EP2334533B1 - Fahrzeugkopf zur befestigung an der stirnseite eines spurgebundenen fahrzeuges, insbesondere eines schienenfahrzeuges - Google Patents

Fahrzeugkopf zur befestigung an der stirnseite eines spurgebundenen fahrzeuges, insbesondere eines schienenfahrzeuges Download PDF

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Publication number
EP2334533B1
EP2334533B1 EP09783059.0A EP09783059A EP2334533B1 EP 2334533 B1 EP2334533 B1 EP 2334533B1 EP 09783059 A EP09783059 A EP 09783059A EP 2334533 B1 EP2334533 B1 EP 2334533B1
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EP
European Patent Office
Prior art keywords
energy
vehicle head
structural elements
vehicle
fiber
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EP09783059.0A
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German (de)
English (en)
French (fr)
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EP2334533A1 (de
Inventor
Andreas Heinisch
Reiner Krause
Uwe Beika
Sascha Ende
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Voith Patent GmbH
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Voith Patent GmbH
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Application filed by Voith Patent GmbH filed Critical Voith Patent GmbH
Priority to EP09783059.0A priority Critical patent/EP2334533B1/de
Priority to PL09783059T priority patent/PL2334533T3/pl
Publication of EP2334533A1 publication Critical patent/EP2334533A1/de
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    • 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
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
    • B61C17/04—Arrangement or disposition of driving cabins, footplates or engine rooms; Ventilation thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/06—End walls
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F19/00—Wheel guards; Bumpers; Obstruction removers or the like
    • B61F19/04—Bumpers or like collision guards
    • 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 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.
  • a frame for a vehicle cabin of a rail vehicle wherein the frame is constructed of frame members which define the front, bottom and roof parts and 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.
  • the yielding regions yield, so that the frame can adapt to the contours of the collision opponent, whereby the due to the collision introduced into the frame impact energy is at least partially degraded.
  • a cabin for a rail vehicle said cabin is not attached to the front side 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 has been refrained from equipping 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 substructure or in the platform on which the cabin is mounted.
  • the publication DE 196 49 526 A1 describes a vehicle head which is designed for attachment to the end face of a rail vehicle, wherein the walls and the roof of the vehicle head due to weight reasons, consist of a composite material and are detachably connected to the lower part and the car body of the rail vehicle.
  • the well-known from this state of the art vehicle head is - as well as from the EP 0 533 582 B2 known cabin - executed without shock protection.
  • the publication FR 2 715 904 A1 relates to the front end portion of a rail vehicle, wherein a special structure is used, which should not destroy the driver's position in an impact on an obstacle.
  • the front end portion of the known from this prior art vehicle consists of a cabin in which the driver's cab is received. This cabin is connected to a vehicle frame in such a way that the cabin is pushed out of the collision area in the event of an impact on an obstacle in a vertical upward direction.
  • this tapered surfaces are used, which form a receptacle for the cabin. In the event of a collision, the frame is compressed, as a result, the inclined surfaces move towards each other and the cabin is moved in the vertical direction upwards.
  • the publication EP 0 802 100 A1 relates to the driver's station of a rail vehicle having an energy absorbing structure with progressive deformation. Specifically, it is provided that on the steel frame made of a driver's cab energy-absorbing elements attached (screwed) are.
  • 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.
  • the impact energy should be specifically converted into deformation energy in order to reduce forces acting on vehicle occupants.
  • shock protection lateral buffer elements or crash boxes which absorb or consume at least part of the impact energy in a crash.
  • the energy absorption that can be achieved with such a shock absorber is often insufficient to effectively protect the body against damage.
  • 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.
  • 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.
  • 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”.
  • 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.
  • the second structural elements 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.
  • the second structural elements are in the self-supporting manner Structure taken together that they form a unit together with the self-supporting structure.
  • the structural elements are formed entirely from fiber composite material, it is in particular conceivable to join the second structural elements in a materially bonded manner to the first structural elements, for example to bond them.
  • 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.
  • the structural elements that make up the vehicle head structure are formed entirely from fiber composite material.
  • 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 constructed in metal construction.
  • 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 uncontrollably, whereby the survival of the driver in the cab remains guaranteed.
  • 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.
  • 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.
  • 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).
  • 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.
  • 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.
  • 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.
  • the first structural elements also have side struts, which are each firmly connected to the lower region of the two A-pillars and serve to transmit impact forces in the car structure of the rail vehicle.
  • side struts which serve for impact force transmission from the two A-pillars in the car structure of the rail vehicle
  • A-pillars arcuate, with 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.
  • these structural elements consist of a hollow profile formed from fiber composite material, in which optionally for further increasing the rigidity preferably a support material, in particular a support foam is added.
  • the first structural elements 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.
  • a collision front wall which forms at least a portion of the clutch-side end surface of the vehicle head structure, wherein the parapet element and / or the end wall constitute / represent an important component for penetration prevention.
  • 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.
  • 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.
  • 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.
  • 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.
  • This mechanism of defibering and pulverization is characterized by its high degree of utilization in energy consumption, which - compared to, for example, a metal-built upset or deformation tube (expansion or constriction tube) a significantly higher weight and space specific amount of energy can be consumed.
  • first energy dissipation element For the realization of the fiber composite material formed first energy dissipation element different solutions come into question.
  • a fiber composite sandwich structure which is formed as a core material (support material) by a honeycomb structure.
  • honeycomb structure Such an ideally homogeneous honeycomb structure with constant Geometric cross section shows during the absorption of energy a uniform deformation of the material with low deformation force amplitudes at the same time high utilization and compression ratio.
  • other embodiments for the first energy dissipation element are also conceivable.
  • 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.
  • the first energy dissipation element should be adapted to the vehicle contour or the available space.
  • the first energy-absorbing element has a fiber composite sandwich construction with a honeycomb structure core.
  • 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.
  • 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.
  • 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.
  • 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.
  • further structural elements with energy consumption that is, second structural elements
  • 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.
  • the vehicle head has a central buffer coupling, which is articulated to the underbody structure of the vehicle head via a bearing block
  • 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 a critical impact force is exceeded and to reduce at least part of the impact energy generated in the impact energy transmission 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.
  • the third and fourth energy-absorbing elements can be identical or at least similar in structural and functional terms.
  • the third or fourth energy dissipation element comprises a guide tube formed from fiber composite material, ie, a cylindrical energy dissipation component, and a pressure tube designed as a piston, wherein the pressure tube cooperates with the guide tube such that when crossing a critical impact force introduced into the third or fourth energy absorption element causes the pressure tube and the guide tube to move toward one another while at the same time consuming at least part of the impact energy introduced into the third or fourth energy dissipation element.
  • the actual energy consumption is realized in that the guide tube has at least one energy dissipation region of fiber composite material which is at least partially non-ductile shredded and pulverized during the movement of the pressure tube designed as a piston relative to the guide tube.
  • 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.
  • 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 - requires much more energy, the third or fourth energy dissipation element is particularly suitable for the reduction of high impact energies.
  • the term "defibering of the fiber-composite energy dissipation region" is intended to mean a failure of the fiber structure of the fiber composite material (intentionally induced) from which the energy dissipation region is formed. Defibration of the energy-dissipating area formed from fiber-composite material is in particular not comparable with the occurrence of only one (brittle) break in the energy-dissipating area. Rather, when fiberizing the fiber composite material of the energy dissipation area is broken down into as many small individual fragments (fragments), ideally for the exploitation of the total energy absorption capacity of the fiber composite material, the entire amount of the energy dissipation element forming fiber composite material is pulverized.
  • the pressure tube as a piston and at least the pressure tube facing region of the guide tube designed as a cylinder, wherein the pressure tube designed as a piston is connected to the guide tube such that when the response Energy Consumption element of the piston (pressure tube) runs into the cylinder (guide tube) and thereby non-ductile fiber-composite material formed energy dissipation area.
  • 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 so that the end face of the region of the pressure tube facing the guide tube abuts a stop of the energy consumption region formed of 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. 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.
  • the pressure tube is designed as a hollow body which is open on its end facing the guide tube. Accordingly, in the movement of the pressure tube relative to the guide tube resulting fractions of the fiber composite material formed energy consumption range at least partially absorbable in the interior of the hollow body.
  • 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.
  • 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 non-ductile shredded after a predetermined event sequence.
  • 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.
  • 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 generated during impact energy transmission when a critical impact force introduced into the underrun protection is exceeded by controlled deformation.
  • 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 the fiber composite material of the energy absorbing element is destroyed non-ductile with simultaneous degradation of at least a portion of the initiated in the impact force transmission in the underrun shock energy.
  • 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.
  • 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 space 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.
  • 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.
  • FIG. 1 The first embodiment of the vehicle head structure 100 is shown in a perspective view.
  • Fig. 2 shows the vehicle head structure 100 according to Fig. 1 in a side view.
  • Fig. 2 and an indicated exterior design 102 is in Fig. 3 shown.
  • the illustrated embodiment is a vehicle head structure 100 that is configured to be attached to the face of a rail vehicle (not explicitly shown).
  • the vehicle head structure 100 is constructed entirely from structural elements, which are described below with reference in particular to FIGS FIGS. 4 to 18 to be discribed. These structural elements, of 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, aramid and carbon fibers are particularly suitable as reinforcing fibers. Since aramid fibers have only a relatively low stiffness due to their extensibility, glass and carbon fibers are preferred for forming the respective energy dissipation elements of the vehicle head structure 100. 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.
  • 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.
  • 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.
  • the physical definition of the layer and sandwich structure including the Materix system and the manufacturing process not only the loads in the direction of impact force, which corresponds largely to the vehicle longitudinal direction taken, but also all operating in the event of a collision and spatially attacking further loads, i. Lateral forces and moments.
  • a vehicle head structure 100 which is designed according to the teachings of the invention, is characterized in that it is constructed entirely of structural elements formed of fiber composite material, wherein the structural elements constituting the vehicle head structure 100 on the one hand comprise structural elements without energy consumption (“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.
  • 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 Area of the two A-pillars 10, 10 'firmly connecting roof structure 11.
  • the first structural elements for example, according to Fig. 1 belong to the first structural elements further side struts 12, 12 ', which in each case with 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 is a side view of an A-pillar 10, which is connected to a side strut 12 and a roof structure 11, wherein this combination of A-pillar 10, side strut 12 and roof structure 11 in the in Fig. 1 illustrated embodiment of the vehicle head structure is used.
  • Fig. 5 the side strut 12 is shown in a perspective view.
  • the vehicle head structure 100 further includes a parapet element 14 as well as the previously mentioned deformation-resistant end wall 15.
  • the parapet element 14, which is used in the in Fig. 1 illustrated embodiment of the vehicle head structure 100 is used in a separate representation in Fig. 7 shown.
  • Fig. 6 shows the roof structure 11, which in the embodiment according to Fig. 1 is used.
  • the vehicle head structure 100 also has second structural elements in addition to the first structural elements, ie 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. It is provided that on the front side of the parapet element 14 at least a first energy absorbing element - in the illustration according to Fig. 1 and in particular according to Fig. 7 exactly two first energy dissipation elements 20, 20 '- are arranged.
  • first energy dissipation elements 20, 20 ' 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 resulting in the impact energy transmission and in the first energy dissipation element 20, 20 'initiated impact energy by non-ductile destruction of at least part of the fiber structure of the first energy dissipation element 20, 20' degrade.
  • 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.
  • second energy dissipation elements 21, 21 ' 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.
  • each a second energy absorbing element 21, 21' are arranged.
  • the second energy dissipation elements 21, 21' formed from fiber composite / fiber composite sandwich material and designed to respond when exceeding a critical impact force and at least a portion of the resulting in the impact energy 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 materially firmly connected, in particular glued.
  • the side struts 12, 12 'and the A-pillars 10, 10' consist of a hollow profile formed from fiber composite material, in which, in order to increase the rigidity of the side struts 12, 12 'or the A-pillars 10, 10 'is a support material, for example, filled in the form of a foam.
  • a support material for example, filled in the form of a foam.
  • the roof structure 11 in sandwich construction made 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 end wall 15 is connected to the sill member 14 such that an end surface of the vehicle head structure 100 is formed to protect the driver's seat 101 received in the self-supporting structure from intrusions in the event of a crash.
  • the underfloor structure 16 of fiber composite / fiber composite sandwich material is formed and connected to first structural elements of the vehicle head structure 100 such that the bottom of the driver's cab 101 and the bottom of the vehicle head structure 100 is formed.
  • the underbody structure 16 has a made of fiber composite / fiber composite sandwich material upper surface element 16a and a spaced therefrom, also formed from fiber composite lower surface element 16b, said surface elements 16a, 16b are spaced 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.
  • a crash clutch with integrated energy dissipation elements which consists essentially of a fourth energy dissipation element 23, a bearing block 31 and a central buffer coupling 30.
  • 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 the consumption of at least part of the irreversible impact energy introduced via the central buffer coupling 30 into the underbody structure 16.
  • the third energy dissipation element 22, 22 ' essentially consists of a guide tube 60 and a pressure tube 62.
  • 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 telescopically received by the region of the guide tube 60 formed 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.
  • the guide tube 60 is designed as a formed of fiber composite tubular body having a paragraph inside, which forms the stop 63.
  • the pressure tube 62 formed as a piston is designed as a tubular body having an inner bevel 66 (see. Fig. 12 ).
  • 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.
  • the guide portion of the guide tube 60 is in the in 10 and FIG. 11 illustrated embodiment designed as a guide tube whose inner diameter is greater than the outer diameter of the pressure tube 62 designed 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.
  • the overall tubular guide tube 60 has within the energy dissipation region 61 an inner diameter which is smaller than the outer diameter of the pressure tube 62 (see also the illustration in FIG Fig. 12 ).
  • 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 peak force and the force-deformation behavior of the fiber composite energy dissipation element (pressure tube 62).
  • third energy dissipation element 22, 22 ' is designed so that in the energy dissipation element 22, 22', and in particular in the piston designed as a pressure tube 62 initiated impact forces in the guide tube 60 facing away from the end face of the pressure tube 62 are introduced.
  • a scuff protection 65 it is conceivable to attach 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.
  • 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.
  • the end face of the pressure tube 62 should have a higher strength compared to the energy dissipation region 61.
  • Fig. 12 can be removed, which is designed as a piston pressure tube 62 is formed as a at its the guide tube 60 facing end face open hollow body, said 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 dissipation region 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.
  • 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.
  • 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 formed of fiber composite material, a crash tube 61 and a pressure tube 62. Specifically, at the in Fig. 13 illustrated embodiment in which the central buffer coupling 30 facing region of the guide tube 60, the crash tube 61 and in 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 guided in the guide tube 60 coupling presses on a catch plate 32.
  • the catch plate 32 initiates the impact force in the pressure tube 62, which moves relative to the guide tube 60 in the direction of the crash tube 61.
  • the pressure tube 62 presses on the crash tube 61 via the taper 64.
  • the taper 64 and the pressure tube 62 on the crash tube 61 which fibrillates non-ductile and at least partially absorbs the impact energy resulting from the impact force transmission ,
  • the deformed or defibrated material of the crash tube 61 remains in the pressure tube 62.
  • the fourth energy dissipation element 23 are formed from a fiber composite material.
  • the taper 64 may be formed of a metal structure.
  • Fig. 15 an alternative embodiment to the fourth energy dissipation element 23 is shown.
  • the energy dissipation element 23 according to the FIGS. 13 and 14 is the in Fig. 14 illustrated embodiment of a support or pressure tube 62, a taper 64, a guide tube 60 and a crash tube 61, although this time the crash tube 61 is provided in the middle buffer coupling 30 facing region of the guide tube 60.
  • 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.
  • the crash tube 61 Upon reaching the deformation force level, the crash tube 61 pushes through the taper 64 in 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 is shown in a perspective view formed from fiber composite / fiber composite sandwich material underrun protection 24, which at the bottom of the underbody structure 16 of the in Fig. 1 shown vehicle head structure 100 is fixed and designed, when introduced into the underride guard 24 initiated To reduce critical impact force by controlled deformation at least part of the impact energy generated in the impact force transmission.
  • each of the underride guard 24 is connected to the underbody structure 16 via a rail system 17.
  • the underrun protection 24 made 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 area).
  • 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'.
  • 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 clarity, only one of the two A-pillars is shown.
  • the A-pillars 10 at the in Fig. 19 illustrated embodiment have an overall curved structure, so that the introduced into the A-pillars 10 forces can be transmitted directly into the base frame 16 without additional side strut.
  • This special variant allows a strong reversible compression of the A-pillars 10 in the event of a crash.

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  • Engineering & Computer Science (AREA)
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  • Life Sciences & Earth Sciences (AREA)
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  • Automation & Control Theory (AREA)
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EP09783059.0A 2008-09-15 2009-09-15 Fahrzeugkopf zur befestigung an der stirnseite eines spurgebundenen fahrzeuges, insbesondere eines schienenfahrzeuges Active EP2334533B1 (de)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP09783059.0A EP2334533B1 (de) 2008-09-15 2009-09-15 Fahrzeugkopf zur befestigung an der stirnseite eines spurgebundenen fahrzeuges, insbesondere eines schienenfahrzeuges
PL09783059T PL2334533T3 (pl) 2008-09-15 2009-09-15 Głowica pojazdu do mocowania na stronie czołowej pojazdu poruszającego się po torze, zwłaszcza pojazdu szynowego

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EP08164337 2008-09-15
PCT/EP2009/061979 WO2010029188A1 (de) 2008-09-15 2009-09-15 Fahrzeugkopf zur befestigung an der stirnseite eines spurgebundenen fahrzeuges, insbesondere eines schienenfahrzeuges
EP09783059.0A EP2334533B1 (de) 2008-09-15 2009-09-15 Fahrzeugkopf zur befestigung an der stirnseite eines spurgebundenen fahrzeuges, insbesondere eines schienenfahrzeuges

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EP2334533A1 EP2334533A1 (de) 2011-06-22
EP2334533B1 true EP2334533B1 (de) 2014-06-18

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US (1) US8261672B2 (ko)
EP (1) EP2334533B1 (ko)
JP (2) JP2012502833A (ko)
KR (1) KR101318790B1 (ko)
CN (1) CN102216141B (ko)
AU (1) AU2009290832B2 (ko)
BR (1) BRPI0917647A2 (ko)
CA (1) CA2735093C (ko)
DK (1) DK2334533T3 (ko)
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HK (1) HK1153437A1 (ko)
HR (1) HRP20140670T1 (ko)
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PL2334533T3 (pl) 2014-11-28
ES2499029T3 (es) 2014-09-26
JP5623620B2 (ja) 2014-11-12
KR101318790B1 (ko) 2013-10-29
US20100064931A1 (en) 2010-03-18
CN102216141A (zh) 2011-10-12
RU2520632C2 (ru) 2014-06-27
CN102216141B (zh) 2014-06-25
JP2014088177A (ja) 2014-05-15
AU2009290832A1 (en) 2010-03-18
EP2334533A1 (de) 2011-06-22
KR20110065517A (ko) 2011-06-15
HK1153437A1 (en) 2012-03-30
HRP20140670T1 (hr) 2014-09-26
JP2012502833A (ja) 2012-02-02
WO2010029188A1 (de) 2010-03-18
CA2735093A1 (en) 2010-03-18
CA2735093C (en) 2014-07-08
DK2334533T3 (da) 2014-09-01
RU2011113972A (ru) 2012-10-20
UA102260C2 (ru) 2013-06-25
US8261672B2 (en) 2012-09-11
BRPI0917647A2 (pt) 2015-11-17
AU2009290832B2 (en) 2012-04-12

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