EP2548783A2 - Détection de collision pour véhicule - Google Patents

Détection de collision pour véhicule Download PDF

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Publication number
EP2548783A2
EP2548783A2 EP12177214A EP12177214A EP2548783A2 EP 2548783 A2 EP2548783 A2 EP 2548783A2 EP 12177214 A EP12177214 A EP 12177214A EP 12177214 A EP12177214 A EP 12177214A EP 2548783 A2 EP2548783 A2 EP 2548783A2
Authority
EP
European Patent Office
Prior art keywords
collision
vehicle
detection device
arm
unit
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP12177214A
Other languages
German (de)
English (en)
Other versions
EP2548783A3 (fr
Inventor
Matthias Marggraf
Christian Böhme
Sebastian Brenncke
Thomas Rosa
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alstom Transportation Germany GmbH
Original Assignee
Bombardier Transportation GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Publication of EP2548783A2 publication Critical patent/EP2548783A2/fr
Publication of EP2548783A3 publication Critical patent/EP2548783A3/fr
Withdrawn legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
    • B61L23/041—Obstacle detection
    • 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

Definitions

  • the invention relates to a detection device for detecting a collision of a vehicle, in particular a rail vehicle, with a collision partner.
  • the detection device comprises a mounting bracket for connecting the detection device to the vehicle, at least one collision unit and at least one sensor device.
  • the collision unit comprises at least one collision element for contacting the collision partner and is mechanically connected to the mounting bracket.
  • the at least one sensor is designed to generate a collision signal due to a relative movement between the collision unit and the mounting bracket.
  • the invention relates to a vehicle, in particular a rail vehicle, with a vehicle structure and a detection device arranged thereon according to the invention, as well as a method for operating a vehicle.
  • a Bruierr that not only eliminates obstacles, but also recognizes, that is, in the event of a collision generates a further processable (here electrical) signal.
  • the obstacle recognition works in such a way that the collision element in the form of a collision bar is moved by the impact on an obstacle against the direction of travel and thereby comes into contact with sensors arranged behind the collision bar, which generate based on the contact said electrical signal.
  • the collision bar is firmly connected to two arms, which are spaced apart transversely to the direction of travel or longitudinal direction of the vehicle.
  • the arms have at their highest point (furthest from the rail top) a bend about an axis transverse to the vehicle's longitudinal direction and are connected behind the bend end to a mounting bracket fixedly mounted to a frame structure of the vehicle, namely the bogie frame, of the rail vehicle ,
  • the bend in the highest point of the respective arm causes a certain elasticity in this point, which is intended to allow the collision bar at the moment of impact of an obstacle against the direction of travel together with the arm slightly springs, thereby touching the sensor and then rebounding to the starting position
  • an additional compression spring is provided between the mounting bracket and the respective arm, which supports the rebound in the starting position.
  • the present invention solves this problem, in particular on the basis of a detection device according to the preamble of claim 1 by the features stated in the characterizing part of claim 1.
  • the present invention is based on the technical teaching that the ease of maintenance of the components for collision detection is increased in a simple manner when the collision unit is held in a predetermined position by fixing means which only when a predeterminable intensity of the collision, in particular a predetermined collision force, is exceeded on the collision element, and release a guided deflection of the collision unit with respect to the mounting bracket.
  • the release of the deflection of the collision unit only above a certain collision intensity also has the advantage that at a later time, for example based on the state of the fixative and / or the position of the collision unit, it can be easily recognized that a collision of certain severity has taken place requires appropriate maintenance.
  • the present invention therefore relates to a detection device for detecting a collision of a vehicle, in particular a rail vehicle, with a collision partner.
  • the detection device comprises a mounting bracket for connecting the detection device to the vehicle, at least one collision unit and at least one sensor device.
  • the collision unit comprises at least one collision element for contacting the collision partner and is mechanically connected to the mounting bracket.
  • the at least one sensor is designed to generate a collision signal due to a relative movement between the collision unit and the mounting bracket.
  • the collision unit is connected via a guide device with the mounting bracket, wherein the collision unit is held by at least one fixing means in a starting position relative to the mounting bracket.
  • the fixing means is designed to prevent the collision unit in the event of a collision in which a predeterminable collision force on the collision element is exceeded, release such that the Kolüsionsaku guided by the guide device from the initial position is deflected.
  • the sensor can basically be designed in any suitable manner.
  • the sensor is designed to generate a first collision signal or a second collision signal different from the first collision signal as a function of a deflection direction of the collision unit from the initial position.
  • a suitable arrangement and / or guidance of the Kolüsionshim hereby it is possible to distinguish different types of collisions that cause deflections of the collision unit in different directions, and accordingly trigger correspondingly different reactions.
  • a collision with an element of a traveled track for example a collision with a track of a traveled track, as occurs when derailment of the vehicle, be detected by a first Kolüsionssignals which is specific to the first deflection or first deflection direction occurring here
  • a collision with an obstacle on the travel path of the vehicle can be detected on the basis of a second collision signal, which is specific to the second deflection or second deflection direction occurring in this case. If the first and second deflection directions are different, the different types of collisions can also be easily distinguished and produce different reactions.
  • the sensor can continue to work according to any suitable operating principle.
  • contact sensors can be used.
  • the sensor operates according to a contactless principle of action.
  • the mounting bracket and the collision unit can basically be connected together in any suitable manner.
  • the collision unit and the mounting bracket engage each other in the region of an overlap, wherein they are connected to one another in the region of the overlap by means of the fixing means. This can be particularly robust configurations.
  • a detection device as described above is preferably used for attachment to a rail vehicle, in particular to a bogie frame of the rail vehicle. In principle, it is also conceivable, such Detecting device not only used in track-bound but also in non-track-bound vehicles.
  • the collision unit comprises at least one arm which connects the collision element via the guide means with the mounting bracket, wherein the arm is held by the fixing means in the starting position relative to the mounting bracket.
  • the guide device can in principle be designed in any suitable manner.
  • it can be designed, for example, in the manner of a linear guide.
  • the guide device is designed in the manner of a hinge connection, since in this way particularly easy-to-manufacture configurations can be achieved, in which, moreover, the deflection described above can be realized in different deflection directions in a simple manner.
  • the arm can basically be designed in any suitable manner.
  • the arm comprises a profile element, in particular a hollow profile element, since hereby the rigidity required for the respective application can be realized in a particularly simple manner.
  • the detection device has two arms spaced transversely to the longitudinal direction, which jointly hold the collision element, for example a collision beam. Both arms are then mechanically connected to the mounting bracket.
  • the mounting bracket can have, as connecting elements for connecting the detection device to the vehicle, in particular flange plates or the like, which are connected to the vehicle, for example by a screw connection, and which has a structure which serves to support the arms, namely the arm support structure explained in more detail below. connected in any suitable manner (for example, welded) are.
  • the said arm support structure is understood in the context of the invention as part of the mounting bracket.
  • the arm support structure may also be configured in any suitable manner.
  • the arm support structure comprises a profile element, in particular a hollow profile element, whereby a particularly simple, robust designed configuration is achieved in this area.
  • the arm is pivotally mounted in the profile element of the arm support structure.
  • the mounting bracket has an arm support structure associated with the arm, with which the arm is pivotally connected via the hinge connection
  • the arm support structure is preferably designed such that it limits a deflection movement of the arm from the starting position, in particular in two opposite pivot directions. This makes it possible in a simple manner to realize different or graded reactions to collisions of different intensities, in particular to oppose collision partners in the course of the collision different sized resistances. In this case, it is also possible to initiate different reactions of the vehicle during the collisions of different points, for example with different deflections of the collision unit.
  • the collision unit for example, the respective arm
  • the mounting bracket possibly said arm support structure of the mounting bracket
  • the collision unit is held over a corresponding portion (for example, the arm) by means of a fixing in its initial position, which fixative at a collision that exceeds a predeterminable intensity can release the corresponding section of the collision unit (for example the arm), it can be ensured that a correspondingly strong collision can not occur unnoticed while the collision unit is held in its initial position in the event of minor collisions.
  • This preferably applies at least for collisions with relatively low compression forces or impact forces, for example for a collision with obstacles weighing up to 5 kg and an impact speed of up to 30 km / h.
  • the obstacle can be removed from the infrastructure in a conventional manner by the collision unit held in its initial position.
  • the fixing means for releasing the collision unit for example deformed defined, for example sheared, whereby the arm, especially in the connection region to the mounting bracket (ie, for example, in the region of the hinge connection) at least initially takes no significant damage.
  • the obstacle can then be eliminated for example by the deflected from its initial position collision unit from the driveway.
  • the fixing means which may be, for example, a bolt-shaped element, in particular a shear pin, can be much easier to replace after a collision than a whole arm or the entirety of mounting bracket and arm.
  • the fixing means may be designed, for example, as a biased by a spring or the like element which engages for fixing in an associated recess and at a predetermined actuating force (for example, via inclined contact surfaces) is released from engagement with the recess, so that the collision unit is released ,
  • the fixing agent can optionally also be reversibly deformable, ie give way temporarily in the event of a collision in order to release the arm, but then again to deform back to the original state (elastic deformation).
  • the fixing agent is preferably made of metal, as it can withstand higher forces in this way.
  • the mounting bracket per arm has an arm support structure, with which the arm is pivotally connected via the hinge connection.
  • This arm support structure is configured to limit the deflection movement of the arm from the home position after it has been released by the fixation means in the event of a collision.
  • the arm is deflected controlled in a collision with a relatively low impact force.
  • the controlled deflection is in turn detected by the sensor and forwarded as an electrical signal, for example, to a control device of the rail vehicle, which then in turn preferably initiates a reaction of the vehicle (for example, braking).
  • the arm support structure is in particular configured such that it can limit the deflection movement of the arm from the starting position in two opposite pivoting directions.
  • the detection device can be used for detecting a derailment of a rail vehicle, in which then the collision element, after the wheels of the rail vehicle have left the rails, comes into contact with the rail top edge and in a compared to a collision with an obstacle on the rails opposite Swivel direction is deflected.
  • the arm support structure ensures that the arm is controlled, and not completely arbitrary, is deflected, whereby a correspondingly accurate and reliable detection of the deflection can be done by the sensor.
  • the sensor may send a corresponding signal to a control device of the rail vehicle, thereby causing a suitable reaction of the vehicle (for example, rapid braking).
  • the said arm support structure is preferably a profile element, in particular a hollow profile element.
  • a hollow profile element for example, have a tubular round or square or a U-shaped cross-section. In principle, for example, a profile element with an L-shaped cross section is conceivable.
  • the arm is then in particular pivotally mounted in the profile element, that is in its interior. The limitation of the pivoting movement takes place in this case by abutment of the arm on the surrounding profile element.
  • the arm may be a profile element, in particular a hollow profile element, which may also have the aforementioned cross-sectional shapes. If the arm is a profile element, then it is fundamentally also conceivable for the arm to be pivotally mounted outside the arm support structure (at this), that is to say at least partially surround the arm support structure. The limitation of the pivoting movement would then take place by abutment of the arm on the lying in its interior, the arm support structure forming profile element.
  • profile elements for arm and / or arm support structure has the advantage that they have a relatively high rigidity at the same time relatively low weight.
  • the arm if it is mounted in a profile element forming the arm support structure, may also consist of solid material instead of a profile element.
  • the arm support structure if it is at least partially inside a trained as a profile element arm, may also consist of solid material.
  • the collision unit for example the arm
  • has a first energy dissipation section for example a first predetermined bending point
  • the mounting support for example the arm support structure
  • has a second energy dissipation section for example a second predetermined bending point
  • a defined buckling point means a defined deformation zone.
  • the predetermined bending point is preferably in the form of a cross-sectional weakening, particularly preferably in the form of a material recess.
  • a cross-sectional weakening is meant a local weakening of the material forming the collision unit (for example the arm) or the mounting bracket (for example the arm support structure), in particular of the profile element. This can be caused for example by a locally changed material structure or a local cross-sectional reduction.
  • a material recess has proven to be particularly suitable to form the defined deformation zone.
  • Such a defined deformation zone or predetermined bending point has the advantage that in the event of a collision which results in a relatively high impact force, the frame structure of the vehicle, in particular the bogie frame of a rail vehicle, is not damaged.
  • the impact energy is not or only slightly forwarded to the vehicle structure by the defined deformation of the Energyverzehrabitess (ie, for example, the arm and / or arm support structure). This protects the vehicle from damage. In the case of a rail vehicle, this also prevents components of the detection device from getting under the wheels of the rail vehicle after a strong collision and causing a derailment.
  • the first and second Energy dissipation sections lie next to one another transversely to the longitudinal direction of the vehicle.
  • the detection device ideally bends in and out at only one point, namely preferably in an area in which the collision unit and the mounting bracket overlap (that is, for example, the arm and the arm support structure).
  • the arm is guided in the arm support structure is).
  • the relevant energy dissipation section (that is to say, for example, the predetermined kink point) is preferably configured such that it responds (eg, deforms or shears off) when a defined second collision force is exceeded which exceeds the defined first collision force at which the fixation means responds a deflection (for example, a bending) of the koilisions.00 the Energyverzehrabitess (ie For example, vertically below the predetermined bending point) lying portion of the detection device leads. Even in this case, however, the collision unit is previously released by the fixing means, whereby the collision unit can be deflected and the sensor can report a collision.
  • the guide device (that is, for example, the articulated connection) defines a pivot axis which runs essentially parallel to the plane of the wheel contact points (thus runs essentially horizontally on a straight planar path).
  • the pivot axis, about which the collision unit (thus, for example, the arm) is pivotable, extends transversely, in particular perpendicular, to the longitudinal direction of the vehicle.
  • the fixing means is a bolt-shaped element, in particular a shear pin, for example a metal pin.
  • an elastic element for example made of rubber is conceivable as a fixative.
  • the fixing means by a receptacle, in particular a bore, both in the arm and in the mounting bracket, in particular the arm support structure, out. After collisions, which cause a response of the fixing but no response of a Energyverzehrabitess (ie, for example, buckling at a predetermined bending point), only a new bolt needs to be used.
  • the fixing means is configured such that it is deformable, in particular shear-off, parallel to the longitudinal direction of the vehicle, that is to say in the direction of impact.
  • the fixing means is a bolt-shaped element, the bolt center axis preferably runs transversely to the longitudinal direction of the vehicle.
  • the senor is a distance sensor, which is preferably configured so that it can detect both an increase in distance and a reduction in distance between a section of the collision unit (for example the arm) and the sensor.
  • the sensor can detect both a collision with an obstacle in the guideway and a derailment and generate a corresponding collision signal (which in the case of derailment, for example, triggers an emergency braking of the vehicle).
  • the sensor may also preferably a change in distance between the arm and the arm support structure, in which case the sensor is attached in particular to the arm support structure.
  • a height adjustment device is provided between the collision element and the mounting bracket.
  • a defined distance between the collision element and the travel path (for example, the rail top edge) in a height direction of the vehicle can be adjusted.
  • the wheel diameter inevitably changes as a result of the wheel wear, in particular in the case of a rail vehicle, as a result of which the distance between the collision element and the travel path (for example the rail upper edge) decreases over time.
  • the height adjustment device is formed by a pair of toothed plates, which is arranged in particular between an arm and the collision element of the collision unit.
  • the present invention further relates to a vehicle, in particular a rail vehicle, having a vehicle structure, wherein a detection device according to the invention is arranged on the vehicle structure.
  • the Kolüsionsaku is arranged for generating different collision signals of the detection device for a first collision with an element of a traveled track, in particular a track of the guideway, and a second collision with an obstacle on the track such that the Collision unit in the first collision and the second collision, starting from an initial position undergoes a deflection in different deflection directions.
  • the detection device is connected to a control device of the vehicle, which triggers different reactions of the vehicle, in particular different braking processes, as a function of different collision signals of the detection device.
  • a control device of the vehicle which triggers different reactions of the vehicle, in particular different braking processes, as a function of different collision signals of the detection device.
  • the vehicle according to the invention in the case of the design as a rail vehicle, preferably has an arm support structure and a bogie frame with a detection device according to the invention mounted on bogie frames.
  • the collision element for example a collision bar
  • the collision element is preferably arranged at least in sections in the longitudinal direction of the vehicle (impact direction) in front of the wheels and vertically above the driving lane (in the case of non-lane-bound vehicles) or vertically above the rails (in the case of lane-bound vehicles).
  • the distance between the collision element and the plane of the wheel contact points is preferably between 50 mm and 150 mm, preferably between 70 mm and 130 mm, particularly preferably between 80 mm and 120 mm.
  • the detection device has at least one energy dissipation section, in particular at least one predetermined kink point.
  • the at least one energy dissipation section defines a center of pivotal movement of the collision unit that occurs in the event of a collision-induced plastic deformation of the at least one energy dissipation section.
  • a distance (a) between the center and a nearest impeller of the vehicle is greater than a distance (b) between the center and a point of the collision element farthest from the center in a plane of pivotal movement.
  • an arm and / or an arm support structure of the detection device therefore has a predetermined bending point.
  • the distance between the center of the respective predetermined bending point and the nearest wheel is greater as the distance between the center of the predetermined buckling point and the point of the collision element (in the plane of the movement which occurs when the predetermined bending point responds).
  • the present invention further relates to a method for operating a vehicle, in particular a rail vehicle, by means of a detection device according to the invention in the event of a collision of the collision unit with a collision partner, in which a predetermined collision force on the collision element (4) is exceeded, by a deflection of the Collision unit from the initial position, a collision signal is generated, the collision signal is processed in a control device of the vehicle and the control device triggers a collision reaction of the vehicle.
  • the advantages and variants described above in connection with the detection device according to the invention or the vehicle according to the invention can be realized to the same extent, so that reference is made in this respect to the above statements.
  • the collision response of the vehicle includes an output of a collision message.
  • This collision message can be issued, for example (visually and / or acoustically) to the vehicle driver, who can then initiate appropriate measures.
  • the collision response may include the output of control signals for any components of the vehicle. These may be arbitrary components, which initiate measures in response to these control signals in order to reduce as far as possible a risk to the vehicle and / or the passengers due to the collision.
  • braking devices, drive devices, energy dissipation devices of the vehicle in particular between individual cars of the vehicle), door devices, passenger information devices, etc. are controlled.
  • at least one brake signal is generated in order to decelerate the vehicle and thus reduce the risk to the vehicle and / or passengers.
  • a derailment detection is caused by a first deflection the collision unit from the initial position in a first deflection direction, which in the course of a first collision of the collision unit with an element of a traveled track (in particular a rail of the travel path), generates a first collision signal.
  • the control device then triggers a first collision reaction, in particular a rapid braking signal, when the first collision signal is present.
  • a second collision signal is generated due to a second deflection of the collision unit from the starting position in a second deflection direction, which takes place in the course of a second collision of the collision unit with an obstacle on a traveled track.
  • the control device then triggers a second collision reaction, in particular a braking signal, when the second collision signal is present.
  • the collision unit is deflected on the collision element from the initial position in the second deflection direction when a predeterminable first collision force is exceeded, a brake signal being triggered in particular.
  • a third deflection of the collision unit takes place.
  • a third collision signal is generated, wherein the control device then triggers a third collision reaction, in particular a rapid deceleration signal, when the third collision signal is present.
  • FIG. 1a shows a perspective view of a preferred embodiment of a detection device according to the invention in the form of a Bruierrs 1.
  • the Bahnschreibr 1 is used for mounting on a rail vehicle in a manner as exemplified in FIG. 5 is shown.
  • the scraper 1 allows detection and removal of obstacles on a track, in particular the rails of a track (which in FIG. 1 is indicated by the Radaufstandsebene or defined by the top rail level 13), as well as the detection of a derailment.
  • FIG. 1b shows a front view of the Bruticianrs 1 from FIG. 1a ).
  • Figure 1c shows a sectional view of the Bruticianrs 1 along the section line AA in FIG. 1b ).
  • Figure 1d shows a plan view of the Bruschreibr 1 according to FIG. 1a ).
  • the Brueckr 1 is provided with a mounting bracket 2, which, like the Figures 1b ) and d), two flange plates as connecting elements 3 for connecting the Brusammlungrs 1 with the vehicle and two with the flange plates 3 (eg., By welding, riveting, screwing or gluing, etc.) connected Armhalte Modell 9 has.
  • the mounting bracket 2 is thus a one-piece component, which with the vehicle via Screw 3.1 is screwed. However, it can also be executed as a multipart component.
  • the track scraper 1 further comprises a collision element in the form of a collision beam 4 of a hollow profile extending between the left and right part of the mounting bracket, that is, between the two arm support structures 9 ( FIG. 1b) and d) ).
  • the collision bar 4 extends transversely to a longitudinal direction L which defines the direction of impact of a possible obstacle and runs parallel to a longitudinal direction of the vehicle or a direction of travel of the vehicle.
  • the collision bar 4 (in the straight, even track) is arranged horizontally and parallel to the plane 13, which is defined by the rail upper edges. It is understood that the collision bar in other variants of the invention can also protrude beyond the two Armhalte Modellen.
  • two arms 5 are provided, which are spaced transversely to the longitudinal direction L and which connect the collision bar 4 mechanically with the mounting bracket 2, to be precise, the two Armhalte Scheme 9 of the mounting bracket 2.
  • the arms 5 and the collision bar 4 together form a collision unit of the web remover 1.
  • a sensor 6 is connected to the mounting bracket 2, in each case in each case with an arm support structure 9, which serves to establish a relative movement between the collision beam 4 (or the arm 5) and the mounting bracket 2 (or the arm support structure 9) ) capture.
  • the sensor 6 may be a distance sensor or a motion sensor. In the present example, the sensor 6 operates without contact. However, it is understood that in other variants of the invention, a contact sensor can be used.
  • Each arm 5 is, in particular the sectional view in FIG. 2 along the section line BB in FIG. 1b ), via a guide device in the form of a hinge connection 7 pivotally connected to the mounting bracket 2, in particular the arm support structure 9, connected.
  • the respective arm 5 is further characterized by a bolt-shaped fixing means 8 in the form of a shear pin made of metal in his in FIG. 2 shown starting position held relative to the mounting bracket 2. Possible deflections from this starting position are in FIG. 3 and will be described in more detail below.
  • the bolt-shaped fixing means 8 is formed by the action of a defined first force, which results from a first collision force or impact force introduced into the collision bar 4, deformable, in this case destructible here by shearing, whereby the arm 5 is released and is deflected from the starting position.
  • the fixing means lies in a horizontal plane (in a straight plane track) which lies vertically below a horizontal plane in which the articulated connection 7 or the articulation axis of the articulated connection 7 runs.
  • the fixing means 8 lies in a horizontal plane which lies vertically above the horizontal plane in which the articulated connection 7 or articulation axis runs.
  • the arm support structure 9, with which the arm 5 is pivotally connected via the hinge connection 7, is configured to control the deflection movement of the arm 5, such as the FIGS. 3a ) and b), in two opposite directions of deflection, namely two opposite pivot directions limited.
  • FIG. 3a schematically illustrates the case that a collision with an acting in the longitudinal direction L on the collision bar 4 impact force F takes place. If the impact force F exceeds the value of a first collision force, the fixing means 8 responds by being deformed or sheared off, whereby the arm 5 is released and deflected in the longitudinal direction L.
  • the arm support structure 9, which like the arm 5 consists of a hollow profile is so stiff that the deflection movement is limited by the arm support structure 9 in the longitudinal direction L, unless a certain level of force is exceeded, as will be described in more detail below.
  • FIG. 3b shows a case in which the deflection movement of the arm 5 in the opposite direction, ie opposite to the longitudinal direction L, takes place and is optionally limited.
  • This case occurs when the rail vehicle derailed and thereby the collision bar 4 on an element of the guideway, namely the in Figure 1c ), which results in an impact force F in the vertical direction orthogonal to the longitudinal direction L, which also exceeds the first collision force, whereby the fixing means 8 responds and the arm 5 releases, so that the arm 5 with the collision bar 4th is pressed against the front end of the arm support structure 9.
  • the arm support structure 9 can be designed and the distance between the hinge connection 7 and rail 13 can be selected so that the arm support structure 9 withstands.
  • a sensor 6 in the form of a distance sensor detects the deflection of the arm 5 relative to the starting position and even recognizes preferably whether it is a reduction in distance (the sensor 6 outputs a first collision signal) or an increase in distance (the sensor 6 outputs a second collision signal).
  • a control device wired and / or wirelessly connected to the sensor can detect a derailment and an increase in distance (second collision signal) on the impact of an obstacle located in the travel path.
  • the control device can then trigger, for example, a reaction, such as a (optical and / or acoustic) output of a collision message and a brake signal to initiate a braking of the vehicle, such as rapid braking when derailing the rail vehicle.
  • a reaction such as a (optical and / or acoustic) output of a collision message and a brake signal to initiate a braking of the vehicle, such as rapid braking when derailing the rail vehicle.
  • a first energy dissipation section in the form of a predetermined kink point 5.1 on the arm 5 or a second energy dissipation section in the form of a predetermined kink point is for this case 9.1 provided on the arm support structure 9.
  • the two predetermined buckling points 5.1 and 9.1 which is each a material recess, transversely to the longitudinal direction L aligned one behind the other, so that the Brueckr 1 from the exceeding of the second collision force in the region of the two predetermined buckling points 5.1 and 9.1 is plastically deformed and accordingly defined yields.
  • the first energy dissipation section 5.1 and the second energy dissipation section 9.1 thus respond when the second collision force is exceeded, as a result of which at least part of the collision energy is absorbed and consequently the loads introduced into the vehicle structure are reduced.
  • FIGS. 4a ) and b) show various adjustment possibilities of a height adjustment device 10, which is provided between the collision bar 4 and the arm 5 or the mounting bracket 2.
  • the height adjustment device 10 is, in particular FIG. 2 illustrated, around a pair of toothed plates 10.1, 10.2, wherein the toothed plate 10.1 is mounted on the arm 5 and the toothed plate 10.2 on the collision bar 4.
  • the distance x between the collision bar 4 and the road surface or rail top 13 can be adjusted.
  • the distance x also corresponds to the distance between the horizontal plane in which the underside of the collision bar 4 lies and the horizontal plane in which the underside of the running surface of the wheels 12 of the vehicle lies ( FIG. 5 ).
  • the nominal value for x is typically 100 mm, measured from the top of the rail (level 13).
  • FIG. 1 shows a part of a vehicle structure 11, here in the form of a bogie frame of a rail vehicle, and a track clearer 1 mounted thereon.
  • the collision beam 4 lies at least in sections in the longitudinal direction L in front of the wheels 12 and vertically above the rail upper edge 13 on which the running surface of the wheels 12 rests.
  • FIG. 5 is clarified that according to the invention is preferred if the distance a between the center 5.11 or 9.11 of the respective predetermined buckling 5.1 or 9.1, which represents one (at least approximately) a center of a pivoting movement of the collision bar 4 in response to the predetermined buckling 5.1 or 9.1 , and the nearest wheel 12 is greater than the distance b between the center 5.11 and 9.11 of the predetermined bending point 5.1 or 9.1 and in the plane of the pivoting movement away from it most point 4.1 of the collision bar 4.
  • the senor 6 is connected to a portion of the mounting bracket 2 lying on the vehicle side of the predetermined buckling points 5.1 or 9.1 such that it is not deflected when the predetermined buckling points 5.1 and 9.1 respond. This makes it possible, via the sensor 6, to detect the response of the predetermined bending points 5.1 and 9.1, respectively, due to the further increase in distance occurring here (beyond the limit value which results when the arm 5 abuts against the arm support structure 9) and output a third collision signal. This third collision signal can then be used, for example, by the control device to trigger further reactions.
  • a service braking possibly with the highest possible braking performance of the service brake but still for the passengers usually easily manageable delay
  • an emergency braking possibly with maximum braking power of the available brake systems and thus maximum possible delay
  • the Brueckr 1 even after the response of the fixing means 8, possibly even after the response of the predetermined buckling 5.1 or 9.1 retains its ability to optionally clear the colliding obstacle on the track aside or to prevent in that the obstacle passes between the wheels 12 and the rails. If necessary, he can lose this function (if any) only with far advanced deformation of the predetermined bending points 5.1 or 9.1. In any case, the Bruschreibr 1 has this clearing function in the event of a collision with smaller obstacles, in which there is still no response of the fixing means 8.
  • FIG. 6 Another preferred embodiment of the detection device 1 according to the invention described.
  • the detection device 1 off FIG. 6 corresponds in its basic design and operation of the detection device 1 from the FIGS. 1 to 5 , so that only the differences should be discussed here.
  • the guide device 7 is designed as a linear guide in the form of a recess (for example, a cylindrical bore) in the mounting bracket 2, in which a firmly (in particular substantially rigidly) connected to the collision member 4 guide pin 5 (for example, a cylindrical pin) slidably mounted is.
  • the latching means have projections arranged on an elastic arm which respectively engage in an associated recess on the collision element 4.
  • the inclined to the direction of the collision force F contact surfaces between the projections of the locking means 8 and the collision element and the stiffness of the elastic arms of the locking means 8 are tuned so that the locking means in turn respond when exceeding the first collision force by a corresponding advance of the collision element. 4 are completely pressed out of the recesses in the collision element 4, whereby the positive connection between the locking means 8 and the collision element 4 is released and this (apart from the between the locking means 8 and the collision element 4 acting frictional force) can move substantially freely until it abuts against the mounting bracket 2.
  • the deflection (here the displacement) of the collision element 4 is detected again via the sensor 6 and transmitted in the form of corresponding collision signals to the control device of the vehicle.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Force Measurement Appropriate To Specific Purposes (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Air Bags (AREA)
EP12177214.9A 2011-07-22 2012-07-20 Détection de collision pour véhicule Withdrawn EP2548783A3 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102011052070A DE102011052070A1 (de) 2011-07-22 2011-07-22 Kollisionserfassung bei einem Fahrzeug

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EP2548783A2 true EP2548783A2 (fr) 2013-01-23
EP2548783A3 EP2548783A3 (fr) 2016-03-02

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EP (1) EP2548783A3 (fr)
DE (1) DE102011052070A1 (fr)
SG (1) SG187359A1 (fr)

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WO2015155420A1 (fr) * 2014-04-07 2015-10-15 Alstom Transport Technologies Dispositif de détection d'obstacle et de déraillement pour un véhicule ferroviaire
AT515578A1 (de) * 2014-03-12 2015-10-15 Siemens Ag Oesterreich Vorrichtung zur Hinderniserkennung bei Schienenfahrzeugen
EP3072750A1 (fr) 2015-03-25 2016-09-28 Bombardier Transportation GmbH Détection de collision pour un véhicule
CN107709132A (zh) * 2015-07-23 2018-02-16 川崎重工业株式会社 铁道车辆的排障装置
FR3056177A1 (fr) * 2016-09-21 2018-03-23 Alstom Transport Technologies Dispositif de detection d'obstacle pour un vehicule ferroviaire
CN108189864A (zh) * 2018-01-22 2018-06-22 中冶赛迪装备有限公司 行车轨面障碍物检测及清除装置
CN109835355A (zh) * 2019-01-31 2019-06-04 浙江众合科技股份有限公司 一种接触式列车障碍物检测装置高度调节机构
CN110254479A (zh) * 2019-06-18 2019-09-20 江苏必得科技股份有限公司 障碍物与脱轨检测装置
CN113479239A (zh) * 2021-06-24 2021-10-08 中车株洲电力机车有限公司 一种轨道车辆及其障碍物检测方法与系统
CN113677566A (zh) * 2019-04-08 2021-11-19 采埃孚公司 用于自动驾驶车辆的低冲击检测
US11193814B2 (en) 2014-03-12 2021-12-07 Siemens Mobility Austria Gmbh Device and method for identifying obstacles for rail vehicles
EP4074574A1 (fr) * 2021-04-12 2022-10-19 Bombardier Transportation GmbH Dispositif de protection des piétons et véhicule doté d'un tel dispositif de protection des piétons
EP4095011A1 (fr) * 2021-05-26 2022-11-30 SNCF Voyageurs Dispositif de protection de capteur pour un matériel roulant ferroviaire moteur
DE102022131912A1 (de) 2022-12-01 2024-06-06 Deutsche Bahn Aktiengesellschaft Verfahren zum betreiben eines schienenfahrzeugs auf einer gleisanlage

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FR3028235B1 (fr) 2014-11-06 2016-12-23 Alstom Transp Tech Vehicule ferroviaire a dispositif d'obstacle integre et procede associe
CN106004927B (zh) * 2016-06-17 2018-03-27 吉林瑞电科技有限公司 轨道车辆障碍物检测装置
DE102016223737B4 (de) * 2016-11-30 2021-04-29 Robert Bosch Gmbh Verfahren zum Erkennen einer Kollision eines Schienenfahrzeugs
CN113799839A (zh) * 2020-06-15 2021-12-17 阿尔斯通运输科技公司 用于轨道车辆的障碍物和脱轨检测装置

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KR100837174B1 (ko) 2007-03-05 2008-06-11 현대로템 주식회사 장애물 감지장치
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Cited By (21)

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Publication number Priority date Publication date Assignee Title
US10286936B2 (en) 2014-03-12 2019-05-14 Siemens Ag Österreich Device for detecting obstacles for rail vehicles
AT515578A1 (de) * 2014-03-12 2015-10-15 Siemens Ag Oesterreich Vorrichtung zur Hinderniserkennung bei Schienenfahrzeugen
AT515578B1 (de) * 2014-03-12 2015-12-15 Siemens Ag Oesterreich Vorrichtung zur Hinderniserkennung bei Schienenfahrzeugen
US11193814B2 (en) 2014-03-12 2021-12-07 Siemens Mobility Austria Gmbh Device and method for identifying obstacles for rail vehicles
KR20170041169A (ko) * 2014-04-07 2017-04-14 알스톰 트랜스포트 테크놀로지스 철도 차량에 대한 장애물 및 탈선 검출 디바이스
WO2015155420A1 (fr) * 2014-04-07 2015-10-15 Alstom Transport Technologies Dispositif de détection d'obstacle et de déraillement pour un véhicule ferroviaire
KR102143677B1 (ko) 2014-04-07 2020-08-11 알스톰 트랜스포트 테크놀로지스 철도 차량에 대한 장애물 및 탈선 검출 디바이스
EP3072750A1 (fr) 2015-03-25 2016-09-28 Bombardier Transportation GmbH Détection de collision pour un véhicule
CN107709132A (zh) * 2015-07-23 2018-02-16 川崎重工业株式会社 铁道车辆的排障装置
EP3299248A1 (fr) * 2016-09-21 2018-03-28 ALSTOM Transport Technologies Dispositif de détection d'obstacle pour un véhicule ferroviaire
FR3056177A1 (fr) * 2016-09-21 2018-03-23 Alstom Transport Technologies Dispositif de detection d'obstacle pour un vehicule ferroviaire
CN108189864A (zh) * 2018-01-22 2018-06-22 中冶赛迪装备有限公司 行车轨面障碍物检测及清除装置
CN108189864B (zh) * 2018-01-22 2024-05-28 中冶赛迪装备有限公司 行车轨面障碍物检测及清除装置
CN109835355A (zh) * 2019-01-31 2019-06-04 浙江众合科技股份有限公司 一种接触式列车障碍物检测装置高度调节机构
CN113677566A (zh) * 2019-04-08 2021-11-19 采埃孚公司 用于自动驾驶车辆的低冲击检测
CN110254479A (zh) * 2019-06-18 2019-09-20 江苏必得科技股份有限公司 障碍物与脱轨检测装置
EP4074574A1 (fr) * 2021-04-12 2022-10-19 Bombardier Transportation GmbH Dispositif de protection des piétons et véhicule doté d'un tel dispositif de protection des piétons
EP4095011A1 (fr) * 2021-05-26 2022-11-30 SNCF Voyageurs Dispositif de protection de capteur pour un matériel roulant ferroviaire moteur
FR3123290A1 (fr) * 2021-05-26 2022-12-02 SNCF Voyageurs Dispositif de protection de capteur pour un matériel roulant ferroviaire moteur
CN113479239A (zh) * 2021-06-24 2021-10-08 中车株洲电力机车有限公司 一种轨道车辆及其障碍物检测方法与系统
DE102022131912A1 (de) 2022-12-01 2024-06-06 Deutsche Bahn Aktiengesellschaft Verfahren zum betreiben eines schienenfahrzeugs auf einer gleisanlage

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Publication number Publication date
DE102011052070A1 (de) 2013-01-24
EP2548783A3 (fr) 2016-03-02
SG187359A1 (en) 2013-02-28

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