EP2694348B1 - Rail vehicle with deformation zone - Google Patents
Rail vehicle with deformation zone Download PDFInfo
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- EP2694348B1 EP2694348B1 EP12718608.8A EP12718608A EP2694348B1 EP 2694348 B1 EP2694348 B1 EP 2694348B1 EP 12718608 A EP12718608 A EP 12718608A EP 2694348 B1 EP2694348 B1 EP 2694348B1
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- Prior art keywords
- deformation
- cross member
- rail vehicle
- force
- transmission element
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- 230000003068 static effect Effects 0.000 description 6
- 238000012360 testing method Methods 0.000 description 5
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- 230000006872 improvement Effects 0.000 description 2
- 239000002655 kraft paper Substances 0.000 description 2
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Classifications
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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
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- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F1/00—Underframes
- B61F1/08—Details
- B61F1/10—End constructions
Definitions
- the invention relates to a rail vehicle with a deformation zone.
- a rail vehicle having the features defined in the preamble of claim 1 is known from DE-A-197 57 917 known.
- the aim of these improvement measures is to absorb the impact energy such that defined deformable crumple zones convert this energy into deformation energy, thereby reducing the burden on the people in the vehicle and that the survival spaces in the vehicle are not deformed too much, in order to reduce the probability of injury to the vehicle To reduce people in the vehicle.
- large areas of the rail vehicle structure can be designed so that they can absorb the deformation energy targeted or special crash modules are placed on the front and rear structure of the rail vehicle.
- the latter is advantageous because repair after a collision is facilitated by the easy accessibility of these crash modules.
- rail vehicles can be easily dimensioned for specific coupling or end cross member pressures.
- crash modules for receiving the deformation energy.
- a combination of the requirements for a high static clutch or end cross member pressure and a crash behavior, which allows a low load for the passengers, is not yet satisfactorily solved for structurally integrated deformation zones.
- the static design and test loads must not lead to any plastic deformation of the components, in particular the crash elements, on the other hand, a planned plastic deformation behavior of the crash elements is to ensure at a slightly above the static design loads lying force level. This is only very inadequately possible with the solutions according to the prior art.
- the invention is therefore based on the object to provide a rail vehicle with deformation zone, which on the one hand can withstand very high axial compressive forces, on the other hand should have a good deformation behavior in case of accidents.
- the basic idea of the invention lies in the fact that the at least one deformation element is arranged such that the plastic deformation of the at least one deformation element, which is decisive for energy dissipation, does not occur until the force transmission element collapses, that the at least one force transmission element is constructed of plates arranged in an X shape, and that the section line of the x-shaped plates of the power transmission element is arranged transversely to the vehicle longitudinal direction.
- 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 force transmission element according to the invention is to be designed so that it has sufficient strength in the vehicle longitudinal direction to transmit all operating and testing forces safely between the end cross member and another cross member can.
- the essential Property of this power transmission element is that it is dimensioned so that once the failure load is exceeded, this force transmission element collapses so that it no longer provides significant resistance to further deformation. This behavior can be achieved, for example, by the fact that strength-giving components buckle in case of failure, since a much lower force is required for a buckling deformation than for a compression or tension deformation.
- the power transmission element after its failure in the subsequent energy dissipation only extremely low part. This energy dissipation can therefore take place in the deformation elements provided for this purpose.
- the power transmission element is designed by an X-shaped arrangement of plates, wherein the force introduction takes place via respective opposite sides of this X-shaped plate assembly.
- 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.
- 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 to be able to set the failure load and the direction of the buckling of the plates very accurately.
- Such Arrangement can be well designed with computer assisted simulation in terms of its strength (failure load) as well as its plastic deformation behavior.
- a deformation zone according to the invention can be provided on all common types of rail vehicle, the use is particularly possible both at vertical ends of the car and at the ends of the car with an oblique or rounded front.
- the arrangement of Deformation elements also above the end cross member advantageous because at this point usually sufficient space for deformation elements is present.
- deformation element As a deformation element all common deformation elements can be used, especially those of an aluminum honeycomb construction. Likewise, deformation elements made of a metal foam can be used.
- the present invention is particularly well suited for rail vehicles which are to be approved in the USA, since the relevant standards provide the introduction of beaulibils member on the end cross member or the Wagenendpatented and thus can not be provided at the end of the car deformation elements, as these are not the test forces can resist.
- Fig.1 shows by way of example and schematically a rail vehicle with deformation zone according to the prior art in a plan view. It is shown a vehicle end of a rail vehicle having at its end an end cross member EQT. At 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 .. In the direction of the carriage center, a further cross member QT is arranged, in which the longitudinal forces absorbed by the end cross member EQT are conducted. This cross member QT is typically provided between the longitudinal members arranged longitudinally in the vehicle longitudinal direction and forwards the transmitted from the end cross member EQT longitudinal forces to the base.
- the cross member QT is part of a reinforced end of the car, as is common in rail vehicles.
- a deformation zone VZ is provided between the end cross member EQT and the cross member QT .
- deformation elements VE are arranged and connected to both the cross member QT and with the end cross member EQT.
- deformation elements VE intended. These deformation elements have a deformation behavior (force-displacement diagram) as in Figure 5 As shown, they are designed to dissipate the kinetic energy in an impact. According to this prior art embodiment, the deformation elements must transmit all operating and testing forces acting on the end cross member and are to be interpreted accordingly.
- Fig.2 shows by way of example and schematically a rail vehicle with deformation zone according to the prior art in a side view.
- Figure 3 shows by way of example and schematically a rail vehicle with deformation zone in a plan view with a force transmission element. It is the principle of a deformation zone according to the invention shown, wherein the rail vehicle as in the in Fig.1 shown example of the prior art is constructed. However, the deformation zone VZ according to the invention is designed entirely differently than in a vehicle according to the prior art.
- the deformation zone comprises a force transmission element KUE, which is arranged between an end cross member EQT and a cross member QT and which is designed so that it transmits all operating and testing forces safely between the end cross member EQT and another cross member QT.
- This power transmission element KUE has a force-displacement diagram under load as in Figure 6 shown on.
- the deformation zone VZ deformation elements VE which are arranged between an end cross member EQT and a cross member QT and which under load a force-displacement diagram as in Figure 5 have shown, so are suitable for energy dissipation in the plastic deformation case.
- the essential characteristic of these deformation elements VE is that they do not participate in the transmission of static loads.
- the deformation elements VE are arranged so that they are acted upon only after the failure of the power transmission element KUE with forces. This is achieved in particular by the fact that the deformation elements VE are attached only on one side.
- the deformation elements VE are attached to the cross member QT, to the end cross member EQT there is a spatial distance with intact power transmission element KUE.
- FIG. 3 illustrated embodiment shows a power transmission element KUE and two deformation elements VE, other arrangements or numbers of power transmission elements KUE and deformation elements VE are also possible.
- Figure 4 shows by way of example and schematically a rail vehicle with deformation zone in side view with a force transmission element. It is the embodiment of Figure 3 shown in side view, wherein the deformation elements VE are not shown for simplicity.
- a power transmission element KUE connects an end cross member EQT with a cross member QT.
- This power transmission element KUE has a force - distance relationship as it is in Figure 6 is shown. In order to achieve such a force - distance relationship, it is particularly advantageous to build the force transmission element KUE from x-shaped plates and the cutting line to arrange the x-shaped plates of the power transmission element KUE transverse to the vehicle longitudinal direction.
- Figure 5 shows by way of example and schematically a 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 no longer has an energy-dissipating effect.
- Figure 6 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 in case of plastic deformation or instability.
- the horizontal axis represents the deformation path x, the vertical axis represents the force F acting on the force transmission element KUE.
- force - displacement 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 7 shows by way of example and schematically a deformation zone of a rail vehicle according to the prior art. It is a practical embodiment shown, which shows the components of a deformation zone VZ, namely an end cross member EQT, a cross member QT and arranged between these carriers deformation elements VE in an oblique view. This embodiment corresponds to the in Fig.1 strongly abstracted principle shown.
- Figure 8 shows by way of example and schematically a front of a rail vehicle with a deformation zone according to the invention. It is a practical embodiment of a rail vehicle shown with a deformation zone VZ.
- the rail vehicle is shown cut in the longitudinal direction.
- An end cross member EQT forms the front of the rail vehicle and is connected by means of a power transmission element KUE with a cross member QT.
- the crossmember QT forms with other components (Vertical columns, diagonal columns) a reinforced end of the car, as required, for example, to protect the driver.
- the deformation elements VE are arranged above the force transmission element KUE or the end cross member EQT.
- the deformation elements VE are arranged so that they are deformed in a collision between components of the reinforced end of the car and a baffle plate between the half-height front pillars.
- Figure 9 shows by way of example and schematically a tail of a rail vehicle with deformation zone. It is shown a practical embodiment of a rail vehicle with a deformation zone VZ cut longitudinally. The embodiment shown represents a tail with a through hole. It is, in contrast to the in Figure 8 shown vehicle front, the deformation elements VE arranged in a plane with the end cross member EQT or the cross member QT to allow a smooth passage in another rail vehicle. The deformation elements VE are arranged so that they are deformed in a collision only after the collapse of the power transmission element KUE between the end cross member EQT and the cross member QT.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
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- Transportation (AREA)
- Body Structure For Vehicles (AREA)
- Vibration Dampers (AREA)
Description
Die Erfindung betrifft ein Schienenfahrzeug mit einer Verformungszone. Ein Schienenfahrzeug mit dem im Oberbegriff von Anspruch 1 definierten Merkmalen ist aus der
Zur Zulassung von Schienenfahrzeugen ist es erforderlich, bestimmte und im Allgemeinen für verschiedene Länder unterschiedliche Normen zu erfüllen. Diese Normen fordern unter anderem den Nachweis, dass das Schienenfahrzeug einer bestimmten Längskraft (Kupplungsdruck, Pufferdruck, Druck auf Endquerträger) beschädigungsfrei widerstehen kann. Die für Europa gültige Norm UIC-566 fordert beispielsweise einen nachzuweisenden Kupplungsdruck von 2000kN, die für die USA gültige Norm fordert 3558kN (800kip).For the registration of rolling stock, it is necessary to comply with specific and generally different standards for different countries. Among other things, these standards require proof that the rail vehicle can withstand a certain longitudinal force (clutch pressure, buffer pressure, pressure on end cross member) without damage. For example, the standard UIC-566, which is valid for Europe, requires a proven clutch pressure of 2000kN, while the US standard requires 3558kN (800kip).
In neuerer Zeit wurde auch die passive Sicherheit von Passagierschienenfahrzeugen zu einem Ziel technischer Verbesserungsmaßnahmen. Das Ziel dieser Verbesserungsmaßnahmen ist es, die Aufprallenergie so aufzunehmen, dass definiert verformbare Knautschzonen diese Energie in Verformungsenergie wandeln und dabei die Belastungen für die Personen im Fahrzeug reduziert werden sowie, dass die Überlebensräume im Fahrzeug nicht zu stark verformt werden, um die Verletzungswahrscheinlichkeit für die Personen im Fahrzeug zu reduzieren.In recent years, the passive safety of passenger rail vehicles has become a target of technical improvement measures. The aim of these improvement measures is to absorb the impact energy such that defined deformable crumple zones convert this energy into deformation energy, thereby reducing the burden on the people in the vehicle and that the survival spaces in the vehicle are not deformed too much, in order to reduce the probability of injury to the vehicle To reduce people in the vehicle.
Zu diesem Zweck können einerseits großflächige Bereiche der Schienenfahrzeugstruktur so gestaltet werden, dass sie die Verformungsenergie gezielt aufnehmen können oder es werden spezielle Crashmodule auf die Front- und Heckstruktur des Schienenfahrzeugs aufgesetzt. Letzteres ist vorteilhaft, da eine Reparatur nach einem Zusammenstoß durch die leichte Zugänglichkeit dieser Crashmodule vereinfacht wird.For this purpose, on the one hand large areas of the rail vehicle structure can be designed so that they can absorb the deformation energy targeted or special crash modules are placed on the front and rear structure of the rail vehicle. The latter is advantageous because repair after a collision is facilitated by the easy accessibility of these crash modules.
Gemäß dem Stand der Technik können Schienenfahrzeuge leicht auf bestimmte Kupplungs- bzw. Endquerträgerdrücke dimensioniert werden. Ebenso gelingt es, geeignete Crashmodule zur Aufnahme der Verformungsenergie vorzusehen. Eine Kombination der Forderungen nach einem hohen statischen Kupplungs- bzw. Endquerträgerdruck und nach einem Crashverhalten, welches eine niedrige Belastung für die Fahrgäste erlaubt, ist für strukturell integrierte Verformungszonen noch nicht zufriedenstellend gelöst. Einerseits dürfen die statischen Auslegungs- und Prüflasten zu keiner plastischen Verformung der Bauteile, insbesondere der Crashelemente führen, andererseits ist ein planmäßiges plastisches Verformungsverhalten der Crashelemente bei einem unwesentlich über den statischen Auslegungslasten liegenden Kraftniveau sicherzustellen. Dies ist mit den Lösungen gemäß dem Stand der Technik nur sehr unzureichend möglich.In the prior art, rail vehicles can be easily dimensioned for specific coupling or end cross member pressures. Likewise, it is possible to provide suitable crash modules for receiving the deformation energy. A combination of the requirements for a high static clutch or end cross member pressure and a crash behavior, which allows a low load for the passengers, is not yet satisfactorily solved for structurally integrated deformation zones. On the one hand, the static design and test loads must not lead to any plastic deformation of the components, in particular the crash elements, on the other hand, a planned plastic deformation behavior of the crash elements is to ensure at a slightly above the static design loads lying force level. This is only very inadequately possible with the solutions according to the prior art.
Der Erfindung liegt daher die Aufgabe zugrunde, ein Schienenfahrzeug mit Verformungszone anzugeben, welches einerseits sehr hohen axialen Druckkräften widerstehen kann, andererseits ein gutes Verformungsverhalten bei Unfällen aufweisen soll.The invention is therefore based on the object to provide a rail vehicle with deformation zone, which on the one hand can withstand very high axial compressive forces, on the other hand should have a good deformation behavior in case of accidents.
Die Aufgabe wird durch ein Schienenfahrzeug mit Verformungszone mit den Merkmalen des Anspruchs 1 gelöst. Vorteilhafte Ausgestaltungen sind Gegenstand untergeordneter Ansprüche.The object is achieved by a rail vehicle with deformation zone having the features of claim 1. Advantageous embodiments are the subject of the subordinate claims.
Der Grundgedanke der Erfindung liegt darin, dass das mindestens eine Verformungselement so angeordnet ist, dass die zur Energiedissipation maßgebliche plastische Verformung des mindestens einen Verformungselements erst mit dem Kollabieren des Kraftübertragungselements eintritt, dass das mindestens eine Kraftübertragungselement aus x-förmig angeordneten Platten aufgebaut ist, und dass die Schnittlinie der x-förmig angeordneten Platten des Kraftübertragungselements quer zur Fahrzeuglängsrichtung angeordnet ist.The basic idea of the invention lies in the fact that the at least one deformation element is arranged such that the plastic deformation of the at least one deformation element, which is decisive for energy dissipation, does not occur until the force transmission element collapses, that the at least one force transmission element is constructed of plates arranged in an X shape, and that the section line of the x-shaped plates of the power transmission element is arranged transversely to the vehicle longitudinal direction.
Dadurch ist der Vorteil erzielbar, ein Schienenfahrzeug realisieren zu können, welches bestimmten Längskräften (Kupplungsdruck, Pufferdruck, Endquerträgerdruck) sicher zu widerstehen vermag, andererseits ein energiedissipierendes Verformungsverhalten aufweist, welches die auf die Passagiere wirkenden Kräfte bei einem Zusammenstoß vermindert.As a result, 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.
Das erfindungsgemäße Kraftübertragungselement ist so auszulegen, dass es eine hinreichende Festigkeit in Fahrzeuglängsrichtung aufweist, um alle Betriebs- und Prüfkräfte sicher zwischen dem Endquerträger und einem weiteren Querträger übermitteln zu können. Die wesentliche Eigenschaft dieses Kraftübertragungselements ist, dass es so dimensioniert ist, dass, sobald die Versagenslast überschritten ist, dieses Kraftübertragungselement so kollabiert, dass es der weiteren Verformung keinen wesentlichen Widerstand mehr entgegenstellt. Dieses Verhalten kann beispielsweise dadurch erreicht werden, dass festigkeitsgebende Bauteile im Versagensfall ausknicken, da für eine Knickverformung eine wesentlich niedrigere Kraft erforderlich ist als für eine Druck- oder Zugverformung. Dadurch nimmt das Kraftübertragungselement nach seinem Versagen an der darauffolgenden Energiedissipation nur mehr äußerst gering teil. Diese Energiedissipation kann daher in den dafür vorgesehenen Verformungselementen erfolgen.The force transmission element according to the invention is to be designed so that it has sufficient strength in the vehicle longitudinal direction to transmit all operating and testing forces safely between the end cross member and another cross member can. The essential Property of this power transmission element is that it is dimensioned so that once the failure load is exceeded, this force transmission element collapses so that it no longer provides significant resistance to further deformation. This behavior can be achieved, for example, by the fact that strength-giving components buckle in case of failure, since a much lower force is required for a buckling deformation than for a compression or tension deformation. As a result, the power transmission element after its failure in the subsequent energy dissipation only extremely low part. This energy dissipation can therefore take place in the deformation elements provided for this purpose.
Das Kraftübertragungselement ist durch eine X-förmige Anordnung von Platten gestaltet, wobei die Krafteinbringung über jeweils gegenüberliegende Seiten dieser X-förmigen Plattenanordnung erfolgt. Die Schnittlinie der Platten ist quer zur Kraftrichtung angeordnet, da solcherart ein sicheres Ausknicken der Platten erfolgt. Die Anordnung der Schnittlinie in Kraftrichtung würde hingegen zu einem Bauteil führen, dessen Kraft - Weg Diagramm bei plastischer Verformung über den gesamten Verformungsweg ein sehr hohes Kraftniveau aufweist und für gegenständliche Erfindung nicht als Kraftübertragungselement eingesetzt werden kann.The power transmission element is designed by an X-shaped arrangement of plates, wherein the force introduction takes place via respective opposite sides of this X-shaped plate assembly. 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.
Eine Ausführungsform des Kraftübertragungselements sieht vor, die einzelnen Platten, welche das im Wesentlichen X-förmige Kraftübertragungselement bilden, mit jeweils unterschiedlicher Dicke auszuführen. Dadurch ist der Vorteil erzielbar, die Versagenslast und die Richtung des Ausknickens der Platten sehr genau einstellen zu können. Eine solche Anordnung kann mit computerunterstützer Simulation in Bezug auf ihre Festigkeit (Versagenslast) sowie ihres plastisches Verformungsverhalten gut ausgelegt werden.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. As a result, the advantage can be achieved to be able to set the failure load and the direction of the buckling of the plates very accurately. Such Arrangement can be well designed with computer assisted simulation in terms of its strength (failure load) as well as its plastic deformation behavior.
Weiters ist es empfehlenswert, eine Platte dieser X-förmigen Anordnung einstückig und mit einer größeren Dicke auszuführen als die beiden anderen Platten. Dadurch kann die Versagenslast genauer eingestellt werden.Furthermore, it is advisable to make a plate of this X-shaped arrangement in one piece and with a greater thickness than the other two plates. This allows the failure load to be set more accurately.
Weiters ist es vorteilhaft, diese X-förmige Anordnung von Platten aus mehreren, insbesondere aus drei Platten zusammenzusetzen. Solcherart können die Versagenslast und das Knickverhalten besonders genau eingestellt werden.Furthermore, it is advantageous to assemble this X-shaped arrangement of plates of several, in particular of three plates. In this way, the failure load and the buckling behavior can be set very precisely.
Es ist empfehlenswert, die Platten an der Schnittlinie der Platten zu verbinden, wobei eine Schweißverbindung besonders vorteilhaft ist.It is advisable to connect the plates at the cutting line of the plates, whereby a welded connection is particularly advantageous.
Mit der hier dargestellten Erfindung gelingt es, die Festigkeitsauslegung eines Schienenfahrzeugs für statische Lasten und die Crashtauglichkeitsauslegung für Unfalllasten (mit großen plastischen Verformungen) praktisch und im Wesentlichen getrennt voneinander vornehmen zu können, da insbesondere die Verformungselemente von der Übertragung statischer Lasten befreit und ausschließlich in Hinsicht auf die Verformung bei einem Zusammenstoß hin optimiert werden können.With the invention presented here, it is possible to make the strength design of a rail vehicle for static loads and the crashworthiness interpretation for accident loads (with large plastic deformations) practically and essentially separated from each other, especially since the deformation elements freed from the transfer of static loads and exclusively in terms can be optimized for deformation in a collision.
Eine erfindungsgemäße Verformungszone kann an allen gebräuchlichen Schienenfahrzeugtypen vorgesehen werden, wobei der Einsatz insbesondere sowohl an senkrechten Wagenenden als auch an Wagenenden mit schräger oder abgerundeter Front möglich ist. In zweiterem Fall ist die Anordnung der Verformungselemente auch oberhalb des Endquerträgers vorteilhaft, da an dieser Stelle meist ausreichend Bauraum für Verformungselemente vorhanden ist. An senkrechten Wagenenden, beispielsweise bei Wagen mit einer Durchgangsöffnung, sind die Verformungselemente in der Ebene des Endquerträgers, bzw. des Querträgers, d.h. zwischen diesen Trägern anzuordnen.A deformation zone according to the invention can be provided on all common types of rail vehicle, the use is particularly possible both at vertical ends of the car and at the ends of the car with an oblique or rounded front. In the second case, the arrangement of Deformation elements also above the end cross member advantageous because at this point usually sufficient space for deformation elements is present. At vertical ends of the car, for example in cars with a through hole, the deformation elements in the plane of the end cross member, or the cross member, ie to be arranged between these carriers.
Als Verformungselement können alle gebräuchlichen Verformungselemente eingesetzt werden, insbesondere auch solche aus einer Aluminiumwabenkonstruktion. Ebenso sind Verformungselemente aus einem Metallschaum einsetzbar.As a deformation element all common deformation elements can be used, especially those of an aluminum honeycomb construction. Likewise, deformation elements made of a metal foam can be used.
Gegenständliche Erfindung ist besonders gut für Schienenfahrzeuge geeignet, welche in den USA zugelassen werden sollen, da die relevanten Normen das Einbringen der Prüflängskräfte über die Endquerträger bzw. die Wagenendstruktur vorsehen und somit keine an das Wagenende aufgesetzten Verformungselemente vorgesehen werden können, da diese den Prüfkräften nicht widerstehen können.The present invention is particularly well suited for rail vehicles which are to be approved in the USA, since the relevant standards provide the introduction of Prüflängskräfte on the end cross member or the Wagenendstruktur and thus can not be provided at the end of the car deformation elements, as these are not the test forces can resist.
Es zeigen beispielhaft:
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Fig.1 Ein Schienenfahrzeug mit Verformungszone gemäß dem Stand der Technik - Aufsicht. -
Fig.2 Ein Schienenfahrzeug mit Verformungszone gemäß dem Stand der Technik - Seitenansicht. -
Fig.3 Ein Schienenfahrzeug mit Verformungszone, Kraftübertragungselement. -
Fig.4 Ein Schienenfahrzeug mit Verformungszone, Kraftübertragungselement, Seitenansicht. -
Fig.5 Kraft - Weg Diagramm eines Verformungselements. -
Fig.6 Kraft - Weg Diagramm eines Kraftübertragungselements. -
Fig.7 Eine Verformungszone eines Schienenfahrzeugs gemäß dem Stand der Technik. -
Fig.8 Front eines Schienenfahrzeugs mit Verformungszone. -
Fig.9 Heck eines Schienenfahrzeugs mit Verformungszone.
-
Fig.1 A rail vehicle with deformation zone according to the prior art - supervision. -
Fig.2 A rail vehicle with deformation zone according to the prior art - side view. -
Figure 3 A rail vehicle with deformation zone, power transmission element. -
Figure 4 A rail vehicle with deformation zone, power transmission element, side view. -
Figure 5 Force - path Diagram of a deformation element. -
Figure 6 Force-displacement diagram of a transmission element. -
Figure 7 A deformation zone of a railway vehicle according to the prior art. -
Figure 8 Front of a rail vehicle with deformation zone. -
Figure 9 Rear of a rail vehicle with deformation zone.
Das in
Insbesondere ist es prinzipiell ebenfalls möglich, einzelne Verformungselemente VE durch beidseitiges Anbringen an den Endquerträger EQT und den Querträger QT auch an der Übertragung von Längskräften zu beteiligen.In particular, it is also possible in principle to involve individual deformation elements VE by attaching them on both sides to the end cross member EQT and the cross member QT also to the transmission of longitudinal forces.
- VZVZ
- Verformungszonedeformation zone
- QTQT
- Querträgercrossbeam
- EQTEQT
- Endquerträgerend cross beam
- VEVE
- Verformungselementflexure
- KUEKUE
- KraftübertragungselementPower transmission element
- FF
- Kraftforce
- xx
- Verformungswegdeformation
Claims (3)
- Rail vehicle with deformation zone, comprising at least one end cross member (EQT) provided at a front end and at least one further cross member (QT),
a deformation zone (VZ) provided between the end cross member (EQT) and the cross member (QT), and at least one deformation element (VE), wherein the end cross member (EQT) is connected to the cross member (QT) by means of at least one force transmission element (KUE), which transmits longitudinal compression forces up to a specific value under elastic deformation and collapses when this specific value is exceeded, characterised in that the at least one deformation element (VE) is disposed so that the plastic deformation of the at least one deformation element (VE) indicative of energy dissipation only occurs with the collapse of the force transmission element (KUE) and that the at least one force transmission element (KUE) is constructed from plates disposed in an x shape and that the line of the intersection of the plates of the force transmission element (KUE) disposed in an x shape is disposed transverse to the longitudinal direction of the vehicle. - Rail vehicle with a deformation zone according to claim 1, characterised in that the at least one deformation element (VE) is disposed between the end cross member (EQT) and the cross member (QT).
- Rail vehicle with a deformation zone according to claim 1, characterised in that the at least one deformation element (VE) is disposed between components of a strengthened wagon end and the vehicle front.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
AT4772011A AT511290A1 (en) | 2011-04-04 | 2011-04-04 | RAIL VEHICLE WITH DEFORMATION ZONE |
PCT/EP2012/055391 WO2012136514A1 (en) | 2011-04-04 | 2012-03-27 | Rail vehicle with deformation zone |
Publications (2)
Publication Number | Publication Date |
---|---|
EP2694348A1 EP2694348A1 (en) | 2014-02-12 |
EP2694348B1 true EP2694348B1 (en) | 2015-09-09 |
Family
ID=46026771
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP12718608.8A Active EP2694348B1 (en) | 2011-04-04 | 2012-03-27 | Rail vehicle with deformation zone |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP2694348B1 (en) |
AT (1) | AT511290A1 (en) |
ES (1) | ES2551609T3 (en) |
WO (1) | WO2012136514A1 (en) |
Families Citing this family (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP6243596B2 (en) * | 2012-11-05 | 2017-12-06 | 川崎重工業株式会社 | Railway vehicle |
US10538256B2 (en) * | 2015-08-31 | 2020-01-21 | Nippon Sharyo, Ltd. | Railcar |
JP6259160B2 (en) * | 2015-08-31 | 2018-01-10 | 日本車輌製造株式会社 | Railway vehicle |
AT518382B1 (en) * | 2016-02-17 | 2017-12-15 | Siemens Ag Oesterreich | Car body for a passenger rail vehicle |
Family Cites Families (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2712950B1 (en) * | 1993-11-25 | 1995-12-29 | Gec Alsthom Transport Sa | Shock absorbing devices and method, frame and vehicle comprising such shock absorbing devices. |
IT1289877B1 (en) * | 1997-01-10 | 1998-10-19 | Costamasnaga Spa | RAILWAY VEHICLE WITH HEAD SUITABLE FOR DEFORMING IN A CONTROLLED WAY IF IT IS SUBJECT TO SIGNIFICANT IMPACT STRESSES |
US6196135B1 (en) * | 1998-04-17 | 2001-03-06 | Kinki Sharyo Co., Ltd. | Shock absorbing underframe structure for railroad car |
AT408875B (en) * | 2000-02-18 | 2002-03-25 | Siemens Sgp Verkehrstech Gmbh | DEVELOPMENT ELEMENT OF A RAIL VEHICLE |
US6799794B2 (en) * | 2000-08-28 | 2004-10-05 | Mitsubishi Heavy Industries, Ltd. | Body structure |
-
2011
- 2011-04-04 AT AT4772011A patent/AT511290A1/en not_active Application Discontinuation
-
2012
- 2012-03-27 WO PCT/EP2012/055391 patent/WO2012136514A1/en active Application Filing
- 2012-03-27 ES ES12718608.8T patent/ES2551609T3/en active Active
- 2012-03-27 EP EP12718608.8A patent/EP2694348B1/en active Active
Also Published As
Publication number | Publication date |
---|---|
AT511290A1 (en) | 2012-10-15 |
EP2694348A1 (en) | 2014-02-12 |
ES2551609T3 (en) | 2015-11-20 |
WO2012136514A1 (en) | 2012-10-11 |
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