EP2551170B1 - Véhicule ferroviaire équipé d'un dispositif d'amortissement avec des moyens de protection contre l'escalade - Google Patents

Véhicule ferroviaire équipé d'un dispositif d'amortissement avec des moyens de protection contre l'escalade Download PDF

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Publication number
EP2551170B1
EP2551170B1 EP12177812.0A EP12177812A EP2551170B1 EP 2551170 B1 EP2551170 B1 EP 2551170B1 EP 12177812 A EP12177812 A EP 12177812A EP 2551170 B1 EP2551170 B1 EP 2551170B1
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EP
European Patent Office
Prior art keywords
buffer device
impact
protection means
vehicle
rail vehicle
Prior art date
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Active
Application number
EP12177812.0A
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German (de)
English (en)
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EP2551170A1 (fr
Inventor
Matthias Marggraf
Thomas Fecske
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
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Bombardier Transportation GmbH
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Publication date
Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Publication of EP2551170A1 publication Critical patent/EP2551170A1/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G11/00—Buffers
    • B61G11/18—Details
    • 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

Definitions

  • the present invention relates to a rail vehicle with a car body that defines a vehicle longitudinal direction, a vehicle transverse direction and a vehicle height direction, and a buffer device, wherein the buffer device is arranged at a first end of the car body and at least in an activated operating state the first end of the car body in the vehicle longitudinal direction towered over.
  • the buffer device has at least one impact element for an impact partner at an end facing away from the car body in the activated operating state, the buffer device being designed to absorb impacts with the impact partner with a longitudinal displacement of the impact element relative to the car body in the vehicle longitudinal direction.
  • the buffer device has, on a side facing away from the car body in the activated operating state, anti-climbing devices which are designed to interact with complementary anti-climbing devices of the shock partner in the event of a crash, in order to at least prevent mutual sliding between the car body and the push partner in the vehicle height direction and / or the vehicle transverse direction limit.
  • the present invention further relates to such a buffer device, a cover device for such a buffer device and a method for operating a rail vehicle.
  • the crossbars of the anti-climbing devices are therefore usually arranged in the vehicle's longitudinal direction behind the buffer plate on the vehicle, only to develop their effect when the buffer plates or the buffers have already undergone a predetermined longitudinal offset (which is the case with the normal longitudinal offset Operational surges).
  • a predetermined longitudinal offset which is the case with the normal longitudinal offset Operational surges.
  • the height offset may have increased to an order of magnitude of 100 mm to 200 mm when the anti-climbing devices become effective.
  • the height offset is generally determined by the offset of the longitudinal axes of the impact elements of both vehicles in the vehicle height direction. Accordingly, it can happen that only a comparatively small fraction of the crossbars come into engagement with one another, which may no longer be sufficient to prevent further climbing. This is all the more problematic since the tendency to climb is comparatively high with such side buffers with their convex, lubricated buffer plates.
  • the present invention is therefore based on the object of providing a rail vehicle and a buffer device of the type mentioned at the outset which do not, or at least to a lesser extent, bring about the problems mentioned above, and in particular at the free end of the vehicle in the event of a crash in a simple way to avoid excessive height offset between the impact partners.
  • the present invention solves this problem on the basis of a rail vehicle according to the preamble of claim 1 by the features specified in the characterizing part of claim 1. It further solves this problem starting from a buffer device according to the preamble of claim 12 by the features specified in the characterizing part of claim 12.
  • the present invention is based on the technical teaching that in generic vehicles, for example vehicles with side buffers, an excessive height offset between two impact partners, for example two colliding rail vehicles, can be achieved in a simple manner if the impact elements are provided with anti-climbing agents, but at the same time one Provides cover device for the anti-climbing device, which is optionally detachably attached to the buffer device and prevents the effective use of the anti-climbing device at least under a normal shock load which corresponds to a shock load of the buffer device to be expected in normal operation of the rail vehicle.
  • the covering device in such a way that it fails at least partially in the event of an impact load exceeding the normal impact load, and consequently loses its effectiveness, and thus enables the anti-climbing agent to become effective at least partially.
  • the covering device is preferably designed to be quick and easy to detach, so that the equipment or retrofitting of the vehicle advantageously takes only comparatively little time.
  • the invention therefore relates to a rail vehicle with a body that defines a vehicle longitudinal direction, a vehicle transverse direction and a vehicle height direction, and a buffer device.
  • the buffer device is arranged at a first end of the car body and at least in an activated operating state projects beyond the first end of the car body in the longitudinal direction of the vehicle, the buffer device having at least one impact element for an impact partner on an end facing away from the car body in the activated operating state.
  • the buffer device is designed to shock with a shock partner with a longitudinal displacement of the impact element relative to the car body in the Record vehicle longitudinal direction.
  • the buffer device has, on a side facing away from the car body in the activated operating state, anti-climbing devices which are designed to cooperate with complementary anti-climbing devices of the shock partner in the event of a crash, in order at least to allow mutual sliding between the car body and the push partner in the vehicle height direction and / or the vehicle transverse direction to limit.
  • the anti-climbing devices are arranged on the impact element.
  • a cover device is provided for covering the anti-climbing agent, the cover device being connected, in particular detachably, to the buffer device and being designed to prevent the anti-climbing agent from taking effect at least under a normal shock load, the normal shock load being a shock load to be expected in normal operation of the rail vehicle corresponds to the buffer device.
  • the covering device can be designed to fail under an impact load exceeding the normal impact load and to at least partially release the anti-climbing means, so that they can at least partially develop their effect. This is particularly advantageous if, in the event of a crash, the buffer device of coupled cars comes into engagement with one another, since the anti-climbing devices can then at least partially develop their effect despite the covering device and can counteract a mutual climbing of the coupled cars. Likewise, it is of course also advantageous if the covering device was not erroneously removed at the free (leading or trailing) end of the vehicle, since even in the event of a crash, the anti-climbing devices can at least partially develop their effect in spite of the covering device present. Finally, in this case it can even be provided that the covering device is always left over the anti-climbing device, that is to say also at a free end of the vehicle.
  • the defined failure of the covering device when a defined impact load is exceeded can in principle be implemented in any suitable manner.
  • the covering device preferably has at least one predetermined failure point, in particular a predetermined breaking point.
  • the mechanical connection to the covering device does not necessarily have to be realized in the area of the anti-climbing device. If necessary, the covering device can also be fastened over other areas of the buffer device in such a way that it covers the anti-climbing means. Particularly simple designs can be however, usually implement if the connection is made directly in the area of the anti-climbing agent.
  • the releasable mechanical connection between the buffer device, in particular the anti-climbing means of the buffer device, and the cover device can in principle be implemented in any suitable manner.
  • Any fastening means can be used here, which preferably ensure a secure hold during operation and are nevertheless easy to release.
  • screw connections, clamp connections or the like can be used both individually and in any combination. If necessary, well-known securing mechanisms or securing devices can of course be provided for such mechanical connections.
  • a particularly simple and robust mechanical connection is achieved with both variants of the invention, in which at least in sections there is a positive connection between the anti-climbing means and the covering device.
  • elements of the anti-climbing protection that are already present can be used, so that a design that is particularly easy to implement is achieved.
  • the anti-climbing means preferably form at least one depression, while the covering device has at least one projection which, in the assembled state, engages in the at least one depression to fix the covering device to the buffer device. Any fit can be provided between the projection and the boundary walls of the recess. An advantageous intimate connection results in preferred variants of the invention, in which the at least one projection engages in the assembled state to form a press fit into the at least one recess.
  • the dimensions of the depression and the associated protrusion can in principle be chosen as long as an adequate connection is achieved which can withstand the mechanical loads that are to be expected during operation of the vehicle over a sufficiently long period of time.
  • the depression extends in the transverse direction of the vehicle, in particular essentially over the entire dimension of the impact element.
  • the depression in the vehicle height direction can be over 2% to 20% of an impact element height, preferably over 4% to 15% of the impact element height, further preferably 5% to 10% of the impact element height, extend.
  • the projection extends over at least 20%, preferably at least 50%, more preferably at least 90% to 100%, of the depression. In all of these cases, particularly good support of the covering device can be achieved, particularly in the vehicle height direction.
  • the fastening of the covering device can in principle be carried out at any location, in particular separately from the anti-climbing means.
  • the anti-climbing means preferably at least partially integrate the function of fastening the covering device.
  • the anti-climbing means form a plurality of depressions which, in the event of a crash, interact with complementary projections on the impact partner in order to at least limit mutual sliding between the body and the impact partner in the vehicle height direction and / or the vehicle transverse direction while the Cover device has at least one projection which engages in the assembled state in the at least one recess for fixing the cover device to the buffer device.
  • the attachment can be limited to individual parts or areas of the anti-climbing device.
  • the covering device has a number of projections corresponding to the number of depressions in the anti-climbing device, so that in the assembled state a projection of the covering device engages in each recess of the anti-climbing device.
  • the optionally detachable connection between the cover device and the buffer device rail vehicle can in principle be made in any suitable manner.
  • the covering device is preferably connected to the buffer device, in particular to the impact element, via at least one positive connection. Additionally or alternatively, the covering device can be connected to the buffer device, in particular to the impact element, via at least one non-positive connection.
  • the covering device can in principle be constructed from any suitable material or a combination of materials which, at least under loads up to normal impact loads, maintains its structural integrity for a sufficiently high number of load cycles. Any suitable metals can be used in particular.
  • plastics are used in particularly advantageous variants of the invention.
  • this variant has the particular advantage that high-toughness components with corrosion-resistant surfaces can be achieved, which have good sliding properties, which are suitable for operation in the area between two coupled vehicles are important.
  • the variants with defined failure of the covering device in the event of an impact load are particularly easy to implement.
  • the covering device is therefore preferably at least partially constructed from at least one plastic material, the at least one plastic material preferably polyethylene (PE) and / or polypropylene (PP) and / or polyvinyl chloride (PVC) and / or polyoxymethylene (POM) and / or polycarbonate ( PC) and / or polyamide (PA) and / or polyether ether ketone (PEEK) and / or polyphenylene sulfide (PPS) and / or polyether imide (PEI) and / or polyvinylidene fluoride (PVDF) and / or polyurethane (PU).
  • PE polyethylene
  • PP polypropylene
  • PVC polyvinyl chloride
  • POM polyoxymethylene
  • PC polycarbonate
  • PA polyamide
  • PEEK polyether ether ketone
  • PES polyphenylene sulfide
  • PEI polyether imide
  • PVDF polyvinylidene fluoride
  • PU poly
  • the covering device can in principle be designed in any suitable manner, as long as a corresponding covering of the anti-climbing agent is achieved.
  • the covering device is preferably designed as an essentially plate-shaped element, since this allows particularly simple designs to be implemented.
  • the cover device can in principle be designed in any suitable manner on its side facing away from the anti-climbing means, in particular it can have any structured surface.
  • the cover device preferably forms an essentially smooth and / or curved contact surface on its side facing away from the anti-climbing means, in order to allow easy contact sliding between buffer devices between two coupled vehicles.
  • the contact surface of the cover device can be designed in particular in the manner of a buffer surface in accordance with the regulations of the UIC.
  • the present invention further relates to a buffer device for a rail vehicle with a car body, which defines a vehicle longitudinal direction, a vehicle transverse direction and a vehicle height direction, the buffer device being designed to be arranged at a first end of the car body and, at least in an activated operating state, the first end of the car body in the vehicle longitudinal direction.
  • the buffer device has at least one impact element for an impact partner at an end facing away from the car body in the activated operating state on.
  • the buffer device is designed to absorb shocks with a shock partner with a longitudinal displacement of the impact element relative to the car body in the vehicle longitudinal direction.
  • the impact element has, on a side facing away from the car body in the activated operating state, anti-climbing devices which are designed to interact with complementary anti-climbing devices of the shock partner in the event of a crash, in order to at least prevent mutual sliding between the car body and the push partner in the vehicle height direction and / or the vehicle transverse direction limit.
  • a covering device is provided for covering the anti-climbing agent, the covering device, in particular detachably, being connected to the buffer device and designed to prevent the anti-climbing agent from becoming effective.
  • the buffer device according to the invention can, individually or in any combination, have all of the features described above in connection with the rail vehicle according to the invention, with which the variants and advantages described above can be implemented to the same extent, so that reference is made to the above statements in this respect.
  • the present invention further relates to a cover device for anti-climbing agents of a buffer device, which is designed as the cover device of the buffer device according to the invention.
  • the covering device according to the invention individually or in any combination, can have all of the features described above in connection with the rail vehicle according to the invention, with which the variants and advantages described above can be implemented to the same extent, so that reference is made to the above statements in this respect.
  • the covering device preferably comprises an essentially plate-shaped covering element, the covering element on its side facing the anti-climbing means having at least one projection for interacting with the anti-climbing means. Additionally or alternatively, the cover element on its side facing away from the anti-climbing means can form an essentially smooth and / or curved contact surface, which is designed in particular in the manner of a buffer surface in accordance with the regulations of the UIC.
  • the cover element is preferably at least partially constructed from at least one plastic material, the at least one plastic material in particular polyethylene and / or polypropylene (PP) and / or polyvinyl chloride (PVC) and / or polyoxymethylene (POM) and / or polycarbonate (PC) and / or Polyamide (PA) and / or Includes polyether ether ketone (PEEK) and / or polyphenylene sulfide (PPS) and / or polyether imide (PEI) and / or polyvinylidene fluoride (PVDF) and / or polyurethane (PU).
  • PP polyethylene and / or polypropylene
  • PVC polyvinyl chloride
  • POM polyoxymethylene
  • PC polycarbonate
  • PA Polyamide
  • PEEK polyether ether ketone
  • PPS polyphenylene sulfide
  • PEI polyether imide
  • PVDF polyvinylidene fluoride
  • PU polyurethan
  • the present invention further relates to a method for operating a rail vehicle with a car body and a buffer device for receiving shocks with a shock partner, which projects over one end of the car body at least in an activated operating state in a vehicle longitudinal direction, the buffer device on a side facing away from the car body anti-climbing agent having.
  • the rail vehicle is operated in an at least one-side uncoupled operating state with anti-climbing devices of the buffer device exposed for engagement with complementary anti-climbing devices of the shock partner.
  • the rail vehicle is operated with anti-climbing means of the buffer device covered by a covering device.
  • the covering device is designed to prevent the anti-climbing device from becoming effective at least under a normal shock load which corresponds to a shock load to be expected of the buffer device during normal operation of the rail vehicle.
  • the rail vehicle and / or the buffer device and / or the cover device can have all or all of the features described above in connection with the rail vehicle according to the invention or the buffer device according to the invention or the cover device according to the invention.
  • the end of the car body with the buffer device in the at least one-side uncoupled operating state forms an uncoupled end of the rail vehicle, so that the anti-climbing means (as described at the beginning) can take effect immediately and can directly limit the offset between the two impact partners upon contact with the impact partner, possibly even can completely prevent.
  • the end of the car body with the buffer device in the operating state coupled at least on one side faces another car body of the rail vehicle, whereby the configuration described at the outset is achieved that the anti-climbing center! between coupled vehicles and are covered is produced conventional state in which the impact elements of the coupled car can slide against each other under a normal shock load to be expected in normal operation.
  • the vehicle 101 comprises a car body (indicated by the dashed contour 102) which is supported in the region of its two ends in a conventional manner on a chassis in the form of a bogie (not shown).
  • a car body indicated by the dashed contour 102
  • the present invention can also be used in connection with other configurations in which the car body is only supported directly on a chassis.
  • a vehicle coordinate system x, y, z (specified by the wheel contact plane of the bogie), in which the x coordinate denotes the vehicle longitudinal direction, the y coordinate the vehicle transverse direction and the z coordinate the vehicle vertical direction of the rail vehicle 101.
  • a buffer device in the form of side buffers 103 with a longitudinal buffer axis 103.1 is arranged at a front, first end 102.1 of the car body 102 Figure 1 shown activated operating state of the vehicle 101 protrude the first end 102.1 of the body 102 in the vehicle longitudinal direction.
  • an identical buffer device 103 is provided at the rear, second end (not shown) of the car body 102.
  • a buffer device of another design can also be provided.
  • the side buffers 103 are arranged at a predetermined level above the level T of the track section being traveled, whereby (for example depending on the loading of the vehicle, wear of the wheel disks etc.) there may be a certain level difference.
  • the rail vehicle 101 is coupled to a rear end 102.2 of a further rail vehicle 104 in the area of the front first end 102.1 of the car body 102.
  • the further rail vehicle 104 is configured identically to the rail vehicle 101.
  • a different design of the further rail vehicle can also be provided.
  • the page buffers 103 can always be in the unloaded state in the Figure 1 location shown. However, it is also possible that the side buffers 103 can be extended along the longitudinal buffer axes 103.1 to a position further away from the body 102 if the first end 102.1 or the second end 102.2 forms a free end of the respective rail vehicle 101, as shown in FIG Figure 1 is indicated by the dash-dotted contours 105.
  • the side buffers 103 can be retracted to the level of the outer contour of the car body or, if appropriate, even completely behind the outer contour of the car body.
  • the side buffers 103 have at least one plate-shaped impact element 103.2 for an impact partner at one end facing away from the car body 102.
  • other dimensions can also be selected in other variants of the invention.
  • the buffer device 103 is designed in a conventional manner to absorb shocks with a shock partner by longitudinally displacing the impact element 103.2 with respect to the car body 102 along the longitudinal buffer axis 103.1 or the vehicle longitudinal direction.
  • a shock partner is formed by the further vehicle 104.
  • the anti-climber means 106 are realized by a plate-shaped component in the form of an anti-climber plate 106, which is firmly connected to the buffer device 103.
  • the connection (not shown in more detail) between the anti-climbing plate 106 and the buffer device 103 can in principle be designed in any suitable manner, it being possible to use a positive, non-positive, material connection and any combination thereof.
  • the anti-climbing plate can of course also be designed in one piece with the buffer device.
  • the anti-climbing plate 106 conventionally serves to interact with complementary anti-climbing means of the impact partner in order to at least limit mutual sliding between the body and the impact partner in the vehicle height direction and / or the vehicle transverse direction.
  • the anti-climbing plate 106 is designed in the manner of a so-called corrugated plate, which has a plurality of depressions 106.1 (introduced in the vehicle longitudinal direction) which extend in the vehicle transverse direction (y direction).
  • corresponding projections 107.1 on complementary anti-climbing devices 107 of a shock partner engage at least in a part of the depressions 106.1, which (if necessary after a short longitudinal path) in the vehicle height direction (z direction) results in a positive fit results in which one prevents further relative movement between the shock partners in the vehicle height direction.
  • the depressions 106.1 are in the present example in the in the Figure 2 shown cut designed trapezoidal. It goes without saying, however, that the recesses in other variants of the invention can also have any other cutting contour, provided that the mutual interlocking or interlocking is ensured, which leads to the limitation of the height offset between the abutting partners and thus prevents mutual climbing.
  • the depressions 106.1 extend in the vehicle transverse direction over the entire dimension of the impact element 103.2.
  • the depressions in the transverse direction of the vehicle are therefore open, so that the impact partners can slide against one another in the transverse direction of the vehicle.
  • An excessive transverse movement is usually limited by the lateral guidance of the bogies of the impact partners in the track.
  • a corresponding limitation of the relative movement between the impact partners can also be provided, for example by providing lateral boundary walls of the depressions which (if necessary after a short relative movement) also have a corresponding form fit Cause vehicle transverse direction.
  • five depressions 106.1 are provided, the mean dimension of the respective depression 106.1 in the vehicle height direction being approximately 9% of the impact element height HA.
  • a different number of depressions and (additionally or alternatively) other dimensions of the depressions can also be provided.
  • the climbing protection plates 106 of the respective buffer device 103 are each through a preferred embodiment of the covering device 108 according to the invention covered.
  • the vehicles 101, 104 are therefore operated in an operating state coupled at least on one side in the sense of the above statements.
  • the cover device 108 is designed as an essentially plate-shaped cover which has a number of projections 108.1.
  • Each projection 108.1 engages in an associated recess 106.1 in the anti-climbing plate 106.
  • Each projection is provided with a slight oversize compared to the recess 106.1, so that the projection 108.1 (in the correctly assembled state) sits with a slight press fit in the associated recess 106.1.
  • a transition fit and, if appropriate, also a certain play can be provided between the projection and the side walls of the depression.
  • the respective projection 108.1 completely fills the associated depression 106.1 both in the vehicle longitudinal direction and in the vehicle transverse direction.
  • the projection on the cover in the vehicle longitudinal direction and / or in the vehicle transverse direction fills only a part of the associated depression in the anti-climbing plate.
  • the projection preferably extends over at least 20%, preferably at least 50%, further preferably at least 90% of the depression. In all of these cases, good support of the cover 108 can be achieved, particularly in the vehicle height direction.
  • the described design of the projections 108.1 utilizes the already existing recesses 106.1 of the anti-climbing plate 106 in an advantageous manner in the vehicle vertical direction (z direction), while a purely positive connection results in the transverse direction of the vehicle.
  • the cover 108 overlaps the edge region 106.2 of the anti-climbing plate 106 in its upper and lower edge region 108.2, a projection 108.3 engaging in an undercut 106.3 of the anti-climbing plate 106.
  • a positive fit acting in the longitudinal direction of the vehicle between the anti-climbing plate 106 and the cover 108 is realized.
  • the cover 108 is pushed onto the anti-climbing plate 106 in the transverse direction of the vehicle.
  • the edge region 108.2 of the cover and the projection 108.3 in the present example are additionally designed to be elastic, so that a connection is thus realized in the manner of a snap connection.
  • such a snap connection can also be provided at least in sections in the region of the lateral edge regions of the climbing protection plate (extending in the vehicle height direction), so that the cover is also prevented from being released in the transverse direction of the vehicle.
  • the cover can then only be placed on the anti-climbing plate by means of a joining movement in the longitudinal direction of the vehicle.
  • the securing in the transverse direction of the vehicle can be implemented via corresponding other securing means (such as securing screws, securing pins, etc.) acting in the transverse direction of the vehicle, as shown in FIG Figure 2 is indicated by the dashed contour 109.
  • securing means such as securing screws, securing pins, etc.
  • connection between the anti-climbing means and the buffer device can also be realized in any other way in other variants of the invention.
  • positive, non-positive and material connections as well as any combinations thereof can be used.
  • the cover 108 has a number of projections 108.1 corresponding to the number of depressions 106.1, so that each depression 106.1 is therefore filled by a projection 108.1. In this way, a particularly favorable support of the cover 108 on the anti-climbing plate 106 is realized.
  • the cover 108 has on its side 108.4 facing away from the anti-climbing plate 106 an essentially smooth and curved contact surface 108.5 in order to allow the contacting buffer devices 103 to slide easily between the coupled vehicles 101, 104.
  • the contact surface 108.5 of the cover 108 can be designed in the manner of a buffer surface in accordance with the regulations of the UIC.
  • the cover 108 is constructed as an essentially solid component made of a plastic material.
  • this has in particular the advantage that high-tenacity covers 108 with corrosion-resistant surfaces can be achieved.
  • this can be used to implement a cover 108 which has good sliding properties which are important for operation in the area between the two coupled vehicles 101, 104.
  • the plastic material of the cover 108 comprises polyethylene (PE, typically PE-HD).
  • PE polyethylene
  • any other plastics such as, for example, polypropylene (PP), polyvinyl chloride (PVC, typically PVC-H), polyoxymethylene (POM), polycarbonate (PC), polyamide (PA), polyether ether ketone ( PEEK), polyphenylene sulfide (PPS), polyetherimide (PEI), polyvinylidene fluoride (PVDF), polyurethane (PU) etc.
  • reinforcement such as individual fibers, so-called rovings, woven or non-woven fiber fabrics, etc.
  • friction-reducing surface coatings for example made of polytetrafluoroethylene (PTFE) or the like, can be provided on the cover 108.
  • the cover can in principle also be constructed from any other suitable material or a different material combination.
  • metals can also be used here.
  • the material used maintains its structural integrity for a sufficiently high number of load cycles, at least for loads up to a normal shock load to be expected in normal operation of vehicles 101, 104, and has such a high wear resistance that it is suitable for a specifiable (under from an economic point of view, a sufficiently long period of time can endure the operational frictional relative movements (in the vertical and transverse directions) without any significant loss of function.
  • the cover 108 it is thus advantageously possible to cover the anti-climbing plates 106 between coupled vehicles 101, 104 and thus to produce a conventional state in which the impact elements 103.2 of the buffer devices 103 can slide against one another under the normal impact load. But it is also possible to to remove the free end of the vehicle from the covers 108, so that the anti-climbing plates 106 can take effect immediately there and can limit the offset between the two impact partners in a conventional manner immediately upon contact with the impact partner. In this case, the vehicle 101 is therefore operated in an at least one-side uncoupled operating state in the sense of the above statements.
  • the buffer device 203 can replace the buffer device 103 in the vehicle 101.
  • the basic function and basic structure of the buffer device 203 is the same as that of the buffer device 103, so that only the differences will be discussed here.
  • components of the same type can be seen with reference numerals increased by the value 100. Unless otherwise stated below, reference is expressly made to the above statements with regard to the features and properties of these components.
  • the cover device 208 Figure 3 The difference between the buffer device 203 and the buffer device 103 consists only in the design of the cover device 208 Figure 3 can be seen, the cover device is again designed as a substantially plate-shaped cover 208, which, however, has a cavity 208.6 in its interior, which is filled with a fluid 208.7.
  • the cavity 208.6 is designed such that it essentially follows the outer contour of the cover 208, so that the cover 208 on the front side of the anti-climbing plate 106 facing away from the vehicle 101 is only designed as a comparatively thin-walled component.
  • the wall thickness of the wall delimiting the cavity 208.6 208.8 is preferably so thin, depending on the material used, that it (with a certain safety factor, if appropriate, which is preferably chosen between 1.2 and 1.8) can withstand the loads caused by the pressure which is created in the cavity 208.6, when the impact elements 203.2 of the buffer devices 203 of the coupled vehicles 101, 104 collide and slide against one another under the normal impact load.
  • the fluid 208.7 can in principle be any gaseous or liquid medium. It is preferably an essentially incompressible liquid, since this enables behavior to be achieved in normal operation which essentially corresponds to that of a solid cover (such as cover 108).
  • the cover 208 is also designed in such a way that it partially fails when the impact load exceeds the normal impact load, and consequently loses its effectiveness, and thus enables the anti-climbing plate 106 to become effective again at least in part.
  • the defined failure of the cover 208 at the defined impact load can in principle be implemented in any suitable manner.
  • at least one valve device 208.9 can be provided, which is designed as a pressure relief valve and responds at the overpressure in the cavity 208.6 corresponding to the defined surge pressure, so that the fluid 208.7 is pressed out of the cavity 208.6.
  • the cavity 208.6 collapses, so that the projections 107.1 of the anti-climbing agent 107 of the impact partner can then penetrate into the depressions 106.1 of the anti-climbing plate 106.
  • parts of the wall 208.8 of the cover 208 are clamped between the anti-climbing devices 106, 107 which come into engagement with one another.
  • a comparatively small thickness of the wall 208.8 of the cover 208 in this area and / or a corresponding design of the depressions 106.1 can, however, ensure that a sufficiently good positive fit is achieved between the anti-climbing means 106, 107, which sufficiently limits or prevents climbing .
  • the pressure relief valve 208.8 can be implemented in any suitable manner.
  • the response to the excess pressure is realized in that a predetermined failure point provided in the wall 208.8 in the form of a Predetermined breaking point (as in Figure 3 is indicated by the contour 208.10) fails at this load.
  • the predetermined breaking point 208.10 can be placed anywhere.
  • a plurality of predetermined breaking points 208.10 are preferably arranged distributed over the cover 208. It can be provided that the predetermined breaking points 208.10 fail under different loads, so that a favorable escape of the fluid 208.7 from the cavity 208.6 is achieved, which leads to a collapse of the cavity 208.6 with a defined course.
  • the predetermined breaking points 208.10 are (as in Figure 3 indicated) is preferably arranged in the edge region of the cover 208 and in the part 208.11 of the wall 208.8 forming the contact surface 208.5.
  • This design has the advantage that the failure in this part 208.11 of the wall 208.8 reduces the resistance of the wall 208.8 against the penetration of the projections 107.1 into the recesses 106.1.
  • At least one predetermined breaking point 208.10 is therefore preferably arranged in the region of each recess 106.1.
  • any materials can be used for the cover 208.
  • the advantage of using plastics is that, on the one hand, the defined failure of the cover 208 in the event of an impact load can be implemented particularly easily.
  • the resistance to penetration of the projections 107.1 into the depressions 106.1 can advantageously be kept low in a simple manner.
  • the design with the cavity 208.6 collapsing in the event of an overload is particularly advantageous if, in the event of a crash, the buffer devices 203 of coupled carriages 101, 104 come into engagement with one another, since the anti-climbing means 106 can then at least partially develop their effect despite the covering device 208 and a mutual effect Climbing the coupled car 101, 104 can counteract.
  • the covering device 208 has not been erroneously removed from the free (leading or trailing) end of the vehicle 101, since even in the event of a crash, the anti-climbing devices 106 can at least partially develop their effect despite the existing covering device 208.
  • the present invention can be used both in vehicles with side buffers, as described in connection with the exemplary embodiments. However, it can also develop its advantageous effects in vehicles with buffer devices of a different design or arranged elsewhere.
  • the present invention has been described above exclusively with reference to a vehicle for multiple units that run at comparatively high nominal operating speeds. However, it goes without saying that the invention can also be used in connection with other rail vehicles, in particular at lower or even higher nominal operating speeds.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Vibration Dampers (AREA)

Claims (15)

  1. Véhicule ferroviaire avec
    - une caisse de wagon (102) qui définit une direction longitudinale du véhicule, une direction transversale du véhicule et une direction de la hauteur du véhicule, et
    - un dispositif tampon (103; 203), dans lequel
    - le dispositif tampon (103; 203) est disposé à une première extrémité de la caisse de wagon (102) et, au moins dans un état de fonctionnement activé, dépasse de la première extrémité de la caisse de wagon (102) dans la direction longitudinale du véhicule,
    - le dispositif tampon (103; 203), à une extrémité opposée à la caisse de wagon (102) et dans l'état de fonctionnement activé, comprend au moins un élément d'impact (103.2; 203.2) pour un partenaire d'impact,
    - le dispositif tampon (103; 203) est conçu pour absorber les chocs avec le partenaire d'impact en déplaçant longitudinalement l'élément d'impact (103.2; 203.2) par rapport à la caisse de wagon (102) dans la direction longitudinale du véhicule, et
    - le dispositif tampon (103; 203), à un côté opposé à la caisse de wagon (102) et dans l'état de fonctionnement activé, comprend des moyens anti-escalade (106) conçus pour coopérer en cas de crash avec des moyens anti-escalade complémentaires (107) du partenaire d'impact afin de limiter au moins le glissement mutuel entre la caisse de wagon (102) et le partenaire d'impact dans le sens de la hauteur du véhicule et/ou dans le sens transversal du véhicule,
    - les moyens anti-escalade (106) sont disposés sur l'élément d'impact (103.2) et caractérisé en ce que
    - un dispositif de couverture (108; 208) est prévu pour couvrir les moyens anti-escalade (100),
    - le dispositif de couverture (108; 208), en particulier de manière amovible, étant connecté au dispositif tampon (103; 203) et
    - le dispositif de couverture (108; 208) étant conçu pour empêcher la prise en effet des moyens anti-escalade (106) au moins sous une charge de choc normale,
    - la charge de choc normale correspondant à une charge de choc du dispositif tampon (103; 203) à prévoir pendant le fonctionnement normal du véhicule ferroviaire.
  2. Véhicule ferroviaire selon la revendication 1, caractérisé en ce que
    - le dispositif de couverture (208) est conçu pour se rompre sous une charge d'impact supérieure à la charge d'impact normale et libérer au moins partiellement le dispositif anti-escalade (106),
    - le dispositif de couverture (208) a au moins un point de rupture cible (208.10), notamment un endroit de rupture prédéterminé.
  3. Véhicule ferroviaire selon la revendication 1 ou 2, caractérisé en ce que
    - les moyens anti-escalade (106) forment au moins un évidement (106.1) et
    - le dispositif de couverture (108; 208) présente au moins une saillie (108.1; 208.1) qui, à l'état assemblé, pour fixer le dispositif de couverture (108; 208) sur le dispositif tampon (103; 203) s'engage dans l'au moins un évidement (106.1), dans lequel
    - l'au moins une saillie (108.1; 208.1), dans l'état assemblé, en particulier intervient avec un couplement serré dans l'au moins un évidement (106.1).
  4. Véhicule ferroviaire selon la revendication 3, caractérisé en ce que
    - la dépression (106.1) s'étend dans la direction transversale du véhicule, en particulier essentiellement sur toute la dimension de l'élément d'impact (103.2; 203.2),
    et/ou
    - la dépression (106.1) s'étend dans la direction de la hauteur du véhicule sur 2% à 20% d'une hauteur d'élément d'impact, de préférence sur plus de 4% à 15% de la hauteur d'élément d'impact, de préférence encore sur 5% à 10% de la hauteur d'élément d'impact.
  5. Véhicule ferroviaire selon la revendication 3 ou 4, caractérisé en ce que la saillie (108,1; 208,1) s'étend sur au moins 20%, de préférence sur au moins 50%, de préférence encore sur au moins 90% à 100%, de la dépression (106,1).
  6. Véhicule ferroviaire selon l'une des revendications précédentes, caractérisé en ce que
    - les moyens anti-escalade (106) forment une pluralité de dépressions (106.1) qui, en cas de crash, interagissent avec des saillies complémentaires (107.1) sur le partenaire d'impact afin d'au moins limiter un glissement mutuel entre la caisse de wagon (102) et le partenaire d'impact dans la direction de la hauteur du véhicule et/ou dans la direction transversale du véhicule, et
    - le dispositif de couverture (108; 208) présente au moins une saillie (108.1; 208.1) qui, à l'état assemblé, s'engage dans l'au moins un évidement (106.1) pour fixer le dispositif de couverture (108; 208) sur le dispositif tampon (103; 203).
  7. Véhicule ferroviaire selon la revendication 6, caractérisé en ce que le dispositif de couverture (108; 208) notamment présente un nombre de saillies (108.1; 208.1) correspondant au nombre des évidements (106.1) du dispositif anti-escalade (106), de sorte que, à l'état assemblé, une saillie (108.1; 208.1) du dispositif de couverture (108; 208) s'engage dans chaque évidement (106.1) du dispositif anti-escalade (106).
  8. Véhicule ferroviaire selon l'une des revendications précédentes, caractérisé en ce que
    - le dispositif de couverture (108; 208) est relié au dispositif tampon (103; 203), en particulier à l'élément d'impact (103.2; 203.2), via au moins une connexion positive
    et/ou
    - le dispositif de couverture (108; 208) est connecté au dispositif tampon (103; 203), en particulier, à l'élément d'impact (103.2; 203.2), via au moins une connexion non positive.
  9. Véhicule ferroviaire selon l'une des revendications précédentes, caractérisé en ce que
    - le dispositif de couverture (108; 208) est au moins partiellement construit en au moins une matière plastique, dans lequel
    - l'au moins une matière plastique, en particulier comprend du polyéthylène (PE) et/ou du polypropylène (PP) et/ou du chlorure de polyvinyle (PVC) et/ou polyoxyméthylène (POM) et/ou polycarbonate (PC) et/ou polyamide (PA) et/ou polyéther éther cétone (PEEK) et/ou polyphénylène sulfure (PPS) et/ou polyétherimide (PEI) et/ou fluorure de polyvinylidène (PVDF) et/ou polyuréthane (PU).
  10. Véhicule ferroviaire selon l'une des revendications précédentes, caractérisé en ce que le dispositif de couverture (108; 208) est conçu comme un élément essentiellement en forme de plaque.
  11. Véhicule ferroviaire selon l'une des revendications précédentes, caractérisé en ce que le dispositif de couverture (108; 208) forme sur son côté opposé aux moyens anti-escalade (106) une surface de contact essentiellement lisse et/ou courbée (108.4; 208.4), notamment à la manière d'une surface tampon selon les règlements de l'UIC.
  12. Dispositif tampon pour un véhicule ferroviaire avec une caisse de wagon, qui définit une direction longitudinale du véhicule, une direction transversale du véhicule et une direction de la hauteur du véhicule, dans lequel
    - le dispositif tampon (103; 203) est conçu pour être disposé à une première extrémité de la caisse de wagon et, au moins dans un état de fonctionnement activé, dépasser la première extrémité de la caisse de wagon dans la direction longitudinale du véhicule,
    - le dispositif tampon (103; 203) comporte au moins un élément d'impact (103.2; 203.2) pour un partenaire d'impact à une extrémité opposée à la caisse de wagon dans l'état de fonctionnement activé,
    - le dispositif tampon (103; 203), à un côté opposé à la caisse de wagon (102) et dans l'état de fonctionnement activé, comprend des moyens anti-escalade (106) conçus pour coopérer en cas de crash avec des moyens anti-escalade complémentaires (107) du partenaire d'impact afin de limiter au moins le glissement mutuel entre la caisse de wagon (102) et le partenaire d'impact dans le sens de la hauteur du véhicule et/ou dans le sens transversal du véhicule,
    - les moyens anti-escalade (106) sont disposés sur l'élément d'impact (103.2) et caractérisé en ce que
    - un dispositif de couverture (108; 208) est prévu pour couvrir les moyens anti-escalade (100),
    - le dispositif de couverture (108; 208), en particulier de manière amovible, étant connecté au dispositif tampon (103; 203) et
    - le dispositif de couverture (108; 208) étant conçu pour empêcher la prise en effet des moyens anti-escalade (106) au moins sous une charge de choc normale,
    - la charge de choc normale correspondant à une charge de choc du dispositif tampon (103; 203) à prévoir pendant le fonctionnement normal du véhicule ferroviaire.
  13. Dispositif de couverture pour les moyens anti-escalade (106) d'un dispositif tampon (103; 203) selon la revendication 12, caractérisé en ce que
    - le dispositif de couverture (108; 208) est conçu pour être connecté, en particulier de manière amovible, au dispositif tampon (103; 203) et
    - le dispositif de couverture (108; 208) est conçu pour empêcher la prise en effet des moyens anti-escalade (106) au moins sous une charge de choc normale, la charge de choc normale correspondant à une charge de choc du dispositif tampon (103; 203) à prévoir pendant le fonctionnement normal du véhicule ferroviaire,
    - le dispositif de couverture (108; 208) présente au moins une saillie (108.1; 208.1) qui est conçu pour fixer, à l'état assemblé, le dispositif de couverture (108; 208) sur le dispositif tampon (103; 203) en s'engageant dans au moins un évidement (106.1) des moyens anti-escalade (106),
    dans lequel
    - en particulier un élément de couverture essentiellement en forme de plaque (108; 208) est prévu,
    - l'élément de couverture (108; 208) sur son côté faisant face aux moyens anti-escalade (106), en particulier, ayant au moins une saillie (108.1; 208.1) pour interagir avec le moyen anti-escalade (106)
    et/ou
    - l'élément de couverture (108; 208), sur son côté opposé aux moyens anti-escalade (106), notamment forme une surface de contact essentiellement lisse et/ou courbée (108.4; 208.4), qui est conçue notamment à la manière d'une surface tampon selon les règlements de l'UIC.
  14. Dispositif de couverture selon la revendication 13, caractérisé en ce que
    - l'élément de couverture (108; 208) est au moins partiellement construit à partir d'au moins une matière plastique, dans lequel
    - l'au moins une matière plastique en particulier du polyéthylène et/ou du polypropylène (PP) et/ou du chlorure de polyvinyle (PVC) et/ou Polyoxyméthylène (POM) et/ou polycarbonate (PC) et/ou polyamide (PA) et/ou polyéther éther cétone (PEEK) et/ou polyphénylène sulfure (PPS) et/ou polyéther imide (PEI) et/ou polyvinylidène fluorure (PVDF) et/ou polyuréthane (PU) est.
  15. Procédé pour opérer un véhicule ferroviaire, en particulier un véhicule ferroviaire selon l'une des revendications 1 à 11, avec une caisse de wagon (102) et un dispositif tampon (103; 203) pour recevoir des chocs avec un partenaire d'impact, dont une extrémité fait saillie de la caisse de wagon (102) au moins dans l'état de fonctionnement activé dans la direction longitudinale du véhicule, le dispositif tampon (103; 203) ayant des moyens anti-escalade (106) sur un côté opposé à la caisse de wagon (102), dans lequel
    - le véhicule ferroviaire, dans un état de fonctionnement découplé sur au moins un côté, est opéré avec les moyens anti-escalade (106) du dispositif tampon (103; 203) exposés pour un engagement avec des moyens anti-escalade complémentaires (107) du partenaire d'impact,
    caractérisé en ce que
    - le véhicule ferroviaire, dans un état de fonctionnement découplé sur au moins un côté, est opéré avec les moyens anti-escalade (106) du dispositif tampon (103; 203) recouverts par un dispositif de couverture (108; 208), le dispositif de couverture (108; 208) étant conçu pour empêcher la prise en effet des moyens anti-escalade (106) au moins sous une charge de choc normale, la charge de choc normale correspondant à une charge de choc du dispositif tampon (103; 203) à prévoir pendant le fonctionnement normal du véhicule ferroviaire, dans lequel
    - l'extrémité de la caisse de wagon (102) avec le dispositif tampon, dans l'état de fonctionnement découplé, forme en particulier une extrémité non couplée du véhicule ferroviaire et l'extrémité de la caisse de wagon (102) avec le dispositif tampon, dans l'état de fonctionnement couplé au moins sur un côté, face en particulier à une autre caisse de wagon du véhicule ferroviaire.
EP12177812.0A 2011-07-26 2012-07-25 Véhicule ferroviaire équipé d'un dispositif d'amortissement avec des moyens de protection contre l'escalade Active EP2551170B1 (fr)

Applications Claiming Priority (1)

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DE102011108406A DE102011108406A1 (de) 2011-07-26 2011-07-26 Schienenfahrzeug mit einer Puffereinrichtung mit Aufkletterschutzmitteln

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CN112798292B (zh) * 2019-11-14 2023-04-18 中车长春轨道客车股份有限公司 一种平衡轴式碰撞台车
CN113799842B (zh) * 2021-10-20 2023-03-28 中车青岛四方机车车辆股份有限公司 轨道列车智能防爬系统、控制方法及轨道列车

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DE1744047U (de) * 1957-02-27 1957-05-02 Bergische Stahl Ind K G Pufferschuh.
DE19828458A1 (de) * 1998-06-26 1999-12-30 Fischer Georg Verkehrstechnik Schienenfahrzeug
EP1283144B1 (fr) * 2001-08-10 2005-06-08 Schwab Verkehrstechnik AG Tampon pour véhicules ferroviaires
DE20117536U1 (de) 2001-10-26 2002-01-10 Siemens Duewag Gmbh Kletterschutzvorrichtung für Schienenfahrzeuge mit Seitenpuffern
DE202006014402U1 (de) * 2006-09-15 2006-11-30 Fahrzeugtechnik Dessau Ag Railroad Technologies Schienenfahrzeug mit Crashausrüstung
DE102007005421A1 (de) 2007-01-30 2008-08-07 Bombardier Transportation Gmbh Stoßenergieverzehrelement für ein Fahrzeug
DE102008059913B4 (de) * 2008-12-02 2015-12-17 Bombardier Transportation Gmbh Stoßeinrichtung für ein Schienenfahrzeug und Schienenfahrzeug

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