EP2694348B1 - Véhicule ferroviaire à zone de déformation - Google Patents

Véhicule ferroviaire à zone de déformation Download PDF

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Publication number
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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EP
European Patent Office
Prior art keywords
deformation
cross member
rail vehicle
force
transmission element
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP12718608.8A
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German (de)
English (en)
Other versions
EP2694348A1 (fr
Inventor
Philipp HEINZL
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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Publication date
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Publication of EP2694348A1 publication Critical patent/EP2694348A1/fr
Application granted granted Critical
Publication of EP2694348B1 publication Critical patent/EP2694348B1/fr
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Classifications

    • 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
    • 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.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Transportation (AREA)
  • Body Structure For Vehicles (AREA)
  • Vibration Dampers (AREA)

Claims (3)

  1. Véhicule ferroviaire ayant une zone de déformation comprenant au moins une traverse (EQT) d'extrémité prévue à une extrémité du côté frontale et au moins une autre traverse (QT), une zone (VZ) de déformation prévue entre la traverse (EQT) d'extrémité et la traverse (QT) et au moins un élément (VE) de déformation, la traverse (UQT) d'extrémité étant reliée à la traverse (QT) à l'aide d'au moins un élément (KUE) de transmission de force qui transmet des forces de pression longitudinales jusqu'à une valeur définie en dessous de la déformation élastique et qui s'affaisse si cette valeur définie est dépassée, caractérisé en ce que le au moins un élément (VE) de déformation est disposé de manière à ce que la déformation plastique déterminante pour la dissipation d'énergie du au moins un élément (VE) de déformation ne se produise qu'avec l'affaissement de l'élément (KUE) de transmission de force et en ce que le au moins un élément (KUE) de transmission de force est constitué de plaques disposées en forme de X et en ce que la ligne d'intersection des plaques disposées en forme de X de l'élément (KUE) de transmission de force est disposée transversalement à la direction longitudinale du véhicule.
  2. Véhicule ferroviaire ayant une zone de déformation suivant la revendication 1, caractérisé en ce que le au moins un élément (VE) de déformation est disposé entre la traverse (EQT) et la traverse (QT).
  3. Véhicule ferroviaire ayant une zone de déformation suivant la revendication 1, caractérisé en ce que le au moins un élément (VE) de déformation est disposé entre des éléments constitutifs d'une extrémité renforcée de voiture et l'avant du véhicule.
EP12718608.8A 2011-04-04 2012-03-27 Véhicule ferroviaire à zone de déformation Active EP2694348B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT4772011A AT511290A1 (de) 2011-04-04 2011-04-04 Schienenfahrzeug mit verformungszone
PCT/EP2012/055391 WO2012136514A1 (fr) 2011-04-04 2012-03-27 Véhicule ferroviaire à zone de déformation

Publications (2)

Publication Number Publication Date
EP2694348A1 EP2694348A1 (fr) 2014-02-12
EP2694348B1 true EP2694348B1 (fr) 2015-09-09

Family

ID=46026771

Family Applications (1)

Application Number Title Priority Date Filing Date
EP12718608.8A Active EP2694348B1 (fr) 2011-04-04 2012-03-27 Véhicule ferroviaire à zone de déformation

Country Status (4)

Country Link
EP (1) EP2694348B1 (fr)
AT (1) AT511290A1 (fr)
ES (1) ES2551609T3 (fr)
WO (1) WO2012136514A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP6243596B2 (ja) * 2012-11-05 2017-12-06 川崎重工業株式会社 鉄道車両
JP6259160B2 (ja) * 2015-08-31 2018-01-10 日本車輌製造株式会社 鉄道車両
WO2017037854A1 (fr) * 2015-08-31 2017-03-09 日本車輌製造株式会社 Véhicule ferroviaire
AT518382B1 (de) 2016-02-17 2017-12-15 Siemens Ag Oesterreich Wagenkasten für ein Passagierschienenfahrzeug

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2712950B1 (fr) * 1993-11-25 1995-12-29 Gec Alsthom Transport Sa Dispositifs et procédé d'amortissement de choc, ossature et véhicule comportant de tels dispositifs d'amortissement de choc.
IT1289877B1 (it) * 1997-01-10 1998-10-19 Costamasnaga Spa Veicolo ferroviario con testata atta a deformarsi in modo controllato se soggetta a rilevanti sollecitazioni di urto
US6196135B1 (en) * 1998-04-17 2001-03-06 Kinki Sharyo Co., Ltd. Shock absorbing underframe structure for railroad car
AT408875B (de) * 2000-02-18 2002-03-25 Siemens Sgp Verkehrstech Gmbh Deformationselement eines schienenfahrzeuges
WO2002018189A1 (fr) * 2000-08-28 2002-03-07 Mitsubishi Heavy Industries, Ltd. Structure de corps

Also Published As

Publication number Publication date
ES2551609T3 (es) 2015-11-20
WO2012136514A1 (fr) 2012-10-11
AT511290A1 (de) 2012-10-15
EP2694348A1 (fr) 2014-02-12

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