EP2694347B1 - Schienenfahrzeug mit angesetzter verformungszone - Google Patents

Schienenfahrzeug mit angesetzter verformungszone Download PDF

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Publication number
EP2694347B1
EP2694347B1 EP12713652.1A EP12713652A EP2694347B1 EP 2694347 B1 EP2694347 B1 EP 2694347B1 EP 12713652 A EP12713652 A EP 12713652A EP 2694347 B1 EP2694347 B1 EP 2694347B1
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EP
European Patent Office
Prior art keywords
deformation
rail vehicle
cross member
deformation zone
eqt
Prior art date
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Active
Application number
EP12713652.1A
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German (de)
English (en)
French (fr)
Other versions
EP2694347A1 (de
Inventor
Philipp HEINZL
Richard Graf
Markus Seitzberger
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.)
Siemens AG Oesterreich
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Siemens AG Oesterreich
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
    • B61D15/06—Buffer cars; Arrangements or construction of railway vehicles for protecting them in case of collisions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/06—End walls

Definitions

  • the invention relates to a rail vehicle with an attached deformation zone.
  • Approval standards for rail vehicles require, among other things, the proof of certain strength values of the car body. These standards require, for example, proof that the rail vehicle can withstand a certain longitudinal force (clutch pressure, buffer pressure, pressure on end cross member) without damage.
  • clutch pressure a certain longitudinal force
  • the standard UIC-566 which is valid for Europe, requires a proven clutch pressure of 2000kN, while the US standard requires 3558kN (800kip).
  • it is very often required, in order to increase the passive safety of passengers, to ensure optimized deformation behavior in the event of a collision.
  • the survival spaces in the vehicle must not be deformed too much to the injury probability for the Persons in the vehicle, especially for the driver at the beginning of the train to reduce. This is particularly important for trains with Schublokomotiven or trainsets.
  • rail vehicles can be easily dimensioned for specific coupling or end cross member pressures.
  • crash modules for receiving the deformation energy.
  • crash elements designed especially for energy reduction should be plastically deformed specifically in collisions with geometrically incompatible accident opponents, together with the rigid underframe construction.
  • geometrically incompatible collision opponents are considered, in which an impact occurs at not intended for the case of collision bodies. For example, in a vertically upwardly offset to the undercarriage impact, as it may occur in a collision of a passenger car with a locomotive or a freight car. This is only very inadequately possible with the solutions according to the prior art.
  • a rail vehicle according to the features of the preamble of claim 1 is known, for example US 5 579 699 A , Similar structures are also known US 2007/261591 A1 and EP 1 215 098 ,
  • the invention is therefore an object of the invention to provide a rail vehicle with attached deformation zone, which on the one hand can withstand very high axial compressive forces, on the other hand has a good deformation behavior in accidents especially with geometrically incompatible opponents and is particularly intended for the formation of vertical car ends.
  • a rail vehicle with an applied deformation zone which comprises at least one end cross member provided in an end region and substantially vertically arranged corner posts extending from the end cross member, and wherein a deformation zone is provided on the front side, which is parallel to the end cross member in FIG and wherein between the end cross member and the front cross member, the at least one force transmission element is arranged, which transmits longitudinal pressure forces between the end cross member and the front cross member to a certain value plastically deformation-free and collapses at this specific value is exceeded or failed ,
  • An advantageous development of the rail vehicle according to the invention comprises inclined columns, which are arranged between the front cross member and a corner pillar and which transmit the vertical forces acting on the front cross member and introduce it into the vehicle structure.
  • a further development of the invention provides to arrange at least one deformation element in the deformation zone so that it does not participate in the transmission of operating loads, but comes into effect in a collision after the collapse or failure of the force transmission element and at least partially dissipates the kinetic energy of the collision.
  • the advantage can be achieved to realize a rail vehicle which is able to safely withstand certain longitudinal forces (clutch pressure, buffer pressure, end cross member pressure), on the other hand has an energy dissipating deformation behavior, which reduces the forces acting on the passengers forces in a collision.
  • the power transmission element and optionally the diagonal columns of the deformation zone according to the invention are to be designed so that they have sufficient strength to be able to transmit all operating and testing forces safely between the front cross member and the end cross member or corner posts.
  • the essential characteristic of the power transmission element is that it is dimensioned such that, once the failure load is exceeded, this power transmission element collapses or fails such that it no longer provides substantial resistance to further deformation.
  • the force transmission element it is advisable to design the force transmission element by a substantially X-shaped arrangement of plates, wherein the force is applied via respective opposite sides of this X-shaped plate assembly. It is essential that the line of intersection of the plates is arranged transversely to the direction of force, since such a secure buckling of the plates takes place. By contrast, the arrangement of the cutting line in the direction of force would lead to a component whose force-displacement diagram has a very high level of force during plastic deformation over the entire deformation path and can not be used as a force transmission element for the subject invention.
  • An embodiment of the power transmission element provides to carry out the individual plates, which form the substantially X-shaped force transmission element, each having a different thickness.
  • the advantage can be achieved, the failure load and the direction of buckling to be able to set the plates exactly.
  • Such an arrangement can be well designed with computer assisted simulation in terms of its strength (failure load) as well as its plastic deformation behavior.
  • the force transmission element as a combined power transmission and energy absorption element, which dissipates energy after deformation by exceeding a defined failure load.
  • tubular crash elements which bump progressively when a peak force is exceeded, form-fitting held strength-giving components, which are machined on exceeding a release force by the positive fit and tubular crash elements, which after exceeding a triggering force widened, narrowed or peeled off.
  • a deformation zone whose strength design for static loads and crashworthiness interpretation for accident loads (with large plastic deformations) practically and essentially separated feasible and which also for collisions with geometrically incompatible accident opponents and in particular is suitable for vehicles with vertical car ends with door opening.
  • a deformation zone according to the invention can in principle be provided on all common rail vehicle types. In particular locomotives and freight cars are regarded as geometrically incompatible accident opponents.
  • deformation element As a deformation element all common deformation elements can be used, in particular those of tubular profiles. Similarly, deformation elements of an aluminum honeycomb construction or a metal foam can be used.
  • the present invention is particularly well suited for rail vehicles which are to be approved in the US, since the relevant standards provide the introduction of beaulibils mechanism on the end crossmember and thus can not be provided at the end of the car deformation elements, as they can not withstand the test forces.
  • Fig.1 shows by way of example and schematically a rail vehicle with vertical end of the car according to the prior art in a side view. It is a vehicle end of one Rail vehicle shown, which has at its end an end cross member EQT.
  • this end cross member EQT attack the longitudinal forces, this end cross member EQT is dimensioned accordingly and optionally equipped with fasteners for receiving buffers, couplings, etc ..
  • corner posts ES Perpendicular to this end cross member EQT corner posts ES are provided, which extend from the end cross member EQT to the roof of the rail vehicle.
  • the panel V serves essentially conventional protection and design purposes and has no relevant in a collision strength.
  • a rail vehicle according to Fig.1 has no significant energy-dissipating properties, with a collision high forces act on the passengers.
  • Fig.2 shows by way of example and schematically a rail vehicle with attached deformation zone in a side view.
  • the deformation zone VZ is mounted on the rail side of the rail vehicle and comprises a power transmission element KUE, which is arranged between an end cross member EQT and a front cross member FQT, wherein the front cross member FQT is arranged parallel to the end cross member EQT in the direction of the end of the car. Furthermore, oblique columns SS are provided, which connect the front cross member with a corner column ES.
  • Verfomungszone VZ front cross member FQT, power transmission element KUE and inclined column SS
  • These components of the Verfomungszone VZ front cross member FQT, power transmission element KUE and inclined column SS
  • An inclined column SS can also comprise vertical sections.
  • the load transmission element KUE has a force-displacement diagram under load as in Figure 7 shown on.
  • the deformation zone VZ includes deformation elements VE, which are arranged on the end sides of the corner pillars ES and which under load a force-displacement diagram as exemplified in Figure 6 have shown, so are suitable for energy dissipation in the plastic deformation case.
  • deformation elements VE are arranged so that they do not participate in the transmission of static loads and only come into effect after the collapse or failure of the power transmission element KUE. Furthermore, the deformation elements VE come into effect in the event of a collision with a geometrically incompatible collision opponent.
  • Figure 3 shows by way of example and schematically a rail vehicle with attached deformation zone in a plan view with a force transmission element. It is the rail vehicle Fig.2 shown.
  • four vertically arranged, connected to the end cross member EQT columns are provided. Two of these four columns, the corner pillars ES are arranged on the carriage outside of the end cross member EQT, two other columns, the collision columns KS are spaced from the corner pillars ES in the direction of the center of the car.
  • the oblique columns SS extend between the front cross member FQT and in each case a collision column KS.
  • Such a construction corresponds to the type of vehicle often desired in the USA, a central passage between the two helical columns SS is easy to realiseren.
  • the space is suitable behind the Enquereaux EQT, in particular between a corner pillar ES and a Collision column KS good for the arrangement of a collision protected driver's station.
  • the panel V can form oblique, rounded or vertical vehicle ends.
  • Figure 4 shows by way of example and schematically a force transmission element in side view.
  • a power transmission element KUE which connects an end cross member EQT with a front cross member FQT.
  • This power transmission element KUE has a force - distance relationship as it is in Figure 7 is shown.
  • Figure 5 shows by way of example and schematically a rail vehicle with attached deformation zone and inner deformation element in a side view.
  • An inner deformation element IVE is arranged centrally of the wagon of an end cross member and supports the advantageous deformation behavior of a rail vehicle according to the invention.
  • This inner deformation element IVE is dimensioned so that it comes into effect only after the failure of the power transmission element KUE and after the consumption of the deformation element VE.
  • the inner deformation element IVE improves the deformation behavior of the rail vehicle in collisions with geometrically incompatible Kollogengegnern, especially in the collision with flat freight cars, in which the deformation elements VE are deformed in late cases only late or not at all.
  • Figure 6 shows by way of example and schematically an idealized force - displacement diagram of a deformation element. It is an idealized force - displacement diagram of a typical deformation element VE during plastic deformation.
  • the horizontal axis represents the deformation path x
  • the vertical axis represents the force F acting on the deformation element VE.
  • the course of the force F shows a strongly rising section and a horizontal section following further deformation.
  • the area of this horizontal section, in which a further deformation x occurs at constant force F, represents the area essential for the energy dissipation. If the constructive predetermined maximum deformation is used up, the deformation element VE thus completely compressed, a very steep increase in force occurs and Deformation element VE has no significant energy-dissipating effect more.
  • Figure 7 shows by way of example and schematically an idealized force - displacement diagram of a force transmission element. It is a force-displacement diagram of a typical force transmission element KUE during plastic deformation or Instability presented.
  • the horizontal axis represents the deformation path x
  • the vertical axis represents the force F acting on the force transmission element KUE.
  • force - path diagram of a deformation element VE shows the force-displacement curve of a force transmission element KUE after a steep increase in force at the beginning of deformation up to a maximum value of the force F no subsequent horizontal force curve.
  • Figure 8 shows a collision computer simulation in side view, level 1 - undeformed.
  • Figure 9 shows a collision computer simulation in side view, stage 2 - first deformations.
  • the panel V provides no appreciable resistance to deformation and is already destroyed in this small deformation path.
  • the oblique columns SS are partially straightened by the introduction of force at the point of contact with the locomotive L, the deformation elements VE show first deformations and dissipate the deformation energy.
  • the power transmission elements KUE are still dimensionally stable.
  • Figure 10 shows a collision computer simulation in side view, level 3 - severe fouling.
  • the oblique columns SS are straightened and the underlying deformation elements VE are almost compressed.
  • the force transmission elements KUE are already collapsed, showing first deformations of the corner columns ES.
  • Figure 11 shows a collision computer simulation in side view, level 4 - very strong deformations.
  • the deformation elements VE are completely consumed, it forms strong deformation of the corner columns ES.
  • Figure 12 shows a collision computer simulation in side view, level 5 - extreme deformations. In this stage, the corner columns are bent strongly towards the car interior, the inner deformation element has responded and is consumed.
  • Figure 13 shows a collision computer simulation in an oblique view, stage 1 - undeformed. It's the scenario Figure 8 shown in an oblique view and longitudinally cut in the middle.
  • Figure 14 shows a collision computer simulation in an oblique view, stage 2- first deformations. Oblique view of in Figure 9 presented scenarios
  • Figure 15 shows a collision computer simulation in an oblique view, level 3-strong Verfom. Oblique view of in Figure 10 presented scenarios
  • Figure 16 shows a collision computer simulation in an oblique view, stage 4- very strong deformations. Oblique view of in Figure 11 presented scenarios
  • Figure 17 shows a collision computer simulation in an oblique view, stage 5 extreme deformations. Oblique view of in Figure 12 presented scenarios

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Vibration Dampers (AREA)
  • Body Structure For Vehicles (AREA)
EP12713652.1A 2011-04-04 2012-03-26 Schienenfahrzeug mit angesetzter verformungszone Active EP2694347B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATA476/2011A AT511291A1 (de) 2011-04-04 2011-04-04 Schienenfahrzeug mit angesetzter verformungszone
PCT/EP2012/055310 WO2012136500A1 (de) 2011-04-04 2012-03-26 Schienenfahrzeug mit angesetzter verformungszone

Publications (2)

Publication Number Publication Date
EP2694347A1 EP2694347A1 (de) 2014-02-12
EP2694347B1 true EP2694347B1 (de) 2015-09-16

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP12713652.1A Active EP2694347B1 (de) 2011-04-04 2012-03-26 Schienenfahrzeug mit angesetzter verformungszone

Country Status (8)

Country Link
US (1) US9421985B2 (zh)
EP (1) EP2694347B1 (zh)
CN (1) CN103459230B (zh)
AT (1) AT511291A1 (zh)
CA (1) CA2831986C (zh)
DK (1) DK2694347T3 (zh)
RU (1) RU2587213C2 (zh)
WO (1) WO2012136500A1 (zh)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017112619A1 (de) 2017-06-08 2018-12-13 Bombardier Transportation Gmbh Schienenfahrzeug mit Sicherheitsfahrerkabine

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JP2013537146A (ja) * 2010-09-20 2013-09-30 ボンバルディア トランスポーテイション ゲーエムベーハー 鉄道車両のための軽量の複合の運転室構造
WO2015092832A1 (ja) * 2013-12-18 2015-06-25 川崎重工業株式会社 鉄道車両の衝突エネルギー吸収装置
DE102014218450A1 (de) * 2014-09-15 2016-03-17 Voith Patent Gmbh Fahrzeugkopf zur Befestigung an der Stirnseite eines spurgebundenen Fahrzeuges, insbesondere eines Schienenfahrzeuges
US10538256B2 (en) * 2015-08-31 2020-01-21 Nippon Sharyo, Ltd. Railcar
JP6259160B2 (ja) * 2015-08-31 2018-01-10 日本車輌製造株式会社 鉄道車両
US10059347B2 (en) 2015-10-26 2018-08-28 Active Knowledge Ltd. Warning a vehicle occupant before an intense movement
US10710608B2 (en) 2015-10-26 2020-07-14 Active Knowledge Ltd. Provide specific warnings to vehicle occupants before intense movements
US10717406B2 (en) 2015-10-26 2020-07-21 Active Knowledge Ltd. Autonomous vehicle having an external shock-absorbing energy dissipation padding
US11332061B2 (en) 2015-10-26 2022-05-17 Atnomity Ltd. Unmanned carrier for carrying urban manned vehicles
CN108349455B (zh) 2015-10-26 2021-06-15 主动知识有限责任公司 可移动的内部振动吸收能量消散垫
GB201522424D0 (en) * 2015-12-18 2016-02-03 Hitachi Ltd Railway vehicle provided with collision energy absorption structure
AT518382B1 (de) 2016-02-17 2017-12-15 Siemens Ag Oesterreich Wagenkasten für ein Passagierschienenfahrzeug
IT201700017003A1 (it) * 2017-02-15 2018-08-15 Bigaran S R L Respingente ferroviario
CN107176180B (zh) * 2017-07-03 2023-03-31 西南交通大学 一种防偏吸能锁紧装置
CN107748812A (zh) * 2017-09-26 2018-03-02 中车青岛四方机车车辆股份有限公司 一种蜂窝式防爬吸能器碰撞仿真方法及系统
CN109367560A (zh) * 2018-09-06 2019-02-22 中车青岛四方机车车辆股份有限公司 一种碰撞吸能结构及具有其的轨道车辆

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Publication number Priority date Publication date Assignee Title
DE102017112619A1 (de) 2017-06-08 2018-12-13 Bombardier Transportation Gmbh Schienenfahrzeug mit Sicherheitsfahrerkabine

Also Published As

Publication number Publication date
US9421985B2 (en) 2016-08-23
CN103459230B (zh) 2017-02-15
RU2587213C2 (ru) 2016-06-20
CA2831986C (en) 2019-10-15
CA2831986A1 (en) 2012-10-11
WO2012136500A1 (de) 2012-10-11
AT511291A1 (de) 2012-10-15
CN103459230A (zh) 2013-12-18
RU2013149003A (ru) 2015-05-10
EP2694347A1 (de) 2014-02-12
DK2694347T3 (en) 2016-01-04
US20140020596A1 (en) 2014-01-23

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