l'élément de colonne respectif (103.5) a une saillie (103.10) orientée vers l'avant dans la direction longitudinale du véhicule ferroviaire qui, dans la direction de l'axe d'hauteur du véhicule ferroviaire, s'étend de la zone d'hauteur du bord inférieur du pare-brise (105) jusqu'à l'extrémité supérieure de l'élément de colonne (103.5) et fait saillie au-delà du plan de couplage (103.9) dans la direction longitudinale du véhicule ferroviaire,
    - la saillie (103.10) présente une zone de contact orientée vers l'avant dans la direction longitudinale du véhicule ferroviaire (103.11), et
    - la distance entre la zone de contact (103.11) de la saillie (103.10) et le plan de couplage (103.9) dans la direction longitudinale du véhicule ferroviaire est dimensionnée pour qu'elle soit supérieure à la longueur finale de l'élément d'absorption d'énergie aux chocs (106, 107) dans l'état de sa capacité de consommation d'énergie complètement usée.
  2. Module de tête selon la revendication 1, caractérisé en ce que
    - la structure en treillis (103.3) respectif est conçue de telle sorte qu'elle ne soit essentiellement pas déformée plastiquement lors d'un événement prédéterminé d'une collision latérale sur une barrière déformable standardisée simulant un camion chargé, dans lequel;
    - il est prévu en particulier que la collision latérale se produit à une vitesse relative de 110 km/h et avec une barrière déformable ayant une masse de 15 t.
  3. Module de tête selon la revendication 1 ou 2, caractérisé en ce que
    - au moins une des structures en treillis (103.3) comporte un autre élément de support (103.6), qui, partant de la partie d'extrémité supérieure de l'élément de colonne (103.5), s'étend vers le bas en direction de la structure arrière (103.2), dans lequel
    - l'autre élément de support (103.6), en particulier, se prolonge jusqu'à la structure arrière (103.2).
  4. Module de tête selon l'une quelconque des revendications précédentes, caractérisé en ce que l'élément de support (103.7) se prolonge jusqu'à la structure arrière (103.2).
  5. Module de tête selon l'une quelconque des revendications précédentes, caractérisé en ce que
    - au moins un premier élément d'absorption d'énergie aux chocs (106) orienté vers l'avant dans la direction longitudinale du véhicule ferroviaire est monté à la structure frontale (103.1),
    dans lequel
    - le premier élément d'absorption d'énergie aux chocs (106) est disposé centralement dans la direction de l'axe transversal du véhicule ferroviaire
    et/ou
    - le premier élément d'absorption d'énergie aux chocs (106), dans la direction de l'axe d'hauteur du véhicule ferroviaire, s'étend dans jusqu'à la région du bord inférieur du pare-brise (105).
  6. Module de tête selon l'une quelconque des revendications précédentes, caractérisé en ce que
    - une unité de couplage du véhicule central (108) est prévu, et
    - à chacune des côtés de l'unité de couplage du véhicule (108), un deuxième élément d'absorption d'énergie aux chocs (107) orienté vers l'avant dans la direction longitudinale du véhicule ferroviaire est fixé à la structure frontale (103.1), dans lequel
    - il est, en particulier, prévu que le deuxième élément d'absorption d'énergie aux chocs (107) comporte un moyen à son extrémité avant pour empêcher le chevauchement.
  7. Module de tête selon l'une quelconque des revendications précédentes, caractérisé en ce que la structure arrière (103.2) comprend au moins un arceau de raidissement du véhicule ferroviaire.
  8. Véhicule ferroviaire avec un module de tête (102) selon l'une quelconque des revendications précédentes.
EP07803410.5A 2006-09-18 2007-09-11 Module de tête pour un véhicule ferroviaire Active EP2064104B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102006044397A DE102006044397A1 (de) 2006-09-18 2006-09-18 Kopfmodul für ein Schienenfahrzeug
PCT/EP2007/059546 WO2008034745A1 (fr) 2006-09-18 2007-09-11 Module de tête pour un véhicule ferroviaire

Publications (2)

Publication Number Publication Date
EP2064104A1 EP2064104A1 (fr) 2009-06-03
EP2064104B1 true EP2064104B1 (fr) 2017-08-23

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EP (1) EP2064104B1 (fr)
DE (1) DE102006044397A1 (fr)
WO (1) WO2008034745A1 (fr)

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FR2954929B1 (fr) * 2010-01-07 2014-06-20 Philippe Dolliou Dispositif modulaire de transport ferroviare
BR112013005870A2 (pt) * 2010-09-20 2016-06-07 Bombardier Transp Gmbh ''estrutura de cabine e estrutura de extremidade frontal modular''
DE102011007090A1 (de) * 2011-04-08 2012-10-11 Bombardier Transportation Gmbh Frontstruktur eines Schienenfahrzeugs
FR2988360A1 (fr) * 2012-03-20 2013-09-27 Alstom Transport Sa Structure d'extremite de vehicule ferroviaire, notamment de tramway
DE102012212967A1 (de) * 2012-07-24 2014-01-30 Siemens Aktiengesellschaft Zugkopfteil
CN105102294B (zh) * 2013-03-18 2019-03-01 庞巴迪运输有限公司 轨道车辆和车体结构及制造车体结构的方法
RU2528529C1 (ru) * 2013-04-03 2014-09-20 Открытое акционерное общество "МЕТРОВАГОНМАШ" Рельсовое транспортное средство (варианты) и устройство для защиты при аварийном столкновении
RU2528511C1 (ru) * 2013-04-03 2014-09-20 Открытое акционерное общество "МЕТРОВАГОНМАШ" Рельсовое транспортное средство (варианты) и устройство для защиты при аварийном столкновении
DE102014204761A1 (de) * 2014-03-14 2015-09-17 Voith Patent Gmbh Fahrzeugkopf für ein spurgebundenes Fahrzeug, insbesondere Schienenfahrzeug mit einer verstärkten Rahmenstruktur für die Frontscheibe sowie Frontscheibe für den Fahrzeugkopf
GB201522419D0 (en) * 2015-12-18 2016-02-03 Hitachi Ltd Railway vehicle provided with collision energy absorption structure
DE102016120799B3 (de) * 2016-07-29 2017-12-28 Rcs Gmbh Rail Components And Systems Vakuumhaube
DE102017102567A1 (de) * 2017-02-09 2018-08-09 CG Rail - Chinesisch-Deutsches Forschungs- und Entwicklungszentrum für Bahn- und Verkehrstechnik Dresden GmbH Kopfmodul für Schienenfahrzeug
CN107719406B (zh) * 2017-10-19 2023-10-27 中车青岛四方机车车辆股份有限公司 一种分级式吸能结构及轨道车辆
CN112298259B (zh) * 2020-10-27 2022-03-25 中车青岛四方机车车辆股份有限公司 车体碰撞吸能结构及轨道车辆
CN112298227B (zh) * 2020-11-05 2022-02-15 中车青岛四方机车车辆股份有限公司 模块化的司机室结构及轨道车辆

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Publication number Publication date
WO2008034745A1 (fr) 2008-03-27
DE102006044397A1 (de) 2008-03-27
EP2064104A1 (fr) 2009-06-03

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