EP2250062B1 - Jupe avant résistant aux chocs pour un véhicule ferroviaire - Google Patents

Jupe avant résistant aux chocs pour un véhicule ferroviaire Download PDF

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Publication number
EP2250062B1
EP2250062B1 EP08873211.0A EP08873211A EP2250062B1 EP 2250062 B1 EP2250062 B1 EP 2250062B1 EP 08873211 A EP08873211 A EP 08873211A EP 2250062 B1 EP2250062 B1 EP 2250062B1
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EP
European Patent Office
Prior art keywords
front apron
support part
crash
apron according
rail vehicle
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
EP08873211.0A
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German (de)
English (en)
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EP2250062A1 (fr
Inventor
Wilhelm Mayer
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 Oesterreich
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Siemens AG Oesterreich
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Publication date
Application filed by Siemens AG Oesterreich filed Critical Siemens AG Oesterreich
Publication of EP2250062A1 publication Critical patent/EP2250062A1/fr
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Publication of EP2250062B1 publication Critical patent/EP2250062B1/fr
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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

Definitions

  • 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.
  • 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.
  • the plastic is reinforced with fibers.
  • GFP glass fiber reinforced plastic
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the contact pressure means are designed so that the contact pressure is adjustable.
  • 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 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.
  • 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.
  • 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.
  • FIGS. 2 and 3 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.
  • FIG. 4 the conventional attachment of the front apron 2 is sketched on the shell 16 of a car body underframe.
  • FIGS. 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.
  • 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.
  • 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.
  • the first carrier part 9 together with the front apron flap 23.
  • each of these coupling flanges 30 has slots 14 which extend from the outer contour into an oblong shape into the flange.
  • 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.
  • 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.
  • 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.
  • 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).
  • 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.
  • 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.
  • 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.
  • FIG. 10 is the pivot axis 19 to see very well, where the front apron flap 23 is hinged.
  • 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.
  • 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.
  • a torque according to arrow 22 is generated in this variant, in the event of a crash.
  • 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.
  • 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.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Transportation (AREA)
  • Body Structure For Vehicles (AREA)

Claims (15)

  1. Jupe avant résistant aux chocs pour un véhicule ferroviaire, comprenant :
    - un panneau (23) de jupe avant,
    - une première pièce support (9) qui porte le panneau (23) de jupe avant,
    - une seconde pièce support (10) qui peut être fixée, de manière solidaire du châssis, à la structure brute (16) du véhicule ferroviaire,
    - un mécanisme de déclenchement de l'accouplement glissant (11) qui, en fonctionnement, relie la première pièce support (9) à la seconde pièce support (10) par une liaison par friction et qui annule la liaison par friction en cas de choc lorsqu'une force de collision (21) agissant sur le panneau (23) de jupe avant produit une torsion de la première pièce support (9) par rapport à la seconde pièce support (10).
  2. Jupe avant selon la revendication 1, caractérisée en ce que la première pièce support (9), la seconde pièce support (10) et le mécanisme de déclenchement de l'accouplement glissant (11) sont montés sur une extrémité opposée à l'avant (7) du véhicule ferroviaire (5) du panneau (23) de jupe avant.
  3. Jupe avant selon la revendication 1 ou 2, caractérisée en ce que la première pièce support (9), la seconde pièce support (10) et le mécanisme de déclenchement de l'accouplement glissant (11) sont montés, de façon suspendue, sur un côté inférieur de la structure brute (16), le long d'un axe sensiblement vertical.
  4. Jupe avant selon la revendication 3, caractérisée en ce que la torsion de la première pièce support (9) par rapport à la seconde pièce support (10) est guidée à travers un tourillon de guidage (12) et un évidement (29) correspondant, le tourillon de guidage (12) ou l'évidement (29) étant formé soit sur la première pièce support (9) soit sur la seconde pièce support (10).
  5. Jupe avant selon l'une des revendications 1 à 4, caractérisée en ce que le mécanisme de déclenchement de l'accouplement glissant (11) comporte des brides d'accouplement (30) avec des surfaces de friction (24, 25) tournées l'une vers l'autre en fonctionnement, lesquelles surfaces sont pressées l'une contre l'autre à l'aide de moyens de pression (15) et sont séparées l'une de l'autre en cas de choc.
  6. Jupe avant selon la revendication 5, caractérisée en ce que la force de pression est réglable à l'aide des moyens de pression (15).
  7. Jupe avant selon la revendication 5 ou 6, caractérisée en ce que les brides d'accouplement (30) sont pourvues de fentes (14) et d'alésages (27) se faisant face par paires en fonctionnement et à chaque fois un moyen de pression (15) traverse une fente (14) et un alésage (27) opposé correspondant.
  8. Jupe avant selon la revendication 7, caractérisée en ce que les fentes (14) sont réalisées sous la forme de trous oblongs s'étendant en arc de cercle par rapport au contour périphérique d'une bride d'accouplement (30) et chaque moyen de pression (15) est un assemblage du type vis-écrou.
  9. Jupe avant selon l'une des revendications 5 à 8, caractérisée en ce que les moyens de pression (15) comprennent un élément élastique précontraint.
  10. Jupe avant selon l'une des revendications précédentes, caractérisée en ce que le panneau (23) de jupe avant est articulé sur la première pièce support (9) et est pivotant dans un plan horizontal, et en que des moyens de rappel (18) sont prévus, qui ramènent le panneau (23) de jupe avant d'une position pivotée vers l'extérieur dans une position dans laquelle le contour extérieur du véhicule ferroviaire forme une surface plane, et en ce que ces moyens de rappel (18) transmettent la force de collision (21) agissant sur le panneau (23) de jupe avant en cas de choc sur la première pièce support (9) et produisent ainsi la torsion de la première pièce support (9) par rapport à la seconde pièce support (10).
  11. Jupe avant selon la revendication 10, caractérisée en ce que le moyen de rappel (18) est un moyen élastique, qui toutefois en cas de choc, vue dans le sens de la longueur, agit dans une direction comme corps rigide et transmet dans cette direction soit une force de traction soit une force de pression sur la première pièce support (9).
  12. Jupe avant selon l'une des revendications précédentes, caractérisée en ce que les surfaces de friction (24, 25) sont situées à l'état monté dans des plans formant un angle d'environ 75 degrés par rapport à l'axe vertical du véhicule ferroviaire (5).
  13. Jupe avant selon l'une des revendications précédentes, caractérisée en ce que la fixation de la seconde pièce support (10) sur la structure brute (16) est réalisée au moyen de vis, les vis ayant des coulisseaux qui sont guidés dans des rails profilés en forme de C fixés sur le côté inférieur de la structure brute (16) par collage.
  14. Jupe avant selon l'une des revendications précédentes, caractérisée en ce que la première pièce support (9) et la seconde pièce support (10) sont constitués d'un métal et les surfaces de friction (24, 25) sont revêtues d'une couche résistant à la corrosion.
  15. Tête de véhicule d'un véhicule ferroviaire, présentant des jupes avant résistant aux chocs selon l'une des revendications 1 à 14.
EP08873211.0A 2008-03-12 2008-11-17 Jupe avant résistant aux chocs pour un véhicule ferroviaire Active EP2250062B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT3892008 2008-03-12
PCT/EP2008/065649 WO2009112095A1 (fr) 2008-03-12 2008-11-17 Jupe avant résistant aux chocs pour un véhicule ferroviaire

Publications (2)

Publication Number Publication Date
EP2250062A1 EP2250062A1 (fr) 2010-11-17
EP2250062B1 true EP2250062B1 (fr) 2014-12-31

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EP08873211.0A Active EP2250062B1 (fr) 2008-03-12 2008-11-17 Jupe avant résistant aux chocs pour un véhicule ferroviaire

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US (1) US8375869B2 (fr)
EP (1) EP2250062B1 (fr)
WO (1) WO2009112095A1 (fr)

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GB0215639D0 (en) 2002-07-05 2002-08-14 British Broadcasting Corp OFDM receivers
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EP2619061A1 (fr) * 2010-09-20 2013-07-31 Bombardier Transportation GmbH Structure de cabine de conduite composée et légère destinée à un véhicule sur rail
KR20140053137A (ko) * 2011-08-17 2014-05-07 보이트 파텐트 게엠베하 트랙 유도형 차량의 하나 이상의 정면 플랩을 피봇하기 위한 장치
DE102013224470A1 (de) * 2013-11-29 2015-06-03 Voith Patent Gmbh Schienenfahrzeug-Bugklappe und Schienenfahrzeug damit
DE102016210514B3 (de) 2016-06-14 2017-08-24 Siemens Aktiengesellschaft Mehrteilige Schürze für ein Fahrzeug
CN107628043B (zh) * 2017-09-21 2020-04-28 中车株洲电力机车有限公司 一种轨道车辆裙板及安装方法
DE102018109236A1 (de) * 2018-04-18 2019-10-24 Bombardier Transportation Gmbh Fronthaube für einen Schienenfahrzeugwagen, Verfahren zur Montage mindestens einer Fronthaube und Schienenfahrzeugwagen mit mindestens einer Fronthaube
CN113060168A (zh) * 2019-12-16 2021-07-02 中车唐山机车车辆有限公司 轨道列车的裙板限位装置及轨道列车

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Also Published As

Publication number Publication date
US20110011302A1 (en) 2011-01-20
US8375869B2 (en) 2013-02-19
EP2250062A1 (fr) 2010-11-17
WO2009112095A1 (fr) 2009-09-17

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