EP2250062B1 - Crash-resistant front apron for a rail vehicle - Google Patents

Description

Technical area

The invention relates to a crashworthy front apron for a rail vehicle having a front apron flap, which is fastened by means of support to the shell of the rail vehicle.

Such a front apron is for example off EP-A-0 376 351 known.

State of the art

For the outer contour of fast-moving rail vehicles of today's design paneling and cover made of plastic are used, the shape of which, especially if they are located in the bow of the vehicle head, is determined by the aerodynamics, but also by the design. On the front side walls, in particular in the area of the bow, these covering and covering elements are pulled down to the vicinity of the terrain like a skirt. The attachment of this, also referred to as front aprons cover is done by a support device on the car body base of the rail vehicle. The body substructure is also referred to below as shell.

From the DE 44 45 182 C1 is a rail vehicle with central buffer coupling known, are attached to the front aprons on the vehicle head in the front area laterally each by a pivot joint. The pivot joint is arranged at a side facing away from the bow end of the apron. If the Clutch block performs a lateral pivoting movement during cornering, these skirts are folded laterally outwards, so that the pivotal movement of the clutch block is left room. When the coupling block again assumes its center position when driving straight ahead, springs provide for the swinging back of the wing, so that the outer contour of the carriage profile is closed again flush.

Increasingly, however, plastic is used not only for cover elements but also in the manufacture of the shell. The vehicle head of a modern rail vehicle can be manufactured in its entirety as a self-supporting plastic structure. For reasons of strength, the plastic is reinforced with fibers. Usually, glass fiber reinforced plastic (GRP) is used for the vehicle head.

The necessary strength of a vehicle head made of GRP is defined according to the relevant standards. The disadvantage of the construction of fiberglass and the possible free form of this component, however, is the sometimes complicated repair even with small damages.

The repair of a vehicle head made of fiberglass requires - compared to repair work on a metal structure - a longer repair time and is also expensive and expensive.

Presentation of the invention

It is an object of the present invention to provide a crashworthy front apron for a rail vehicle, which can be attached to a self-supporting plastic structure so that in the event of a collision, the plastic structure is not damaged as possible.

The solution to this problem is solved by a crashworthy front apron with the features of claim 1. Advantageous embodiments are defined in the dependent claims.

The invention proposes a front apron, in which, in the event of a crash, the front apron flap together with a part of the carrying device is simply thrown off, so that the power flow for anchoring to the body substructure is interrupted. The discharge takes place so that the impact energy can cause no damage to the plastic structure of the vehicle head. In other words, only a comparatively much smaller, uncritical proportion of the impact energy reaches the supporting structure of the vehicle head. The ejection is effected by a slip-clutch release mechanism which is arranged between a first and a second carrier part. By constructive design of the slip clutch release mechanism, the proportion of propagated impact energy can be specified. In particular, when the vehicle head is made of fiberglass, this is particularly advantageous because expensive and expensive repair work is eliminated. It may be that after an accident, the front apron itself is so badly damaged that it is no longer usable, the anchoring to the self-supporting structure of the vehicle head but remains harmless.

Preferred is an arrangement in which the support device in a side facing away from the bow side of the front apron flap is arranged. This arrangement corresponds, as already mentioned, the hitherto conventional arrangement of the support device with a pivoting front apron flap. The advantage arises in particular from the fact that in the case of a retrofit previously used support device can be easily replaced by the inventive two-part design of the carrier together with slip clutch release mechanism. The cost of retrofitting a rail vehicle with crash-prone aprons is low.

It may be structurally favorable if the first carrier part, the second carrier part together with the friction clutch and release mechanism therebetween are arranged along a vertical axis and this arrangement is suspended from the underside of the shell.

In order to achieve the highest possible triggering threshold of the slip clutch release mechanism, a construction is advantageous in which the rotation of the first carrier part is guided in the other, second carrier part, preferably by a guide pin in a corresponding receptacle.

In a simple embodiment, the slip clutch release mechanism may have coupling flanges on which the frictional forces can be calculated very well. This means that in the event of a crash by a predetermined contact pressure of the coupling flanges, possibly also by a corresponding formation of the roughness of the friction surfaces, the triggering threshold can be structurally specified so that the separation between the two support parts sure so that the plastic underbody structure of the vehicle head is not damaged. At the same time it can be ensured that at apron-free ride, in which the frictional connection should keep as stable as possible, the front apron does not loosen.

Advantageously, the contact pressure means are designed so that the contact pressure is adjustable. As a result, the tripping threshold can be preset at the factory or, if necessary, readjusted during maintenance work.

A simple construction can be designed so that slots and bores are formed on the coupling flanges. In undisturbed normal operation are each facing a slot and a hole. Through each slot with associated hole a pressing means, for example, a screw inserted and provided at the end with a nut. In terms of design, the rotational position is thus predetermined in a simple manner in which the separation is to take place in the event of a crash.

The slots can simply be designed as elongated holes milled into the peripheral contour.

The application of the contact pressure can also be supported by a spring element, such as a coil spring or a plate spring.

A favorable embodiment may be characterized in that known return means, which bring the Bugschürzenklappe from a swung-out position back to an outer skin flush position, in the event of a crash to be used to generate from the collision force the torque that the desired separation process between the Carrier parts causes. Known gas springs are suitable for this purpose.

The return means may be a spring means which, however, in the event of a crash, viewed in the longitudinal direction, acts as a rigid body in one direction and transmits in this direction either a tensile force or a compressive force to the first carrier part.

It has been found that, in the event of a crash, reliable separation of the two carrier parts can be achieved, in particular, if the friction surfaces are arranged obliquely to the longitudinal axis of the rail vehicle with respect to the vertical axis of the rail vehicle at an angle of approximately 75 °.

In principle, the position and orientation of the friction surfaces must be adapted to the accident scenario to be considered. For this reason, no generally valid preference variant can be specified.

In order to ensure friction that is as constant as possible between the friction surfaces of the coupling flanges over a long period of operation, it may be favorable if the corrosion on the friction surfaces is counteracted by a corresponding coating.

Brief description of the drawings

Figur 1

einen Fahrzeugkopf eines Schienenfahrzeugs neuer Bauweise in einer räumlichen Darstellung;

Figur 2

ein Schienenfahrzeug und einen Pkw in einem Unfallszenario vor einem Zusammenstoß, von oben gesehen;

Figur 3

ein Schienenfahrzeug nach einer Kollision mit einer schräg von vorne eingeleiteten Kollisionskraft und einem seitlich deformierbaren Bugbereich, in einer Skizze von oben gesehen ;

Figur 4

eine Bugschürze mit einer Tragvorrichtung gemäß dem Stand der Technik, schematisch dargestellt in einer Seiten- und Draufsicht;

Figur 5a

eine Skizze einer erfindungsgemäße Bugschürze ohne Einwirkung einer Kollisionskraft in einer Seiten- und Draufsicht;

Figur 5b

die erfindungsgemäße Bugschürze gemäß Figur 5a bei Einwirkung einer Kollisionskraft in einer Seiten- und Draufsicht;

Figur 5c

die erfindungsgemäße Bugschürze gemäß Figur 5a im Zustand nach der Kollision, bei dem die Trägerteile getrennt sind, in einer Seiten- und Draufsicht;

Figur 6a

eine Seiten- und Draufsicht des Kupplungsflansches des ersten Trägerteils;

Figur 6b

eine Seiten- und Draufsicht des Kupplungsflansches des zweiten Trägerteils;

Figur 6c

eine Seiten- und Draufsicht des ersten und zweiten Trägerteils in einem zusammengebauten Zustand;

Figur 7

ein Ausführungsbeispiel der erfindungsgemäßen Bugschürze in einer räumlichen Darstellung, gesehen vom Bug des Schienenfahrzeugs;

Figur 8

die erfindungsgemäße Bugschürze gemäß Figur 7, gesehen in Richtung des Bugs

Figur 9

eine räumliche Darstellung des zweiten Trägerteils;

Figur 10

eine räumliche Darstellung des ersten Trägerteils.

To further explain the invention, reference is made in the following part of the description to the drawings, in which further advantageous embodiments, details and developments of the invention can be found.
It shows:

FIG. 1

a vehicle head of a rail vehicle of new construction in a spatial representation;

FIG. 2

a rail vehicle and a passenger car in an accident scenario before a collision, seen from above;

FIG. 3

a rail vehicle after a collision with an obliquely introduced from the front collision force and a laterally deformable bow area, seen in a sketch from above;

FIG. 4

a front apron with a supporting device according to the prior art, shown schematically in a side and top view;

FIG. 5a

a sketch of a front apron according to the invention without the action of a collision force in a side and top view;

FIG. 5b

the apron invention according to FIG. 5a under the influence of a collision force in a side and top view;

FIG. 5c

the apron invention according to FIG. 5a in the state after the collision, in which the support members are separated, in a side and top view;

FIG. 6a

a side and top view of the coupling flange of the first support member;

FIG. 6b

a side and top view of the coupling flange of the second carrier part;

FIG. 6c

a side and top view of the first and second support member in an assembled state;

FIG. 7

an embodiment of the front apron invention in a spatial representation, seen from the bow of the rail vehicle;

FIG. 8

the apron invention according to FIG. 7 , seen in the direction of the bug

FIG. 9

a spatial representation of the second carrier part;

FIG. 10

a spatial representation of the first carrier part.

Embodiment of the invention

In the FIG. 1 is a spatial representation of a vehicle head 1 of a rail vehicle to see the outer contour is covered in the area to the roadway through aprons 2, 3, 4. As already mentioned, plastic is used nowadays not only in the production of the cover, or in the area of the bow 7 laterally arranged, pivoting front apron door 23, but also in the production of the vehicle head 1.

The scenario of a collision of a rail vehicle 5 with a car 6 is in the FIGS. 2 and 3 outlined. Due to the force occurring in the event of a crash (arrow 21), it can not only damage the lateral Bugschürzenklappe 23, but by the force transmission from the front apron 23 on the self-supporting plastic structure of the vehicle head 1 can cause considerable damage.

In the FIG. 4 the conventional attachment of the front apron 2 is sketched on the shell 16 of a car body underframe. In case of a collision, the (in FIG. 4 From the left on the front apron flap 23 acting) collision force without damping and weakening by the rigid construction of the support device 8 forwarded to the shell 16.

The Figures 5a, 5b and 5c show contrast, in a schematic representation of the crashworthy, inventive embodiment of the front apron 2. It prevents that in the event of a crash inadmissible high impact load is forwarded to the structure of the shell 16:

The FIG. 5a shows the unloaded case. The crashworthy front apron 2 consists essentially of a support device 8, which is attached from a first support member 9 to which a front apron flap 23 is attached, and a second support member 10 which is fixed to the shell 16 and the carbody substructure. Between the first support part 9 and the second support part 10, a slip clutch release mechanism 11 is arranged.

In the FIG. 5b is the force acting on the bow apron flap 23 in the event of a crash area force by a Arrow 21 indicated. When the static friction in the slip clutch release mechanism 11 is overcome, the first carrier member 9 twists with respect to the second carrier member 10 fixed to the frame FIG. 5c outlined, falls in the event of a crash, the first carrier part 9 together with the front apron flap 23. Thus, there is no longer any connection between the application of force 21 to the front apron flap 23 and the shell 16. An unacceptably high load on the anchoring of the support device 8 in the shell 16 is avoided.

In the presentation of the Figure 6a and Figure 6b is in each case in a side view and in an axial plan view drawn on the first support member 9 and the second support member 10 Reibkupplungsflansche 30 drawn as a detail. The first carrier 9 has a guide pin 12, the second carrier 10 has a corresponding bore 29. As can be seen easily from the respective plan view, each of these coupling flanges 30 has slots 14 which extend from the outer contour into an oblong shape into the flange. In a composite state, in the FIG. 6c is shown, the two coupling flanges 30 are held by screws and nuts 15, which are inserted respectively in a slot 14 and in a bore 27 therethrough frictionally against each other. Due to the structural design of the friction surfaces 25 and 24 and the contact force generated by the screw connection 15, a defined "Abschermoment" can be adjusted.

In the FIG. 7 and in the FIG. 8 is arranged in the bowing direction on the left side front apron 2 according to a Embodiment of the present invention can be seen in each case in a perspective view.

The FIG. 7 shows seen from the center of the car forth in a viewing direction opposite to the bow direction 28, the front apron invention 2 on the inside of the front apron flap 23, the lower support member 9 is fixed by screws. On this first support part 9, the second support part 10 is mounted by four screws 15. The second carrier part 10 is on the shell 16 (in FIG. 7 not shown) of the vehicle head screwed. Under the support device 9,10 a cam contour 20 can be seen, which is also attached to the inside of the front apron flap 23. At this cam contour 20 presses in a cornering of the coupling block (in FIG. 7 not shown). As a result, as mentioned above, the front apron flap 23, which is articulated on the first support part 9 (see pivot axis 19 in FIG FIG. 8 ), like a wing swung outward and gives the way for one in FIG. 7 and 8th not shown coupling block free.

The FIG. 8 also shows a view of the inner surface of the front apron flap 23, seen here obliquely left in the direction 28 of the bug. The retrieving the unfolded front apron flap 23 is effected by two gas pressure springs 18. These gas springs 18 are hinged at one end to the first support member 9 and at its other end to the inner surface of the front apron flap 23. When the gas pressure springs 18 are in a position in which the front apron flap 23 is flush with the outer contour, the gas pressure springs 18 have reached their maximum length. When stretched, they act in a way this operating position as a rigid body. That is, in the event of a crash, the tensioned gas springs 18 (in case of a collision the nose flap 23 acts on the surface force 21), which are secured to the lower beam 9 by a hinge, generate a torque about the axis 13 (in FIG FIG. 8 the direction of the torque is indicated by arrow 22). As soon as this torque 22 exceeds the static friction between the friction surfaces 24, 25 of the coupling flanges 30, the first carrier part 9 begins to rotate about the axis 13 with respect to the second carrier part 10. This rotational movement about the axis 13 is guided by the guide pin 12 and the corresponding receptacle in the counterpart. Once the carrier 9 with respect to the frame-mounted carrier 10 a through the length of the slots 14 (see FIGS. 9 and 10 ) predetermined rotational position is reached, in which the screws 15 are rotated out of the slots 14, the connection between the first support member 9 and the second support member 10 is released. But this is the Bugschürzenklappe 23 separated from the shell 16. The crashworthy front apron 2 falls off. The separation mechanism is designed so that it separates the force flow so early in a collision that the plastic fiber composite remains undamaged.

In a single spatial representation is in the FIG. 9 the second support part 10 and in the FIG. 10 the first support part 9 enlarged to see in a perspective view. When assembling the second support member 10 is rotated by 180 ° placed on the first support member 9, so that the guide pin 12 engages in the corresponding recess 29 and the two friction surfaces 24 and 25 abut each other. The contact force between the friction surfaces 24, 25 is, as already explained above, by means of screws and nuts 15 (FIG. FIG. 7 and 8th ) causes each through one of the four holes 27 and through one of the four corresponding slots 14 are inserted therethrough. In each coupling flange 30 two holes 27 and two slots 14 are formed in each case. The slots 14 are designed as elongated holes which extend along approximately a circular arc and are open to the outer contour of the coupling flange 30. The length of the slots 14, the angle of rotation is predetermined, which is required in the event of a crash to separate the two parts 9 and 10. A defined "Abschermoment" can be achieved as already said by the structural design of the friction surfaces 24, 25 and by the tightening torque of the screw connection. In FIG. 10 is the pivot axis 19 to see very well, where the front apron flap 23 is hinged.

The FIGS. 7 and 8th show an embodiment of the invention in which the return means 18 which transmit the torque in the event of a crash on the first support member 9, viewed in the direction of the bow, in front of the support members 9, 10 are arranged. But it is also conceivable that the return means 18 seen in the bow direction 28, after the support members 9, 10 are arranged; In this case, the spring means 18 act when issued Bugschürzenklappe 23 as a tension spring. In order to convert the collision force 21 into a torque according to the arrow 22 in the event of a crash here as well, the return means 18 are here such that they are not further collapsible in their position in which the front apron flap 23 is flush-mounted, ie they act here in the event of a crash not as tie rods, but as push rods. As a result, a torque according to arrow 22 is generated in this variant, in the event of a crash.

Compared with a shear pin or other predetermined breaking point can be set by the slip clutch release mechanism 11, the trigger threshold relatively close to the maximum operating load at which the front apron is still stable to the substructure. This minimizes the overload on the underlying structure.

An essential advantage of the invention results from the fact that the collision forces acting on the car substructure of a self-supporting vehicle head in the event of a crash are easy to estimate. As a result, in particular C-rails to which the usual way the carrier of the front apron are fastened by means of screws, are very well protected. To repair the damage it may be sufficient to simply replace the damaged front apron flap. The repair and uptime of the rail vehicle can be kept low. Complex repair and high repair costs on the substructure of the rail vehicle can be avoided.

Another advantage is the fact that already in operation rail vehicles can be retrofitted with the front apron invention with little effort.

Compilation of the reference numbers used

1

vehicle head

2

Front apron, crashworthy

3

front apron

4

front apron

5

track vehicle

6

car

7

bow

8th

carrying device

9

first carrier part

10

second carrier part

11

Slip clutch release mechanism

12

spigot

13

rotation axis

14

slot

15

screw

16

Shell, bodywork substructure

18

Gas spring

19

Joint, swivel axis

20

cam contour

21

collision force

22

arrow

23

front apron

24

Friction surface on the second support member 10th

25

Friction surface on the first support part 9

27

drilling

28

Bow (direction)

29

Bore to accommodate 12

30

coupling flange

Claims (15)

1. Crash-resistant front apron for a rail vehicle comprising:

   - a front apron cover (23),

   - a first support part (9) which holds the front apron cover (23) ;

   - a second support part (10) which is able to be fixed to the frame of the shell (16) of the rail vehicle;

   - a friction coupling release mechanism (11) which during operation connects the first support part (9) to the second support part (10) through a friction connection, and which in the event of a crash in which a collision force (21) acting on the front apron cover (23) causes a twisting of the first support part (9) in relation to the second support part (10) releases the friction connection.
2. Front apron according to claim 1, characterised in that the first support part (9), the second support part (10) and the friction coupling release mechanism (11) are arranged at an end of the front apron cover (23) positioned opposite the front end (7) of the rail vehicle (5).
3. Front apron according to claim 1 or 2, characterised in that the first support part (9), the second support part (10) and the friction coupling release mechanism (11) are arranged on an underside of the shell (16) hanging along an essentially vertical axis.
4. Front apron according to claim 3, characterised in that the twisting of the first support part (9) in relation to the second part (10) is guided by a guide pin (12) and a corresponding recess (29), with the guide pin (12) or the cutout (29) being embodied either on the first support part (9) or on the second support part (10).
5. Front apron according to one of claims 1 to 4, characterised in that the friction coupling release mechanism (11) has coupling flanges (30) which during operation have friction surfaces (24, 25) facing towards each other, which are pressed against each other by means of pressure means (15), and which are separated from each other in the event of a crash.
6. Front apron according to claim 5, characterised in that the pressure force can be adjusted by means of the pressure means (15).
7. Front apron according to claim 5 or 6, characterised in that slots (14) and holes (27) are embodied on the coupling flanges (30), which during operation are located opposite one another in pairs and a pressure means (15) is pushed through a slot (14) and a hole (27) assigned opposite to it.
8. Front apron according to claim 7, characterised in that the slots (14) are embodied as elongated holes which extend in the form of an arc to the outer contour of a coupling flange (30) and each pressure means (15) is a screw-nut connection.
9. Front apron according to one of claims 5 to 8, characterised in that the pressure means (15) comprises a pre-tensioned spring element.
10. Front apron according to one of the previous claims, characterised in that the front apron cover (23) is articulated on the first support part (9) and is able to be hinged in a horizontal direction, and that return means (18) are provided which pull the front apron cover (23) back from a hinged-out position into a position in which the outer contour is closed off in a flush configuration, and that these return means (18) transfer the collision force (21) acting in the event of a crash on the front apron cover (23) to the first support part (9) and in doing so effect the twisting of the first support part (9) in relation to the second support part (10).
11. Front apron according to claim 10, characterised in that the return means (18) are spring means, but means which act in the event of a crash, viewed in their lengthwise extent, in a direction as a solid body, and in this direction either transfer a tension force or a compression force to the first support part (9).
12. Front apron according to one of the previous claims, characterised in that the friction surfaces (24, 25) in an assembled state lie in a plane which assumes an angle of around 75 degrees in relation to the vertical axis of the rail vehicle (5).
13. Front apron according to one of the previous claims, characterised in that the second support part (10) is attached to the shell (16) by means of screws, with the screws having channel nuts which are guided in profile bars embodied in a C-shape, which are attached to the lower side of the shell (16) by means of an adhesive bond.
14. Front apron according to one of the previous claims, characterised in that the first support part (9) and the second support part (10) are made of a metal and the friction surfaces (24, 25) are coated with a layer resistant to corrosion.
15. Cab of a rail vehicle having a crash-resistant front apron according to one of claims 1 to 14.

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