EP2844533B1 - Zugkopfteil - Google Patents

Zugkopfteil Download PDF

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Publication number
EP2844533B1
EP2844533B1 EP13729705.7A EP13729705A EP2844533B1 EP 2844533 B1 EP2844533 B1 EP 2844533B1 EP 13729705 A EP13729705 A EP 13729705A EP 2844533 B1 EP2844533 B1 EP 2844533B1
Authority
EP
European Patent Office
Prior art keywords
head part
traction head
cabin
pillar
longitudinal member
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
EP13729705.7A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP2844533A1 (de
Inventor
Wolfgang Langert
Gerhard Schmidt
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 Mobility GmbH
Original Assignee
Siemens Mobility GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Siemens Mobility GmbH filed Critical Siemens Mobility GmbH
Priority to PL13729705T priority Critical patent/PL2844533T3/pl
Publication of EP2844533A1 publication Critical patent/EP2844533A1/de
Application granted granted Critical
Publication of EP2844533B1 publication Critical patent/EP2844533B1/de
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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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

Definitions

  • the invention relates to a traction head part comprising a cabin having a floor area, a roof and two side walls which extend between the floor area and the roof, according to the preamble of claim 1.
  • the Buchkopfteil corresponds for example to a head of a railcar train, a control car, or even a locomotive. Accordingly, the cabin may be formed as a train cab, passenger cabin or a combination thereof. The Switzerlandkopfteil may additionally comprise a rail drive.
  • the Buchkopfteil usually includes a bodyshell structure to which a shaping outer shell is attached.
  • the bodyshell structure and the outer shell are structurally separated.
  • the bodyshell structure absorbs static loads as well as crash loads, whereas the outer shell is an essential vehicle for design and a key design feature for aerodynamics.
  • the bodyshell structure usually consists of welded steel / aluminum elements and the outer shell is molded from GRP materials. The outer shell is glued or screwed onto the bodyshell structure.
  • the object of the present invention is therefore, starting from a traction head part of the type mentioned, to improve this traction head part in such a way that the forces occurring during a crash are safely absorbed and the cab and the Werkopfteil are easy to assemble and the cabin has a large internal volume.
  • a traction head part comprising a car comprising a floor area, a roof and two side walls extending between the floor area and the roof.
  • the side walls each have at their head end on an A-pillar, which is held on the bottom portion. From each A-pillar, one side rail each extends into the side walls, with the unit comprising the A-pillar and side member designed to absorb forces in the event of a crash and to guide them into the cab.
  • a unit of A-pillar and a longitudinal member is formed in the side walls of the Buchkopfteils, which derives forces in a collision in the cabin. This allows the car to absorb forces and increase the strength of the Glaskopfteils.
  • the head end of the pulling head part refers to the end facing away from the train.
  • the A-pillar viewed from the top of the head, is the first pillar still extending from the bottom area.
  • the side member extends in the side wall.
  • the side member is an integral part of the side wall. More preferably, the A-pillar and / or the longitudinal members are made of aluminum or steel.
  • the described Buchkopfteil has the advantage that in each case a side wall is formed, which is generally suitable to absorb forces occurring during a crash and to divert into the cabin.
  • the cabin as a whole contributes to increasing safety in the event of a collision.
  • a usable inner volume of the Buchkopfteils can be increased while maintaining the outer dimensions.
  • the design of the side walls with the A-pillar and the side member a simple construction for the side walls is specified, whereby a number of required components is low and can reduce weight and cost.
  • the traction head part is designed such that the longitudinal members form an upper edge of the respective side wall.
  • the forces in a collision can be derived independently of the height of an impact point to the roof of the cabin, so that the forces can be distributed over a large area of the cabin.
  • the height of the cabin is stabilized so that people in the cabin are protected in the event of a collision.
  • the traction head part is designed such that the cabin is self-supporting.
  • Self-supporting means that wall panels of the cabin are designed and connected so that they increase the strength of the cabin.
  • the wall panels may be connected by welding to the floor area, the A-pillar and / or the longitudinal beam, so that there is a load-bearing connection.
  • the statements apply accordingly for roof panels.
  • the wall and / or roof panels are preferably made of aluminum or steel.
  • the thickness of the sheets is preferably chosen so that the sheets can be easily mounted and contribute to the strength of the cabin.
  • the outer shell is also able to absorb forces in the event of a collision and divert them into the forest. This further increases safety in the event of a collision.
  • the traction head part is designed such that the side walls each have at least one further column, and the longitudinal carrier is in each case connected to the at least one further column.
  • the least Another column improves the stability of the respective side wall and facilitates the attachment of wall panels.
  • the wall panels are preferably each attached to two columns, so that they additionally increase the stability of the traction head part, in particular in the longitudinal direction.
  • the traction head part is designed such that the longitudinal member is designed in several parts, and in each case at least a part of the longitudinal member extends between two columns.
  • the longitudinal member is located with its two ends in each case on a column, so that forces can be transmitted well between these components.
  • the traction head part is designed such that the longitudinal member is designed as a profile carrier. Due to the profile, the stability of the longitudinal member is increased, in particular in its longitudinal direction. At the same time, the weight of the longitudinal member may be low.
  • the traction head part is designed such that the roof comprises at least one cross member, which is held with its ends on the two longitudinal members.
  • the cross member causes a transverse reinforcement of the cabin, which may be relevant for example when tipping the Glaskopfteils. Also, forces that act only on one of the A-pillars, by cross member partially in the other side wall, in particular in the side members of the other side wall, transmitted and thus be conducted evenly into the cabin.
  • the Switzerland Kirsonteil is formed such that at least two further columns and a cross member are interconnected.
  • the result is a support arch that stabilizes the cross section of the cabin.
  • the assembly of a component can increase the stability of the cabin in various aspects as previously described.
  • the use of the support arch very efficient for the installation of the cab and the towing head part.
  • the traction head part is designed such that the longitudinal members each have an arcuate shape and extend upwards from the A-pillar.
  • the curve shape is advantageous because it allows on the one hand an aerodynamic design of the Glaskopfteils and on the other hand is well suited to absorb forces during the collision.
  • the traction head part is designed such that the longitudinal carrier is in each case embodied integrally with at least one wall plate and / or a roof plate.
  • a stable structural unit is formed on which more wall and / or roof panels can be easily attached.
  • the longitudinal member with the at least one wall plate and / or roof plate thus forms on the one hand a supporting structure, which contributes significantly to the stability of the traction head part, in particular in a collision.
  • the structural unit formed in this way forms the outer shape of the traction head part without the need for additional shaping components in this area.
  • the traction head part is designed such that the cabin is formed as a welded unit.
  • the cabin can be easily formed while having a high stability.
  • A-pillar, side member and, if present side panels, roof panels, other columns and cross member can thus form a total of a stable unit.
  • the FIGS. 1 and 2 show a Switzerlandkopfteil 1 according to a preferred embodiment.
  • the towing head part 1 comprises a car 3, which comprises a floor area 5, a roof 7 and two side walls 9 which extend between the floor area 5 and the roof 7.
  • the side walls 9 have at the head end 11 of the Switzerlandkopfteils 1 each have an A-pillar 13 and longitudinally spaced further columns 15a, 15b, which are held on the bottom portion 5, and a different height with respect to the height of the side wall in its position respectively.
  • a longitudinal member 17 extends into the side walls 9, wherein the longitudinal members 17 have an arcuate shape in which they extend from the A-pillar 13 upwards.
  • the longitudinal members 17 form an upper edge of the respective side wall 9.
  • the longitudinal member 17 is connected to the other columns 15a, 15b.
  • the longitudinal member 17 is thus an integral part of the side wall.
  • the longitudinal member 17 is in each case designed as a multi-part profile carrier with a head-side and a rear single carrier 17a, 17b, which form two parts of the longitudinal member 17.
  • the head-side single carrier 17a extends between the A-pillar 13 and another pillar 15a, which is designed as a high pillar, and bears with its two ends on it.
  • the remaining columns 15b which are made correspondingly lower, are connected to the individual carriers 17a, 17b in a middle region of the individual carriers 17a, 17b.
  • the roof 7 comprises a head-side and a rear cross-member 19a, 19b.
  • the rear cross member 19b is held at its ends to the two rear individual beams 17b, while the head-side cross member 19a is connected to the raised columns 15a and forms a support sheet 21 therewith.
  • the side walls 9 and the roof 7 each comprise a plurality of wall or roof panels 23, 25.
  • the wall and roof panels 23, 25 are each attached to two columns 13, 15a, 15b or transverse members 19a, 19b attached. As can be seen on the wall panels 23, these partially span a plurality of columns 15a, 15b, wherein they are also attached to the spanned columns 15a, 15b.
  • A-pillars 13, longitudinal members 17, cross members 19a, 19b and wall and roof panels 23, 25 are made in this embodiment of aluminum and welded together, so that the car 3 is formed as a welded unit.
  • the cabin 3 is thereby self-supporting, so that wall and ceiling panels 23, 25 increase the strength of the cabin 3.
  • A-pillar 13 and longitudinal members 15 are designed such that they collectively absorb forces in the event of a crash and lead into the cabin 3.
  • A-pillars 13, side members 17, cross members 19a, 19b and wall and roof panels 23, 25 are made of aluminum.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Body Structure For Vehicles (AREA)
EP13729705.7A 2012-07-24 2013-06-17 Zugkopfteil Active EP2844533B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL13729705T PL2844533T3 (pl) 2012-07-24 2013-06-17 Część głowicy trakcyjnej

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012212967.7A DE102012212967A1 (de) 2012-07-24 2012-07-24 Zugkopfteil
PCT/EP2013/062466 WO2014016049A1 (de) 2012-07-24 2013-06-17 Zugkopfteil

Publications (2)

Publication Number Publication Date
EP2844533A1 EP2844533A1 (de) 2015-03-11
EP2844533B1 true EP2844533B1 (de) 2019-04-03

Family

ID=48652064

Family Applications (1)

Application Number Title Priority Date Filing Date
EP13729705.7A Active EP2844533B1 (de) 2012-07-24 2013-06-17 Zugkopfteil

Country Status (13)

Country Link
US (1) US20150191180A1 (pl)
EP (1) EP2844533B1 (pl)
CN (1) CN204801783U (pl)
BR (1) BR112015001393A2 (pl)
CA (1) CA2879759A1 (pl)
DE (1) DE102012212967A1 (pl)
ES (1) ES2733454T3 (pl)
IN (1) IN2014DN10893A (pl)
PL (1) PL2844533T3 (pl)
PT (1) PT2844533T (pl)
RU (1) RU162454U1 (pl)
TR (1) TR201906314T4 (pl)
WO (1) WO2014016049A1 (pl)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9248846B2 (en) * 2011-12-02 2016-02-02 Nippon Sharyo, Ltd. Rolling stock
JP5758044B2 (ja) * 2012-02-21 2015-08-05 日本車輌製造株式会社 鉄道車両
DE102012213019B4 (de) 2012-07-25 2014-12-04 Siemens Aktiengesellschaft Zugkopfteil
DE102016205305A1 (de) 2016-03-31 2017-10-05 Siemens Aktiengesellschaft Schienenfahrzeug, insbesondere Lokomotive
USD827493S1 (en) * 2016-04-01 2018-09-04 Byd Company Limited Train
EP3929055A1 (de) * 2020-06-22 2021-12-29 Stadler Rail AG Schienenfahrzeugwagen zum transport von passagieren, schienenfahrzeug mit einem schienenfahrzeugwagen und verfahren zur bildung eines übergangs zwischen schienenfahrzeugwagen
CN111746583A (zh) * 2020-07-14 2020-10-09 中车大连机车车辆有限公司 一种列车耐碰撞吸能结构

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2698840B1 (fr) * 1992-12-08 1995-02-24 Dietrich & Cie De Véhicule ferroviaire à cabine de conduite comportant une structure absorbeuse d'énergie.
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.
FR2747633B1 (fr) * 1996-04-19 2003-01-31 Alstom Ddf Vehicule ferroviaire a cabine de conduite comportant une structure absorbeuse d'energie a deformation progressive
GB2404635B (en) * 2003-08-08 2007-03-07 Bombardier Transp Energy absorpotion device for absorbing impact energy of a vehicle
US7536958B2 (en) * 2006-05-09 2009-05-26 Raul V. Bravo & Associates, Inc. Passenger rail car
DE102006044397A1 (de) * 2006-09-18 2008-03-27 Bombardier Transportation Gmbh Kopfmodul für ein Schienenfahrzeug
DE102009053750A1 (de) * 2009-11-18 2011-05-19 Man Nutzfahrzeuge Ag Fahrerhaus eines Nutzfahrzeugs mit Mittendachmodul

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
IN2014DN10893A (pl) 2015-09-11
RU162454U1 (ru) 2016-06-10
US20150191180A1 (en) 2015-07-09
ES2733454T3 (es) 2019-11-29
CN204801783U (zh) 2015-11-25
EP2844533A1 (de) 2015-03-11
DE102012212967A1 (de) 2014-01-30
TR201906314T4 (tr) 2019-05-21
PL2844533T3 (pl) 2019-09-30
BR112015001393A2 (pt) 2017-07-04
WO2014016049A1 (de) 2014-01-30
PT2844533T (pt) 2019-06-06
CA2879759A1 (en) 2014-01-30

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