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
  • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
  • B61G11/00—Buffers
  • B61G11/16—Buffers absorbing shocks by permanent deformation of buffer element

Definitions

• the invention relates to a crash module for a
• Rail vehicle comprising at least one crash element, which is arranged between a frontal baffle plate and a rear connection plate.
• crumple zones can be realized as large-scale crash areas or as crash elements with special geometry and either integrated into the load-bearing structure or placed on the front structure as free-standing crash modules.
• free-standing elements it should be noted that, in such elements, transverse forces and bending moments, such as occur in the case of eccentric load introduction, can lead to global buckling with reduced energy consumption and, as a consequence, 'collision' of the collision partners.
• No. 6,158,356 describes such a solution in which a front and a rear flat ring are arranged parallel to each other and perpendicular to the direction of travel in the front region of a rail vehicle.
• the rings are connected at their upper side via a joint around which they rotate in a collision, on their underside they each have two tubular, mutually sliding damping units.
• Collision partners suitable because they can not prevent twisting of the contact surfaces and it can therefore come to 'riding' of collision partners.
• a crash module of the type mentioned above according to the invention that between the frontal baffle plate and the rear connection plate at least one plate-shaped guide element is provided for the at least one crash element, which is oriented substantially in the longitudinal direction of the rail vehicle.
• This guide element is designed so that it does not appreciably affect the deformation behavior of the crash element when compressed in the longitudinal direction of the rail vehicle, possibly occurring transverse forces in
• this guide element By this guide element, the resulting in a collision of two rail vehicles impact energy along the longitudinal direction of a rail vehicle in existing Crash elements are routed and a 'riots' or 'climbing up' the collision partners are avoided each other. According to the invention, this function also remains upright in the event of eccentric stress, for example when the collision partners hit each other with a vertical offset. It is therefore an effective guide mechanism for pressed along the longitudinal direction of a rail vehicle crash elements to maintain the functionality of the collapse behavior in eccentric stresses.
• the invention is characterized by a simple and inexpensive construction with low installation volume and can be easily replaced if necessary. Due to the arbitrary dimensioning of the guide elements, there is none
• Climbing protection devices are arranged. In addition to preventing the rotation of the contact surfaces, this is an essential measure to avoid the collision of two
• anti-climb protection many different types are known, in the present case, for example, a series of horizontal ribs are used.
• the guide element advantageously has a substantially rectangular shape and is further arranged vertically. By this arrangement, a deflection of the contact surfaces in the vertical direction can be prevented. In principle, it is also possible to arrange the guide element horizontally. Thus, effectively a support in the transverse direction can be realized, whereby in collisions with horizontal offset optimal energy introduction is ensured in the crash elements.
• the guide element can be carried out in various ways, for example as a solid plate or in the form of a box profile. In any case, it is a prerequisite that the guide element can effectively absorb bending moments about the transverse axis of the vehicle and transverse forces in the vertical direction (in the case of a vertical arrangement of the guide element, corresponding conditions must be met in the case of a horizontal arrangement). It is therefore particularly advantageous if the guide element has a U-shaped cross section with a top flange and a bottom flange. This
• Structure is characterized by the required qualities and high stability with low weight and low space consumption and manufacturing technology is very easy to produce, for example, from a piece of sheet metal by cutting and folding.
• the guide element has at least one desired deformation point. If there is a collision, the guide element may deform along this sole deformation point and thus ensure that the
• the desired deformation point is desirably oriented substantially vertically, i. It is advantageous if the guide element has a plurality of predetermined deformation points, for example at the points at which the guide element is fastened to the frontal baffle plate and the rear connection plate, and approximately in FIG the middle of the guide element.
• Simpler embodiments with only one target deformation point can be realized if the guide element is not fixedly connected to the connection plates, but is clamped or ajar in the crash module, but in any case mounted so that the ends of the
• Guide element are each movable. In a collision would then deform the guide element defined at the desired deformation point and "behave” at the respective ends, so that the function of the invention is ensured with minimal design effort.
• the desired deformation point is a flow joint.
• a flow joint is not a structurally executed joint as an independent component, but a line-shaped position of the guide element, which is characterized by a great mechanical deformability as far as possible and deforms plastically deformed in deformation.
• Such a flow joint has the advantage that it can be realized with minimal effort and yet has the desired properties.
• the flow joint is, for example, a kink in the guide element, at which the element begins to deform on load introduction, as occurs in a collision.
• the bend forms a continuous hinge line
• the flow joint comprises recesses in the upper flange and in the lower flange of the guide element, wherein the recesses are configured normal to the longitudinal direction of the rail vehicle. This ensures that the point of weakness for the deformation is in this area, and thus the
• the desired deformation point may be a mechanical joint.
• Such an embodiment is particularly advantageous if, in addition to the reversible guide element, also reversible crash Elements, such as Hydrostat buffer elements, gas hydraulic elements, or the like, are used. This would make the entire crash module reversible and could be used multiple times.
• the desired deformation point is arranged on the guide element such that it divides the guide element into at least two element regions.
• the element areas are only locally separated areas, but they are part of a unit (flow joint) or else areas that are physically separated (mechanical joint). Both variants are possible here and in each case not restrictive for the function of the crash module according to the invention.
• the function according to the invention if only one desired deformation point, advantageously in the middle of the guide element, is formed.
• the function can be improved if the guide member has three SoIl deformation points.
• Deformation points can fold the guide element accordion-like and thus ensure that the impact energy of a collision in the longitudinal direction of the rail vehicle is introduced into the crash elements.
• a desired deformation point is located at the connection between the at least two element regions of the guide element, a desired deformation point in the vicinity of the attachment point of the guide element is arranged on the frontal baffle plate and a further desired deformation point in
• the crash module can be structurally simpler to execute if a desired deformation point is located directly at the attachment point of the guide element on the frontal baffle plate, another target deformation point is located directly at the attachment point of the guide element on the rear connection plate and another Soll Deformation point is located at the connection between the at least two element regions of the guide element.
• At least one of the desired deformation points is designed as a flow joint and / or at least one of the desired deformation point is designed as a mechanical joint.
• the guide element can be designed as flow joints, which would be a particularly easy to implement variant.
• all desired deformation points may be formed as mechanical joints, and also
• the joints at the attachment points of the guide element on the frontal baffle plate and the rear connection plate can be formed as flow joints, while the deformation point in the middle between the element areas as a mechanical joint can be trained. All other possible combinations are of course possible.
• exactly two crash elements and exactly two guide elements are provided with a U-shaped cross-section, wherein the two crash elements are arranged side by side, that a gap between the crash elements is present, and the guide elements are arranged in this space and one guide element is arranged near a crash element and each guide member is connected to the frontal baffle plate and the rear terminal plate and further comprising the guide elements at the connection points on the frontal baffle plate and the connection plate and in the middle at a flow joint line a desired deformation point.
• the at least one plate-shaped guide element with the frontal baffle plate and the rear connection plate is rigidly connected.
• Such a connection can be made in various ways, for example by welding or riveting.
• the at least one plate-shaped guide element is arranged in such a way in the crash module that it faces with one of the frontal baffle plate or one of the rear connection plate End Scheme abuts the frontal baffle plate or the rear connection plate and the end portions against the frontal baffle plate and the rear connection plate are displaceable or rotatable.
• Such an arrangement can be achieved, for example, if the guide element is only inserted in the crash module, that is, for example, ajar or pinched.
• the advantage is that, in principle, the guide element only has to have a desired deformation point on which it deforms in the event of collision or other introduction of force, while it can move freely with its end regions and similar to a joint.
• FIG. 1 is a perspective view of a crash module according to the invention
• FIG. 2 is an exploded view of the crash module of FIG. 1,
• Fig. 3a is a plan view of an embodiment of a
• 3b is a plan view of another embodiment of a guide element with three desired deformation points
• 4 is a perspective view of a guide element with a mechanical joint
• 4a is a perspective view of a crash module according to the invention with guide elements with mechanical joints
• FIG. 5 is a perspective view of the crash modules of two rail vehicles shortly before a collision with a vertical offset, wherein the crash modules have no guide elements
• FIG. 5a is a side view of the illustration in Fig. 5 from direction A,
• FIG. 6 shows a perspective illustration of the crash modules of two rail vehicles according to FIG. 5 after a vertical offset collision
• FIG. 6a is a side view of the illustration in Fig. 6 from direction B,
• FIG. 7 shows a perspective illustration of the crash modules of two rail vehicles shortly before a vertical offset collision, wherein the crash modules have guide elements according to the invention
• Fig. 8 is a perspective view of the crash modules of two rail vehicles of FIG. 7 after a collision with a vertical offset
• FIG. 8a is a side view in Fig. 8 from direction C.
• Fig. 1 shows a crash module 101 according to the invention, as used for example in rail vehicles.
• a crash module 101 can be integrated, for example, in the stem of a rail vehicle or can be mounted free-standing on the front side of a rail vehicle.
• the crash module 101 consists of two crash elements 102, which are arranged side by side.
• the crash elements 102 consist of plastically deformable material, such as aluminum or steel profiles, foam materials such as aluminum foam, or from reversible shock-absorbing elements such as HydrostatpufferElementen, gas hydraulic elements or the like.
• the crash module 101 comprises a frontal baffle plate 103 with Aufkletterstoffvortechniken 104 and a rear connection plate 105th
• Fig. 1 shows only an exemplary embodiment, of course, other embodiments without limitation of the invention
• the Aufkletterschutzvorraumen 104 are designed as horizontal ribs, which prevent the fact that in the collision of two rail vehicles, a rail vehicle rides on the other, thus causing serious damage.
• five horizontal ribs are arranged in front of each of the two crash elements 102 in FIG. 1, of course, other embodiments are also possible here.
• the rear connection plate 105 serves to support the crash module 101 in the event of a collision.
• the rear connection plate 105 is usually connected to the rest of the rail vehicle.
• the impact energy is conducted to the crash elements 102 and absorbed there by plastic deformation.
• guide elements 106 are arranged laterally on the crash elements 102, which connect the frontal baffle plate 103 with the rear connection plate 105.
• the connection of the guide elements 106 with the front baffle plate 103 and the rear connection plate 105 is effected for example by welding.
• the guide elements can also only be clamped or ajar, ie not connected to the frontal baffle plate and the rear connection plate. In such a
• brackets could be used which hold the guide members 106 in position but do not interfere with their function according to the invention (see bracket 114 in Fig. 4a).
• FIG. 2 shows an exploded view of the crash module 101 of FIG. 1 for a more detailed picture of the individual elements of the crash module 101.
• the guide elements 106 are designed in the form of additional profiles which have a cross-section which can absorb high bending moments around the lateral axis.
• the guide element 106 could be realized as a box profile or as a solid plate - however, in any case, the ability of the guide element 106 must be taken to absorb lateral forces and bending moments.
• the guide element 106 is configured to be rectangular and substantially plate-shaped and oriented in the longitudinal direction of the rail vehicle. For vertical displacement between the colliding vehicles, a guidance of the impact energy in the longitudinal direction of the rail vehicle To ensure that it is necessary that the guide member 106 is arranged vertically.
• the guide element 106 is configured as a U-shaped cross section with a web and a top flange 108a and a bottom flange 108b.
• the guide elements 106 are attached to the frontal baffle plate 103 and to the terminal plate 105, for example by welding. At these fastening points and approximately in the middle, the guide element 106 has constructive desired deformation points, on which it preferably deforms upon introduction of energy, for example as a result of an impact on an obstacle.
• FIG. 3 a shows a plan view of a variant of a guide element 106 in which three desired deformation points 111, 112, 113 are provided.
• the deformation points are realized as flow joints, which of course represents only one of several possible embodiments.
• the guide element is divided into thirds Dl, D2, D3.
• the first deformation point 111 is arranged in the vicinity of the frontal baffle plate 103. However, it is not located directly at the attachment point of the guide member 106 on the plate, but slightly offset, in the first third Dl of the guide member 106. Thus, any difficulties that may occur at the attachment point, e.g. if this is realized as a weld, avoided.
• the second deformation point 112 is located in the middle of the guide element 106, or in the second third D2.
• the third deformation point 113 is arranged in the vicinity of the rear connection plate 105, but again not directly at the attachment point, but offset in the last third D3 of the guide element.
• FIG. 3b shows a further variant in which the first deformation point 111 and the third deformation point 113 are arranged directly on the frontal baffle plate 103 and the rear connection plate 105, respectively.
• the desired deformation points are designed as flow joints as mentioned, or as recesses and kinks in a U-shaped profile.
• mechanical joints 109 instead of the flow joints, which allow a controlled deformation of the guide elements 106.
• Fig. 4 shows by way of example a guide member 106 with a mechanical hinge 109, wherein the representation of the joint is only schematic and the real design may of course differ from this scheme.
• the respective desired deformation points combined with flow joints and mechanical joints 109 can be designed as a flow joint, while the sole deformation points on the frontal impact plate 103 and the rear connection plate 105 are mechanical Joints 109 may be executed.
• the mean desired deformation point is designed as a mechanical joint 109 and the deformation points are realized on the plates as flow joints. Any other combinations, such as mechanical joints 109 on the frontal baffle plate 103 and in the middle and a flow joint on the rear connection plate 105, or vice versa, are possible.
• FIG. 4 a shows, by way of example, the combination of mechanical joints 109 with flow joints.
• the illustrated crash module 101 has guide elements 106 which are mechanical in the middle Have joints 109, wherein at the attachment points on the frontal baffle plate 103 and the rear connection plate (not shown) are designed flow joints.
• the sole deformation points at the fastening points can also be saved, for example when the guide element 106 is clamped in the crash module 101.
• it can be fixed in position with clips 114.
• FIG. 5 shows two rail vehicles shortly before the collision, the rail vehicles being represented by their crash modules 101 ', 110.
• the crash modules 101 ', 110 have no guide elements 106 (see FIGS. 1 and 2).
• the two crash modules 101 ', 110 meet each other with a small vertical offset, as can be seen from the side view from direction A in Fig. 5a.
• FIG. 6 shows the crash modules 101 ', 110 after the collision: Due to the eccentric collision, the crash elements do not deform in the longitudinal direction of the rail vehicle, but tilting occurs - the frontal impact plates of the two crash modules 101' 110 twist and it is initiated a rally of the vehicles. This can also be clearly seen from FIG. 6a, which shows a side view of the crash modules 101 ', 110 from the direction B.
• FIG. 7 shows the crash modules 101, 110 'shortly before the collision, with a horizontal offset again.
• the situation thus corresponds to the situation shown in FIG. 5a.
• Fig. 8 shows the crash modules 101, 110 'after the collision.
• the impact energy of the collision is guided by means of the guide elements 106, 106 'predominantly in the longitudinal direction of the rail vehicle into the crash elements.
• Fig. 8a shows the side view of the case shown in Fig. 8 from direction C, from which it is recognizable that there is no tilting of the crash elements and the impact energy is absorbed optimally in the crash elements.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Transportation (AREA)
• Vibration Dampers (AREA)
• Body Structure For Vehicles (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=40184965

Family Applications (1)

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Citations (2)

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• 2007
  • 2007-09-20 AT AT0147207A patent/AT505870A1/de not_active Application Discontinuation
• 2008
  • 2008-09-19 CN CN200880107997.3A patent/CN101801756B/zh active Active
  • 2008-09-19 AU AU2008303621A patent/AU2008303621B2/en active Active
  • 2008-09-19 UA UAA201003224A patent/UA103753C2/ru unknown
  • 2008-09-19 EP EP08804465A patent/EP2188164A1/de not_active Ceased
  • 2008-09-19 CA CA2700063A patent/CA2700063C/en active Active
  • 2008-09-19 US US12/677,354 patent/US8225722B2/en active Active
  • 2008-09-19 WO PCT/EP2008/062531 patent/WO2009040309A1/de active Application Filing
  • 2008-09-19 RU RU2010115496/11A patent/RU2493035C2/ru active

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Non-Patent Citations (1)

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