EP2277762B1 - Schienenfahrzeug mit Crashabsorber-Anordnung, insbesondere Straßenbahn - Google Patents

Schienenfahrzeug mit Crashabsorber-Anordnung, insbesondere Straßenbahn Download PDF

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Publication number
EP2277762B1
EP2277762B1 EP10090007.5A EP10090007A EP2277762B1 EP 2277762 B1 EP2277762 B1 EP 2277762B1 EP 10090007 A EP10090007 A EP 10090007A EP 2277762 B1 EP2277762 B1 EP 2277762B1
Authority
EP
European Patent Office
Prior art keywords
impact
crash absorber
crash
coupling
absorber
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.)
Not-in-force
Application number
EP10090007.5A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP2277762A3 (de
EP2277762A2 (de
Inventor
Roman Solmaz
Martin Langer
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.)
Alstom Transportation Germany GmbH
Original Assignee
Bombardier Transportation GmbH
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 Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Priority to PL10090007T priority Critical patent/PL2277762T3/pl
Publication of EP2277762A2 publication Critical patent/EP2277762A2/de
Publication of EP2277762A3 publication Critical patent/EP2277762A3/de
Application granted granted Critical
Publication of EP2277762B1 publication Critical patent/EP2277762B1/de
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • 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 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.
  • 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
  • the impact elements are typically not exterior surfaces of the vehicle. Rather, the vehicle usually still has an additional shell.
  • 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.
  • irreversible crash absorbers 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. But would require even more space, which in turn reduces the interior of the vehicle or increases the vehicle length.
  • 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.
  • 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.
  • At least one crash absorber which is at the same height level as the second impact surface.
  • 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.
  • the crash absorber is a reversibly deformable, ie a so-called reversible, crash absorber at the height level of the first impact surface.
  • a so-called reversible crash absorber at the height level of the first impact surface.
  • one or more irreversible crash absorbers are arranged at the height of the first impact surface.
  • 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.
  • a crash absorber 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.
  • 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.
  • the coupling can be carried out in different ways.
  • 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.
  • 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.
  • an impact linear guide e.g., a rod
  • the linear guide Upon impact, the linear guide performs a linear movement of a second coupling element attached to the second impact element.
  • 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.
  • 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.
  • 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.
  • a coupling element hereinafter referred to as "first coupling element”
  • first coupling element may also be arranged on the first impact element.
  • 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.
  • 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.
  • 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.
  • the stop, to which the second coupling element strikes during the linear movement can be linearly movable along the linear guide.
  • an end stop can be provided on the linear guide beyond which a guided by the linear guide movement is no longer possible.
  • 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.
  • 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.
  • the at least one first crash absorber which is preferably a reversible crash absorber, absorbs impact energy.
  • 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.
  • 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.
  • a coupling device is required in order to couple the rail vehicles together.
  • the coupling device can be folded for the uncoupled state.
  • 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.
  • 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.
  • 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.
  • a second shock bar 5 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).
  • an anti-climb protection according to the European standard EN 15227 is provided on both bumpers.
  • the impact surface formed by the second bumper 5 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • Fig. 1 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.
  • Fig. 2 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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
  • 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.
  • 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.
  • 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.
  • the reversible part 13a of the crash absorber 13 has been activated, that is, has absorbed impact energy.
  • the reversible crash absorber 15a and optionally further crash absorbers were activated at the height of the upper shock bar 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the gas spring 77, 79 supports the lifting of the lower shock bar 3.
  • the pivot lever 75, 81 are now in a pivotal position in which they are with their front ends in a higher position.
  • 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.
EP10090007.5A 2009-07-24 2010-07-23 Schienenfahrzeug mit Crashabsorber-Anordnung, insbesondere Straßenbahn Not-in-force EP2277762B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL10090007T PL2277762T3 (pl) 2009-07-24 2010-07-23 Pojazd szynowy, zwłaszcza tramwaj, wyposażony w zespół pochłaniaczy energii zderzenia

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102009034682A DE102009034682A1 (de) 2009-07-24 2009-07-24 Schienenfahrzeug mit Crashabsorber-Anordnung, insbesondere Straßenbahn

Publications (3)

Publication Number Publication Date
EP2277762A2 EP2277762A2 (de) 2011-01-26
EP2277762A3 EP2277762A3 (de) 2012-10-31
EP2277762B1 true EP2277762B1 (de) 2015-04-15

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EP10090007.5A Not-in-force EP2277762B1 (de) 2009-07-24 2010-07-23 Schienenfahrzeug mit Crashabsorber-Anordnung, insbesondere Straßenbahn

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EP (1) EP2277762B1 (es)
DE (1) DE102009034682A1 (es)
ES (1) ES2541593T3 (es)
PL (1) PL2277762T3 (es)

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102011077780A1 (de) * 2011-06-17 2012-12-20 Bombardier Transportation Gmbh Crashabsorberanordnung für ein Schienenfahrzeug, insbesondere für eine Straßenbahn
EP2594452B1 (de) * 2011-11-21 2014-01-08 Voith Patent GmbH Kupplungsanordnung für die Stirnseite eines spurgeführten Fahrzeuges
FR3032677B1 (fr) * 2015-02-17 2017-03-31 Alstom Transp Tech Dispositif d'absorption de choc pour un dispositif d'attelage de vehicule ferroviaire
ES2847851T3 (es) * 2018-02-12 2021-08-04 Bombardier Transp Gmbh Dispositivo de absorción para un vehículo y vehículo con un dispositivo de absorción
AT16104U1 (de) * 2018-02-12 2019-01-15 Bombardier Transp Gmbh Absorbervorrichtung für ein Fahrzeug und Fahrzeug mit einer Absorbervorrichtung
DE102018110243A1 (de) * 2018-04-27 2019-10-31 Bombardier Transportation Gmbh Schienenfahrzeug
AT16474U1 (de) * 2018-04-27 2019-10-15 Bombardier Transp Gmbh Crashkonzept Stadt-Regio-Fahrzeug
EP3560787B1 (de) * 2018-04-27 2024-04-17 ALSTOM Holdings Schienenfahrzeug
GB2588401B (en) * 2019-10-22 2023-04-19 Bombardier Transp Gmbh Front end for a rail vehicle

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Publication number Priority date Publication date Assignee Title
FR2818224B1 (fr) * 2000-12-18 2003-01-24 Alstom Vehicule ferroviaire a cabine de conduite comportant une structure absorbeuse d'energie adaptee a une collision au dessus du chassis du vehicule
DE102004016216A1 (de) * 2004-04-01 2005-10-20 Siemens Ag Wagenkasten eines Schienenfahrzeuges mit einer Vorrichtung zur gezielten Absorption von Kollisionsenergie
DE102004050435B4 (de) * 2004-10-16 2020-01-16 Audi Ag Stoßfängersystem für Kraftfahrzeug
EP1854690B1 (en) * 2006-05-10 2011-08-10 Hitachi, Ltd. Collision energy absorbing device and railway vehicle comprising such a device
JP4845688B2 (ja) * 2006-11-21 2011-12-28 株式会社日立製作所 車両
US7690314B2 (en) * 2007-04-12 2010-04-06 Siemens Industry, Inc. Rail car collision system

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Publication number Publication date
EP2277762A3 (de) 2012-10-31
ES2541593T3 (es) 2015-07-22
DE102009034682A1 (de) 2011-02-10
PL2277762T3 (pl) 2015-08-31
EP2277762A2 (de) 2011-01-26

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