EP2534025B1 - Crash module for a railway vehicle - Google Patents

Crash module for a railway vehicle Download PDF

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Publication number
EP2534025B1
EP2534025B1 EP10794965.3A EP10794965A EP2534025B1 EP 2534025 B1 EP2534025 B1 EP 2534025B1 EP 10794965 A EP10794965 A EP 10794965A EP 2534025 B1 EP2534025 B1 EP 2534025B1
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EP
European Patent Office
Prior art keywords
crash
crash module
module
rail vehicle
module according
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EP10794965.3A
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German (de)
French (fr)
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EP2534025A1 (en
Inventor
Richard Graf
Andreas Rittenschober
Thomas Meissl
Markus Seitzberger
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Siemens AG Oesterreich
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Siemens AG Oesterreich
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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
    • 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
    • B61F1/00—Underframes
    • B61F1/08—Details
    • B61F1/10—End constructions

Definitions

  • the invention relates to a crash module for a rail vehicle, in particular for a tram.
  • crash zones are often installed.
  • the aim of these improvement measures is to absorb the impact energy such that defined deformable crumple zones convert this energy into deformation energy while minimizing the stress on the people in the vehicle, and that the survival spaces in the vehicle are not deformed too much to reduce the probability of injury to reduce the persons in the vehicle.
  • large areas of the rail vehicle structure can be designed so that they can absorb the deformation energy targeted or special crash modules are placed on the front and rear structure of the rail vehicle.
  • the latter is advantageous because repair after a collision is facilitated by the easy accessibility of these crash modules.
  • Collisions between rail vehicles take place substantially in the direction of the vehicle longitudinal axis, at most, a level difference, for example by different loading states of the colliding vehicles lead to a so-called rides.
  • a Aufreitschutz is usually provided, typically provided with a tooth structure plates are attached to each vehicle, which interlock with each other in the event of a collision and prevent the rider.
  • Another deformation structure shows the font US 5 715 757 A .
  • carriers with X-shaped cross-section made of sheet metal, which was stiffened with frames, used for energy absorption.
  • an energy-absorbing structure arranged within the vehicle structure is provided, which responds at higher impact energies.
  • the invention is therefore based on the object to provide a crash module for a rail vehicle, which is able to dissipate the impact energy even in oblique collisions and is easy to build up without significant weight disadvantage.
  • a crash module for rail vehicles is constructed from at least one crash element, which is connected to a transverse profile.
  • This cross-section has as an essential characteristic a different compressive strength in the direction of the vehicle longitudinal axis in relation to the compressive and shear strength in the transverse direction, wherein the compressive and shear strength in the transverse direction is substantially greater than the compressive strength in the longitudinal direction.
  • the beneficial effect of representational invention sets.
  • Such a lateral force is absorbed by the transverse profile and introduced into certain points of the car body, wherein the transverse profile supports the laterally arranged crash element so that it can dissipate the collision energy by plastic deformation.
  • the crash element designed essentially for longitudinal energy absorption is thus freed from the transmission of the lateral forces into the vehicle body structure and no buckling of this crash element occurs.
  • the transverse profile according to the invention is particularly advantageous to build up by a substantially plate-shaped material, which by certain modifications a having different strength in different directions. For example, sheets with multiple trapezoidal cross-section, sheets with attached triangular reinforcements or profiles with recesses are suitable.
  • the transverse profiles are preferably made of metal, for example steel or aluminum, or Made of aluminum alloys.
  • a significant advantageous feature of the invention is that only very minor structural changes of known crash modules are required and neither a significantly increased space is required, nor a significantly increased weight of the crash module is formed.
  • Another significant advantage of this invention is that rail vehicles can be repaired very quickly, easily and inexpensively through the use of the crash module described herein after oblique collisions (if the impact energy was not too great) since the crash module absorbs the impact energy and the carbody structure is thus protected from damage.
  • oblique collisions in most cases lead to damage to the body structure. With only low impact energies, it is even possible to repair the crash module by replacing individual affected components of the crash module.
  • the crash module of several crash elements (typically one each left and right of the vehicle longitudinal axis), a rear Connection plate, a front connection plate and one or two cross profiles equip.
  • an easy-to-install and exchangeable crash module can be set up.
  • the car body with means for receiving such a crash module (eg connection plate with fixed connection points, so-called “interface") equipped and the crash element releasably (for example by means of screw) or unsolvable (eg by welding) attached thereto.
  • a crash module with means for preventing the climbing up (anticlimber).
  • a further preferred embodiment of the invention provides to construct the crash module in several stages, wherein for the first stage reversible buffer elements are used, which can absorb small impact energy without causing a plastic deformation (neither the buffer elements nor the crash elements) occurs.
  • FIG.1 shows an example and schematically a crash module in an exploded view.
  • a crash module comprises in the in Fig.1 illustrated embodiment, two crash elements 2, 2 a, which are arranged between a rear connection plate 5 and a front connection plate 6.
  • a transverse profile 3 and a lower transverse profile 4 are respectively arranged in the area framed by the two crash elements 2, 2a and the connection plates 5, 6 and can be connected to the named components, for example by means of welded connections.
  • two buffer elements 9 are shown as further components, which are mounted on the front connection plate 6 and which have a bumper 8.
  • the front connection plate 6 is provided with two toothed plates as Aufkletterschutz 7. The thus constructed crash module is connected to the car body 1.
  • the car body 1 has at this connection point a correspondingly stable recording possibility, on which the Crash module about by means of a detachable connection (eg screw) or fixed (eg by welding) can be attached. Furthermore, two guide tubes 10 are provided on the car body 1, which serve the longitudinal guidance of the buffer elements 9.
  • the embodiment shown comprises, in addition to the underlying components of the invention transverse profile 3 and lower cross-section 4 further components, which may be omitted depending on the particular application of the crash module. In particular, it is also provided to arrange only one transverse profile, wherein either the transverse profile 3 or the lower transverse profile 4 can be omitted.
  • Fig.2 shows an example and schematically a crash module in a sectional view. It is shown in the longitudinal direction of the rail vehicle crash module, wherein the transverse profile 3 and the lower cross-section 4 are formed as a triangular profile. Such a triangular profile has the mechanical properties required for use as a transverse profile (different strength in different directions).
  • Figure 3 shows an example and schematically a crash module in a sectional view. It is shown in the longitudinal direction of the rail vehicle crash module, wherein the transverse profile 3 and the lower cross-section 4 are formed as a hole profile.
  • Figure 3 shows by way of example a further possibility to obtain the required mechanical properties of the transverse profiles 3, 4 by means of a substantially plate-shaped component.
  • Figure 4 shows an example and schematically a crash module in a sectional view. It is a longitudinal direction of the railway vehicle cut crash module shown, wherein the transverse profile 3 and the lower cross-section 4 are formed as a trapezoidal profile.
  • the cross profiles can achieve the required properties by rounded profiles (corrugated sheet-like).
  • the cross-sections can be obtained for example by means of a casting or extrusion process or be built in several parts from individual parts.
  • Figure 5 shows an example and schematically a crash module in a sectional view, in the unloaded state. It is the crash module Fig.2 shown, with no impact forces acting on the crash module.
  • Figure 6 shows an example and schematically a crash module in a sectional view, in the loaded state. It is the crash module Fig.2 shown, with impact forces acting in the longitudinal direction of the crash module. In this load condition, the bumper 8 has already been set to the maximum travel of the buffer elements 9 (in FIG Fig. 6 not visible). The structure of the crash module has no plastic deformation.
  • Figure 7 shows an example and schematically a crash module in a sectional view, in the loaded state.
  • the impact forces in the longitudinal direction are higher than in the Figure 6 shown state.
  • the crash element 2 shows plastic deformation, the transverse profiles 3, 4 buckle and do not hinder the desired deformation of the crash elements.
  • Figure 8 shows an example and schematically a crash module in a sectional view, in the loaded state.
  • the impact forces in the longitudinal direction are higher than in the Figure 7 shown state.
  • the crash element 2 shows massive plastic deformation, the cross sections 3, 4 are extremely kinked.
  • Figure 9 shows an example and schematically a crash module in the unloaded state. It is the crash module Fig.1 shown, with no impact forces acting on the crash module.
  • Figure 10 shows an example and schematically a crash module in a loaded state. It is the crash module Fig.1 shown, with oblique impact forces acting on the crash module. In this load, the bumper 8 and the buffer elements 9 are not pressed, since the load is introduced in this case directly in an oblique direction in the front connection plate 6 in the region of the crash element 2.
  • the crash element 2 has incipient plastic deformations in the region of the force introduction point.
  • Figure 11 shows an example and schematically a crash module in a loaded state.
  • the impact forces are higher than in the Figure 10 shown state.
  • the crash element 2 shows massive plastic deformations, the transverse profiles 3, 4 introduce the lateral force component in the solid car body structure and prevent buckling of the crash element. 2
  • Figure 12 shows by way of example and schematically the simulation results of a crash module without transverse profile (s) after an impact with oblique force.
  • the crash element 2 has massive plastic deformations and buckling.
  • the lateral force component also causes an incipient buckling at the crash element 2a and destruction of the inner components of the crash module.

Description

Technisches GebietTechnical area

Die Erfindung betrifft ein Crashmodul für ein Schienenfahrzeug, insbesondere für eine Straßenbahn.The invention relates to a crash module for a rail vehicle, in particular for a tram.

Stand der TechnikState of the art

Zur Verbesserung des Verformungsverhaltens von Schienenfahrzeugen bei Zusammenstößen werden häufig Crashzonen eingebaut. Das Ziel dieser Verbesserungsmaßnahmen ist es, die Aufprallenergie so aufzunehmen, dass definiert verformbare Knautschzonen diese Energie in Verformungsenergie wandeln und dabei die Belastungen für die Personen im Fahrzeug minimiert werden, sowie, dass die Überlebensräume im Fahrzeug nicht zu stark verformt werden, um die Verletzungswahrscheinlichkeit für die Personen im Fahrzeug zu reduzieren.To improve the deformation behavior of rail vehicles in collisions crash zones are often installed. The aim of these improvement measures is to absorb the impact energy such that defined deformable crumple zones convert this energy into deformation energy while minimizing the stress on the people in the vehicle, and that the survival spaces in the vehicle are not deformed too much to reduce the probability of injury to reduce the persons in the vehicle.

Zu diesem Zweck können einerseits großflächige Bereiche der Schienenfahrzeugstruktur so gestaltet werden, dass sie die Verformungsenergie gezielt aufnehmen können oder es werden spezielle Crashmodule auf die Front- und Heckstruktur des Schienenfahrzeugs aufgesetzt. Letzteres ist vorteilhaft, da eine Reparatur nach einem Zusammenstoß durch die leichte Zugänglichkeit dieser Crashmodule vereinfacht wird. Zusammenstöße zwischen Schienenfahrzeugen erfolgen im Wesentlichen in Richtung der Fahrzeuglängsachse, allenfalls kann ein Niveauunterschied, beispielsweise durch unterschiedliche Beladungszustände der kollidierenden Fahrzeuge zu einem sogenannten Aufreiten führen. Um diesen Effekt zu verhindern, ist meist ein Aufreitschutz vorgesehen, wobei typischerweise mit einer Zahnstruktur versehene Platten an jedem Fahrzeug angebracht sind, welche sich im Kollisionsfall untereinander verhaken und das Aufreiten verhindern.
Bei Schienenfahrzeugen, bei welchen ein erhöhtes Risiko eines Zusammenstoßes mit einem anderen Hindernis als einem weiteren Schienenfahrzeug besteht (insbesondere Straßenbahnen), stellt sich ein weiteres Problem. Es ist ein wesentlich breiteres Spektrum von Kollisionsszenarien abzudecken, wobei einseitig versetzte und schräge Kollisionen von herkömmlichen Knautschzonen bzw. Crashmodulen, die im Wesentlichen auf Kollisionen in Längsrichtung hin ausgelegt sind, nur unbefriedigend beherrscht werden. Beispielsweise fordert die Norm EN 15277 für Straßenbahnfahrzeuge den Nachweis eines Zusammenstoßes mit einem baugleichen Fahrzeug mit 15km/h bei 40mm vertikalen Versatz und einen Zusammenstoß mit einem unter 45 Grad schräggestellten Hindernis von 3 Tonnen bei einer Geschwindigkeit von 25km/h (Kollisions-Szenario Zug gegen Leicht-LKW an einer Straßenkreuzung).
Konventionelle, für longitudinale Zusammenstöße ausgelegte Crashmodule können diese schräge Belastung oft nicht zufriedenstellend aufnehmen, da dabei eine Biege- und Schubbeanspruchung an diesen Crashmodulen auftritt, unter der das betroffene Crashelement ohne Vorkehrungen zur Querabstützung seitlich wegknicken wird. Als nächstliegender Stand der Technik sei WO 2009/040309 erwähnt. Das darin offenbarte Crashmodul verhindert zwar das Aufreiten der Schienenfahrzeuge, allerdings bietet es keine für die Aufnahme von schrägen Kollisionen geeigneten Verformungsbedingungen. Eine entsprechende Auslegung der bekannten Crashelemente in einer Art, dass sie sowohl longitudinale als auch schräge Kollisionen gleichermaßen gut verarbeiten können, würde zu extrem aufwendigen, komplizierten und schweren Crashelementen führen, welche für den Einsatz an Schienenfahrzeugen nicht geeignet sind.
Aus dem Stand der Technik sind energiedissipierende Fahrzeugstrukturen bekannt, beispielsweise ist in EP 1 090 829 A1 ein Fahrzeug offenbart, bei welchem die Aufprallenergie dazu verwendet wird, einen Längsträger des Fahrzeugs zu verbiegen und diesen im weiteren Verlauf der Verformung so zu positionieren, dass keine hohen Kraftspitzen auftreten.
Eine weitere Verformungsstruktur zeigt die Schrift US 5 715 757 A . Gemäß dieser Konstruktion werden Träger mit X-förmigen Querschnitt aus Blech, welches mit Spanten versteift wurde, zur Energieaufnahme eingesetzt. Weiters ist eine innerhalb der Fahrzeugstruktur angeordnete energieaufnehmende Struktur vorgesehen, welche bei höheren Aufprallenergien anspricht.For this purpose, on the one hand large areas of the rail vehicle structure can be designed so that they can absorb the deformation energy targeted or special crash modules are placed on the front and rear structure of the rail vehicle. The latter is advantageous because repair after a collision is facilitated by the easy accessibility of these crash modules. Collisions between rail vehicles take place substantially in the direction of the vehicle longitudinal axis, at most, a level difference, for example by different loading states of the colliding vehicles lead to a so-called rides. To prevent this effect, a Aufreitschutz is usually provided, typically provided with a tooth structure plates are attached to each vehicle, which interlock with each other in the event of a collision and prevent the rider.
Rail vehicles in which there is an increased risk of collision with another obstacle than another rail vehicle (in particular trams), poses another problem. It is to cover a much wider range of collision scenarios, unilaterally staggered and oblique collisions of conventional crumple zones or crash modules, which are designed essentially to collisions in the longitudinal direction, are mastered unsatisfactory. For example, the standard EN 15277 for tram vehicles calls for evidence of a collision with a similar vehicle at 15km / h at 40mm vertical offset and a collision with a 45 ° angled 3 tonnes obstacle at 25km / h (collision scenario train vs Light truck at a road intersection).
Conventional crash modules designed for longitudinal collisions often can not satisfactorily accommodate this oblique load since bending and shear stresses on these crash modules occur under which the affected crash element will laterally buckle without any provision for transverse support. As the closest prior art WO 2009/040309 mentioned. Although the crash module disclosed therein prevents rollover of the rail vehicles, it does not provide suitable deformation conditions for receiving oblique collisions. A corresponding interpretation of the known crash elements in one The fact that they can handle both longitudinal and oblique collisions equally well would lead to extremely complex, complicated and heavy crash elements, which are not suitable for use on rail vehicles.
Energy-dissipating vehicle structures are known from the prior art, for example, is in EP 1 090 829 A1 discloses a vehicle in which the impact energy is used to bend a longitudinal beam of the vehicle and to position it in the course of the deformation so that no high force peaks occur.
Another deformation structure shows the font US 5 715 757 A , According to this construction, carriers with X-shaped cross-section made of sheet metal, which was stiffened with frames, used for energy absorption. Furthermore, an energy-absorbing structure arranged within the vehicle structure is provided, which responds at higher impact energies.

Darstellung der ErfindungPresentation of the invention

Der Erfindung liegt daher die Aufgabe zugrunde, ein Crashmodul für ein Schienenfahrzeug anzugeben, welches auch bei schrägen Kollisionen die Aufprallenergie zu dissipieren vermag und dabei einfach und ohne wesentlichen Gewichtsnachteil aufzubauen ist.The invention is therefore based on the object to provide a crash module for a rail vehicle, which is able to dissipate the impact energy even in oblique collisions and is easy to build up without significant weight disadvantage.

Die Aufgabe wird durch ein Crashmodul mit den Merkmalen des Anspruchs 1 gelöst. Vorteilhafte Ausgestaltungen sind Gegenstand untergeordneter Ansprüche.The object is achieved by a crash module with the features of claim 1. Advantageous embodiments are the subject of the subordinate claims.

Dem Grundgedanken der Erfindung nach wird ein Crashmodul für Schienenfahrzeuge aus mindestens einem Crashelement aufgebaut, welches mit einem Querprofil verbunden ist. Dieses Querprofil weist als wesentliche Eigenschaft eine unterschiedliche Druckfestigkeit in der Richtung der Fahrzeuglängsachse in Verhältnis zur Druck- und Schubfestigkeit in Querrichtung auf, wobei die Druck- und Schubfestigkeit in Querrichtung wesentlich größer als die Druckfestigkeit in Längsrichtung ist. Wird solcherart ein bekanntes Crashelement (beispielsweise aus Aluminium- oder Stahlprofilen oder Aluminiumschaum) mit einem Querprofil zu einem erfindungsgemäßen Crashmodul erweitert, so bleibt die energieaufnehmende Wirkung des Crashelements für Zusammenstöße in Fahrzeuglängsrichtung praktisch unverändert (wegen der geringen Druckfestigkeit des Querprofils in Längsrichtung des Fahrzeugs entstehen kaum zusätzliche Kräfte auf das Fahrzeug).
Für schräge Zusammenstöße (Zusammenstöße mit zusätzlicher lateraler Krafteinwirkung), wie sie etwa bei Unfällen von Straßenbahnen mit Kraftfahrzeugen auftreten können, stellt sich die vorteilhafte Wirkung gegenständlicher Erfindung ein. Eine solche laterale Kraft wird durch das Querprofil aufgenommen und in bestimmte Punkte des Wagenkastens eingeleitet, wobei das Querprofil das seitlich angeordnete Crashelement so stützt, dass dieses die Kollisionsenergie durch plastische Verformung dissipieren kann. Das im Wesentlichen für longitudinale Energieaufnahmen ausgelegte Crashelement wird damit von der Weiterleitung der lateralen Kräfte in die Wagenkastenstruktur befreit und es tritt kein Knicken dieses Crashelements auf.
Das erfindungsgemäße Querprofil ist besonders vorteilhaft durch ein im Wesentlichen plattenförmiges Material aufzubauen, welches durch bestimmte Modifikationen eine unterschiedliche Festigkeit in verschiedenen Richtungen aufweist.
Beispielsweise eignen sich dafür Bleche mit vielfach trapezförmigen Querschnitt, Bleche mit aufgesetzten dreieckförmigen Verstärkungen oder Profile mit Ausnehmungen.According to the basic idea of the invention, a crash module for rail vehicles is constructed from at least one crash element, which is connected to a transverse profile. This cross-section has as an essential characteristic a different compressive strength in the direction of the vehicle longitudinal axis in relation to the compressive and shear strength in the transverse direction, wherein the compressive and shear strength in the transverse direction is substantially greater than the compressive strength in the longitudinal direction. If such a known crash element (for example, aluminum or steel profiles or aluminum foam) extended with a transverse profile to a crash module according to the invention, the energy absorbing effect of the crash element for collisions in the vehicle longitudinal direction remains virtually unchanged (due to the low compressive strength of the transverse profile in the longitudinal direction of the vehicle hardly arise additional forces on the vehicle).
For oblique collisions (collisions with additional lateral force), as they may occur in accidents of trams with cars, the beneficial effect of representational invention sets. Such a lateral force is absorbed by the transverse profile and introduced into certain points of the car body, wherein the transverse profile supports the laterally arranged crash element so that it can dissipate the collision energy by plastic deformation. The crash element designed essentially for longitudinal energy absorption is thus freed from the transmission of the lateral forces into the vehicle body structure and no buckling of this crash element occurs.
The transverse profile according to the invention is particularly advantageous to build up by a substantially plate-shaped material, which by certain modifications a having different strength in different directions.
For example, sheets with multiple trapezoidal cross-section, sheets with attached triangular reinforcements or profiles with recesses are suitable.

Die Querprofile werden bevorzugterweise aus Metall, beispielsweise Stahl oder Aluminium, bzw.
Aluminiumlegierungen gefertigt.The transverse profiles are preferably made of metal, for example steel or aluminum, or
Made of aluminum alloys.

Eine wesentliche vorteilhafte Eigenschaft der Erfindung ist es, dass nur sehr geringe konstruktive Änderungen bekannter Crashmodule erforderlich sind und dabei weder ein wesentlich vergrößerter Bauraum erforderlich ist, noch ein wesentlich erhöhtes Gewicht des Crashmoduls entsteht.A significant advantageous feature of the invention is that only very minor structural changes of known crash modules are required and neither a significantly increased space is required, nor a significantly increased weight of the crash module is formed.

Ein weiterer wesentlicher Vorteil dieser Erfindung ist es, dass Schienenfahrzeuge durch den Einsatz des hier beschriebenen Crashmoduls nach schrägen Zusammenstößen in den meisten Fällen (wenn die Aufprallenergie nicht zu groß war) sehr schnell, einfach und preisgünstig repariert werden können, da das Crashmodul die Aufprallenergie aufnimmt und die Wagenkastenstruktur somit vor Beschädigungen geschützt ist. Bei bekannten Crashmodulen führen schräge Zusammenstöße in den meisten Fällen hingegen zu Beschädigungen der Wagenkastenstruktur.
Bei nur geringen Aufprallenergien ist es sogar möglich, das Crashmodul mittels Austausch einzelner betroffener Bauteile des Crashmoduls zu reparieren.Another significant advantage of this invention is that rail vehicles can be repaired very quickly, easily and inexpensively through the use of the crash module described herein after oblique collisions (if the impact energy was not too great) since the crash module absorbs the impact energy and the carbody structure is thus protected from damage. In known crash modules, however, oblique collisions in most cases lead to damage to the body structure.
With only low impact energies, it is even possible to repair the crash module by replacing individual affected components of the crash module.

Weiters ist es besonders vorteilhaft, das Crashmodul aus mehreren Crashelementen (typischerweise je eines links und rechts der Fahrzeuglängsachse), einer hinteren Anschlussplatte, einer vorderen Anschlussplatte und einem oder zwei Querprofilen auszustatten. Solcherart lässt sich ein einfach zu montierendes und zu tauschendes Crashmodul aufbauen. Dabei wird der Wagenkasten mit Mitteln zur Aufnahme eines solchen Crashmoduls (z.B. Anschlussplatte mit festen Anschlusspunkten, sogenannte "Schnittstelle") ausgestattet und das Crashelement lösbar (beispielweise mittels Schraubverbindungen) oder unlösbar (z.B. durch Schweißen) daran befestigt.Furthermore, it is particularly advantageous, the crash module of several crash elements (typically one each left and right of the vehicle longitudinal axis), a rear Connection plate, a front connection plate and one or two cross profiles equip. In this way, an easy-to-install and exchangeable crash module can be set up. In this case, the car body with means for receiving such a crash module (eg connection plate with fixed connection points, so-called "interface") equipped and the crash element releasably (for example by means of screw) or unsolvable (eg by welding) attached thereto.

In einer Ausführungsform der Erfindung ist vorgesehen, ein Crashmodul mit Mitteln zur Verhinderung des Aufkletterns (Anticlimber) auszustatten.In one embodiment of the invention, it is provided to provide a crash module with means for preventing the climbing up (anticlimber).

Eine weitere bevorzugte Ausführungsform der Erfindung sieht vor, das Crashmodul mehrstufig aufzubauen, wobei für die erste Stufe reversible Pufferelemente eingesetzt werden, welche kleine Aufprallenergien aufnehmen können, ohne dass dabei eine plastische Verformung (weder der Pufferelemente noch der Crashelemente) auftritt.A further preferred embodiment of the invention provides to construct the crash module in several stages, wherein for the first stage reversible buffer elements are used, which can absorb small impact energy without causing a plastic deformation (neither the buffer elements nor the crash elements) occurs.

Kurzbeschreibung der ZeichnungenBrief description of the drawings

Es zeigen beispielhaft:

Fig.1
Crashmodul in Explosionsdarstellung
Fig.2
Crashmodul in Schnittdarstellung, Dreiecksprofil
Fig.3
Crashmodul in Schnittdarstellung, Lochprofil
Fig.4
Crashmodul in Schnittdarstellung, Trapezprofil
Fig.5
Crashmodul in Schnittdarstellung, unbelastet
Fig.6
Crashmodul in Schnittdarstellung, longitudinale Last 1
Fig.7
Crashmodul in Schnittdarstellung, longitudinale Last 2
Fig.8
Crashmodul in Schnittdarstellung, longitudinale Last 3
Fig.9
Crashmodul schräge Last, unbelastet
Fig.10
Crashmodul schräge Last 1
Fig.11
Crashmodul schräge Last 2
Fig.12
Crashmodul ohne Querprofil schräge Last
They show by way of example:
Fig.1
Crash module in exploded view
Fig.2
Crash module in section, triangular profile
Figure 3
Crash module in sectional view, perforated profile
Figure 4
Crash module in sectional view, trapezoidal profile
Figure 5
Crash module in section, unloaded
Figure 6
Crash module in section, longitudinal load 1
Figure 7
Crash module in section, longitudinal load 2
Figure 8
Crash module in sectional view, longitudinal load 3
Figure 9
Crash module inclined load, unloaded
Figure 10
Crash module inclined load 1
Figure 11
Crash module inclined load 2
Figure 12
Crash module without cross-section inclined load

Ausführung der ErfindungEmbodiment of the invention

Fig.1 zeigt beispielhaft und schematisch ein Crashmodul in Explosionsdarstellung. Ein Crashmodul umfasst in dem in Fig.1 dargestellten Ausführungsbeispiel zwei Crashelemente 2, 2a, welche zwischen einer hinteren Anschlussplatte 5 und einer vorderen Anschlussplatte 6 angeordnet sind. Ein Querprofil 3 und ein unteres Querprofil 4 sind jeweils in der aus den beiden Crashelementen 2, 2a und den Anschlussplatten 5, 6 umrandeten Fläche angeordnet und können mit den genannten Bauteilen verbunden sein, beispielsweise mittels Schweißverbindungen. In gezeigtem Ausführungsbeispiel sind als weitere Bauteile zwei Pufferelemente 9 dargestellt, welche an der vorderen Anschlussplatte 6 montiert sind und welche eine Stoßstange 8 aufweisen. Weiters ist die vordere Anschlussplatte 6 mit zwei gezahnten Platten als Aufkletterschutz 7 versehen. Das solcherart aufgebaute Crashmodul ist mit dem Wagenkasten 1 verbunden. Der Wagenkasten 1 weist an dieser Verbindungsstelle eine entsprechend stabile Aufnahmemöglichkeit auf, an welcher das Crashmodul etwa mittels einer lösbaren Verbindung (z.B. Schraubverbindung) oder auch fix (z.B. durch Anschweißen) befestigt werden kann. Weiters sind an dem Wagenkasten 1 zwei Führungsrohre 10 vorgesehen, welche der longitudinalen Führung der Pufferelemente 9 dienen.
Das gezeigte Ausführungsbeispiel umfasst neben dem der Erfindung zugrundeliegenden Bauteilen Querprofil 3 und unteres Querprofil 4 weitere Bauteile, welche in Abhängigkeit vom jeweiligen Einsatzzweck des Crashmoduls entfallen können. Insbesondere ist auch vorgesehen, nur ein Querprofil anzuordnen, wobei entweder das Querprofil 3 oder das untere Querprofil 4 entfallen kann. Fig.1 shows an example and schematically a crash module in an exploded view. A crash module comprises in the in Fig.1 illustrated embodiment, two crash elements 2, 2 a, which are arranged between a rear connection plate 5 and a front connection plate 6. A transverse profile 3 and a lower transverse profile 4 are respectively arranged in the area framed by the two crash elements 2, 2a and the connection plates 5, 6 and can be connected to the named components, for example by means of welded connections. In the exemplary embodiment shown, two buffer elements 9 are shown as further components, which are mounted on the front connection plate 6 and which have a bumper 8. Furthermore, the front connection plate 6 is provided with two toothed plates as Aufkletterschutz 7. The thus constructed crash module is connected to the car body 1. The car body 1 has at this connection point a correspondingly stable recording possibility, on which the Crash module about by means of a detachable connection (eg screw) or fixed (eg by welding) can be attached. Furthermore, two guide tubes 10 are provided on the car body 1, which serve the longitudinal guidance of the buffer elements 9.
The embodiment shown comprises, in addition to the underlying components of the invention transverse profile 3 and lower cross-section 4 further components, which may be omitted depending on the particular application of the crash module. In particular, it is also provided to arrange only one transverse profile, wherein either the transverse profile 3 or the lower transverse profile 4 can be omitted.

Fig.2 zeigt beispielhaft und schematisch ein Crashmodul in Schnittdarstellung. Es ist ein in Längsrichtung des Schienenfahrzeugs geschnittenes Crashmodul dargestellt, wobei das Querprofil 3 und das untere Querprofil 4 als Dreiecksprofil ausgebildet sind. Ein solches Dreiecksprofil weist die für den Einsatz als Querprofil erforderlichen mechanischen Eigenschaften (unterschiedliche Festigkeit in verschiedenen Richtungen) auf. Fig.2 shows an example and schematically a crash module in a sectional view. It is shown in the longitudinal direction of the rail vehicle crash module, wherein the transverse profile 3 and the lower cross-section 4 are formed as a triangular profile. Such a triangular profile has the mechanical properties required for use as a transverse profile (different strength in different directions).

Fig.3 zeigt beispielhaft und schematisch ein Crashmodul in Schnittdarstellung. Es ist ein in Längsrichtung des Schienenfahrzeugs geschnittenes Crashmodul dargestellt, wobei das Querprofil 3 und das untere Querprofil 4 als Lochprofil ausgebildet sind. Fig.3 zeigt beispielhaft eine weitere Möglichkeit, die erforderlichen mechanischen Eigenschaften der Querprofile 3, 4 mittels eines im Wesentlichen plattenförmigen Bauteils zu erlangen. Figure 3 shows an example and schematically a crash module in a sectional view. It is shown in the longitudinal direction of the rail vehicle crash module, wherein the transverse profile 3 and the lower cross-section 4 are formed as a hole profile. Figure 3 shows by way of example a further possibility to obtain the required mechanical properties of the transverse profiles 3, 4 by means of a substantially plate-shaped component.

Fig.4 zeigt beispielhaft und schematisch ein Crashmodul in Schnittdarstellung. Es ist ein in Längsrichtung des Schienenfahrzeugs geschnittenes Crashmodul dargestellt, wobei das Querprofil 3 und das untere Querprofil 4 als Trapezprofil ausgebildet sind.
Neben den gezeigten Ausführungsarten Dreieckprofil, Lochprofil und Trapezprofil sind alle weiteren Ausführungsarten von gegenständlicher Erfindung umfasst. Beispielsweise können die Querprofile durch verrundete Profile (wellblechartig) die erforderlichen Eigenschaften erzielen. Ebenso sind alle Herstellungsarten der Querprofile 3,4 von gegenständlicher Erfindung umfasst, die Querprofile können etwa mittels eines Gieß- oder Extrusionsverfahrens erlangt werden oder mehrteilig aus einzelnen Teilen gebaut werden. Figure 4 shows an example and schematically a crash module in a sectional view. It is a longitudinal direction of the Railway vehicle cut crash module shown, wherein the transverse profile 3 and the lower cross-section 4 are formed as a trapezoidal profile.
In addition to the embodiments shown triangular profile, hole profile and trapezoidal profile all other embodiments of subject invention are included. For example, the cross profiles can achieve the required properties by rounded profiles (corrugated sheet-like). Likewise, all types of production of the transverse profiles 3,4 are covered by subject invention, the cross-sections can be obtained for example by means of a casting or extrusion process or be built in several parts from individual parts.

Fig.5 bis Fig.8: Simulation der Verformungsverhaltens bei jeweils ansteigender longitudinaler Last5 to 8: simulation of the deformation behavior with increasing longitudinal load

Fig.5 zeigt beispielhaft und schematisch ein Crashmodul in Schnittdarstellung, in unbelastetem Zustand. Es ist das Crashmodul aus Fig.2 dargestellt, wobei keine Aufprallkräfte auf das Crashmodul wirken. Figure 5 shows an example and schematically a crash module in a sectional view, in the unloaded state. It is the crash module Fig.2 shown, with no impact forces acting on the crash module.

Fig.6 zeigt beispielhaft und schematisch ein Crashmodul in Schnittdarstellung, in belastetem Zustand. Es ist das Crashmodul aus Fig.2 dargestellt, wobei Aufprallkräfte in longitudinaler Richtung auf das Crashmodul wirken.
In diesem Belastungszustand wurde die Stoßstange 8 bereits auf den maximalen Verfahrweg der Pufferelemente 9 (in Fig. 6 nicht sichtbar) eingedrückt. Die Struktur des Crashmoduls weist keine plastischen Verformungen auf. Figure 6 shows an example and schematically a crash module in a sectional view, in the loaded state. It is the crash module Fig.2 shown, with impact forces acting in the longitudinal direction of the crash module.
In this load condition, the bumper 8 has already been set to the maximum travel of the buffer elements 9 (in FIG Fig. 6 not visible). The structure of the crash module has no plastic deformation.

Fig.7 zeigt beispielhaft und schematisch ein Crashmodul in Schnittdarstellung, in belastetem Zustand. Die Aufprallkräfte in longitudinaler Richtung sind höher als in dem in Fig.6 gezeigtem Zustand. Das Crashelement 2 zeigt plastische Verformungen, die Querprofile 3, 4 knicken aus und behindern die gewünschten Verformungen der Crashelemente nicht. Figure 7 shows an example and schematically a crash module in a sectional view, in the loaded state. The impact forces in the longitudinal direction are higher than in the Figure 6 shown state. The crash element 2 shows plastic deformation, the transverse profiles 3, 4 buckle and do not hinder the desired deformation of the crash elements.

Fig.8 zeigt beispielhaft und schematisch ein Crashmodul in Schnittdarstellung, in belastetem Zustand. Die Aufprallkräfte in longitudinaler Richtung sind höher als in dem in Fig.7 gezeigtem Zustand. Das Crashelement 2 zeigt massive plastische Verformungen, die Querprofile 3, 4 sind äußerst stark ausgeknickt. Figure 8 shows an example and schematically a crash module in a sectional view, in the loaded state. The impact forces in the longitudinal direction are higher than in the Figure 7 shown state. The crash element 2 shows massive plastic deformation, the cross sections 3, 4 are extremely kinked.

Fig.9 bis Fig.11: Simulation der Verformungsverhaltens bei jeweils steigender schräger Last9 to 11: simulation of the deformation behavior with increasing oblique load

Fig.9 zeigt beispielhaft und schematisch ein Crashmodul in unbelastetem Zustand. Es ist das Crashmodul aus Fig.1 dargestellt, wobei keine Aufprallkräfte auf das Crashmodul wirken. Figure 9 shows an example and schematically a crash module in the unloaded state. It is the crash module Fig.1 shown, with no impact forces acting on the crash module.

Fig.10 zeigt beispielhaft und schematisch ein Crashmodul in belastetem Zustand. Es ist das Crashmodul aus Fig.1 dargestellt, wobei schräge Aufprallkräfte auf das Crashmodul wirken. Bei dieser Belastung werden die Stoßstange 8 und die Pufferelemente 9 nicht eingedrückt, da die Belastung in diesem Fall direkt in schräger Richtung in die vordere Anschlussplatte 6 im Bereich des Crashelementes 2 eingeleitet wird. Das Crashelement 2 weist beginnende plastische Verformungen im Bereich der Krafteinleitungsstelle auf. Figure 10 shows an example and schematically a crash module in a loaded state. It is the crash module Fig.1 shown, with oblique impact forces acting on the crash module. In this load, the bumper 8 and the buffer elements 9 are not pressed, since the load is introduced in this case directly in an oblique direction in the front connection plate 6 in the region of the crash element 2. The crash element 2 has incipient plastic deformations in the region of the force introduction point.

Fig.11 zeigt beispielhaft und schematisch ein Crashmodul in belastetem Zustand. Die Aufprallkräfte sind höher als in dem in Fig.10 gezeigtem Zustand. Das Crashelement 2 zeigt massive plastische Verformungen, die Querprofile 3, 4 leiten die laterale Kraftkomponente in die feste Wagenkastenstruktur ein und verhindern ein Ausknicken des Crashelements 2. Figure 11 shows an example and schematically a crash module in a loaded state. The impact forces are higher than in the Figure 10 shown state. The crash element 2 shows massive plastic deformations, the transverse profiles 3, 4 introduce the lateral force component in the solid car body structure and prevent buckling of the crash element. 2

Fig.12 zeigt beispielhaft und schematisch die Simulationsergebnisse eines Crashmoduls ohne Querprofil(e) nach einem Aufprall mit schräger Kraft. Das Crashelement 2 weist massive plastische Verformungen und Ausknickungen auf. Die laterale Kraftkomponente bewirkt auch eine beginnende Ausknickung an dem Crashelement 2a und Zerstörungen der inneren Bauelemente des Crashmoduls. Figure 12 shows by way of example and schematically the simulation results of a crash module without transverse profile (s) after an impact with oblique force. The crash element 2 has massive plastic deformations and buckling. The lateral force component also causes an incipient buckling at the crash element 2a and destruction of the inner components of the crash module.

Liste der BezeichnungenList of terms

11
Wagenkastencar body
2, 2a2, 2a
Crashelementcrash element
33
Querprofilcross Section
44
Unteres QuerprofilLower cross section
55
Hintere AnschlussplatteRear connection plate
66
Vordere AnschlussplatteFront connection plate
77
Aufkletterschutzanti-climbing
88th
Stoßstangebumper
99
Pufferelementbuffer element
1010
Führungsrohrguide tube

Claims (8)

  1. Crash module for a rail vehicle, designed to be arranged on the front and rear structure of the rail vehicle, said crash module comprising at least two crash elements (2, 2a) which are essentially designed for longitudinal energy absorption in relation to the rail vehicle and at least one essentially plate-shaped transverse profiled element (3, 4), which is connected to the crash elements (2, 2a), characterised in that said transverse profiled element (3, 4) is oriented horizontally and, in relation to the rail vehicle, has a substantially lower compressive strength in the longitudinal direction than in the lateral direction.
  2. Crash module according to claim 1, characterised in that the transverse profiled element (3, 4) is embodied as a trapezoidal profiled element.
  3. Crash module according to one of claims 1 to 4, characterised in that the at least one transverse profiled element (3, 4) is welded to the at least one crash element (2, 2a).
  4. Crash module according to one of the preceding claims, characterised in that a rear connecting plate 5 and a front connecting plate 6 are provided and the crash elements (2, 2a) are arranged between the connecting plate 5 and the front connecting plate 6.
  5. Crash module according to claim 6, characterised in that a bumper 8 and an anti-climber 7 are provided.
  6. Crash module according to one of the preceding claims, characterised in that the crash module comprises means allowing its detachable attachment to the car body (1) of a rail vehicle.
  7. Crash module according to one of claims 1 to 7, characterised in that the crash module is embodied for establishing a permanent attachment to the car body (1) of a rail vehicle.
  8. Rail vehicle having a crash module according to one of the preceding claims.
EP10794965.3A 2010-02-11 2010-12-15 Crash module for a railway vehicle Active EP2534025B1 (en)

Applications Claiming Priority (2)

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AT0020110A AT509376B1 (en) 2010-02-11 2010-02-11 CRASH MODULE FOR A RAIL VEHICLE
PCT/EP2010/069708 WO2011098177A1 (en) 2010-02-11 2010-12-15 Crash module for a rail vehicle

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EP2534025A1 EP2534025A1 (en) 2012-12-19
EP2534025B1 true EP2534025B1 (en) 2016-05-18

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EP (1) EP2534025B1 (en)
CN (1) CN102741106B (en)
AT (1) AT509376B1 (en)
CA (1) CA2789374C (en)
DK (1) DK2534025T3 (en)
ES (1) ES2587205T3 (en)
HK (1) HK1174880A1 (en)
PL (1) PL2534025T3 (en)
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PT2534025T (en) 2016-08-23
WO2011098177A1 (en) 2011-08-18
RU2554920C2 (en) 2015-06-27
DK2534025T3 (en) 2016-08-22
PL2534025T3 (en) 2016-11-30
CA2789374C (en) 2015-03-31
HK1174880A1 (en) 2013-06-21
CN102741106B (en) 2016-02-24
CN102741106A (en) 2012-10-17
AT509376A1 (en) 2011-08-15
AT509376B1 (en) 2011-11-15
ES2587205T3 (en) 2016-10-21
RU2012138712A (en) 2014-03-20
US20120325108A1 (en) 2012-12-27
CA2789374A1 (en) 2011-08-18
EP2534025A1 (en) 2012-12-19
US8646392B2 (en) 2014-02-11

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