EP2078657B1 - Véhicule sur rails doté d'un dispositif d'absorption de chocs à plusieurs niveaux - Google Patents

Véhicule sur rails doté d'un dispositif d'absorption de chocs à plusieurs niveaux Download PDF

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Publication number
EP2078657B1
EP2078657B1 EP08000339A EP08000339A EP2078657B1 EP 2078657 B1 EP2078657 B1 EP 2078657B1 EP 08000339 A EP08000339 A EP 08000339A EP 08000339 A EP08000339 A EP 08000339A EP 2078657 B1 EP2078657 B1 EP 2078657B1
Authority
EP
European Patent Office
Prior art keywords
shock
absorbing element
rail vehicle
absorbing
deformation
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
EP08000339A
Other languages
German (de)
English (en)
Other versions
EP2078657A1 (fr
Inventor
Nico Dipl.-Ing. Bohms
Michael Dipl.-Ing. Boos
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 Transport SA
Original Assignee
Alstom Transport SA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Alstom Transport SA filed Critical Alstom Transport SA
Priority to ES08000339T priority Critical patent/ES2354325T3/es
Priority to EP08000339A priority patent/EP2078657B1/fr
Priority to DE502008001516T priority patent/DE502008001516D1/de
Priority to AT08000339T priority patent/ATE484438T1/de
Publication of EP2078657A1 publication Critical patent/EP2078657A1/fr
Application granted granted Critical
Publication of EP2078657B1 publication Critical patent/EP2078657B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G11/00—Buffers
    • B61G11/16—Buffers absorbing shocks by permanent deformation of buffer element
    • 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

Definitions

  • a railway vehicle which has Stoßverzehretti which are arranged in two different heights, hereinafter referred to as energy absorption levels.
  • the most projecting in a lower energy dissipation plane shock-absorbing element is activated on impact with a comparatively low-building vehicle first.
  • a second Stoßverzehrelement which is located in an upper energy dissipation level, activated. If the deformations and thus the possibility of energy absorption of these two shock-absorbing elements is exhausted, a third shock-absorbing element, which, viewed in the direction of travel, is arranged behind the two aforementioned shock-absorbing elements, is activated.
  • the third shock absorbing element extends in the vertical direction from the lower energy dissipation level to the upper energy dissipation level and is therefore very bulky and therefore can not be realized in all rail vehicles.
  • the center of gravity of the commercial vehicle is significantly higher than the lower energy absorption plane, so that the power transmission between the rail vehicle and the commercial vehicle in the region of lower energy consumption level causes a tilting moment on the commercial vehicle, which rotates the commercial vehicle in the direction of the rail vehicle and thereby the forces between rail vehicle and commercial vehicle be increased in the upper energy level.
  • the invention has for its object to provide a rail vehicle that has a good energy absorption behavior even in collisions with commercial vehicles, the structure of the rail vehicle, in particular its car body, should be minimized. At the same time, the energy-absorbing devices should be space-saving and inexpensive to implement.
  • This object is achieved in a rail vehicle with a car body, on the front side a plurality of arranged at different heights Stoßverzehretti are provided, the Stoßverzehretti are activated in succession depending on the deformation of the front end substantially successively, wherein in a lower energy dissipation level a first shock-absorbing element and a third Stoßverzehrelement in the direction of travel of the rail vehicle are arranged one behind the other, wherein in an upper energy absorption plane, a second Stoßverzehrelement is provided, and wherein the first Stoßverzehrelement protrudes in the undeformed state in the direction of travel on the second Stoßverzehrelement, achieved by a deformation of the second Stoßverzehrelements at least partially on the third Push consumption element is transmitted.
  • the coupling according to the invention of the second shock-absorbing element and of the third shock-absorbing element ensures that whenever the forces in the region of the upper energy dissipation plane are much greater than in the region of the lower energy dissipation plane, part of the deformation work is transferred from the upper energy dissipation plane to the lower energy dissipation plane becomes.
  • This is firstly a Homogenization of the introduction of force and the stress of the shock-absorbing elements achieved. Since the lower energy dissipation level is usually approximately at the same height as the undercarriage of the car body, the structure of the car body or the rail vehicle is significantly less stressed when the resulting forces in the collision are introduced in the lower energy dissipation level in the rail vehicle.
  • the second shock-absorbing element and the third shock-absorbing element are coupled hydraulically and / or mechanically to one another.
  • a hydraulic coupling for example via a master cylinder and a slave cylinder
  • first very large forces can be reliably transmitted in the smallest space from the upper energy dissipation level in the lower energy dissipation level.
  • the coordination of the deformations or the transmission of impact energy from the upper energy dissipation level to the lower energy dissipation level can be optimized very simply by the choice of the diameter of master cylinder and slave cylinder.
  • master cylinder and / or slave cylinder are arranged coaxially with the relevant Stoßverzehrelement.
  • master cylinder or the slave cylinder laterally offset or offset parallel to the shock-absorbing elements. This also provides a further degree of freedom with regard to the structural design.
  • shock-absorbing elements are required for the coupling of shock-absorbing elements and master cylinders or slave cylinders. But it is also possible to achieve a purely mechanical transmission or coupling of the deformation paths of the second shock-absorbing element and the third shock-absorbing element. This variant is cheaper to implement and can also be realized very space-saving.
  • the deformation path or a part of the deformation path of the second shock-absorbing element is transmitted via a cable and corresponding rollers or deflection devices to the third shock-absorbing element.
  • This variant is very space-saving and cost feasible. Which of the variants alone or in combination with each other is given preference in individual cases depends on the other boundary conditions in the manufacture of the rail vehicle.
  • FIG. 1 shows in the left part of the front part of a rail vehicle 1 according to the invention cut and simplified.
  • a car body 3 with long beams 3.1 and roof struts 3.2 is just as hinted at the wheels 5.
  • the direction of travel of the rail vehicle 1 is indicated by an arrow 7.
  • the rails on which the rail vehicle 1 rolls are provided with the reference numeral 9.
  • Approximately at the height of the longitudinal beam 3.1 is a lower energy dissipation level 11, the Height above the rails 9 is indicated by a double arrow 13.
  • an upper energy dissipation level 15 is indicated, the height of which above the rails 9 is indicated by a double arrow 17.
  • a first shock-absorbing element 19 and a third shock-absorbing device 21 are arranged one behind the other in the direction of travel.
  • the length of the undeformed first Stoßverzehrelements 19 is in FIG. 3 provided with the reference numeral 23.
  • the length of the undeformed third Stoßverzehrelements 21 is provided with the reference numeral 25.
  • the deformation properties of the first shock-absorbing element 19 and the third shock-absorbing element 21 are matched to one another such that first the impact-absorbing element 19 deforms in the event of an impact, so that its length 23 is reduced and if appropriate subsequently the third shock-absorbing element 21 is deformed.
  • a second shock-absorbing element 27 is arranged, whose undeformed length has been designated by the reference numeral 29.
  • the second impact-absorbing element 27 and the third impact-absorbing element 21 are coupled together so that at least a part of the deformation of the second impact-absorbing element 27 is transmitted to the third impact-absorbing element 21, so that this third impact-absorbing element 21 also deforms and thus in a collision with a Vehicle partially absorbs energy to be absorbed. As a result, it will Impact energy from the upper energy dissipation level 15 is diverted to the lower energy dissipation level 11.
  • the lower energy dissipation level 11 is approximately at the height of the undercarriage or the longitudinal beam 3.1 of the car body 3, the introduction of forces in the lower energy dissipation level is much cheaper and leads to less damage to the structure of the rail vehicle 1, in particular of the car body. 3
  • a master cylinder 31 is coupled via a boom 33 with the second shock-absorbing element 27.
  • the boom 33 is shown only schematically.
  • the longitudinal axis of the master cylinder 31 runs parallel to the longitudinal axis of the shock-absorbing element 27.
  • a slave cylinder 35 Coaxially with the third shock absorbing element 21, a slave cylinder 35 is arranged. A piston 37 of the slave cylinder 35 is coupled via a tie rod 39 with the front side of the third shock absorbing element 21 arranged in the direction of travel.
  • the mode of operation of the shock-absorbing elements according to the invention and their coupling will be explained in detail below.
  • FIG. 1 In the right part of the FIG. 1 is a rear view of a commercial vehicle 41 comprising a frame 43, a structure 45 and wheels 47 greatly simplified and shown schematically.
  • a center of gravity of the commercial vehicle 41 is indicated by the reference numeral 49. It is important in the context of the claimed invention that the center of gravity 49 of the commercial vehicle 41 is significantly higher than the lower energy dissipation level 11. This means that upon impact of the rail vehicle 1 on the Utility vehicle 41, for example, crosses a railroad crossing, the forces transmitted between the first shock-absorbing element 19 and the frame 43 of the utility vehicle 41 trigger a tilting movement of the utility vehicle 41 in the counterclockwise direction. This tilting movement is in FIG. 1 indicated by an arrow 51.
  • the rail vehicles 1 in the following figures have an identical or similar structure, so that not all components are provided with reference numerals for reasons of clarity. In this regard, however, is concerned with the explanation FIG. 1 directed.
  • FIG. 2 are the rail vehicle 1 and the utility vehicle 41 according to FIG. 1 shown in the moment in which the rail vehicle 1 impinges on the commercial vehicle 41. Due to the offset between the first shock-absorbing element 19 and the second shock-absorbing element 27 in the direction of travel, this occurs in the lower energy dissipation plane 11 (see FIG FIG. 1 ) arranged first shock absorbing element 19 first on the frame 43 of the utility vehicle 41 and thereby triggers the above-mentioned tilting movement (see the arrow 51) to the center of gravity 49 of the commercial vehicle 41 from. As a result, shortly thereafter the second impact-absorbing element 27 is acted upon by a very large force which has to be introduced into the rail vehicle 1 or the body 3 of the same.
  • a first deformation V 27.1 of the second shock-absorbing element 27 takes place.
  • the first shock-absorbing element 19 is also compressed and deformed in the axial direction.
  • the first deformation V 27.1 of the second shock-absorbing element 27 takes place substantially in the part of the second shock-absorbing element 27 located in front of the boom 33 in the direction of travel.
  • the boom 33 is displaced together with the deformed second Stoßverzehrelement 27 against the direction of travel relative to the car body 3.
  • the boom 33 is connected to a piston 53 of the master cylinder 31 and moves this piston 53 into the master cylinder 31.
  • a working chamber 55 of the master cylinder 31 via a hydraulic line 57 hydraulic fluid in the Working space (without reference numeral) of the slave cylinder 35 pressed.
  • the piston 37 of the slave cylinder moves in the same direction as the piston 53 of the master cylinder 31 and thereby pulls the armature 39 in the direction of the car body.
  • the armature 39 is coupled to the third shock-absorbing element 31, this also triggers deformation of the third shock-absorbing element 31.
  • the third shock absorbing member 21 takes over a substantial part of the work of deformation introduced into the second impact absorbing member 27.
  • the diameter of the master cylinder 31 and the slave cylinder 35 can be influenced within wide limits to what extent and with what "gear ratio", the deformation of the second Stoßverzehrelements 27 is transmitted to the third shock absorbing element 21.
  • the transmission of the deformations from the upper energy dissipation level 15 to the lower energy dissipation level 11 can be done not only hydraulically, but also purely mechanically.
  • FIG. 5 an embodiment is shown in which the transmission works purely mechanically. This is ensured by a transmission element 59, which is attached to the second shock-absorbing element 27 and engages in a groove 61 on the third shock-absorbing element 27.
  • a transmission element 59 which is attached to the second shock-absorbing element 27 and engages in a groove 61 on the third shock-absorbing element 27.
  • the length of the groove 61 can be set in a simple manner, from which deformation of the second Stoßverzehrelements 27, the deformation of the third Stoßverzehrelements 21 and thus the transmission from the upper energy dissipation level 15 to the lower energy dissipation level 11 begins.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Vibration Dampers (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)

Claims (5)

  1. Véhicule sur rails (1) avec une caisse (3), à l'avant de laquelle il est prévu plusieurs amortisseurs (19, 21, 27) agencés à diverses hauteurs, dans lequel les amortisseurs (19, 21, 27) sont activés sensiblement l'un après l'autre en interdépendance lors d'un choc contre un obstacle, dans lequel un premier amortisseur (19) et un troisième amortisseur (21) sont agencés l'un derrière l'autre dans le sens de marche du véhicule sur rails (1) dans un plan de dispersion d'énergie inférieur (11), dans lequel il est prévu un deuxième amortisseur (27) dans un plan de dispersion d'énergie supérieur (15) et dans lequel le premier amortisseur (19) dépasse à l'état non déformé dans le sens de marche (7) du deuxième amortisseur (27), caractérisé en ce qu'une déformation du deuxième amortisseur (27) est transmise au moins en partie au troisième amortisseur (21).
  2. Véhicule sur rails selon la revendication 1, caractérisé en ce que le deuxième amortisseur (27) et le troisième amortisseur (21) sont couplés l'un à l'autre par voie hydraulique (31, 35, 57) et/ou mécanique (33, 59, 39).
  3. Véhicule sur rails selon la revendication 2, caractérisé en ce qu'une déformation du deuxième amortisseur (27) est transmise à un maître-cylindre (31), en ce que le maître-cylindre (31) est couplé par voie hydraulique à un cylindre récepteur (35) et en ce qu'un mouvement du cylindre récepteur (35) est transmis au troisième amortisseur (21).
  4. Véhicule sur rails selon l'une quelconque des revendications précédentes, caractérisé en ce que le deuxième amortisseur (27) et le troisième amortisseur (21) sont couplés l'un à l'autre par un élément de transmission (59).
  5. Véhicule sur rails selon l'une quelconque des revendications précédentes, caractérisé en ce que le deuxième amortisseur (27) et le troisième amortisseur (21) sont couplés l'un à l'autre par un câble et des rouleaux de renvoi.
EP08000339A 2008-01-10 2008-01-10 Véhicule sur rails doté d'un dispositif d'absorption de chocs à plusieurs niveaux Not-in-force EP2078657B1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
ES08000339T ES2354325T3 (es) 2008-01-10 2008-01-10 Vehículo sobre carriles dotado de un dispositivo de absorción de choques de varios niveles.
EP08000339A EP2078657B1 (fr) 2008-01-10 2008-01-10 Véhicule sur rails doté d'un dispositif d'absorption de chocs à plusieurs niveaux
DE502008001516T DE502008001516D1 (de) 2008-01-10 2008-01-10 Schienenfahrzeug mit mehrstufiger Stossverzehreinrichtung
AT08000339T ATE484438T1 (de) 2008-01-10 2008-01-10 Schienenfahrzeug mit mehrstufiger stossverzehreinrichtung

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP08000339A EP2078657B1 (fr) 2008-01-10 2008-01-10 Véhicule sur rails doté d'un dispositif d'absorption de chocs à plusieurs niveaux

Publications (2)

Publication Number Publication Date
EP2078657A1 EP2078657A1 (fr) 2009-07-15
EP2078657B1 true EP2078657B1 (fr) 2010-10-13

Family

ID=39323908

Family Applications (1)

Application Number Title Priority Date Filing Date
EP08000339A Not-in-force EP2078657B1 (fr) 2008-01-10 2008-01-10 Véhicule sur rails doté d'un dispositif d'absorption de chocs à plusieurs niveaux

Country Status (4)

Country Link
EP (1) EP2078657B1 (fr)
AT (1) ATE484438T1 (fr)
DE (1) DE502008001516D1 (fr)
ES (1) ES2354325T3 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT16474U1 (de) * 2018-04-27 2019-10-15 Bombardier Transp Gmbh Crashkonzept Stadt-Regio-Fahrzeug

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3228942A1 (de) * 1982-08-03 1984-02-09 Scharfenbergkupplung Gmbh, 3320 Salzgitter Kletterschutz fuer schienenfahrzeuge
DE3931171A1 (de) * 1988-06-03 1991-04-04 Messerschmitt Boelkow Blohm Schienenfahrzeug
DE19720329C1 (de) * 1997-05-15 1998-11-05 Abb Daimler Benz Transp Schienenfahrzeug mit Stoßverzehrelementeinrichtung
FR2765543B1 (fr) * 1997-07-02 2005-01-07 Alstom Ddf Vehicule ferroviaire comportant au moins un module d'extremite interchangeable
DE19855830C1 (de) * 1998-12-03 2000-02-24 Dwa Deutsche Waggonbau Gmbh Kollisionsschutzeinrichtung für spurgeführte Stadtverkehrsfahrzeuge
DE20118262U1 (de) * 2001-11-09 2003-03-20 Alstom Lhb Gmbh Kollisionsschutzeinrichtung für Schienenfahrzeuge
FR2879549B1 (fr) 2004-12-22 2007-02-09 Alstom Transport Sa Dispositif absorbeur de chocs pour vehicule ferroviaire

Also Published As

Publication number Publication date
ES2354325T3 (es) 2011-03-14
EP2078657A1 (fr) 2009-07-15
ATE484438T1 (de) 2010-10-15
DE502008001516D1 (de) 2010-11-25

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