EP2720924B1 - Ensemble absorbeur d'énergie de choc destiné à un véhicule sur rails, en particulier à un tramway - Google Patents

Ensemble absorbeur d'énergie de choc destiné à un véhicule sur rails, en particulier à un tramway Download PDF

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Publication number
EP2720924B1
EP2720924B1 EP12727842.2A EP12727842A EP2720924B1 EP 2720924 B1 EP2720924 B1 EP 2720924B1 EP 12727842 A EP12727842 A EP 12727842A EP 2720924 B1 EP2720924 B1 EP 2720924B1
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EP
European Patent Office
Prior art keywords
shock
impact
arrangement
rail vehicle
operating state
Prior art date
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Active
Application number
EP12727842.2A
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German (de)
English (en)
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EP2720924A1 (fr
Inventor
Michael Fischer
Martin Langer
Christoph ORTHNER
Andreas MONARTH
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alstom Transportation Germany GmbH
Original Assignee
Bombardier Transportation GmbH
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Priority to PL12727842T priority Critical patent/PL2720924T3/pl
Publication of EP2720924A1 publication Critical patent/EP2720924A1/fr
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Publication of EP2720924B1 publication Critical patent/EP2720924B1/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
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G11/00—Buffers
    • B61G11/16—Buffers absorbing shocks by permanent deformation of buffer element
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories
    • B61G7/10—Mounting of the couplings on the vehicle

Definitions

  • the invention relates to a crash absorber arrangement for a rail vehicle, in particular for a tram, with the features mentioned in the preamble of claim 1 and a method for coupling a first rail vehicle to a second rail vehicle (see, for example, US Pat EP 2 277 762 A2 comprising, inter alia, first and second impingement elements, wherein at least one impact absorption element (“crash absorber”) is connected to these impact elements and the second impact element is coupled by a coupling to the first impact absorption element).
  • Rail vehicles usually have a driver's cab and car bodies with passenger compartments, wherein the driver's cab forms part of the car body.
  • the driver's cab must meet certain safety requirements in order to provide sufficient protection for the driver in the cab or the persons in the car bodies in the event of a collision (crash) with another vehicle or object.
  • shock absorbing elements that absorb impact energy and convert and absorb the absorbed impact energy into other forms of energy such as potential energy, heat and strain energy.
  • Shock-absorbing elements can be divided into irreversible shock-absorbing elements and reversible shock-absorbing elements. Also mixed forms are possible. Their combination is also referred to as two-stage shock absorption elements with a reversible and an irreversible stage.
  • the reversible shock absorbing elements absorb impact energy in collisions with another vehicle or an object in the direction of travel or against the direction of travel, but they are not plastically deformed while the irreversible shock-absorbing elements are plastically deformed when absorbing impact energy.
  • irreversible shock-absorbing elements are honeycomb-shaped aluminum structures.
  • Reversible shock-absorbing elements are designed, for example, as a piston / cylinder unit, wherein the cylinder can be filled with a liquid or an elastomer.
  • shock-absorbing elements On the vehicle such that they lie at the height of the coupling device. Furthermore, usually at least one impact element is provided, via which the impact forces and also the impact energy are introduced into the impact absorption element upon impact.
  • the term impact element is understood to mean, in particular, a bumper which is mounted on the front side of the vehicle and, with its outer surface lying forward in the direction of travel, forms an impact surface for a collision with another vehicle or an object.
  • the bumper is connected on both sides at its opposite ends via at least one Stoßverzehrelement with the car body.
  • the Stoßverzehretti and the shock bar are usually located in the front and rear of the rail vehicle.
  • the shock bar and the two-stage designed Stoßverzehretti are typically also at a height.
  • the bumpers may be convexly curved according to the usual rounded shape of a tram. They are preferably made of metal profiles, as a high-strength aluminum milled part or as a high-strength aluminum casting and dimensionally stable in collision with another vehicle or an object in contrast to the shock-absorbing elements.
  • the shock-absorbing elements are arranged in particular behind the shock bar at its lateral ends, so that in a collision, the impact forces are introduced via the lateral ends of the shock bar in the shock-absorbing elements.
  • the shock-absorbing elements are pressed against a lying behind this surface. This is a part or parts of the vehicle body. The shock is - when the Stoßverzehretti can not absorb energy - introduced into stable parts of the car body.
  • shock-absorbing elements are designed as a combination of a reversible and an irreversible stage
  • the irreversible stage is usually attached to the car body and the reversible stage to the irreversible stage. It is possible that several irreversible stages and / or reversible stages are present.
  • the impact energy is first absorbed by the reversible stage of the shock absorbing element and only if the reversible stage can absorb any further impact energy more and z.
  • the irreversible stage is claimed.
  • the bumper which is at the level of the coupling device and the laterally projecting Stoßverzehrmaschinen, z. B. pivoted by a pivoting mechanism about a horizontally extending pivot axis upwards. When swinging the bumper, the reversible Stoßverzehrelement remains in its position.
  • the behind arranged, mostly folded-in coupling device can be unfolded and the vehicle can be coupled with another vehicle.
  • the swung-up shock bar is secured in the pivoted position until the coupling device is folded back.
  • the coupling device in particular the coupling rod, extends in the deployed position at the height of the shock bar or approximately at the same height, if this is not pivoted. That is, the coupling rod, the side arranged Stoßverzehretti and the bumper are in non-pivoted position at about the same height level.
  • the coupling rod When the coupled rail vehicles enter a curve, the position and orientation of the coupling rod relative to the neutral position changes when driving straight ahead.
  • the coupling rod is pivotable relative to the supporting structure of the vehicle attached thereto.
  • the coupling rod When driving straight ahead, the coupling rod is oriented with its longitudinal axis in the direction of travel.
  • the coupling rod When entering a curve, the coupling rod assumes a pivotal position, in which its longitudinal axis extends at a corresponding angle to the vehicle longitudinal axis.
  • the folded-out coupling rod only turns by one as a result of the laterally protruding shock-absorbing elements when cornering relatively narrow pivoting range relative to the neutral position when driving straight ahead can be pivoted.
  • the folded-out coupling rod smashed - would drive closer curves - when pivoting on the shock-absorbing elements.
  • the shock absorbing elements may be located above the level of the coupling device.
  • the impact forces could not be initiated directly into the vehicle undercarriage, which has a negative effect on the safety of the driver and the other people in the vehicle, or it would be an additional stable construction required to withstand the forces in an impact can. But this would lead to a greater weight.
  • the object of the invention is therefore to provide a crash absorber arrangement in which the above-described arrangement of coupling device and the Stoßverzehretti remains at the same height level, but tighter curve radii can be traveled.
  • first shock-absorbing element e.g. is an irreversible shock-absorbing element and in the second shock-absorbing element e.g. is a reversible Stoßverzehrelement.
  • the invention is based on the idea of designing the crash absorber arrangement in such a way that the previously given arrangement is broken with two firmly connected shock-absorbing elements, eg with an irreversible shock-absorbing element and a reversible shock-absorbing element, which is fastened on one side to parts of the carbody and on the other hand on the bumper ,
  • two firmly connected shock-absorbing elements eg with an irreversible shock-absorbing element and a reversible shock-absorbing element, which is fastened on one side to parts of the carbody and on the other hand on the bumper
  • the second Stoßverzehrelement follows z. B. the bumper when pivoting and can especially continue to stay attached to the bumper. If the double traction or towing stopped, z. B. the bumper be folded down again and the connection between the second shock-absorbing element and the first Stoßverzehrelement is restored.
  • the entire length of the shock-absorbing elements is shortened in this way by the length of the second Stoßverzehrelements, since this is moved away.
  • the coupling rod can thus occupy a wider range of pivotal positions in the unfolded state, without hitting the second Stoßverzehrelement.
  • Narrower curve radii are passable.
  • a movement device is used with which the second element for the coupling operation is moved away.
  • the movement device can be arranged between the second impact absorption element and the first impact absorption element, i. H. the movement device is attached to the different shock-absorbing elements with parts which are movable relative to one another. But it is also possible that a part of the movement device is attached to other parts of the rail vehicle, for. B. directly on the car body or other supporting parts of the vehicle. A second part of the moving means which is movable relative to the first part of the moving means is then attached to the second shock absorbing member or associated parts, e.g. B. attached to the impact element.
  • the movement device is preferably the same movement device with which the impact element is moved for the coupling operation. This makes it possible to dispense with an additional movement device.
  • z. B. a coupling kinematics are used, via which a drive device moves both the impact element and the second shock-absorbing element.
  • the separation of the connection between the second and the first Stoßverzehrelement does not necessarily mean that components must be removed from the vehicle during the coupling process. Rather, the components remain and in particular the second shock absorbing element on the vehicle.
  • the second shock absorbing element is arranged on the impact element, either rigid or preferably movable. This will be discussed in more detail.
  • the arrangement has a closure device for releasing and closing the connection of the first shock-absorbing element with the second shock-absorbing element.
  • the closure device may be z.
  • the quick-release device can be designed so that the connection between the second and the first Stoßverzehrelement engages when restoring the operating state for receiving impact energy, preferably without additional tightening the lock with a tool.
  • the latch only snaps in that the separated parts are brought together again in the intended manner.
  • the arrangement has a pivoting device for pivoting the second shock-absorbing element relative to the impact element.
  • the second Stoßverzehrelement can be pivoted relative to the impact element and thus obtained in the second operating state corresponding to the clutch operation, space in the longitudinal direction of the vehicle.
  • the first shock absorbing element extends from the perspective of the car body of the rail vehicle forward in the direction of travel (or in the opposite direction backwards against the direction of travel).
  • the second shock-absorbing element extends in the direction of travel or counter to the direction of travel in the further course, starting from the first shock-absorbing element.
  • an intermediate element can be arranged between the shock-absorbing elements.
  • the impact element is arranged in the first operating state.
  • the crash absorber arrangement according to the invention is preferably located both on one side of the shock bar and on the other side. This means that the ends of the shock bar are each connected via a first Stoßverzehrelement and a second Stoßverzehrelement with the car body when the assembly is in the first operating state.
  • the second shock absorbing elements at the opposite ends of the shock bar are together with the latter at a different location, which allows the coupling device to be pivoted over a larger pivoting range.
  • the first Stoßverzehrelement remains in the coupling process, in particular its previous fixed arrangement and position on parts of the car body.
  • the arrangement has an intermediate element, via which the first shock-absorbing element is connected to the second shock-absorbing element in the first operating state ready for the absorption of impact energy. More specifically, the intermediate member is separated from and removed from the first impact absorbing member together with the second impact absorbing member to enable the coupling operation.
  • the intermediate element preferably extends in the longitudinal direction of the vehicle or travel direction, so that the total length of the arrangement, which consists of the first shock-absorbing element, the intermediate element and the second shock-absorbing element, the sum of the lengths of is three elements.
  • a connection of the intermediate element to the first shock-absorbing element is closed by a first closure.
  • the closure may be a closure of the act as above-mentioned closure device. Again it can be a quick release.
  • the intermediate element is preferably closed with two closures in the first operating state.
  • the intermediate element is closed with respect to its connection to the first Stoßverzehrelement.
  • the intermediate element is closed with respect to its connection to the second shock-absorbing element via the second, optional closure.
  • the opening of the second closure does not cause the intermediate element and the second shock-absorbing element to be separated from one another. Rather, the opening of the second closure leads to a relative movement (eg a pivoting movement) of the intermediate element and of the second shock-absorbing element being possible, so that the intermediate element for the second operating state can be brought into a different relative position to the second shock-absorbing element.
  • the intermediate element pivots down about a horizontally extending axis of rotation. However, it preferably remains on the second shock-absorbing element and thus preferably also indirectly on the impact element.
  • the second shock-absorbing element may be combined with two closures analogously to the above-described embodiment of the intermediate element.
  • the one closure closes the connection to the first shock-absorbing element in the first operating state.
  • the other closure closes a possibility of movement relative to the impact element.
  • this movement possibility is a rotational movement about a rotational axis extending in the vertical direction. But it is also possible to rotate about a horizontal axis of rotation.
  • the connection between the first and second shock absorption element is achieved in particular by manual actuation of the closure device.
  • the bumper, with which the second Stoßverzehrelement is connected to be pivoted.
  • the crash absorber arrangement provides in a development that the second shock-absorbing element can be folded onto the impact element or arranged rotatable thereon.
  • the second Stoßverzehrelement can be rotated in the pivoted end position of the shock bar preferably via a located on the bumper swivel with a vertical axis of rotation (when viewing the vehicle from the outside) behind the bumper.
  • the second Stoßverzehrelement be folded behind the bumper or rotated and fixed in this position in addition to the bumper.
  • FIG. 1 shows a schematic and simplified representation of the parts in the front region of a rail vehicle. The direction of travel extends in this representation from bottom to top or from top to bottom.
  • FIG. 1 Shown is the supporting structure with a coupling device, wherein the coupling rod is shown folded.
  • an impact element in the form of a shock bar 51 which extends over a substantial part of the width of the rail vehicle convexly curved, is shown.
  • the bumper 51 is secured at its opposite ends to a reversible shock absorbing element 52, which in turn is connected to the car body 10, 11, 12 via an irreversible shock absorbing element 50.
  • the shock-absorbing elements 52, 50 are arranged in pairs in the longitudinal direction of the vehicle.
  • FIG. 1 shows a total of four, on each side of the vehicle two, arranged symmetrically to the vertical center plane of the rail vehicle Stoßverzehretti 50, 52.
  • the impact energy will be at least partially absorbed by the Stoßverzehrmaschinen 50, 52, so that the impact is not or only partially is transmitted to the supporting structure of the rail vehicle.
  • the supporting structure of the car body are a cross member 10, two attached thereto Side members 11a, 11b and diagonal supports 12a, 12b are shown extending diagonally outwardly from the cross member towards the impact absorbing members 52, 50.
  • the coupling rod 31 can be folded out and folded by being pivoted about a vertically extending pivot axis of a joint 32 and about a pivot axis 33 in the mounting region on the supporting structure.
  • FIG. 2 shows a plan view as in Fig. 1 , but with unfolded and pivoted coupling rod 31.
  • the shock bar 51 is in the folded position. However, the higher position is not recognizable in the illustration. He was z. B. pivoted about a (not shown) extending in the horizontal direction pivot axis upwards, so that the coupling rod 31 is folded out and the coupling process is executable. It can be seen in this illustration that the reversible shock-absorbing elements 52 are arranged pivoted at both ends of the shock bar 51 under the bumper 51. The irreversible shock absorbing elements 50 remain on the parts of the supporting structure.
  • FIG. 3 shows a further illustration of the top view of parts in the front region of a rail vehicle with the arrangement of Stoßverzehrmaschine 50, 52 and the shock bar 51 in the folded-down position and in FIG. 4 in a raised position.
  • the reversible element 52 is configured differently than in Fig. 1 and Fig. 2 , In FIG. 4 the reversible shock-absorbing elements 52 are shown at both ends of the shock bar 51 at this folded inwards.
  • FIG. 5 shows a schematic and simplified representation of an embodiment of the inventive arrangement of the shock-absorbing elements 50, 52 and the shock bar 51 in side view.
  • the irreversible shock-absorbing element 50 connected to load-bearing parts 10 of the rail vehicle.
  • Via a device 20 the irreversible shock-absorbing element 50 and the reversible shock-absorbing element 52 are locked together.
  • the reversible shock-absorbing element 52 is connected via a structure attached to the bumper bar 22 with the bumper 51.
  • This closure device 20 the connection between irreversible and reversible shock-absorbing element is separated.
  • the reversible shock-absorbing element 52 is pivoted inwards via a vertically extending pivot axis 23 and fixed on the bumper 51. The pivoting movement can be closed and released via a second closure device 28
  • FIG. 6 shows the arrangement of Fig. 5 in the second operating state. It can be seen that the bumper 51 with the reversible impact absorbing element 52 attached thereto and the closure device 20 has been moved not only to a higher position but also in the longitudinal direction of the vehicle (in FIG Fig. 6 left to right) has been removed from the irreversible shock absorbing element 50. However, shows Fig. 6 not exactly the second operating state, since the reversible shock-absorbing element 52 has not yet been pivoted about the axis 23 relative to the bumper 51. On the right-facing free end of the irreversible shock-absorbing element 50 can be seen a projection 20 a, which is part of the closure device 20. This projection 20a extends in the in Fig. 5 illustrated first operating state in the interior of the closure device 20th
  • FIG. 7 shows a schematic and simplified illustration of a further embodiment of the arrangement of the shock-absorbing elements and the shock bar 51 according to the invention.
  • a side view is displayed.
  • the bumper 51 is connected by a device 21 with parts of the vehicle body 27.
  • This movement or connection device 21 provides an arcuate pivot arm 21a and a part 26, which establishes the connection to the vehicle body 27, before.
  • the attached to the back of the bumper member 22 receives the reversible shock-absorbing element 52 which is fixed to the bumper 51.
  • the shock bar 51 is pivoted with the reversible shock absorbing element 52 by means of pivot arm 21a (not shown).
  • FIG. 8 shows a schematic and simplified representation of a arranged on the rail vehicle 15 coupling device with pivoted coupling rod 31.
  • reference numeral 16 the position and orientation of Coupling rod 31 indicated in neutral position when driving straight ahead of the rail vehicle 15.
  • Reference character SB indicates the pivoting range of the coupling rod 31 from the neutral position 16 to a maximum pivoting position when entering curves.
  • FIG. 9 and FIG. 10 show side views of a further embodiment of a crash absorber arrangement according to the invention. It puts FIG. 9 the first operating state, in which the crash absorber arrangement is ready to absorb any impact on impact on the impact element. On the other hand FIG. 10 the second operating state, in which the rail vehicle via an in FIGS. 9 and 10 not shown coupling device can be coupled together with another rail vehicle.
  • an irreversible shock-absorbing element 50 is arranged, which coincides with his in FIGS. 9 and 10 extending to the right end in the direction of travel to the front or rear.
  • a movement or pivoting device 21 ' is arranged, which allows a reversible Stoßverzehrelement 52 and an associated impact element (here: bumper 51) upwards in the in Fig. 10 to pivot shown pivot position.
  • the pivoting device 21 ' has a first fastening element 55b fixed to the free end of the irreversible impact-absorbing element 50, which carries an obliquely upwardly and forwardly extending kinematics arm 58 which is immovable relative to the first fastening element 55b.
  • a telescopic device 55 is rotatably articulated to the first fastening element 55b. All joints of the pivoting device 21 'described below allow rotational movements about approximately in the horizontal direction axes.
  • a first rotary arm 59 is rotatably articulated, whose opposite end is rotatably articulated to a second fastening element 53a of the pivoting device 21 '.
  • This second fastening element 53a is firmly connected to the reversible impact-absorbing element 52.
  • a second pivot arm 54 is pivotably articulated, the opposite end is rotatably articulated also on the second fastening element 53b.
  • the first rotary arm 59 and the second rotary arm 54 extend in both the first operating state ( Fig. 9 ) and in the second operating state ( Fig. 10 ) each approximately parallel to each other. They extend starting from the kinematic arm 58 in the first operating state from top to bottom and starting from the kinematic arm 58 in the second operating state obliquely upward upward forward (or alternatively in another from the perspective of the car body 10 forward direction depending from the desired pivot angle of the pivot arms 54, 59).
  • the second fixing member 53b including the reversible shock absorbing member 52 and the bumper 51 is in a position relative to the irreversible impact absorbing member 50 located farther forward and higher than in the first operating condition.
  • the telescopic device 55 supports the movement from the first operating state to the second operating state or drives this movement.
  • the telescopic device is z. B. a gas compression spring, which supports the pivoting movement upwards and thus facilitated.
  • an intermediate element 53 is also provided, which in the first operating state (FIG. Fig. 9 ) is connected on one side directly to the first fastening element 55b and on the opposite side directly to the second fastening element 53b.
  • the connection of the connecting element 53 with the first fastening element 55b is releasable, in order to allow the separation between the two shock-absorbing elements 50, 52 and the respectively associated parts.
  • connection between the connecting element 53 and the second fastening element 53b is also detachable, but only to allow a pivoting movement of the connecting element 53 relative to the second fastening element 53b, so that the connecting element 53 is pivotable downwards in the second operating state.
  • the axis of rotation of this pivoting movement is in particular identical to the Rotary axis about which the second fastening element 53b and the second rotary arm 54 are pivotable relative to each other.
  • the intermediate element 53 is closable with respect to its releasable connection to the first fastening element 55b (that is, the connection is secured against unintentional release).
  • a first closure device 57 is provided, for example a quick-closing device.
  • the connection between the connecting element 53 and the second fastening element 53b can be closed via a second closure device 56.
  • the closure devices 56, 57 By actuating the closure devices 56, 57 respectively, the connections of the connecting element 53 can be released, so that the arrangement can pass from the first to the second operating state. Conversely, when reaching the first operating state z. B. by snapping the locking devices 56, 57 again a secure connection can be achieved.
  • the closure element 53 at its in the first operating state to the second fastening element 53b facing contact surface on an obliquely from top to bottom extending course, so that also obliquely from top to bottom extending contact surface of the second fastener 53b when transmitting impact forces a having vertical force component.
  • the contact surface of the second fastening element 53b also serves as a stop for the rotational movement of the connecting element 53, when it is pivoted back into the position which it occupies in the first operating state.
  • pivoting device 21 allows due to the described kinematics with two approximately parallel rotating arms and due to the intermediate element not only pivoting of the reversible Stoßverzehrelements 52 and the impact member 51 upwards, but also a significant distance in the longitudinal direction of the vehicle in the second operating state. This creates space for the handling of the coupling device when producing a coupling with a second rail vehicle.
  • the intermediate element could be firmly connected to the reversible Stoßverzehrelement or the element 53 which can be pivoted against the bumper be replaced by the reversible Stoßverzehrelement. In both cases, the reversible Stoßverzehrelement is pivoted in the second operating state against the bumper.

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  • Transportation (AREA)
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Claims (10)

  1. Ensemble absorbeur d'énergie de choc destiné à des véhicules sur rails, en particulier à des tramways, présentant
    - un premier élément d'absorption de chocs (50),
    - un deuxième élément d'absorption de chocs (52), qui est relié au premier élément d'absorption de chocs (50) dans un premier état de fonctionnement prêt à l'absorption d'énergie de choc,
    - et un élément d'impact (51), qui est relié au deuxième élément d'absorption de chocs (52),
    caractérisé en ce que
    l'ensemble présente un dispositif de déplacement (21, 21'), avec lequel le deuxième élément d'absorption de chocs (52) peut être déplacé, et que le dispositif de déplacement est configuré pour séparer le deuxième élément d'absorption de chocs (52) du premier élément d'absorption de chocs et amener l'agencement dans un deuxième état de fonctionnement convenant à un fonctionnement de couplage du véhicule sur rails.
  2. Ensemble absorbeur d'énergie de choc (1) selon la revendication 1, caractérisé en ce que l'ensemble présente un dispositif de fermeture (20) pour desserrer et fermer la liaison du premier élément d'absorption de chocs (50) avec le deuxième élément d'absorption de chocs (52).
  3. Ensemble absorbeur d'énergie de choc (1) selon la revendication 1 ou 2, caractérisé en ce que l'ensemble présente un dispositif de pivotement pour le pivotement du deuxième élément d'absorption de chocs (52) par rapport à l'élément d'impact (51).
  4. Ensemble absorbeur d'énergie de choc (1) selon la revendication 1, 2 ou 3, caractérisé en ce que l'ensemble présente un élément intermédiaire (53), via lequel le premier élément d'absorption de chocs (50) est relié au deuxième élément d'absorption de chocs (52) dans l'état de fonctionnement prêt à l'absorption d'énergie de choc.
  5. Ensemble absorbeur d'énergie de choc selon la revendication 4, caractérisé en ce que dans le premier état de fonctionnement, une liaison de l'élément intermédiaire (53) au premier élément d'absorption de chocs (50) est fermée par une première fermeture.
  6. Ensemble absorbeur d'énergie de choc (1) selon l'une quelconque des revendications précédentes, caractérisé en ce que le deuxième élément d'absorption de chocs (52) est agencé de manière rabattable au niveau de l'élément d'impact (51) ou de manière rotative au niveau de celui-ci .
  7. Ensemble selon l'une quelconque des revendications précédentes, caractérisé en ce que l'ensemble absorbeur d'énergie de choc est combiné avec un dispositif de couplage pour le couplage du véhicule sur rails avec un deuxième véhicule sur rails, dans lequel le dispositif de couplage est agencé de manière pivotante à hauteur du premier élément d'absorption de chocs (50) pour permettre un pivotement des véhicules sur rails couplés les uns aux autres.
  8. Ensemble selon la revendication 7, dans lequel le dispositif de couplage est dans le premier état de fonctionnement dans une position rabattue, non prête au couplage.
  9. Véhicule sur rails avec un ensemble (1) selon l'une quelconque des revendications précédentes.
  10. Procédé de couplage d'un premier véhicule sur rails avec un deuxième véhicule sur rails en utilisant un ensemble selon l'une quelconque des revendications précédentes, dans lequel le procédé comprend les étapes suivantes :
    - séparation d'une liaison entre un premier élément d'absorption de chocs (50) et un deuxième élément d'absorption de chocs (52),
    - déplacement du deuxième élément d'absorption de chocs (52) au moyen du dispositif de déplacement dans une position d'un deuxième état de fonctionnement,
    - couplage des véhicules sur rails par le biais d'un dispositif de couplage du véhicule sur rails.
EP12727842.2A 2011-06-17 2012-06-11 Ensemble absorbeur d'énergie de choc destiné à un véhicule sur rails, en particulier à un tramway Active EP2720924B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL12727842T PL2720924T3 (pl) 2011-06-17 2012-06-11 Układ amortyzatora zderzeniowego dla pojazdów szynowych, zwłaszcza tramwajów

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011077780A DE102011077780A1 (de) 2011-06-17 2011-06-17 Crashabsorberanordnung für ein Schienenfahrzeug, insbesondere für eine Straßenbahn
PCT/EP2012/061030 WO2012171880A1 (fr) 2011-06-17 2012-06-11 Ensemble absorbeur d'énergie de choc destiné à un véhicule sur rails, en particulier à un tramway

Publications (2)

Publication Number Publication Date
EP2720924A1 EP2720924A1 (fr) 2014-04-23
EP2720924B1 true EP2720924B1 (fr) 2018-12-05

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EP12727842.2A Active EP2720924B1 (fr) 2011-06-17 2012-06-11 Ensemble absorbeur d'énergie de choc destiné à un véhicule sur rails, en particulier à un tramway

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EP (1) EP2720924B1 (fr)
CN (1) CN103608233B (fr)
AU (1) AU2012269183B2 (fr)
CA (1) CA2838635A1 (fr)
DE (1) DE102011077780A1 (fr)
ES (1) ES2710903T3 (fr)
PL (1) PL2720924T3 (fr)
RU (1) RU136405U1 (fr)
WO (1) WO2012171880A1 (fr)

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Publication number Priority date Publication date Assignee Title
DE102013204555A1 (de) * 2013-03-15 2014-10-02 Bombardier Transportation Gmbh Sicherheitsvorrichtung für Schienenfahrzeuge
CN207875666U (zh) * 2017-12-20 2018-09-18 中车长春轨道客车股份有限公司 一种吸能车体及具有该车体的轨道车辆
GB2588401B (en) 2019-10-22 2023-04-19 Bombardier Transp Gmbh Front end for a rail vehicle

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Publication number Priority date Publication date Assignee Title
IT8721252A0 (it) * 1987-07-10 1987-07-10 Costamasnaga Spa Carro ferroviario con testata mobile verticale.
FR2818224B1 (fr) * 2000-12-18 2003-01-24 Alstom Vehicule ferroviaire a cabine de conduite comportant une structure absorbeuse d'energie adaptee a une collision au dessus du chassis du vehicule
DE10126483A1 (de) * 2001-05-31 2002-12-05 Scharfenbergkupplung Gmbh & Co Energieverzehreinrichtung für die Stirnseite von Schienenfahrzeugen
FR2850930B1 (fr) * 2003-02-12 2014-03-07 Alstom Vehicule, notamment ferroviaire, comportant une extremite equipee d'un dispositif d'attelage
DE202005004502U1 (de) * 2005-03-17 2005-05-19 Faiveley Transport Remscheid Gmbh Zug- und Stoßvorrichtung für Mittelpufferkupplungen von Schienenfahrzeugen
DE202006014402U1 (de) * 2006-09-15 2006-11-30 Fahrzeugtechnik Dessau Ag Railroad Technologies Schienenfahrzeug mit Crashausrüstung
ES2373827T3 (es) * 2007-09-05 2012-02-09 Voith Patent Gmbh Absorbedor de choques para la zona frontal o trasera de un vehículo guiado por vías con al menos una unidad de absorción de energía.
DE102009034682A1 (de) * 2009-07-24 2011-02-10 Bombardier Transportation Gmbh Schienenfahrzeug mit Crashabsorber-Anordnung, insbesondere Straßenbahn

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Publication number Publication date
ES2710903T3 (es) 2019-04-29
DE102011077780A1 (de) 2012-12-20
CN103608233A (zh) 2014-02-26
PL2720924T3 (pl) 2019-05-31
AU2012269183B2 (en) 2016-09-15
AU2012269183A1 (en) 2014-01-16
WO2012171880A1 (fr) 2012-12-20
CN103608233B (zh) 2016-08-24
EP2720924A1 (fr) 2014-04-23
RU136405U1 (ru) 2014-01-10
CA2838635A1 (fr) 2012-12-20

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