EP2277762A2 - Railway vehicle with crash absorber, in particular tramway - Google Patents

Abstract

The vehicle has lower and upper bumper bars (3, 5) forming impact surfaces and arranged at two heights, respectively. Irreversible crash absorbers (13a, 13b, 15a) are connected to the bumper bars and absorb impact energy on the surfaces during collision, respectively. A coupling has a rod (43) that directs linear movement of a coupling element (47) fastened to the upper bumper bar during collision. The coupling has a stop striking at the coupling element during the linear movement so that the impact energy is absorbed by one of the crash absorbers (13a). An independent claim is also included for a method for manufacturing a crash absorber-arrangement for a railway vehicle.

Description

The invention relates to a rail vehicle with crash absorber arrangement, in particular a tram. The crash absorber arrangement has an impact element which forms an impact surface for an impact of the rail vehicle. The invention further relates to a method for producing a crash absorber arrangement for a rail vehicle, in particular for a tram.

Driver's cabs for rail vehicles are usually designed as metal construction and must meet certain safety requirements in order to remain at least largely intact in the event of a collision with another vehicle or an object, so that the person or persons are protected in the cab. The driver's cab is part of the so-called car body of the rail vehicle.

It is known to equip car bodies with plastically deformable zones as an energy absorber. In a crash, these zones are deformed, which requires impact energy for the deformation and is therefore absorbed. Such zones are also referred to as irreversible crash absorbers. Examples are honeycomb aluminum structures. In addition, reversible crash absorbers are common, which can absorb impact energy, but are not irreversibly deformed. Examples are piston / cylinder units, wherein the cylinder is filled with a liquid and / or an elastomer.

The European Standard EN 15227, valid for a railway crash, concerns rail vehicles of the same type. A collision of such rail vehicles therefore leads to the fact that the impact surfaces intended for the impact are at the same height. The impact surfaces formed by the impact elements (e.g., bow-shaped element) are typically not exterior surfaces of the vehicle. Rather, the vehicle usually still has an additional shell.

In recent years, trams and other rail vehicles for public transport have been constructed predominantly as low-floor vehicles. Corresponding impact surfaces are therefore generally lower than in older vehicles. Vehicles with collision surfaces at different heights therefore often operate on the same route networks.

The Applicant has already considered to provide in low-floor vehicles additionally irreversible crash absorbers, which are combined with impact surfaces at a height corresponding to the height of impact surfaces of older rail vehicles. For example, Thus, collisions at speeds of 4 to 6 km / h can be satisfactorily intercepted.

However, extra space is required for the additional crash absorbers at the larger height level, which either increases the overall length of the vehicle or reduces the space available to the driver's cab or the passenger compartment. Also, collisions can not be satisfactorily intercepted at higher than the mentioned speeds.

Another disadvantage of irreversible crash absorbers is the fact that the crash absorbers must be replaced after use. In addition, there is the need for repair for more, damaged in the collision parts. It could now be considered to replace the irreversible crash absorbers on the larger height level against reversible crash absorbers. For this, however, even more space would be needed, which in turn reduces the interior of the vehicle or increases the vehicle length.

It is an object of the present invention to provide a rail vehicle with a crash absorber arrangement, which allows collisions on impact surfaces at different heights, with little space required, without endangering the driver. It is a further object of the invention to specify a corresponding production method for producing a crash absorber arrangement for rail vehicles.

It is a basic idea of the present invention to design the crash absorber arrangement in such a way that impact energy is absorbed both by a crash absorber of the higher impact surface and by a crash absorber of the lower impact surface when impacting the upper, higher impact surface. For this purpose, the higher impact surface is coupled with the crash absorber of the deeper impact surface. Thus, impact energy can be absorbed not only by the crash absorber of the higher impact surface but also by the crash absorber of the lower impact surface. Overall, therefore, with little loss of space at the height of the higher impact surface much impact energy can be absorbed. For example, in trams collision speeds of 15 km / h can be satisfactorily handled without irreparably damaging the car body.

If this is the case of impact surfaces, these impact surfaces are usually located in the front and rear of the rail vehicle, as it is about collisions in the direction of travel or against the direction of travel. The impact surfaces can be designed differently. For example, have older trams on heights of 60 cm to 1 m above the rails impact buffer or otherwise designed impact surfaces. On the other hand, modern trams have bumpers at a low level of about 40 to 50 cm above the rails, which define an impact surface behind or with their outer surface lying forward in the direction of travel. The bumpers may be convexly curved according to the usual rounded shape of trams. It is now preferred to also perform the impact surface on the higher level, which is designed for a collision with older vehicles in particular, as a shock bar.

With the (second) impact surface lying at a higher level, it is preferable to combine at least one crash absorber which is at the same height level as the second impact surface. For example, can be arranged behind the bumper one or more irreversible crash absorbers, so that when an impact on the second impact surface or the irreversible crash absorber are pressed against a lying behind this surface and deformed. This surface is in turn formed by a part or parts of the vehicle body or supported on the car body. The part or parts introduce the forces occurring in correspondingly stable parts of the car body, so that initially only the irreversible crash absorbers are deformed until they can absorb any impact energy. Due to the coupling of the second impact surface with at least one crash absorber of the lower-lying first impact surface but also impact energy is absorbed at the height level of the first impact surface. At the higher level, therefore, less space is required, e.g. is available for the driver's cab.

Regardless of the nature of the at least one crash absorber of the second impact surface, it is preferred that the crash absorber is a reversibly deformable, ie a so-called reversible, crash absorber at the height level of the first impact surface. This does not exclude that in addition one or more irreversible crash absorbers are arranged at the height of the first impact surface. However, these preferably absorb impact energy only when the reversible crash absorber or the reversible crash absorbers of the first impact surface can no longer absorb any impact energy. This is based on the idea that at the lower level of the first impact surface in the Usually much more space is available, so that reversible crash absorbers can be used there.

When it is said in this application that a crash absorber is combined with an impact surface or an impact element which forms an impact surface or is connected to the impact element, this means a crash absorber which is approximately at the same height as the impact surface or the impact element. By contrast, the coupling according to the invention of the second impact surface with at least one crash absorber of the first impact surface results in impact energy being introduced on impact with the second impact surface into a lower-located crash absorber. Ways of coupling will be discussed in more detail.

• ein erstes Aufprallelement, das eine erste Aufprallfläche für einen Aufprall des Schienenfahrzeugs bildet, auf einer ersten Höhe angeordnet ist,
• ein zweites Aufprallelement, das eine zweite Aufprallfläche für einen Aufprall des Schienenfahrzeugs bildet, auf einer zweiten, über der ersten Höhe liegenden Höhe angeordnet ist,
• mit dem ersten Aufprallelement zumindest ein erster Crashabsorber verbunden ist, der bei einem Aufprall auf die erste Aufprallfläche Stoßenergie absorbiert,
• mit dem zweiten Aufprallelement zumindest ein zweiter Crashabsorber verbunden ist, der bei einem Aufprall auf die zweite Aufprallfläche Stoßenergie absorbiert,
• das zweite Aufprallelement mit dem ersten Crashabsorber gekoppelt ist, sodass bei einem Aufprall auf die zweite Aufprallfläche Stoßenergie zusätzlich auch von dem ersten Crashabsorber absorbierbar ist.

In particular, the following is proposed: A rail vehicle with crash absorber arrangement, in particular tram, wherein

• a first impact element, which forms a first impact surface for an impact of the rail vehicle, is arranged at a first height,
• a second impact element, which forms a second impact surface for an impact of the rail vehicle, is arranged at a second height above the first height,
• at least one first crash absorber is connected to the first impact element, which absorbs impact energy in the event of an impact on the first impact surface,
• at least one second crash absorber is connected to the second impact element, which absorbs impact energy in the event of an impact on the second impact surface,
• the second impact element is coupled to the first crash absorber so that, in the event of an impact on the second impact surface, impact energy can also be absorbed by the first crash absorber.

The coupling can be carried out in different ways. In particular, the coupling of the second impact element with the first crash absorber can be configured such that impact energy is initially absorbed by the second crash absorber in the event of an impact on the second impact element before the first crash absorber also absorbs impact energy. Preferably, however, impact energy upon impact with the second impact element is simultaneously absorbed by the at least one first crash absorber and the at least one second crash absorber.

In principle, the mechanical design of the coupling can be done in different ways. However, according to the appended claims, an impact linear guide (e.g., a rod) is used. Upon impact, the linear guide performs a linear movement of a second coupling element attached to the second impact element. In particular, the linear guide is made so stable that it remains functional in the event of a crash, i. Movements reliably in the intended direction leads. Preferably, a second linear guide is provided which guides the movement in the direction of the longitudinal axis of the vehicle when it impacts on the second impact element so that the first linear guide can reliably perform the mechanical coupling to the crash absorbers of the first impact element. The second linear guide may, for example, be present in addition to the crash absorbers of the second impact element. However, it is also possible that reversible crash absorber of the second impact element form the second linear guide, z. B. at opposite lateral ends of the second impact element.

The second coupling element is e.g. a member extending downwardly from the height of the second impact member and having a bore as a rod in the embodiment of the linear guide so as to be displaceable in the longitudinal direction of the rod, the rod extending through the bore. In addition, such a coupling element, hereinafter referred to as "first coupling element", may also be arranged on the first impact element. In the embodiment of the linear guide as a rod, the first coupling element extends from the height of the first impact member up to the height of the rod. The rod is therefore arranged at a height between the height of the first and the second impact element and preferably extends in an approximately horizontal direction. In any case, the coupling has a stop against which the second coupling element strikes during the linear movement, so that impact energy can also be absorbed by the first crash absorber. About the stop, the second coupling element transmits a force to the first crash absorber, so that the first crash absorber absorbs impact energy.

The attachment of the second coupling element to the second impact element does not have to be permanent. By fastening, it is rather understood that the second coupling element is fixed in a position in which, in the event of an impact, the second impact element can transmit impact force or impact force to the second coupling element.

The stop is preferably designed as the first coupling element. This means that the second coupling element in an impact on the second impact element force on the first coupling element exerts on the at least one first crash absorber in the amount of the first impact element.

Alternatively or additionally, the stop, to which the second coupling element strikes during the linear movement, can be linearly movable along the linear guide. Furthermore, an end stop can be provided on the linear guide beyond which a guided by the linear guide movement is no longer possible. For example, Upon reaching the end stop, impact energy can be transmitted via this end stop to an additional irreversible crash absorber and absorbed by it, wherein the additional crash absorber is preferably a first crash absorber assigned to the first impact element, i. is at the height of the first impact element. This has the advantage that during the linear movement, which is guided by the linear guide, first impact energy is absorbed by a reversible first crash absorber and only if this can not absorb more impact energy and the end stop is reached, the irreversible crash absorber is activated, i. Absorbs energy.

In a particularly preferred embodiment, a third coupling element is fastened to the first impact element, which is linearly movable in the event of an impact on the first impact element along the linear guide and strikes the second coupling element after corresponding linear movement, so that impact energy can also be absorbed by the second crash absorber. The third coupling element extends in the embodiment of the coupling as a rod from the height level of the first impact member up to the height level of the rod and has a through hole through which the rod extends therethrough. Upon impact with the first impact member, the third coupling member slides on the rod. In this case, the at least one first crash absorber, which is preferably a reversible crash absorber, absorbs impact energy. When the third coupling element strikes against the second coupling element, force is transmitted to the at least one second crash absorber via the second coupling element and also absorbs impact energy from the at least one second crash absorber during the further linear movement guided by the linear guide. Therefore, the second crash absorber, which in itself is intended for the end-of-life vehicles, can be used to absorb the impact, in particular with particularly high impact energy on the first impact element.

In many cases, the rail vehicle at the end at which the crash absorber arrangement is to be coupled to another rail vehicle, eg to operate two or more rail vehicles in so-called double traction. In this case, a coupling device is required in order to couple the rail vehicles together. The coupling device can be folded for the uncoupled state. However, since impact elements are at different heights in the crash absorber arrangement, access to the retracted coupling device is made more difficult. It is therefore proposed that the first impact element can be pivoted by means of at least one horizontally extending pivot axis, in particular upwards. In the pivoted state, the coupling device can be folded out and the vehicle can be coupled with another vehicle. Preferably, the first impact element remains in the pivoted position until the coupling device is retracted again. The coupling device preferably extends in the unfolded state at the level of the first impact element, if this is not pivoted upwards.

• Anordnen eines ersten Aufprallelements, das eine erste Aufprallfläche für einen Aufprall des Schienenfahrzeugs bildet, auf einer ersten Höhe,
• Anordnen eines zweiten Aufprallelements, das eine zweite Aufprallfläche für einen Aufprall des Schienenfahrzeugs bildet, auf einer zweiten, über der ersten Höhe liegenden Höhe,
• Verbinden zumindest eines ersten Crashabsorbers, der bei einem Aufprall auf die erste Aufprallfläche Stoßenergie absorbiert, mit dem ersten Aufprallelement,
• Verbinden zumindest eines zweiten Crashabsorbers, der bei einem Aufprall auf die erste Aufprallfläche Stoßenergie absorbiert, mit dem zweiten Aufprallelement,
• Koppeln des zweiten Aufprallelements mit dem ersten Crashabsorber, sodass bei einem Aufprall auf die zweite Aufprallfläche Stoßenergie zusätzlich auch von dem ersten Crashabsorber absorbierbar ist.

The invention further relates to a method for producing a crash absorber arrangement for a rail vehicle, in particular a tram, the method comprising the following steps:

• Arranging a first impact element, which forms a first impact surface for a collision of the rail vehicle, at a first height,
• Arranging a second impact element, which forms a second impact surface for a collision of the rail vehicle, at a second height above the first height,
• Connecting at least one first crash absorber, which absorbs impact energy in the event of an impact on the first impact surface, with the first impact element;
• Connecting at least one second crash absorber, which absorbs impact energy in the event of an impact on the first impact surface, with the second impact element,
• Coupling of the second impact element with the first crash absorber, so that in an impact on the second impact surface impact energy is also absorbable from the first crash absorber.

Refinements and developments of the method will become apparent from the description of embodiments and embodiments of the rail vehicle with crash absorber arrangement.

Fig. 1

schematisch in dreidimensionaler Darstellung eine Crashabsorber-Anordnung, die an tragenden Teilen eines Schienenfahrzeugs, insbesondere einer Straßenbahn, befestigt ist,

Fig. 2

die Crashabsorber-Anordnung gemäß Fig. 1 in Seitenansicht, wobei die erfindungsgemäße Kopplung weggelassen ist, um einen Schwenkmechanismus zum Hochschwenken eines Stoßbügels gut sichtbar darzustellen,

Fig. 3

eine Darstellung der Anordnung gemäß Fig. 1 und Fig. 2, wobei jedoch eine Kupplungsvorrichtung ausgeklappt ist und der untere Stoßbügel nach oben verschwenkt ist und sich ungefähr auf der Höhe des oberen Stoßbügels befindet und wobei ähnlich wie in Fig. 1 Teile der Schwenkmechanik weggelassen sind,

Fig. 4

schematisch eine Seitenansicht eines Teils der Crashabsorber-Anordnung gemäß Fig. 1 bis Fig. 3, wobei ein Ausgangszustand der Kopplungseinrichtung dargestellt ist,

Fig. 5

die Darstellung gemäß Fig. 4, wobei jedoch die Kopplungseinrichtung in einem Zustand ist, der die Folge eines Aufpralls auf den oberen Stoßbügel ist,

Fig. 6

die Darstellung gemäß Fig. 4, wobei jedoch die Kopplungseinrichtung in einem Zustand ist, der die Folge eines Aufpralls auf den unteren Stoßbügel ist,

Fig. 7

eine Teildarstellung der Anordnung gemäß Fig. 1 bis Fig. 3 von rechts (d.h.die Vorderseite des Schienenfahrzeugs befindet sich rechts in der Figur), wobei eine leicht veränderte Mechanik zum Verschwenken des unteren Stoßbügels um horizontale Schwenkachsen in einer Schwenkposition dargestellt ist, die nahe der Position für die Aufnahme von Stößen liegt,und

Fig. 8

die Mechanik gemäß Fig. 7, wobei jedoch die Schwenkmechanik in einem Zustand ist, in dem der untere Stoßbügel nach oben verschwenkt ist.

Embodiments of the invention will now be described with reference to the accompanying drawings. The individual figures of the drawing show:

Fig. 1

schematically in three-dimensional representation of a crash absorber arrangement which is attached to supporting parts of a rail vehicle, in particular a tram,

Fig. 2

the crash absorber arrangement according to Fig. 1 in side view, wherein the coupling according to the invention is omitted in order to clearly visualize a pivot mechanism for pivoting up a bumper,

Fig. 3

a representation of the arrangement according to Fig. 1 and Fig. 2 However, with a coupling device is deployed and the lower bumper is pivoted upwards and is located approximately at the height of the upper shock bar and wherein similar as in Fig. 1 Parts of the swing mechanism are omitted,

Fig. 4

schematically a side view of a portion of the crash absorber arrangement according to Fig. 1 to Fig. 3 , wherein an initial state of the coupling device is shown,

Fig. 5

the representation according to Fig. 4 but wherein the coupling means is in a condition which is the result of an impact on the upper bumper,

Fig. 6

the representation according to Fig. 4 but wherein the coupling means is in a condition which is the result of an impact on the lower bumper,

Fig. 7

a partial view of the arrangement according to Fig. 1 to Fig. 3 from the right (ie, the front of the rail vehicle is on the right in the figure) showing a slightly different mechanism for pivoting the lower bumper about horizontal pivot axes in a pivotal position that is close to the position for absorbing bumps, and

Fig. 8

the mechanics according to Fig. 7 However, wherein the pivoting mechanism is in a state in which the lower bumper is pivoted upwards.

Fig. 1 shows parts of the car body of a rail vehicle, in particular a tram. Carrying parts of the car body are flatly designated by the reference numeral 9 and are located in Fig. 1 mostly in the right and upper half of the picture. Left in Fig. 1 is a lower bumper 3 recognizable. It forms on its left front facing surface a first impact surface. In the exemplary embodiment of a tram, the height of the first shock bar 3 corresponds to the height of corresponding crash devices of other trams more recently.

On the first shock bar 3 and slightly set back in the direction of travel is a second shock bar 5, which is not round shaped in the embodiment shown here in contrast to the first shock bar 3, but has rectilinear segments. Depending on the design of the vehicle and z. B. depending on the position of the headlamps, the second shock bar may also be shaped differently (eg., As round as the first shock bar). Preferably, on both bumpers an anti-climb protection according to the European standard EN 15227 is provided. In the middle rectilinear segment, the impact surface formed by the second bumper 5 is perpendicular to the direction of travel of the rail vehicle. Both bumpers 3, 5 extend in the horizontal direction. They are symmetrical to the vertical center plane of the rail vehicle, which contains the longitudinal direction of the rail vehicle. The bumpers 3, 5 are preferably made of metal profiles or as a high-strength aluminum milled part and dimensionally stable on impact with respect to the still to be described crash absorbers, which are to deform reversibly or irreversibly on impact. The shock bars 3, 5 are in particular designed so that they introduce forces at their lateral ends via crash absorbers in the car body. In addition, optionally in the central region or other areas of the bumper 3, 5 additional crash absorbers may be arranged. In the embodiment of Fig. 1 this is the case with the upper bumper 5. Behind the middle rectilinear segment of the shock bar 5 there are two irreversible crash absorbers 15b, 15c. In addition, located at the lateral ends of the shock bar 5 each have a further irreversible crash absorber 15a, 15d. The crash absorbers 15 are designed in the embodiment as aluminum honeycomb structures. However, there are also other crash absorbers for combination with the upper shock bar 5 in question. For example, with sufficient space at the lateral ends there could alternatively or additionally be arranged reversible crash absorber. The irreversible crash absorber 15b, 15c shown in the embodiment in the middle region of the upper shock bar 5 are supported on the outer surface of a further bow-shaped part 7 facing forwards in the direction of travel, wherein the outer ends of the bow-shaped part 7 are excluded to partially absorb the outer crash absorber 15a, 15d.

The lower shock bar 3 is supported at its lateral, outer ends via a respective combined reversible and irreversible crash absorber 13 with a lying behind in the direction of travel part 10 of the car body. In Fig. 1 of which only the front of the picture lying crash absorber 13 can be seen. The rear crash absorber 13 is covered in the selected perspective view by areas of the upper shock bar 5. The reversibly deformable part of the crash absorber 13 is designated by the reference numeral 13a. A substantially rotationally symmetrical part whose axis of rotation is oriented in the direction of travel, is displaced in the direction of travel in the event of an impact on the lower shock bar 3 against an elastic restoring force, in the exemplary embodiment, the elastic force of an elastomer. As will be explained in more detail, however, a stop is provided, upon reaching which the irreversible part 13b of the crash absorber 13 is activated, that is, it begins to absorb impact energy.

Down in the middle of Fig. 1 the coupling mechanism 11 is shown, which will be explained in more detail. Furthermore, in about the same area of Fig. 1 a part of the pivoting mechanism shown, with the lower bumper 3 can be pivoted about a horizontal axis up to unfold the coupling device and fold. However, parts of this pivoting mechanism are in Fig. 1 omitted to leave the view of the coupling mechanism 11.

Fig. 2 shows a side view of the illustration according to Fig. 1 , wherein the pivoting mechanism 21 on the one side of the arrangement, which is in front in the image, is completely shown. In contrast, the coupling mechanism 11 is not shown, ie the corresponding parts are omitted.

One recognizes in Fig. 2 in that the front edge of the lower push bar 3 is located further forward in the direction of travel than the front edge of the upper push bar 5. Also in other embodiments of the invention than in Fig. 1 and Fig. 2 this may be the case. In an impact on an end-of-life vehicle having crash absorbers or other impact surfaces at the height of the upper shock bar 5, therefore, depending on the construction of the end-of-life vehicle and depending on the shock energy to be absorbed, the projecting lower bumper 3 will come in contact with parts of the other vehicle.

At the height of the upper shock bar 5 is in Fig. 2 also one of the irreversible crash absorber 15a recognizable. Also recognizable is arranged at the height of the lower shock bar 3 crash absorber 13 with its reversible part 13a and its irreversible part 13b recognizable. The supporting parts of the car body are again denoted by the reference numeral 9. It can be seen that the supporting parts also have braces, so that, for example, forces introduced from the upper shock bar 5 into the car body can be diverted diagonally downwards. In the embodiment, the upper shock bar 5 extends over a slightly smaller height range than the underlying bow-shaped construction 7 between the shock absorber 5 and the crash absorber 15 are arranged.

Fig. 3 shows that a coupling device 31 is deployed, so that the rail vehicle can be coupled with another rail vehicle. In order to be able to unfold and fold in the coupling device 31, as already mentioned, the pivoting mechanism 21 is provided ( Fig. 2 ), on the basis of Fig. 7 and Fig. 8 will be discussed in more detail. The lower shock bar 3 is therefore pivoted upwards and is located approximately at the height of the upper shock bar 5 in a position in front of this. Furthermore, are off Fig. 3 Parts 45, 48 can be seen, which relate to the coupling mechanism and based on the FIG. 4 to FIG. 6 will be discussed in more detail.

Fig. 4 shows a schematic side view of the upper shock bar 5, a crash absorber 15a at the height of the upper shock bar 5, lying in the direction of travel behind the bumper 5 supporting structure 9, parts of the lower shock bar 3, lying in the direction of travel behind the lower bumper 3 crash absorber 13 and the coupling mechanism. The coupling mechanism is in the state before an impact. In the Fig. 4 also shown arrangement is also on the other side of the vehicle, at the other end of the shock bar 3. The in Fig. 4-6 The arrangement shown can also be provided in other embodiments of a crash absorber arrangement, as Fig. 1-3 demonstrate.

To the coupling mechanism include a fixed to the lower bumper 3, upstanding part 41, which has a through hole in the horizontal direction through which a rod 43 can extend therethrough. If the lower bumper 3 is pivoted upward with the aid of said pivoting mechanism, the part 41 can move away from the front end of the rod 43. The part 41 is an embodiment of the above said third coupling element. In the non-pivoted position, the part 41 carries the rod at its front end or at least supports it.

Also firmly connected to the lower bumper 3 is a rearward extending at the lateral ends part 48, which cooperates on impact with the front end of the reversible part 13 a of the crash absorber 13. When pivoting the lower shock bar 3 upward, the engagement of the parts 48, 13a and the part 48 is pivoted to the lower bumper 3, wherein the reversible crash absorber 13a remains in its position. Alternatively, the part 48 can be dispensed with. The crash absorber 13 is then directly in contact with the shock bar 3.

Fixedly connected to the upper bumper 5 is a downwardly projecting part 47, which is an embodiment of the above-mentioned second coupling element. It also has a through hole in the horizontal direction through which the rod 43 extends. Part 47 is located in Fig. 4 shown starting position of the coupling mechanism already in a central region of the longitudinal extension of the rod 43rd

Furthermore, the coupling mechanism has a part 45, which is an exemplary embodiment of the above-mentioned first coupling element. In the in Fig. 4 shown initial position, it is connected to the lower shock bar 3, but releasably connected to allow the pivoting of the lower shock bar 3. The part 45 also has a through hole in the horizontal direction, through which the rod 43 extends, wherein the rod 43 extends in the direction of travel from front to rear first through the second coupling element 47 and then through the first coupling element 45 therethrough.

Between the rear in the direction of travel of the first coupling element 45 and the rear end of the rod 43 is a free portion of the rod 43, which allows a displacement of the first and second coupling element 45, 47 in the direction of travel to the rear in an impact. The rear end of the rod 43 is supported on a plate-shaped region 17 of the irreversible part 13b of the crash absorber 13 in the exemplary embodiment.

The following will now be based on Fig. 5 and Fig. 6 described the function of the coupling mechanism. The same parts as in Fig. 4 shown, but each in a different position relative to each other.

In the Fig. 5 The situation shown is the result of an impact exclusively on the upper bumper 5 or simultaneously on the upper bumper 5 and the lower bumper 3. In comparison to the starting position of Fig. 4 have the upper shock bar 5 and the lower bumper 3 and the associated coupling elements 41, 45, 47 in the longitudinal direction of the rod 43 in the direction of travel to the rear, ie in the Fig. 5 moved to the right. Further, the reversible part 13a of the crash absorber 13 has been activated, that is, has absorbed impact energy. Furthermore, the reversible crash absorber 15a and optionally further crash absorbers were activated at the height of the upper shock bar 5.

In the in Fig. 5 the case of the second coupling element 47, as shown by the impact on the upper bumper 5 in the direction of travel, is at least not smaller than the distance traveled by the first coupling element 45 and the third coupling element 41 due to the possibly simultaneously occurring impact on the lower bumper 3. The second coupling element 47 has therefore moved the first coupling element 45 on the rod 43 to the rear or is the first coupling element 45 followed at least in the stop position. If a force was exerted on the coupling element 45 by the second coupling element 47, as is the case, for example, when impact forces act exclusively on the first impact bar 5, forces are transmitted via the second coupling element 47, the first coupling element 45, the part 48 and the front end of the reversible part 13a of the crash absorber 13 has been introduced into the reversible part 13a. Since the said parts have also moved backwards in the direction of travel and the crash absorber 13 has opposed the movement of a resistance force, impact energy has also been introduced into the reversible part 13a and has been absorbed by it. The impact was therefore intercepted by both the crash absorbers at the height of the upper shock bar 5 and the reversible part 13 a.

If over the in Fig. 5 shown state yet further impact energy is to be absorbed, the irreversible part 13b of the crash absorber 13 is activated, since the first coupling element 45 is in the stop position at the front end 17 of the irreversible part 13b.

Another impact situation has to in the Fig. 6 shown state led. The impact took place exclusively on the lower bumper 3. Therefore, the lower shock bar, the third coupling element 41, the first coupling element 45, the part 48 and the front end of the reversible part 13 a relative to the rod 43 in the direction of travel to the rear postponed. The reversible part 13a has absorbed impact energy. However, the crash absorbers 15 in height of the upper shock bar 5 have not yet been activated.

If over the in Fig. 6 shown state even more impact energy is to be absorbed and therefore forces acting on the lower shock bar 3, a portion of these forces on the third coupling element 41 and the second coupling element 47 is transmitted to the upper shock bar 5 and leads to an activation of the crash absorber 15 at the level of upper shock bar 5. Further, the irreversible part 13b of the crash absorber 13 is activated.

From the in Fig. 6 illustrated embodiment may be deviated. In particular, the activation of the crash absorbers at the level of the upper shock bar 5 and the irreversible part 13b of the crash absorber 13 at the height of the lower impact bar 3 need not take place simultaneously.

Fig. 7 shows a relation to the pivoting mechanism 21 in Fig. 2 and 3 modified embodiment in its initial position, ie in the position in which the lower bumper 3 is almost in the normal, non-pivoted position in which it is available for an impact. However, a gap between the structure 80 and the part 48 can be seen. In the non-pivoted position, the gap is closed, so that in an impact force can be transmitted from the bumper 3 on the construction 80 on the part 48 and thus on the reversible crash absorber 13a.

Another copy of the pivoting mechanism 21 is located on the opposite (left in the direction of travel) end of the shock bar 3. The pivoting mechanism 21 has a construction 82 fixedly connected to the lower bumper 3. Via a first horizontally extending pivot axis 80, this construction 82 is coupled to a first, upper pivot lever 81, which in turn is rotatably coupled via a second horizontally extending pivot axis 78 with a construction 84, which is connected to the part 45, the first coupling element. Furthermore, via a third horizontal pivot axis 76, the structure 80 is rotatably coupled to a second pivot lever 75 which is coupled via a fourth horizontal pivot axis with the part 45 or a fixedly connected part. In addition, a gas spring 77, 79 is provided, whose cylinder is designated by the reference numeral 77 and the piston by the reference numeral 79. The upper end of the gas spring is rotatably coupled via a further, fifth horizontal pivot axis 74 with the second pivot lever 75. The lower end of the gas spring is over a sixth horizontally extending Pivot axis 70 rotatably coupled to a part 73 which is fixedly connected to the part 48. The part 48 is engaged with the reversible part 13a of the crash absorber 13 as described above. The reversible part 13a is left in FIG Fig. 7 recognizable.

Fig. 8 shows the state in which the lower shock bar 3 is pivoted upwards. The pivoting is operated by hand. In this case, the gas spring 77, 79 supports the lifting of the lower shock bar 3. Accordingly, the pivot lever 75, 81 are now in a pivotal position in which they are with their front ends in a higher position. Starting from the representation of Fig. 7 has to reach the pivot position of Fig. 8 in each case a rotational movement in the counterclockwise direction about the first to fourth pivot axes 76, 80, 72, 78 occurred. The bumper 3 can be further pivoted until the pivot lever 81 abuts a stop of the structure 84. In this position he would be at about the height of the upper shock bar 5 (not in Fig. 7 and 8th shown) and can be secured by suitable measures, eg by securing bolts in the position.

In order to pivot the lower bumper 3 upwards, preferably not one in the first Fig. 7 and 8th solved locking device, so that the pivoting movement is made possible. As a result, in particular the detachable connection between the lower shock bar and the first coupling element 45 can be achieved.

Claims (8)

Rail vehicle with crash absorber arrangement (1), in particular tram, wherein a first impact element (3), which forms a first impact surface for an impact of the rail vehicle, is arranged at a first height, a second impact element (5), which forms a second impact surface for an impact of the rail vehicle, is arranged at a second height above the first height, - at least one first crash absorber (13a, 13b) is connected to the first impact element (3), which absorbs impact energy in the event of an impact on the first impact surface, - with the second impact element (5) at least a second crash absorber (15a-15d) is connected, which absorbs impact energy in an impact on the second impact surface, - The second impact element (5) is coupled by a coupling with the first crash absorber (13a, 13b), so that in an impact on the second impact surface impact energy in addition from the first crash absorber (13a, 13b) is absorbable, - The coupling has a running in the direction of impact linear guide (43), which results in a linear movement of a second impact element (5) attached to the second coupling element (47) upon impact, and - The coupling has a stop against which the second coupling element (47) abuts during the linear movement, so that impact energy from the first crash absorber (13 a) is absorbable. Rail vehicle according to the preceding claim, wherein the first crash absorber (13a, 13b) is a reversibly deformable crash absorber. Rail vehicle according to one of the preceding claims, wherein the coupling of the second impact element (5) with the first crash absorber (13a, 13b) is configured such that impact energy in an impact on the second impact element (5) simultaneously from the second crash absorber and the first crash absorber is absorbed. Rail vehicle according to one of the preceding claims, wherein the stopper is designed as a first coupling element (47) which is arranged on the first impact element (3). Rail vehicle according to one of the preceding claims, wherein the stop along the linear guide (43) is linearly movable. Rail vehicle according to one of the preceding claims, wherein on the first impact element (3) a third coupling element (41) is fixed, which is linearly movable in a collision with the first impact element (3) along the linear guide (43) and after corresponding linear movement on the second coupling element (47) strikes so that impact energy from the second crash absorber (15a-15d) is absorbable. Rail vehicle according to one of the preceding claims, wherein the first impact element (3) is pivotable about at least one horizontally extending pivot axis. Method for producing a crash absorber arrangement (1) for a rail vehicle, in particular a tram, the method comprising the following steps: Arranging a first impact element (3), which forms a first impact surface for an impact of the rail vehicle, at a first height, Arranging a second impact element (5), which forms a second impact surface for an impact of the rail vehicle, at a second height above the first height, - connecting at least one first crash absorber (13a, 13b), which absorbs impact energy in the event of an impact on the first impact surface, with the first impact element (3), Connecting at least one second crash absorber (15a-15d), which absorbs impact energy in the event of an impact on the first impact surface, with the second impact element (5), Coupling the second impact element (5) to the first crash absorber (13a, 13b) such that impact energy is additionally absorbable by the first crash absorber (13a, 13b) upon impact with the second impact surface, wherein for coupling a running in the direction of impact linear guide (43) is provided, which results in a linear movement of a second impact element (5) attached to the second coupling element (47), and a stop is provided, to which the second coupling element (47) strikes in the linear movement, so that impact energy from the first crash absorber (13a, 13b) is absorbable.

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