EP2238011B1 - Kopfbauteil zum ausbilden der stirnseite eines fahrzeugs, mit mindestens einem energieverzehrelement - Google Patents

Kopfbauteil zum ausbilden der stirnseite eines fahrzeugs, mit mindestens einem energieverzehrelement Download PDF

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Publication number
EP2238011B1
EP2238011B1 EP09706738A EP09706738A EP2238011B1 EP 2238011 B1 EP2238011 B1 EP 2238011B1 EP 09706738 A EP09706738 A EP 09706738A EP 09706738 A EP09706738 A EP 09706738A EP 2238011 B1 EP2238011 B1 EP 2238011B1
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EP
European Patent Office
Prior art keywords
head component
energy absorption
support structure
absorption element
telescoping beam
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.)
Active
Application number
EP09706738A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP2238011A1 (de
Inventor
Bernhard Braun
Stephan Drexler
Dirk Fleischmann
Rüdiger Holz
Hannes Peer
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.)
Siemens AG
Original Assignee
Siemens AG
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 Siemens AG filed Critical Siemens AG
Priority to PL09706738T priority Critical patent/PL2238011T3/pl
Publication of EP2238011A1 publication Critical patent/EP2238011A1/de
Application granted granted Critical
Publication of EP2238011B1 publication Critical patent/EP2238011B1/de
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
    • B61D15/06—Buffer cars; Arrangements or construction of railway vehicles for protecting them in case of collisions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F1/00—Underframes
    • B61F1/06—Underframes specially adapted for locomotives or motor-driven railcars
    • 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 head component for attachment to the front of a vehicle having a support structure, which has connection means for mechanical attachment to the vehicle, and with at least one energy dissipation element for reducing kinetic energy in the event of an impact on an obstacle, which is designed such that the kinetic energy is continuously reduced as the deformation proceeds, at least one energy dissipation element being part of the support structure.
  • Such a head component is from the EP 0 802 100 A1 already known.
  • the head component disclosed therein is equipped with connection means for mounting on a rail vehicle and has a non-deformable Rammy extending transversely and horizontally to a possible direction of travel. Furthermore, energy-absorbing elements in the form of corrugated metal sheets are provided, which are arranged in the rear region of the head component.
  • the EP 1 394 009 B2 discloses a rail vehicle, on the two-sided end faces each head components are provided.
  • the permanently mounted head components have energy dissipation elements arranged in their bonding area.
  • the EP 1 223 095 discloses a supporting structure for a head component of a rail vehicle, in which energy absorbing elements are installed.
  • a head component for mounting to the car body of a rail vehicle which forms the front-side vehicle head of the rail vehicle in which the driver's cab is located.
  • a telescopic, separate shock absorber is arranged in the head component below the passenger compartment.
  • the separate shock absorber has a reversible stage in which a buffer under a tension of a buffer spring in a receiving tube is 29iebiebbar. Only with larger impact forces it comes to the irreversible deformation of the receiving tube and thus to the energy consumption.
  • the deformation of the receiving tube of the degradation of the kinetic energy is continued, so that the receiving tube is also referred to as irreversible stage of the shock absorber or as an energy dissipation element.
  • the receiving tube is also referred to as irreversible stage of the shock absorber or as an energy dissipation element.
  • a separate energy dissipation element is cost-intensive and expansive.
  • a separate and thus self-supporting head component is in the DE 195 28 035 A1 described.
  • the head component disclosed there is mounted on a rail-powered railcar or in other words on a locomotive.
  • the separate head component has no energy dissipation elements.
  • the DE 198 09 489 A1 and the DE 196 35 221 C1 each describe separately attachable to rail vehicles impact protection devices for rail vehicles which form collision buffers which can be fastened to the rail vehicle.
  • the object of the invention is to provide a separately mountable head component of the type mentioned, which is inexpensive and meets the usual safety requirements, at the same time an additional storage space for receiving additional vehicle components is provided.
  • the invention solves this problem in that a Rammong the support structure which extends on the side facing away from the connection means of the support structure in a transverse direction, is part of an energy absorbing element and the energy absorbing element has a heavier deformable compared to Rammong cross member, of the Rammong is arranged offset to the connection means and extends in the transverse direction, wherein extending a deformable by the impact material between the Rammong and the cross member.
  • a separate head component which, as already known from the prior art, can be connected in a simple manner via the connection means, for example to the car body of a rail vehicle.
  • the head component After assembly to the car body, the head component forms the front side and thus the head or in other words the front of the vehicle.
  • the head component according to the invention has energy absorbing elements that are part of the support structure of the head component. The energy dissipation elements are thus integrated in other words in the support structure of the head component.
  • the inventive design of the support structure in their effect with a gain in space in the wake.
  • the energy dissipation elements of the support structure are designed so that in the usual impact accidents, the kinetic energy is usually completely absorbed by the integrated energy dissipation elements and optionally mounted on the head component and optionally deformation areas having buffers.
  • the head component can therefore be replaced after the impact in a simple manner by a new head component, so that the consequences of an accident are limited and can be remedied quickly.
  • the head component according to the invention provides a large interior due to the lack of separate energy-absorbing elements.
  • the integration of the energy dissipation elements into the support structure is more cost-effective than the use of separate energy dissipation elements.
  • a ram support of the support structure which extends in a transverse direction on the side of the support structure facing away from the connection means, forms part of an energy dissipation element.
  • transverse direction is meant in this case, a direction perpendicular to the direction of travel of the vehicle, each Rammongol and also introduced here below cross members each extending in a plane which is substantially parallel to the track.
  • Ramms are already known as such in the field of railway technology and run directly on the front side of the vehicle or head component. In an impact, they are thus directly facing the respective obstacle. According to this advantageous development of the invention, the effect of the energy dissipation elements therefore begins immediately with the detection of the obstacle.
  • the energy dissipation element furthermore has a cross member, which is difficult to deform in comparison to the ram carrier, which is offset from the ram carrier to the connection means and extends in the transverse direction, wherein a material deformable by the impact is arranged between the ram support and the cross member.
  • a material deformable by the impact is arranged between the ram support and the cross member.
  • the deformable material has trigger points.
  • trigger points which can also be referred to as desired deformation points, are sections or regions of the deformable material which are designed such that a deformation of the deformable material in these areas or in other words starts at these sites.
  • Examples of trigger points are regions with reduced mechanical strength relative to the adjacent regions or regions or sections which deflect against the impact direction.
  • cross member and Ramm are connected to each other on both sides of transverse and Rammong extending side members together, the side members have weak points for mechanical weakening of the material strength.
  • the free end of each arc section is firmly connected to the Rammong.
  • trigger points are formed where the deformation process begins. Due to the weak points, therefore, a targeted deformation is possible.
  • the longitudinal members project beyond the Rammisme in a direction away from the connection means direction.
  • the longitudinal member thus first comes into contact with the obstacle in the event of an impact accident, resulting in a targeted deformation of the longitudinal member and thus of the entire energy dissipation element.
  • the uniform degradation of the kinetic energy as the deformation progresses is improved by this structural measure.
  • the deformable material of at least one energy dissipation element forms a wave structure.
  • the wave structure increases the amount of kinetic energy that can be dissipated by the energy dissipation element.
  • the wave structure because of its shape or form, already ensures an increased energy consumption compared to flat sheets.
  • the mass of deformable material is increased with constant space stress. Due to the wave-like geometric design and the increased mass, more kinetic energy can be dissipated during the deformation of the material than, for example, by a flat deformable material without protruding areas.
  • the wave structure has at a right angle to the associated Rammong extending raised shaft sections.
  • the said alignment of the shaft sections further increases the energy dissipated during the deformation.
  • the shaft sections are tapered on their side facing the Rammmik. It is also expedient if the tapered sides or ends of the shaft sections are connected directly to the Rammong.
  • the trigger points form desired deformation points at which the deformation of the energy dissipation element begins, solely on account of the material design.
  • the shaft portions form truncated pyramids, the height of the truncated pyramids decreasing at their end facing the ram support.
  • the deformable material is realized by at least one extending between Rammong and cross member Verformblech.
  • two parallel Verformbleche between cross member and Ramm provided.
  • the one or more Verformbleche are configured, for example, just.
  • the energy dissipation element is part of a bottom portion of the support structure.
  • the energy absorbing element extends below window recesses of the support structure, which are provided for receiving a transparent windshield. According to the two aforementioned embodiments of the energy-absorbing element, the energy-absorbing element extends substantially parallel to the travel path and transversely to the direction of travel.
  • each energy dissipation element is part of the support structure.
  • FIG. 1 shows an embodiment of the head component 1 according to the invention in a perspective view.
  • the head component 1 is in the in FIG. 1 shown realized only by a support structure 2.
  • Other components of the head component such as headlights, ventilation systems, driver's desk, driver's seat and the like, were figuratively not shown for reasons of clarity.
  • the support structure 2 headlamp recesses 3 for accommodating headlamps, windscreen recesses 4 for receiving windshields have an upper headlight mount 5 for receiving an upper headlamp and storage spaces 6 for accommodating air conditioning systems and the like.
  • the support structure 2 further has two side walls 7, a roof cover 8 and a bottom wall 9 and a guide table structure 10 for attachment of a figuratively not illustrated guide table.
  • connection means 11 are provided, which is in the illustrated embodiment is simple flange, which can be releasably connected to flanges of the car body.
  • the support structure 2 is suitably made of steel.
  • a lower Rammong 12 is provided, which is in a transverse direction, ie perpendicular to a direction of travel of the vehicle and substantially parallel to a track, ie horizontal, extends.
  • a windscreenausappelisme 4 extends a central through a plate 13 concealed central cross member 14 to the connection means 11 offset towards is arranged in FIG. 1 still a cross member 15 recognizable. This also extends horizontally in the transverse direction, ie parallel to the Rammong 14.
  • the Rammong 12 and 14 and the cross member 15 are each part of an energy absorbing element.
  • FIG. 2 shows one of the energy dissipation elements 16 of the support structure 2 in more detail.
  • Said energy dissipation element 16 extends below the in FIG. 1 shown Frontusionnaus traditions 4 and forms the guide table structure 10.
  • Components of the energy dissipation element 16 are the transversely extending Rammango 14, extending parallel thereto cross member 15 and two longitudinal members 17 and 18 which mechanically connect the cross member 15 with the Rammy 14.
  • the longitudinal member 17, 18 an arc portion 19 which is curved so that the two free ends of the side members 17, 18 facing each other.
  • the free ends of the longitudinal members 17 and 18 are mechanically connected to the Rammitati 14, wherein the Rammxx 14 is arranged offset to the connection means, so that the side supports 17 and 18 project beyond the Rammry 14 at its portions 20 in the direction of travel.
  • the sections 20 come into contact with the obstacle. It comes first to an inwardly facing deformation of the side support 17 and 18 at their bow portions 19 and only then to a migration of the Rammismes 14 on the cross member 15 to deform the Verformbleche 22.
  • the cross member 15 in comparison to the Rammong 14 and the Verformblechen 22 increased mechanical strength, so that this on impact a kind of abutment for the. Forming deformation process. It comes to a constant energy consumption and thus to a controlled reduction of the kinetic energy of the vehicle. Only at too high impact forces as a result of very high speeds it comes to irreversible deformation of the dimensionally stable cross member 15th
  • FIG. 3 shows a further energy dissipation element 23, the bottom portion 9 of the support structure 2 according to FIG. 1 formed.
  • the energy dissipation element 23 consists of the Rammlich 12 and from a parallel to the Rammry 12 extending cross member 24, wherein between the Rammlich 12 and the cross member 24, a deformable material, here a deformable metal sheet 25 made of steel, is arranged.
  • the cross member 24 and the Rammong 12 are connected to one another via side support 17 and 18, which are curved towards each other to form bow sections 19.
  • the arc sections 19 in turn have a recess 21.
  • the Verformblech 25 is still a vent 26 for blowing air through the figuratively not shown room ventilation systems provided.
  • FIG. 1 shows a further energy dissipation element 23, the bottom portion 9 of the support structure 2 according to FIG. 1 formed.
  • the energy dissipation element 23 consists of the Rammry 12 and from a parallel to the Rammry 12 extending cross member 24,
  • the deformation plate 25 forms a wave structure with shaft sections 27.
  • the shaft sections 27 form truncated pyramids and are tapered at their end facing the Rammango 12 end.
  • the height of the truncated pyramids decreases in the direction of the Rammismes 12.
  • the truncated pyramids are therefore triggered and form trigger points by means of said rejuvenation.
  • a reinforcing rib 28 is provided which connects the shaft portions 27 mechanically to each other.
  • the reinforcing rib 28 is for sealing purposes only.
  • the described configuration of the Verformbleches 25 a high and constant energy consumption is possible in an impact. After an accident, the deformed head component can be completely replaced by breaking the striker. Deformations on the rest of the vehicle are avoided by the energy dissipation elements.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Transportation (AREA)
  • Vibration Dampers (AREA)
  • Body Structure For Vehicles (AREA)
EP09706738A 2008-01-31 2009-01-06 Kopfbauteil zum ausbilden der stirnseite eines fahrzeugs, mit mindestens einem energieverzehrelement Active EP2238011B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL09706738T PL2238011T3 (pl) 2008-01-31 2009-01-06 Element czołowy do wytwarzania strony czołowej pojazdu, z co najmniej jednym elementem pochłaniającym energię

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008007590A DE102008007590A1 (de) 2008-01-31 2008-01-31 Kopfbauteil zum Ausbilden der Stirnseite eines Fahrzeugs
PCT/EP2009/050071 WO2009095284A1 (de) 2008-01-31 2009-01-06 Kopfbauteil zum ausbilden der stirnseite eines fahrzeugs, mit mindestens einem energieverzehrelement

Publications (2)

Publication Number Publication Date
EP2238011A1 EP2238011A1 (de) 2010-10-13
EP2238011B1 true EP2238011B1 (de) 2012-07-04

Family

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EP09706738A Active EP2238011B1 (de) 2008-01-31 2009-01-06 Kopfbauteil zum ausbilden der stirnseite eines fahrzeugs, mit mindestens einem energieverzehrelement

Country Status (9)

Country Link
EP (1) EP2238011B1 (es)
KR (1) KR20100107035A (es)
CN (1) CN101932487B (es)
DE (1) DE102008007590A1 (es)
ES (1) ES2386243T3 (es)
PL (1) PL2238011T3 (es)
PT (1) PT2238011E (es)
RU (1) RU2496669C2 (es)
WO (1) WO2009095284A1 (es)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2017167488A1 (de) 2016-03-31 2017-10-05 Siemens Aktiengesellschaft Schienenfahrzeug, insbesondere lokomotive

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AT509376B1 (de) 2010-02-11 2011-11-15 Siemens Ag Oesterreich Crashmodul für ein schienenfahrzeug
DE102011004800A1 (de) * 2011-02-25 2012-08-30 Siemens Aktiengesellschaft Wagenkasten mit einem Kopf-Formteil aus Kunststoff
JP6074168B2 (ja) * 2012-06-13 2017-02-01 川崎重工業株式会社 衝突エネルギ吸収柱及び該衝突エネルギ吸収柱を備えた鉄道車両
CN104442857B (zh) * 2013-09-22 2017-10-03 中车青岛四方机车车辆股份有限公司 一种轨道车辆司机室吸能结构
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
EP3168103B1 (en) * 2015-11-11 2020-06-24 Bombardier Transportation GmbH Driver's cabin of a rail vehicle
CN106143519A (zh) * 2016-08-02 2016-11-23 中车资阳机车有限公司 一种内燃机车司机室防撞结构及测试方法
CN109094588B (zh) * 2018-07-27 2020-02-14 中车唐山机车车辆有限公司 轨道车辆的司机室及轨道车辆
CN109367560A (zh) * 2018-09-06 2019-02-22 中车青岛四方机车车辆股份有限公司 一种碰撞吸能结构及具有其的轨道车辆
CN110667618B (zh) * 2019-10-28 2020-09-25 中铁高新工业股份有限公司 车头结构及具有其的有轨电车
EP3936416A1 (en) * 2020-07-10 2022-01-12 Volvo Truck Corporation Motor vehicle comprising a cab body firewall with a lower cross beam and an upper cross beam

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2017167488A1 (de) 2016-03-31 2017-10-05 Siemens Aktiengesellschaft Schienenfahrzeug, insbesondere lokomotive
DE102016205305A1 (de) 2016-03-31 2017-10-05 Siemens Aktiengesellschaft Schienenfahrzeug, insbesondere Lokomotive
US10981582B2 (en) 2016-03-31 2021-04-20 Siemens Mobility GmbH Rail vehicle, in particular locomotive

Also Published As

Publication number Publication date
WO2009095284A1 (de) 2009-08-06
KR20100107035A (ko) 2010-10-04
PT2238011E (pt) 2012-07-26
PL2238011T3 (pl) 2012-11-30
CN101932487A (zh) 2010-12-29
RU2496669C2 (ru) 2013-10-27
EP2238011A1 (de) 2010-10-13
ES2386243T3 (es) 2012-08-14
RU2010136299A (ru) 2012-03-10
DE102008007590A1 (de) 2009-08-06
CN101932487B (zh) 2015-11-25

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