EP2334533A1

EP2334533A1 - Vehicle front-end for mounting to the front face of a track-bound vehicle, in particular a rail vehicle

Info

Publication number: EP2334533A1
Application number: EP09783059A
Authority: EP
Inventors: Andreas Heinisch; Reiner Krause; Uwe Beika; Sascha Ende
Original assignee: Voith Patent GmbH
Current assignee: Voith Patent GmbH
Priority date: 2008-09-15
Filing date: 2009-09-15
Publication date: 2011-06-22
Anticipated expiration: 2029-09-15
Also published as: CA2735093A1; KR20110065517A; CN102216141B; RU2011113972A; RU2520632C2; KR101318790B1; ES2499029T3; DK2334533T3; BRPI0917647A2; WO2010029188A1; US8261672B2; CN102216141A; JP2012502833A; AU2009290832A1; PL2334533T3; UA102260C2; JP5623620B2; US20100064931A1; HK1153437A1; CA2735093C

Abstract

The invention relates to a vehicle front-end with a vehicle front-end structure (100) for mounting to the front face of a track-bound vehicle, in particular a rail vehicle, wherein the vehicle front-end structure (100) is completely made of structural elements of fibre composite material or sandwich structures of fibre composite material. The structural elements forming the vehicle front-end structure (100) comprise first structural elements (10, 10', 11, 12, 12', 14, 15, 16) which are directly connected to each other and configured in such a manner that a deformation-resistant, self-supporting head structure is formed for receiving a vehicle driver's stand (101). The structural elements forming the vehicle front-end structure (100) further comprise second structural elements (20, 20', 21, 21', 22, 22', 23, 24, 24') which are connected to the first structural elements (10, 10', 11, 12, 12', 14, 15, 16) and are configured in such a manner that at least a part of the impact energy (collision energy), which is generated in the event of a collision of the track-bound vehicle due to a transmission of impact forces and is introduced into the structure (100), is absorbed by at least a partial irreversible deformation or at least a partial destruction of the second structural elements (20, 20', 21, 21', 22, 22', 23, 24, 24').

Description

"Vehicle head for attachment to the front side of a track-bound vehicle, in particular a rail vehicle"

description

The invention relates to a vehicle head with a frame for attachment to the end face of a rail vehicle, wherein the frame is constructed entirely of structural elements, which are formed from fiber composite material.

From document GB 2 411 630 A a frame for a vehicle cabin of a rail vehicle is known, wherein the frame is constructed of frame elements which define the front, bottom and roof parts as well as the lateral parts of the vehicle cabin. The frame known from this prior art has a plurality of compliant regions distributed on the frame members. In the event of a crash, i. in a collision of an upgraded with the vehicle head known from this prior art rail vehicle with another rail vehicle or other obstacle as collision opponents, give the yielding regions, so that the frame can adapt to the contours of the collision opponent, which due to the collision in the frame initiated impact energy is at least partially degraded.

On the other hand, EP 0 533 582 A1 discloses a cabin for a rail vehicle, this cabin not being fastened to the end face of the rail vehicle, but mounted on a horizontal platform. Since the cabin known from this prior art is made entirely of fiber composite material for reasons of weight, it was not intended to equip the cabin itself with a shock absorber for absorbing the impact energy occurring in the event of a crash. Rather, such a shock absorber is integrated in the base frame or in the platform on which the cabin is mounted.

Document DE 196 49 526 A1 describes a vehicle head which is designed to be fastened to the end face of a rail vehicle, wherein the walls and the roof of the vehicle head are made of a composite material due to weight reasons and detachably connected to the undercarriage and the car body of the rail vehicle are. The vehicle head known from this prior art, like the car known from EP 0 533 582 B2, is designed without impact protection.

Shock guards are so-called crash structures, i. Components which deform in an impact of the vehicle on an obstacle at least partially in a predetermined manner. Here, the impact energy is intended to be primarily converted into deformation energy in order to reduce the accelerations and forces acting on the vehicle occupants.

From motor vehicle technology it is known to provide a shock absorber in the form of a crumple zone, in particular in the front region of a passenger car. While the motor vehicle industry has been endeavoring for decades to optimize such crash structures, in rail vehicle technology hitherto the car bodies (locomotives and wagons) have generally been designed without special consideration for their deformation behavior in collisions.

Although it is already customary to arrange on the front side of a rail vehicle as a shock protection lateral buffer elements or crash boxes, which absorb or consume at least part of the impact energy in a crash. At higher impact speeds, however, the energy absorption which can be achieved with such a shock absorber is often insufficient to protect the vehicle body against damage. In particular, there is a risk that after exhausting the energy absorption capacity of the laterally arranged buffer elements o- crash boxes extreme deformation of Fahrzeugfahrstands- and / or the car body structure occurs in the area of the passenger compartments, under certain circumstances can no longer be ensured that for train crew and the passengers are given a sufficient survival space. Accordingly, the object of the invention is to optimize a vehicle head designed for attachment to the front side of a rail vehicle in such a way that the impact energy acting on the vehicle head in the event of a crash can be reduced as much as possible from the structure of the vehicle head to the maximum accelerations and forces to limit the vehicle structure, with an uncontrolled deformation of the construction should be effectively prevented, with the aim of ensuring a survival in the event of a crash for the driver.

This object is solved by the subject matter of independent claim 1. Advantageous developments of the vehicle head according to the invention are specified in the dependent claims.

Accordingly, a vehicle head is proposed to improve the crash behavior of rail vehicles according to the invention, which has a vehicle head structure, which is constructed entirely of structural elements, these structural elements are primarily formed of fiber composite material. In detail, these structural elements constituting the vehicle head structure include both structural elements without energy consumption, which are referred to below as "first structural elements", and structural elements with energy consumption, which are referred to below as "second structural elements". To the structural elements without energy consumption, i. The first structural elements include all structural elements that serve to form a substantially deformation-resistant, self-supporting vehicle head structure. This substantially rigid self-supporting structure accommodates the cab of the rail vehicle. Since the cab is thus surrounded by a deformation-resistant head structure, which is not significantly deformed even in the event of a crash, the survival space for the driver remains within the rail vehicle head.

On the other hand serve functionally the structural elements with energy consumption, ie the second structural elements, to at least partially absorb or reduce the resulting in a crash due to an impact force and introduced into the vehicle head impact energy, so that the self-supporting structure of the vehicle head constructed from the first structural elements is not affected. The second structural elements are preferably fastened to the self-supporting structure of the vehicle head constructed by the first structural elements. In particular, the second structural elements are in such a way in the self-supporting taken into account that they form a unit together with the self-supporting structure.

Since, in the solution according to the invention, the structural elements (first and second structural elements) are formed entirely from fiber composite material, it is in particular conceivable to connect the second structural elements to the first structural elements in a materially bonded manner, for example to bond them. Accordingly, the second structural elements can be integrated in the self-supporting vehicle head structure constructed from the first structural elements, wherein the second structural elements are detachably or non-detachably received in the first structural elements such that a unit is formed which has a dual function, namely a support function on the one hand the first structural elements are provided, and on the other hand, an energy dissipation function provided by the second structural elements.

As already indicated, the structural elements that make up the vehicle head structure are formed entirely from fiber composite material. By using different fiber composite / fiber composite sandwich structures for the individual regions of the vehicle head structure, it is conceivable to intentionally reduce the impact energy arising in a crash and introduced into the vehicle head structure, i. to consume.

Due to the fact that the structural elements constituting the vehicle head structure are formed almost completely from fiber composite material, not only the weight of the vehicle head structure can be considerably reduced compared to a vehicle head structure made in metal construction. In addition, the structural elements formed of fiber composite material are characterized by their specific strength, so that the substantially deformation-resistant self-supporting vehicle head structure constructed from the first structural elements does not fail even in the event of a collision, i. deforms in an uncontrolled manner, which ensures the survival of the driver in the driver's cab.

Since the second structural elements, which at least partially consume the impact energy generated in a crash and introduced into the vehicle head structure, likewise consist of fiber composite material, a significantly higher weight-specific energy absorption can be achieved in comparison to conventional deformation tubes made of metal. For this purpose, the invention provides that the second structural elements are designed according to their response in the second Structure elements initiated impact energy to reduce at least partially by non-ductile destruction of the fiber composite material of the second structural elements.

Since the self-supporting structure of the vehicle head constructed with the first structural elements is substantially rigid in terms of deformation, a survival space in the driver's cab received by the self-supporting head structure is retained even in the event of a collision of the rail vehicle (crash case). In this context, it is preferred that the first structural elements are designed and connected to one another in such a way that the fraction of the impact energy introduced into the vehicle head in the event of a crash is transmitted to a carriage structure of the rail vehicle connected to the vehicle head. There, the impact energy can be consumed by the shock protection elements of the car structure of the rail vehicle finally.

In the event of exceeding the constructively designed maximum energy absorption quantity of the second structural elements at higher collision speeds (or collision energies), the first structural elements are structurally designed so that they deform controlled and thus a further energy absorption without (uncontrolled) collapse of the vehicle head structure can take place.

In a preferred embodiment of the solution according to the invention, the first structural elements have two A-pillars respectively arranged on the sides of the vehicle head structure and a roof structure which firmly connects the upper region of the two A-pillars to form the substantially deformation-resistant, self-supporting head structure. Pillars and the roof structure firmly connected thereto are designed to transmit the fraction of the impact energy introduced into the vehicle head into the car structure of the rail vehicle which is not already decoupled from the second structural elements in the event of a crash. In this case, it is also conceivable that the first structural elements also have lateral struts, which are each fixedly connected to the lower region of the two A-pillars and serve to transmit impact forces into the carriage structure of the rail vehicle.

Alternatively, or in addition to the aforementioned embodiment, in which side struts are provided, which serve for the transmission of impact force from the two A-pillars in the car structure of the rail vehicle, it is conceivable, for example, each arc-shaped form the A-pillars, wherein further a lower Structural element is provided, which is fixedly connected to the upper end portions of the A-pillars and designed to transfer in the crash case not already degraded by the second energy absorbing part of the introduced into the A-pillar impact force in the connected to the vehicle head carriage structure of the rail vehicle. Due to the arcuate design of the A-pillars can be dispensed with side struts.

Since the side struts and the A-pillars are exposed to extreme loads in the event of a crash and in particular an uncontrolled deformation, i. Failure of these structural elements must be prevented, it is preferred if these structural elements consist of a hollow profile formed from fiber composite material, in which optionally a further support material, in particular a supporting foam is added to further increase the rigidity.

On the other hand, in view of the roof structure, it is preferable to manufacture them in sandwich construction from a fiber composite material. Of course, other solutions come into question here.

In order to structurally connect the two A-pillars and thus to increase the rigidity of the self-supporting frame structure formed with the first structural elements, it is preferred if the first structural elements have at least one parapet element, which for the structural connection of the two A-pillars the lower one Area of the A-pillars connects with each other. Furthermore, it is preferred if the first structural elements have a deformation-resistant end wall, which is likewise formed from fiber composite material and connected to the parapet element such that the deformation-resistant end wall together with the parapet element form an end face of the vehicle head structure, and thus the vehicle driver's seat received in the self-supporting frame structure protect against intrusions in the event of a crash. Therefore, a collision front wall is provided, which forms at least a portion of the coupling-side end face of the vehicle head structure, wherein the parapet element and / or the end wall constitute / represent an important component for penetration prevention. It is thus possible to effectively prevent components from penetrating into the space formed by the self-supporting frame structure in which the driver's cab is mounted in the event of a crash. Of course, however, other bending cross member structures are suitable to form such a collision front wall. Preferably, the end wall forming the collision front wall may be made of various fiber composite / fiber composite sandwich components, in particular with the reinforcing materials glass, aramid, dyneema and / or carbon fiber. In particular, here comes a sandwich construction using fiber reinforcements in question. Due to the structural arrangement and design of the structural component "end wall", the end wall together with the parapet element represents a crucial structural connection element for stabilizing the entire self-supporting structure of the vehicle head.

As already indicated, the solution according to the invention is characterized, inter alia, by the fact that in the self-supporting (rigid) frame structure of the rail vehicle head formed with the first structural elements, second structural elements, i. Structural elements with energy consumption, are integrated. In a preferred embodiment of the vehicle head according to the invention, it is provided that these second structural elements have at least one first energy dissipation element formed of fiber composite material, this first energy dissipation element being designed to respond when a critical impact force is exceeded and at least part of the impact force transmission and into the first Dissipate energy consumption element initiated impact energy by non-ductile destruction of at least part of the fiber structure of the first energy dissipation element. Due to the fact that non-ductile energy is dissipated when the fiber composite material of the energy dissipation element is destroyed, energy is consumed by converting the initiated impact energy into brittle fracture energy, whereby at least part of the fiber composite material of the energy dissipation element is defibrated or pulverized and thus the energy dissipation element is destroyed.

This mechanism of defibering and pulverization is characterized by its high degree of utilization in energy consumption, in which - compared to, for example, a metal-made upset or deformation tube (expansion or constriction tube) a significantly higher weight and space-specific amount of energy can be consumed.

For the realization of the fiber composite material formed first energy dissipation element different solutions come into question. In particular, it is conceivable, for example, to use as an energy dissipation element a fiber composite sandwich structure which is formed as a core material (support material) by a honeycomb structure. Such an ideally homogeneous honeycomb structure with constant geometry cross-section shows during the absorption of energy uniform deformation of the material with low deformation force amplitudes at the same time high utilization and compression ratio. In particular, it can be ensured with such an energy dissipation element that when the latter responds, the energy to be consumed is reduced after a previously determinable event sequence. Of course, other embodiments for the first energy dissipation element are also conceivable.

Preferably, at least one first energy dissipation element is arranged on the end face of the parapet element, so that the deformation forces occurring during energy dissipation are introduced into the parapet element. In this case, the first energy dissipation element should be adapted to the vehicle contour or the available space.

As already stated, it is conceivable that the first energy-absorbing element has a fiber composite sandwich construction with a honeycomb structure core. Alternatively, it is of course also possible to form the core of the first energy dissipation element from a fiber composite tube bundle, wherein the tube center axes of the tube bundle extend in the vehicle longitudinal direction.

In addition to the at least one first energy dissipation element, it is preferred if the second structural elements have at least one second energy dissipation element likewise formed from fiber composite material, which may structurally be identical to the at least one first energy dissipation element. The at least one second energy dissipation element should, however, be arranged on the surfaces of the A-pillars facing the front side of the vehicle head.

By means of this special arrangement of the first and second energy dissipation elements, different collision scenarios are taken into account, taking into account in particular with the at least one second energy dissipation element associated with an A pillar, the impact forces occurring in a collision with a relatively high collision opponent and introduced into the rail vehicle head.

On the other hand, in order to protect the lower region of the rail vehicle head, in a preferred embodiment of the solution according to the invention, a special underbody structure formed of fiber composite material is provided, which is provided with the self-supporting structure of the rail vehicle head based first structural elements is connected such that the bottom of the vehicle head is formed.

It is conceivable here that the underbody structure has an upper surface element formed from fiber composite material and a lower surface element also formed therefrom, also made of fiber composite material, furthermore struts or tensioning elements formed from fiber composite material are provided, which firmly connect the upper and lower surface elements. In this case, it is preferred that further structural elements with energy consumption (that is, second structural elements) are integrated in this underbody structure. It is conceivable that the second structural elements have at least one third energy dissipation element formed of fiber composite material, which is received in the underbody structure of the vehicle head and designed to respond when exceeding a critical impact force and at least part of the incident in the impact energy transmission and introduced into the third energy dissipation element To reduce impact energy by non-ductile destruction of at least part of the fiber structure of the third energy dissipation element.

If it is provided that the vehicle head has a central buffer coupling, which is articulated to the underbody structure of the vehicle head via a bearing block, it is preferred that the second structural elements further comprise at least one fourth energy dissipation element formed from fiber composite material, which in addition to the at least one third energy dissipation element in FIG the underbody structure is arranged in the impact direction behind the bearing block and is designed to respond when exceeding a critical impact force and at least part of the impact energy generated in the impact energy and introduced into the fourth energy dissipation element by non-ductile destruction of at least part of the fiber structure of the fourth energy dissipation element dismantle.

The third and fourth energy-absorbing elements can be identical or at least similar in structural and functional terms.

In a preferred realization of the third or fourth energy dissipation element, provision is made for the third or fourth energy dissipation element to have a guide tube formed from fiber composite material, ie for example a cylindrical energy-consuming component, and a pressure tube designed as a piston, wherein the pressure tube is connected to the guide tube cooperates in such a way that th a critical introduced into the third and fourth energy absorbing element impact force the pressure tube and the guide tube with simultaneous consumption of at least a portion of the introduced into the third and fourth energy absorbing element impact energy relative to each other to move. The actual consumption of energy is realized by virtue of the fact that the guide tube has at least one energy-dissipating area of fiber composite material which is at least partially non-ductile and pulverized during the movement of the pressure tube designed as a piston relative to the guide tube.

As with the other energy-absorbing elements belonging to the second structural elements (first and second energy-absorbing element), at least part of the initiated impact energy is thus reduced by not plastically deforming the energy-dissipating region of the guide tube, as would be the case, for example, with metal-forming deformation tubes. but at least partially disassembled into parts. In other words, when the third or fourth energy dissipation element responds, the impact energy introduced into the energy dissipation element is utilized to shred and pulverize the energy dissipation region and thus at least partially degraded. Since the defibration and pulverization of a workpiece - compared to a conventional (metallic) plastic deformation - significantly more energy requires, the third or fourth energy dissipation element is particularly suitable for the reduction of high impact energies.

On the other hand, a trained from fiber composite energy absorbing element with its high weight-specific energy absorption capacity - in comparison to conventional metal formed energy absorbing elements (for example, deformation tubes) - characterized by its lightweight construction, so that the total weight of the vehicle head can be significantly reduced.

As used herein, the term "defibration of the fiber-composite energy dissipation region" is intended to cause failure of the fiber structure of the fiber composite from which the energy dissipation region is formed. Rather, when shredding, the fiber composite of the energy dissipation region is broken down into as many small individual fractions (fragments) as possible, and ideally the entire amount is used to exploit the total energy absorption capacity of the fiber composite material of the energy dissipation element forming fiber composite material is pulverized.

In the preferred embodiment of the third or fourth energy-dissipating element, as already indicated, the pressure tube is designed as a piston and at least the region of the guide tube facing the pressure tube is designed as a cylinder, wherein the pressure tube designed as a piston is connected to the guide tube such that at Actuation of the energy dissipation element of the piston (pressure tube) runs into the cylinder (guide tube) and thereby non-ductile defibred the energy consumption range formed from fiber composite material.

In detail, it is conceivable for a region of the pressure tube facing the guide tube to be telescopically received by a region of the guide tube facing the pressure tube such that the end face of the region of the pressure tube facing the guide tube abuts against a stop of the energy dissipation region formed of fiber composite material. By means of this telescopic construction, it is ensured that the relative movement occurring between the pressure tube and the guide tube when the energy dissipation element is triggered, and that the functionality and the deformation behavior are ensured even under transverse forces.

In order to achieve that, when the third or fourth energy dissipation element responds, the impact energy is only dissipated by the energy consumption region formed from fiber composite material, the end face of the region of the pressure tube facing the guide tube should have a higher strength compared to the energy dissipation region formed from fiber composite material exhibit. In that case, it is ensured that the movement of the pressure tube occurring in response to the (third or fourth) energy dissipation element relative to the guide tube only results in destruction of the energy dissipation region, with the other components of the energy dissipation element not failing. In this way, a previously determinable event sequence when consuming energy can be realized.

In a preferred embodiment of the third or fourth energy dissipation element, the pressure tube is designed as a hollow body, which is open at its end face facing the guide tube. Accordingly, the fractions of the fiber composite produced during the movement of the pressure tube relative to the guide tube are Bundwerkstoff formed energy dissipation area at least partially in the interior of the hollow body can be received.

This embodiment of the third and fourth energy dissipation element thus provides a completely encapsulated solution to the outside, wherein in particular ensures that when addressing the energy absorbing element no parts, such as fractions or fiber parts of the energy dissipation area, fly around, can intrude into the driver's compartment and possibly injure persons or damage other components of the vehicle head or even destroy.

As already indicated, energy consumption is realized with the preferred embodiment of the third or fourth energy dissipation element in that, when the energy dissipation element responds, the energy dissipation region formed from fiber composite material is at least partially defibrated non-ductile after a predetermined sequence of events. Preferably, the length of the energy dissipation region, which is non-ductile shredded in a movement of the pressure tube relative to the guide tube, depends on the distance of the relative movement between the pressure tube and the guide tube.

In a preferred development of the rail vehicle head according to the invention, an underride guard or track scraper formed from fiber composite material is also provided. It is conceivable here that this underrun protection is fastened to the underside of the underbody structure of the rail vehicle head and designed to reduce at least part of the impact energy occurring during impact energy transmission when a critical impact force introduced into the underrun protection is exceeded by controlled deformation.

Alternatively, it is conceivable that the underrun protection is connected via guide rails with the underside of the underbody structure such that the underrun protection is displaceable relative to the underbody structure in the vehicle longitudinal direction after exceeding a introduced in the underrun protection critical impact force, further provided at least one fiber composite material formed energy dissipation element is, which is arranged and designed so that upon displacement of the underrun protection relative to the underbody structure of Faserverbundwerk- substance of the energy absorbing element is destroyed at the same time degradation of at least a portion of the initiated in the shock transmission in the underrun shock energy non-ductile. For providing a collision-proof rail vehicle head, it is further preferred to provide a windshield which is at least partially attached to the self-supporting structure of the vehicle head, said windshield preferably also having an energy dissipation function. It is conceivable here that the windshield has an inner and an outer transparent (transparent) surface element, wherein these surface elements are arranged at a distance from each other and form a space between them. This gap can be filled with a connecting element between the outer and inner surface element, for example in the form of a transparent (transparent) energy absorption foam. It is also conceivable to provide the connecting element in an edge region of the surface elements in the intermediate space. In this case, the edge area can be filled with less transparent energy absorption foam.

It is conceivable, of course, for this type of windshield energy absorption to perform the construction of multi-layered, d. H. to arrange a plurality of surface elements fastened at a defined distance with connecting elements one above the other.

Hereinafter, exemplary embodiments of the rail vehicle head according to the invention will be described with reference to the accompanying drawings.

Show it :

Fig. 1 is a perspective view of a first embodiment of the vehicle head structure of the vehicle head according to the invention;

FIG. 2 shows a side view of the vehicle head structure according to FIG. 1; FIG.

3 shows a side view of the vehicle head according to the first embodiment with a structure according to FIG. 1 and an indicated exterior design;

Fig. 4 is a side view of an A-pillar mounted at the bottom of the A-pillar side strut and attached to the upper portion of the A-pillar

Roof structure; Fig. 5 is a perspective view of the side strut of FIG. 4;

Fig. 6 is a perspective view of the in the vehicle head structure according to

Fig. 1 coming to use roof structure;

7 shows a perspective view of the parapet element used in the vehicle head structure according to FIG. 1 with first energy dissipation elements attached thereto;

Fig. 8 is a perspective view of the in the vehicle head structure according to

Fig. 1 used for use underbody structure in a partially sectioned view;

FIG. 9 is a perspective view of components of the underbody structure of FIG. 8; FIG.

10 is a side view of a in the underbody structure according to FIG. 8 for

Insert next third energy-absorbing element in a sectional view;

FIG. 11 is an exploded view of the third energy dissipation element shown in FIG. 10; FIG.

FIG. 12 a detail of the third energy dissipation element according to FIG. 10; FIG.

Fig. 13 is a side view of the in the underbody structure of FIG. 8 for

Insert forth fourth energy dissipation element in a partially sectioned view;

FIG. 14 shows the fourth energy dissipation element illustrated in FIG. 13 in an exploded view; FIG.

FIG. 15 shows an alternative embodiment for the fourth energy dissipation element; FIG.

FIG. 16 shows a perspective view of an embodiment of the underrun protection used in the vehicle head structure according to FIG. 1; FIG. 17 shows an alternative embodiment of the underrun protection;

FIG. 18 shows an alternative embodiment of the underride guard; FIG. and

19 shows an alternative embodiment of the vehicle head structure according to the invention.

Hereinafter, a first embodiment of the vehicle head structure 100 will be described with reference to the drawings, which is used in the vehicle head according to the invention.

In detail, the first embodiment of the vehicle head structure 100 is shown in a perspective view in FIG. 1. FIG. 2 shows the vehicle head structure 100 according to FIG. 1 in a side view. A side view of the vehicle head according to the first embodiment with a vehicle head structure 100 according to FIG. 1 or FIG. 2 and an indicated outer design 102 is shown in FIG. 3.

Accordingly, the illustrated embodiment is a vehicle head structure 100 which is designed to be fastened to the end face of a rail vehicle (not explicitly shown). The vehicle head structure 100 is constructed entirely of structural elements, which are described below with reference in particular to FIGS. 4 to 18. These structural elements, from which the vehicle head structure 100 is constructed, are made entirely of fiber composite material and can be implemented in differential, integral or mixed construction. Taking into account the strength and manufacturing advantages of fiber composite / fiber composite sandwich structures with the objective of lightweight construction a largely integral construction of the rail vehicle head is provided.

Fiber composites are composed of reinforcing fibers embedded in polymeric matrix systems. While the matrix holds the fibers in a predetermined position, transfers stresses between the fibers and protects the fibers from external influences, the reinforcing fibers gain the supporting mechanical properties. Glass fibers, aramid fibers and carbon fibers are particularly suitable as reinforcing fibers. Since aramid fibers have only a relatively low stiffness because of their extensibility, in particular glass and carbon fibers are preferred for forming the respective energy dissipation elements of the vehicle head structure 100. Trains t. However, aramid fibers are suitable, for example, for the formation of the deformation-resistant end wall 15, which serves to protect a vehicle driver's seat 101 accommodated in the self-supporting structure of the vehicle head against intrusions in the event of a crash.

In order to construct the respective structural elements of the vehicle head structure 100, a specific fiber architecture or a specific layer structure is preferably realized in order to obtain properties of the structural elements adapted to the expected load case. In particular, it is preferable to use a carbon-fiber-reinforced plastic as the material for the structural elements that make up the deformation-resistant, self-supporting structure of the vehicle head 100, since such a material has very high specific strengths. By materially determining the layer and sandwich structure, including the material system and the manufacturing process, not only the loads in the direction of impact force, which largely correspond to the vehicle longitudinal direction, are recorded, but also all other loads acting spatially during operation and in the event of a collision, i. Lateral forces and moments.

As already indicated at the outset, a vehicle head structure 100, which is designed according to the teachings of the invention, is characterized in that it is constructed entirely from structural elements formed from fiber composite material, wherein the structural elements constituting the vehicle head structure 100 on the one hand comprise structural elements without energy consumption (FIG. "First structural elements") and, on the other hand, structural elements with energy consumption ("second structural elements"). The first structural elements are configured and directly connected to each other such that a substantially rigid, self-supporting head structure is formed for receiving a vehicle driver's seat 101.

In the embodiment of the vehicle head structure 100 illustrated in the drawings, the first structural elements, which thus form the substantially deformation-resistant, self-supporting structure of the vehicle head structure 100, in particular two A-pillars 10, 10 ', each arranged laterally of the vehicle head structure 100, and one respectively the upper one In the embodiment of the vehicle head structure 100, for example, according to FIG. 1, the first structural elements further include side struts 12, 12 'which are in each case connected to the lower region of the two A-pillars 10 , 10 ' are firmly connected and for the transmission of impact forces in the car structure of the rail vehicle (not explicitly shown) are used.

FIG. 4 shows a side view of an A pillar 10 which is connected to a side strut 12 and a roof structure 11, this combination of A pillar 10, side strut 12 and roof structure 11 being shown in FIG Embodiment of the vehicle head structure is used.

In Fig. 5, the side strut 12 is shown in a perspective view.

In addition to the first structural elements which construct the deformation-resistant, self-supporting vehicle head structure 100, in the illustrated embodiment, the vehicle head structure 100 further includes a parapet element 14 and the aforementioned deformation-resistant end wall 15. The parapet element 14, which in the embodiment of the vehicle head structure shown in FIG 100 is used is shown in a separate representation in Fig. 7.

Fig. 6 shows the roof structure 11, which is used in the embodiment of FIG. 1.

As already indicated, the vehicle head structure 100 according to the invention also has second structural elements in addition to the first structural elements, i. Structural elements with energy consumption. These second structural elements include first energy dissipation elements 20, 20 'formed on the one hand from fiber composite material. In this case, it is provided that at least one first energy-absorbing element-in the illustration according to FIG. 1 and in particular according to FIG. 7-exactly two first energy-absorbing elements 20, 20 '-are arranged on the end face of the sill element 14.

These first energy supply elements 20, 20 'arranged on the front side of the parapet element 14 are formed from fiber composite / fiber composite sandwich material and designed to respond when a critical impact force is exceeded and at least part of the energy transfer element occurring in the impact energy transmission and into the first energy dissipation element 20, 20 'introduced impact energy by non-ductile destruction of at least part of the fiber structure of the first energy dissipation element 20, 20' degrade. On the other hand, the second structural elements likewise include second energy dissipation elements 21, 21 ', which are formed from fiber composite / fiber composite sandwich material and are assigned to the two A pillars 10, 10' of the supporting structure of the vehicle head 100. In the embodiment of the vehicle head structure 100 shown in FIG. 1, a second energy dissipation element 21, 21 'is arranged on each surface of the A-pillars 10, 10' facing the front side of the vehicle head structure 100. Like the first energy dissipation elements 20, 20 ', the second energy dissipation elements 21, 21' are made of fiber composite / fiber composite sandwich material and designed to respond when a critical impact force is exceeded and at least part of the resulting in the impact force transmission and in the second energy dissipation element 21, 21 'initiated impact energy by non-ductile destruction of at least part of the fiber structure of the second energy dissipation element 21, 21' degrade.

The first and second energy dissipation elements 20, 20 'and 21, 21', respectively, are connected to the corresponding first structural elements, i. the parapet element 14 and the A-pillars 10, 10 ', preferably firmly bonded firmly, in particular glued.

The A-pillars 10, 10 'and the roof structure 11 firmly connected together with the side struts 12, 12' and the parapet element 14 a self-supporting deformation-resistant head structure, which is designed both solid and collision safe, not already in the event of a crash of the second Structural elements degraded fraction of the initiated in the vehicle head structure 100 impact energy by the deformation-resistant vehicle head structure 100 controlled to reduce in order to limit the acceleration acting on the cab and the vehicle head structure of the rail vehicle accelerations and forces.

In a preferred embodiment of the solution according to the invention, the side struts 12, 12 'and the A-pillars 10, 10' consist of a hollow profile formed of fiber composite material in which the lateral struts 12, 12 'or the A-pillars are increased in rigidity 10, 10 'a support material is filled, for example in the form of a foam. On the other hand, it is recommended to produce the roof structure 11 in sandwich construction of a fiber composite material.

The parapet element 14 serves primarily for the structural connection of the two A-pillars 10, 10 'so that this parapet element 14 connects the respectively lower region of the two A-pillars 10, 10' to one another. The already mentioned deformation resistance Fe end wall 15 is connected to the parapet element 14 such that an end face of the vehicle head structure 100 is formed to protect the recorded in the self-supporting structure driver's cab 101 in the event of a crash from intrusions.

Hereinafter, with reference to FIGS. 8 and 9, the underbody structure 16 described in the vehicle head structure 100 shown in FIG. 1 will be described.

In detail, the underbody structure 16 made of fiber composite / fiber composite

Sandwich material formed and connected to first structural elements of the vehicle head structure 100 such that the bottom of the cab 101 and the bottom of the vehicle head structure 100 is formed.

As can be seen in particular from the illustration in FIG. 8, the underbody structure 16 has an upper surface element 16a formed from fiber composite / fiber composite sandwich material and a lower surface element 16b spaced therefrom and likewise formed from fiber composite material, wherein these surface elements 16a, 16b are spaced apart from each other. Further, struts 16c formed of fiber composite material are provided, which connect the upper and lower surface elements 16a, 16b firmly together.

In the underbody structure 16, two third energy dissipation elements 22, 22 'are accommodated in the illustrated embodiment of the vehicle head structure 100 according to the invention, these third energy dissipation elements 22, 22' each representing a crash buffer.

On the other hand, according to the embodiment illustrated in FIG. 1, the vehicle head structure 100 has a crash clutch with integrated energy dissipation elements, which essentially consists of a fourth energy dissipation element 23, a bearing block 31 and a central buffer coupling 30. As shown in FIG. 9, the fourth energy dissipation element 23 is arranged in the underbody structure 16 in the impact direction behind the bearing block 31 and serves for consumption of at least part of the irreversible impact energy introduced into the underbody structure 16 via the central buffer coupling 30. The structure and the mode of operation of the third energy dissipation elements (crash buffer) used in the illustrated embodiment will be described in more detail below with reference to the illustrations in FIGS. 10 to 12.

The illustration in FIGS. 10 and 11 reveals that the third energy dissipation element 22, 22 'essentially consists of a guide tube 60 and a pressure tube 62. In detail, the pressure tube 62 is designed as a piston and at least the pressure tube 62 facing region of the guide tube 60 as a cylinder. The region of the pressure tube 62 designed as a piston facing the guide tube 60 is accommodated telescopically by the region of the guide tube 60 designed as a cylinder.

The guide tube 60 is integrally formed from fiber composite material. Specifically, the guide tube 60 has an energy dissipation region 61 and a guide region adjacent to the energy dissipation region.

As can be seen, in particular, from the illustration in FIG. 12, an edge is provided at the transition between the energy dissipation region 61 and the guide region, which forms a stop 63 against which the pressure tube 62 formed as a piston abuts. Specifically, thus, the guide tube 60 is designed as a formed of fiber composite tubular body having a paragraph inside, which forms the stop 63. On the other hand, the pressure tube 62 formed as a piston is designed as a tubular body having an inner bevel 66 (see Fig. 12). Of course, it is also conceivable that the guide tube 60 shown here by way of example and the pressure tube 62, each shown with a circular ring cross-section to perform with other cross-sectional geometries, for example, with oval, rectangular, square, triangular or pentagonal cross-sectional geometries.

As can be seen from the illustration in FIG. 12, it is basically conceivable that the end face of the region of the pressure tube 62, which is oriented toward the guide tube 60, against the abutment 63 of the energy dissipation region

61 directly abuts. Alternatively, however, it is also conceivable for a conical ring 64 to be provided on the end face of the pressure tube 62 designed as a piston, so that this conical ring 64 abuts against the abutment 63 of the guide tube 60 (compare FIGS. 10 and 11). The cone ring 64 should be fixed to the front of the pressure tube

62 connected. The guide region of the guide tube 60 is formed in the embodiment shown in Fig. 10 and Fig. 11 as a guide tube whose inner diameter is larger than the outer diameter of the pressure tube 62 formed as a piston. In this way, the region of the pressure tube 62 facing the guide tube 60 can be received telescopically by the guide tube 60.

As can be seen, in particular, from the illustration in FIG. 10, the overall tube-shaped guide tube 60 has an inner diameter within the energy dissipation region 61 which is smaller than the outer diameter of the pressure tube 62 (see also the illustration in FIG ). The edge 63 provided at the transition between the guide region and the energy-dissipating region 61 thus constitutes a stop against which the pressure tube 62 designed as a piston abuts. The constructive design of this transition region as a trigger point for the pressure tube 62 significantly influences the initial force peak and the force-deformation behavior of the fiber composite energy dissipation element (pressure tube 62).

The third energy dissipation element 22, 22 'shown by way of example in FIGS. 10 and 11 is designed so that impact forces introduced into the energy dissipation element 22, 22', and in particular into the pressure pipe 62 designed as a piston, are introduced into the end face of the pressure pipe 62 facing away from the guide pipe 60 become. For this purpose, it is conceivable to attach a scuff protection 65 to the end face of the pressure tube 62 facing away from the guide tube 60.

The impact force critical for the response of the third energy dissipation element 22, 22 'is determined by the material properties and structural design, in particular in the transition region (trigger region, stop 63). Specifically, the impact force critical to the response of the third energy dissipation element 22, 22 'is determined by the material properties and structural design of the energy dissipation region 61. When the third energy dissipation element 22, 22 'responds, the fiber composite material of the inner wall of the energy dissipation region 61 is non-ductile shredded by the pressure tube 62 moving relative to the guide tube 60 in the direction of the energy dissipation region 61.

It is essential that only the material of the energy dissipation region 61 is non-ductile from the pressure pipe 62 moving in the direction of the energy dissipation region 61 is shredded, which forms the inner wall of the energy dissipation region 61. When energy is consumed, therefore, the pressure tube 62 pushes further into the guide tube 60, scraping out the inner region of the energy dissipation region 61. In this scraping, material of the energy dissipation region 61 is defibered, but the outer wall of the energy dissipation region 61 is not affected. The remaining outer wall of the energy dissipation region 61 serves as a guide surface for guiding the movement of the pressure tube 62 relative to the guide tube 60.

So that when addressing the third energy dissipation element 22, 22 'only the fiber composite material of the energy dissipation region 61, and not, for example, the material of the pressure tube 62 is fiberized, the end face of the pressure tube 62 should have a higher strength compared to the energy dissipation region 61.

As can be seen in particular from the illustration in FIG. 12, the pressure tube 62 designed as a piston is designed as a hollow body open at its end face facing the guide tube 60, this hollow body having an inner bevel 66. The resulting during the movement of the pressure tube 62 relative to the guide tube 60 fractions of the energy-dissipating portion 61 formed of fiber composite material are thereby received in the interior of the hollow body. This has the advantage that when fraying the energy dissipation region 61 no fractions of the fiber composite material can escape to the outside.

In the following, with reference to the illustrations in FIGS. 13 to 15, possible embodiments for the fourth energy dissipation element 23, which is provided in the underbody structure 16 of the vehicle head structure 100, will be described.

In detail, the fourth energy dissipation element 23 serves to absorb the impact forces introduced into the underbody structure 16 via the central buffer coupling 30 in the event of a crash. For this purpose, the fourth energy dissipation element 23 is arranged in the impact direction behind the bearing block 31, via which the central buffer coupling 30 is pivotable in the horizontal and vertical directions.

The fourth energy dissipation element 23 has a guide tube 60, preferably a fiber composite material, a crash tube 61 and a pressure tube 62. Specifically, in the embodiment shown in FIG. 13, in the region of the guide tube 60 facing the central buffer coupling 30, the crash tube 61 and in FIG the pressure tube 62 is telescopically received in the opposite region. Between the crash tube 61 and the pressure tube 62, a taper 64 is arranged, for example in the form of a conical ring. In the event of a crash, the connecting elements of the coupling 30 tear off the bearing block 31. The coupling guided in the guide tube 60 presses on a catch plate 32. The catch plate 32 conducts the impact force into the catch plate

Pressure tube 62, which moves relative to the guide tube 60 in the direction of the crash tube 61. In this case, the pressure tube 62 presses on the crash tube 61 via the taper 64. Upon reaching the deformation force designed for this purpose, the taper 64 and the pressure tube 62 slide over the crash tube 61, which non-ductile shreds and thereby at least the impact energy resulting from the impact force transmission partially absorbed. The deformed or defibrated material of the crash tube 61 remains in the pressure tube 62.

As with the third energy dissipation element 22, 22 'described above with reference to the illustrations in FIGS. 10 and 11, it is preferred if all components of the fourth energy dissipation element 23 are formed from a fiber composite material. Optionally, however, the taper 64 may be formed of a metal structure.

FIG. 15 shows an alternative embodiment of the fourth energy dissipation element 23. Like the energy dissipation element 23 according to FIGS. 13 and 14, the embodiment shown in FIG. 14 consists of a support tube 62, a taper 64, a guide tube 60 and a crash tube 61, but this time the crash tube 61 is in the middle buffer coupling 30 facing region of the guide tube 60 is provided. In the event of a crash, the clutch 30 breaks away from the bearing block 31 and presses on the catch plate 32, wherein the catch plate 32 initiates the impact force in the crash tube 61, so that the crash tube 61 is pressed into the taper 64. Upon reaching the deformation force level, the crash tube 61 slides through the taper 64 into the pressure tube 62, which may also be part of the guide tube 60 at the same time (see Fig. 12). The energy consumption takes place again by the tapering of the crash tube 60. The deformed or defibrated material of the crash tube 60 remains in the pressure tube 62.

FIG. 16 shows, in a perspective view, an underrun protection 24 formed from fiber composite / fiber composite sandwich material which is fastened and designed on the underside of the underbody structure 16 of the vehicle head structure 100 shown in FIG. 1, when an underrun protection is exceeded 24 inserted triggered critical impact force by controlled deformation to reduce at least a portion of the impact energy generated in the impact energy transmission.

FIGS. 17 and 18 show alternative embodiments of underrun protection 24.

Specifically, in these embodiments, each of the underride guard 24 is connected to the underbody structure 16 via a rail system 17. In the embodiment illustrated in FIG. 17, the underride protection 24 consists of fiber composite material or fiber composite sandwich materials and has a plurality of energy dissipation elements 25, 25 ', 26, 26' (two in the front and two in the rear region). The energy dissipation elements 25, 25 'with different deformation force levels first absorb collision energy in the front region, then the underrun protection 24 is pushed within the rails 17 onto the second energy dissipation elements 26, 26'.

In the embodiment of the underrun protection 24 shown in FIG. 18, the underrun protection 24 is pushed along the guide rail 17 onto crash elements 25, 25 'in the event of a crash.

In Fig. 19 parts of another embodiment of the vehicle head structure 100 are shown in a perspective view. The characteristic of this embodiment can be seen in particular in the A-pillars 10, wherein in FIG. 19, for the sake of clarity, only one of the two A-pillars is shown. The A-pillars 10 in the embodiment illustrated in FIG. 19 have an overall curved structure, so that the forces introduced into the A-pillars 10 can be transmitted directly into the underframe 16 without additional side strut. This special variant allows a strong reversible compression of the A-pillars 10 in the event of a crash. The horseshoe-shaped underframe 16, the crash buffer 22, 22 'are integrated, wherein the coupling connection via an integral support tube 23 takes place.

The invention is not limited to the embodiments exemplified in the drawings, but results from a synopsis of all features disclosed herein. LIST OF REFERENCE NUMBERS

10, 10 'A-pillar

11 Roof Structure (Roof B3) 12, 12 'Side Brace (Side Brace Bl)

14 Parapet element (parapet B4)

15 bulkhead (bulkhead B5)

16 Underbody structure (lower structure B6)

16a upper surface element of the underbody structure 16b lower surface element of the underbody structure

16c struts of the underbody structure

17 Guide rail of underrun protection or track cleaner

20, 20 'first energy-absorbing element (energy-absorbing element BIO)

21, 21 'second energy dissipation element (energy dissipation element B9) 22, 22' third energy dissipation element (crash buffer B7)

23 fourth energy-absorbing element (crash clutch B8)

24 track-clearers (track-clearers BI l)

25, 25 'fifth energy-absorbing element (belongs to the railway cleaner)

26, 26 'sixth energy-absorbing element (belongs to the Bahnräumer) 30 central buffer coupling

31 bearing block

32 catch dishes

60 guide tube

61 Energy Consumption Area / Crash Tube 62 Supporting Tube

63 edge / stop

64 taper / cone ring

65 climbing protection

66 inner bevel 100 vehicle head / vehicle head structure

101 driver's cab

102 cladding

Claims

"Vehicle head for attachment to the front of a track-bound vehicle, in particular rail vehicle" claims

A vehicle head having a vehicle head structure (100) for attachment to the face of a track-bound vehicle, in particular a rail vehicle, wherein the vehicle head structure (100) is constructed entirely of structural elements formed of fiber composite sandwich material, wherein the constructing the vehicle head structure (100)

Structural elements first structural elements (10, 10 ', 11, 12, 12', 14, 15, 16), which are formed and directly connected to each other, that for receiving a vehicle driver's stand (101) a substantially deformation-resistant, self-supporting head structure is formed and wherein the structural elements constituting the vehicle head structure (100) have second structural elements (20, 20 ', 21, 21', 22, 22 ', 23, 24, 24') which are connected to the first structural elements (10, 10 ', 11, 12, 12 ', 14, 15, 16) are connected and designed so that at least part of the impact energy generated in a collision case of the tracked vehicle due to an impact force transmission and introduced into the structure (100) by at least partially irreversible

Deformation or at least partial destruction of the second structural elements (20, 20 ', 21, 21', 22, 22 ', 23, 24, 24') is degraded.

2. Vehicle head according to claim 1, wherein the first structural elements (10, 10 ', 11, 12, 12', 14, 15, 16) are formed and interconnected in such a way that, in the event of a crash, the second structural elements (20 , 20 ', 21, 21', 22, 22 ', 23, 24, 24 ') degraded part of the introduced into the vehicle head impact energy in a vehicle head connected to the car body structure of the rail vehicle is at least partially transferable.

3. Vehicle head according to claim 1 or 2, wherein the second structural elements (20, 20 ', 21, 21', 22, 22 ', 23, 24, 24') are designed to respond when exceeding a pre-definable critical impact force and at least partially to irreversibly convert the impact energy generated in the impact force transmission and introduced into the second structural elements (20, 20 ', 21, 21', 22, 22 ', 23, 24, 24') into brittle-fracturing energy in a destructive manner and thus reduce it.

4. Vehicle head according to one of the preceding claims, wherein the vehicle head structure (100) is preferably releasably connectable with an pointing in the direction of travel interface of the rail vehicle.

5. Vehicle head according to one of the preceding claims, wherein for forming the substantially rigid self-supporting frame structure, the first structural elements (10, 10 ', 11, 12, 12', 14, 15, 16) two laterally of the vehicle head structure (100) arranged A Columns (10,

10 ') and a respectively the upper region of the two A-pillars (10, 10') fixedly connecting roof structure (11), wherein the A-pillars (10, 10 ') and the roof structure (11) firmly connected thereto are formed in that, in the event of a crash, the part of the impact energy introduced into the vehicle head, not already separated from the second structural elements (20, 20 ', 21, 21', 22, 22 ', 23, 24, 24'), is connected to the vehicle head structure (100) Car body structure of the rail vehicle to transmit.

6. The vehicle head according to claim 5, wherein the first structural elements (10, 10 ', 11, 12, 12', 14, 15, 16) further comprise side struts (12, 12 ') which are in each case connected to the lower region of the two Columns (10, 10 ') are fixedly connected and for the transmission of the crash in the case of the second structural elements (20, 20', 21, 21 ', 22, 22', 23, 24, 24 ') degraded part of the impact energy in serve the car body structure of the rail vehicle.

7. A vehicle head according to claim 5 or 6, wherein the A-pillars (10, 10 ') are each arc-shaped, and wherein the first structural elements (10, 10', 11, 12, 12 ', 14, 15, 16) further an underbody structure (16) which is fixedly connected to the upper end regions of the A-pillars (10, 10 ') and which, in the event of a crash, is not already blocked by the second structural elements (20, 20', 21, 21 ', 22, 22 ', 23, 24, 24') degraded part of the impact energy introduced into the A-pillars (10, 10 ') into the car body structure of the rail vehicle connected to the vehicle head.

8. The vehicle head according to one of claims 5 to 7, wherein the side struts (12, 12 ') and / or the A-pillars (10, 10') consist of a hollow profile formed from fiber composite, in which in order to increase the rigidity of the side struts ( 12, 12 ') and the A-pillars (10, 10') is preferably a support material, in particular support foam added.

9. Vehicle head according to one of claims 5 to 8, wherein the roof structure (11) is made in sandwich construction of a fiber composite material.

10. Vehicle head according to one of claims 5 to 9, wherein the first structural elements (10, 10 ', 11, 12, 12', 14, 15, 16) have a parapet element (14), which for the structural connection of the two A-pillars (10, 10 ') connects the respective lower region of the two A-pillars (10, 10') with each other.

11. The vehicle head according to claim 10, wherein the first structural elements (10, 10 ', 11, 12, 12', 14, 15, 16) furthermore have a deformation-resistant end wall (15) which is thus connected to the sill element (14). in that an end face of the frame (100) is formed in order to protect the vehicle driver's seat (101) received in the self-supporting frame structure from intrusions in the event of a crash.

12. Vehicle head according to claim 11, wherein the end wall (14) made of different fiber composite components, in particular fiberglass, aramid, Dyneema and / or CFK, is made.

13. Vehicle head according to one of claims 10 to 12, wherein the second structural elements (20, 20 ', 21, 21', 22, 22 ', 23, 24, 24') at least one fiber composite / fiber composite sandwich material formed The first energy dissipation element (20, 20 '), wherein the at least one first energy dissipation element (20, 20') is designed to respond when a critical impact force is exceeded and at least part of the resulting in the impact energy transmission and in the first energy dissipation element (20, 20 '). ) introduced by non-ductile destruction of at least part of the fiber structure of the first energy dissipation element (20, 20 '), and wherein on the front side of the parapet element (14) the at least one first energy dissipation element (20, 20') is arranged ,

14. Vehicle head according to one of claims 5 to 13, wherein the second structural elements (20, 20 ', 21, 21', 22, 22 ', 23, 24, 24') at least one formed from fiber composite material second energy dissipation element (21, 21 '), wherein the at least one second energy dissipation element (21, 21') is designed to respond when a critical impact force is exceeded and at least part of the impact energy generated during the impact energy transmission and introduced into the second energy dissipation element (21, 21 ') by non-ductile destruction of at least part of the fiber structure of the second energy dissipation element (21, 21 '), and wherein on each of the front side of the vehicle head facing surfaces of the A-pillars (10, 10') respectively at least one second energy dissipation element (21, 21 ') is arranged.

15. Vehicle head according to claim 13 or 14, wherein the energy dissipation elements (20, 20 ', 21, 21') with the first structural elements (10, 10 ', 14) are preferably firmly bonded, in particular adhesively bonded.

16. Vehicle head according to one of the preceding claims, wherein further formed from fiber composite / fiber composite sandwich material underbody structure (16) is provided, which with at least a portion of the first structural elements (10, 10 ', 11, 12, 12', 14, 15, 16) is connected such that the bottom of the vehicle driver's seat (101) is formed.

17. The vehicle head according to claim 16, wherein the underbody structure (16) comprises an upper surface element (16a) formed from fiber composite material and a lower surface element (16b) formed therefrom and made of fiber composite material, as well as struts (16c) formed from fiber composite material and lower

Firmly connect surface element (16a, 16b) to one another.

18. Vehicle head according to claim 16 or 17, wherein the second structural elements (20, 20 ', 21, 21', 22, 22 ', 23, 24, 24') have at least one third energy dissipation element (22, 22 '), which in the

Underbody structure (16) is received and designed to respond when exceeding a pre-definable critical impact force and at least a portion of the impact energy transferred and introduced into the third energy dissipation element (22, 22 ') impact energy by non-ductile destruction of at least part of the fiber structure of the third energy dissipation element (22, 22 ').

19. The vehicle head according to one of claims 16 to 18, further comprising a central buffer coupling (30) which is articulated to the underbody structure (16) via a bearing block (31), and wherein the second structural elements (20, 20 ', 21, 21 ', 22, 22', 23, 24, 24 ') have at least a fourth energy dissipation element (23), which is arranged and designed in the underbody structure (16) in the impact direction behind the bearing block (31), when a pre-defined critical is exceeded To add impact force and at least reduce part of the impact energy incurred in the impact energy transmission and in the fourth energy dissipation element (23) by non-ductile destruction of at least part of the fiber structure of the fourth energy dissipation element (23).

20. Vehicle head according to claim 18 or 19, wherein the third and / or fourth energy dissipation element (22, 22 '; 23) each comprise a fiber composite material formed guide tube (60) and designed as a piston or punch pressure tube (62) /, wherein the pressure tube (62) cooperates with the guide tube (60) in such a way that the pressure tube (62) and the guide tube (60) move relative to one another with simultaneous consumption when a critical force introduced into the energy dissipation element (22, 22 '; from at least part of that into the The guide tube (60) has at least one energy dissipation region (61) made of fiber composite, which at least partially not in the movement of the pressure tube (62) relative to the guide tube (60) - is ductile shredded.

21. The vehicle head according to claim 20, wherein the pressure tube (62) is formed as an open at its the guide tube (60) end face hollow body such that during movement of the pressure tube (62) relative to the guide tube (60) resulting

Fractions of the energy dissipation region (61) formed from fiber composite material are at least partially in the interior of the pressure tube (62) are receivable.

22. A vehicle head according to claim 20 or 21, wherein the in a movement of the pressure tube (62) relative to the guide tube (60) non-ductile shredded length of the energy dissipation region (61) of the distance of the relative movement between the pressure tube (62) and the guide tube (60) depends.

23. Vehicle head according to one of claims 20 to 22, wherein the said guide tube (60) facing portion of the pressure piston designed as a piston or punch (62) of the guide tube (60) is telescopically received such that the end face of the guide tube (60) facing region of the pressure tube (62) to a stop (63) of the energy consumption region (61) abuts.

24. The vehicle head according to claim 23, wherein at least the end face of the pressure tube (62) has a higher strength compared to the energy dissipation region (61).

25. Vehicle head according to claim 23 or 24, wherein on the end face of the pressure tube (62) a conical ring (64) is provided, which abuts against the stop (63) of the energy dissipation region (61).

26. Vehicle head according to one of claims 23 to 25, wherein the guide tube (60) has an inner diameter which is greater than the outer diameter of the pressure tube (62), so that the guide tube (60) facing the pressure tube (62) is telescopically received by the guide tube (60).

27. Vehicle head according to claim 26, wherein the guide tube (60) and the energy dissipation region (61) are integrally formed from fiber composite material.

28. The vehicle head according to claim 26, wherein the energy-dissipating region (61) formed from fiber composite material is arranged in the interior of the guide tube (60) such that the end face of the

Pressure tube (62) to a pressure tube (62) facing the end of the energy dissipation region (61) abuts.

29. Vehicle head according to one of claims 18 to 28, wherein at least one guide surface is provided for guiding the movement of the pressure tube (62) relative to the guide tube (60).

30. Vehicle head according to one of claims 18 to 29, wherein the guide tube (60) is formed entirely of fiber composite material.

31. Vehicle head according to one of claims 18 to 30, wherein the pressure tube (62) is preferably formed entirely of fiber composite material.

32. A vehicle head according to any one of claims 18 to 31, wherein the response of the energy dissipation element (22, 22 ', 23) and / or the amount of energy consumption consumable element (22, 22', 23) consumable total impact energy by a suitable choice of wall thickness and / or strength of the energy dissipation area and the structural design of the stop (63) is adjustable in advance.

33. The vehicle head according to one of claims 16 to 32, wherein an underrun protection or track scraper (24) formed from fiber composite / fiber composite sandwich material is provided, which is fastened and designed on the underside of the underbody structure (16) Exceeding a critical impact force introduced into the underride guard or track scraper (24) By virtue of controlled deformation, it is possible to reduce at least a portion of the impact energy generated during impact force transmission.

34. Vehicle head according to one of claims 16 to 32, wherein a formed of fiber composite / fiber composite sandwich material underrun protection or Bahnräumer (24) is provided, which via at least one guide rail (17) with the underside of the underbody structure (16) connected to the underbody protection or track scraper (24) is displaceable in the vehicle longitudinal direction relative to the underbody structure (16) when a critical impact force introduced into the underrun protection or track scraper (24) is exceeded, energy consumption elements (25, 25 ', 26) are provided, which are arranged and designed such that upon displacement of the underrun protection or Bahnräumers (24) relative to the underbody structure (16) of the fiber composite material of the energy absorbing elements (25, 25', 26) with simultaneous degradation of at least a part of the impact force transmission in the underrun protection or Bahnräumer (24) initiated impact energy is non-ductile destroyed.

35. Vehicle head according to one of the preceding claims, wherein the first structural elements (10, 10 ', 11, 12, 12', 14, 15, 16) are preferably firmly bonded together, in particular glued together.

36. Vehicle head according to one of the preceding claims, wherein a windshield is provided which is at least partially attached to the self-supporting structure of the vehicle head (100), wherein the windscreen has at least one inner and at least one outer transparent surface element spaced from each other below Forming an intermediate space are arranged, wherein in the intermediate space a transparent energy absorbing element, in particular a transparent energy sorption foam is and / or wherein in an edge region of the at least one outer and at least one inner surface element in the space a less transparent energy absorbing element, in particular a Energy absorption foam is located.

37. Vehicle head according to claim 36, wherein the at least one outer transparent surface element and / or the at least one inner transparent surface element has a multiplicity of transparent surface elements which spaced from each other to form a plurality of intermediate spaces are arranged, wherein in each case a connecting element, in particular a transparent energy absorption foam is in the plurality of spaces at least in an edge region.

38. Use of a vehicle head according to one of claims 1 to 37 in a track-guided vehicle, in particular rail vehicle.

39. Track-guided vehicle, in particular rail vehicle, which has a vehicle head fastened on its front side according to one of claims 1 to 37.