EP2895370B1 - Véhicule ferroviaire pourvu d'un équipement anticollision - Google Patents

Véhicule ferroviaire pourvu d'un équipement anticollision Download PDF

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Publication number
EP2895370B1
EP2895370B1 EP13763198.2A EP13763198A EP2895370B1 EP 2895370 B1 EP2895370 B1 EP 2895370B1 EP 13763198 A EP13763198 A EP 13763198A EP 2895370 B1 EP2895370 B1 EP 2895370B1
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EP
European Patent Office
Prior art keywords
driver
rail vehicle
vehicle
underframe
control panel
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
EP13763198.2A
Other languages
German (de)
English (en)
Other versions
EP2895370B8 (fr
EP2895370A1 (fr
Inventor
Gerhard SCHILCHER
Robert Edlinger
Richard Graf
Robert Nedelik
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 Austria GmbH
Original Assignee
Siemens AG Oesterreich
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 AG Oesterreich filed Critical Siemens AG Oesterreich
Priority to PL13763198T priority Critical patent/PL2895370T3/pl
Publication of EP2895370A1 publication Critical patent/EP2895370A1/fr
Publication of EP2895370B1 publication Critical patent/EP2895370B1/fr
Application granted granted Critical
Publication of EP2895370B8 publication Critical patent/EP2895370B8/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
    • B61C17/04—Arrangement or disposition of driving cabins, footplates or engine rooms; Ventilation thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
    • B61D15/06—Buffer cars; Arrangements or construction of railway vehicles for protecting them in case of collisions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/06—End walls

Definitions

  • the invention relates to a rail vehicle with crash equipment.
  • the invention is therefore an object of the invention to provide a rail vehicle with crash equipment, which is designed to receive longitudinal forces in a collision and which is easy to build with only a few structural measures on the undercarriage of the rail vehicle are required.
  • a rail vehicle according to the invention does not require a reinforced window sill or pillars to fulfill the task.
  • a rail vehicle with crash equipment which comprises a base frame and a driver's cab, wherein at least one driver's desk is provided, which is detachably connected to the base frame and which has a reinforced frame for receiving and transmitting the at Clash occurring longitudinal pressure forces in the base includes.
  • the advantage can be achieved to be able to build a crashworthy rail vehicle, components such as Rammklalen and reinforced window parapets can be omitted.
  • modern rail vehicles with high-quality end faces which can not be provided with the above-mentioned components or only with great effort, can be equipped with the required favorable crash characteristics.
  • the present invention is particularly advantageous for vehicles having an emergency exit door arranged on the front side, since naturally no continuous window sill can be provided in these vehicles.
  • Another advantage of the present invention lies in the detachable connection of the driver's desk with the base.
  • the advantage can be achieved to be able to use different material pairing of said components.
  • a light metal base can be used with a steel driver's desk because no welding is required to make the connection.
  • an inventive driver's desk can be built separately from the rest of the vehicle, equipped and pre-tested, so it only has to be mounted on the base for mounting and the electrical connections must be made by connecting the plug. This advantage causes a significant acceleration of the production of the entire vehicle, since the very expensive electrical work on the driver's desk outside the vehicle can be performed and thus at the same time further interior work can be performed.
  • the crash equipment according to the invention comprises a driver's desk with a reinforced frame and fastening means and a base frame with fastening means.
  • one or more driver's consoles may be provided in a driver's compartment, with two driver's consoles being advantageous in vehicles with a frontal emergency exit door.
  • the driver's seat is usually centered, located immediately behind the emergency exit door.
  • the detachable attachment of the driver's desk, or the driver's consoles is preferably carried out by means of a screw connection. It is advantageous to relieve this screw from the forces of a collision, as screw which would take up too much space would be suitable for receiving these forces.
  • a force introduced in the longitudinal direction of the rail vehicle on the upper edge of the driver's desk is introduced into the subframe, wherein the force introduced in accordance with the law of levers in a downward force on the vehicle-center edge of the driver's desk and an upward (lifting) force at the front Edge of the leaderboard is dividing. To initiate these forces suitable measures are to be taken, which is to initiate the upward force to provide a positive unlocking of the driver's desk on the base.
  • a cross member is preferably provided on the underbody side.
  • the force applied to the driver's console during a collision in the longitudinal direction of the rail vehicle is to be introduced into the underframe, it being advantageous to provide a force introduction device for this purpose on the vehicle-center edge of the driver's console.
  • This force introduction device transmits this force from the driver's desk into the undercarriage or the vehicle floor.
  • this force introduction device comprises a stop on which the driver's console abuts as far as possible without play.
  • An embodiment of the invention provides to provide the force introduction device with a keying. This wedging allows a backlash-free, detachable mounting of the driver's desk on the base frame wherein the wedging applies a certain contact pressure on the driver's desk, whereby this is pressed into the frontal Aushebêt.
  • the driver's desk is generally constructed as a welded construction of metal profiles.
  • Fig.1 shows by way of example and schematically the abstracted schematic representation of a rail vehicle with crash equipment. It is shown a longitudinal section through a rail vehicle in a frontal area. For simplicity, all components of the rail vehicle not touched by the invention are not shown.
  • the rail vehicle comprises a base frame 2, of which only a few parts are shown in this abstracted illustration.
  • a driver's desk 1 is designed to receive longitudinal compressive forces and is detachably connected to the undercarriage 2.
  • a lift-off 3 is arranged on the vehicle front edge of the driver's desk 1, which prevents lifting the driver's console 1 of the base 2 by means of a positive connection. This lift-off is formed by both the driver's desk 1 and the base 2 provided components.
  • a force introduction device 4 is provided on the undercarriage 2. This allows the initiation of transmitted from the driver's seat 1 longitudinal forces in the base 2, wherein this longitudinal force is distributed so introduced that the respective locally allowable maximum forces are not exceeded and no significant permanent deformation of components of the undercarriage 2 occur. Deformations according to EN 12663-1 are considered to be significant if they exceed the values given in chapter 5.4.2.
  • the underframe 2 comprises a cross member 5, which is provided on the vehicle-center edge of the driver's desk 1. This cross member 5 receives the vertical compressive forces which are transmitted from the driver's desk 1 to the base.
  • Fig.1 the main forces acting on the leaderboard 1 forces shown.
  • the force F1 acts in the vehicle longitudinal direction in the direction of the vehicle center.
  • the force F1 counteracts the counterforce F2, the magnitude of the force F2 is equal to the magnitude of the force F1.
  • the hold-down force F3 is transmitted from the Aushebêt 3 on the driver's desk 1.
  • the support force F4 is transmitted from the undercarriage 2 to the driver's console 1, wherein the cross member 5, the subset 2 reinforced at this point, so that this generally causes very large force no plastic deformation of the undercarriage 2.
  • Fig.2 shows by way of example and schematically a rail vehicle with crash equipment. It is shown an oblique view of a driver's desk 1 of a rail vehicle, which is arranged on a base 2 and releasably connected thereto.
  • the driver's desk 1 is equipped and dimensioned such that it can absorb the required longitudinal compressive forces and transmit it to the undercarriage 2.
  • the undercarriage 2 comprises, in particular, a cross member arranged on the vehicle side and reinforced slanted columns.
  • the undercarriage 2 is equipped with two force introduction devices 4. The power transmission between the driver's desk 1 and the force introduction devices 4 via a respective keying 6. These wedges 6 ensure a backlash-free assembly of the driver's desk 1.
  • Figure 3 shows an example and schematically a detail of a rail vehicle with crash equipment. It is a sectional view in the vehicle longitudinal direction by a Undercarriage 2 and a driver's desk 1 shown.
  • the undercarriage 2 is equipped with a cross member 5, which in Figure 3 also shown cut.
  • the undercarriage 2 is further equipped with a force introduction device 4, which consists essentially of a plate-shaped component, which distributes the absorbed forces distributed in the bottom of the undercarriage.
  • the contact between the force introduction device 4 and the driver's desk 1 by means of a keying 6.
  • the driver's desk 1 is connected by means of screw 7 with the base 2.
  • Figure 4 shows an example and schematically a detail of a rail vehicle with crash equipment. It is a sectional view in the vehicle longitudinal direction through a base 2 and a driver's console 1 shown, wherein the structure substantially identical to the in Figure 3 , shown embodiment.
  • Figure 4 explains the anti-lifting device according to the invention 3.
  • This lift-off 3 is designed as a component of the undercarriage 2 and clasps a lower cross member of the driver's desk 1 so that a vertical lifting of the driver's desk 1 is prevented. In this way, the hold-down force F3 is exerted on the driver's desk 1.
  • the assembly of the driver's desk 1 is carried out by placing it on the base 2 and then moving the driver's console 1 in the vehicle longitudinal direction in the direction of the front side, or the Aushebêt 3. Subsequently, the wedging 6 is pressed and the screw 7 made.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Body Structure For Vehicles (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
  • Emergency Lowering Means (AREA)

Claims (8)

  1. Véhicule ferroviaire muni d'un équipement anticollision, comprenant un châssis (2) et une cabine de conduite, dans lequel au moins une console de guidage (1) reliée amovible au châssis (2) est prévue, caractérisé en ce que la console de guidage présente un bâti qui est dimensionné de manière à pouvoir recevoir et transmettre au sein du châssis (2) des forces de compression longitudinales (F1, F2) apparaissant lors d'une collision sans qu'apparaissent des déformations significatives au niveau du châssis.
  2. Véhicule ferroviaire muni d'un équipement anticollision selon la revendication 1, caractérisé en ce qu'une sécurité contre l'enlèvement (3), étroitement ajustée, de la console de guidage (1) est agencée sur le châssis (2) au niveau d'une position de fixation, située du côté avant du véhicule, de la console de guidage (1).
  3. Véhicule ferroviaire muni d'un équipement anticollision selon la revendication 1, caractérisé en ce que la console de guidage (1) est reliée amovible au châssis (2) au niveau d'une position de fixation située du côté intérieur du véhicule au moyen d'une clavette (6).
  4. Véhicule ferroviaire muni d'un équipement anticollision selon l'une quelconque des revendications 1 à 3, caractérisé en ce que la console de guidage (1) est vissée au châssis (2).
  5. Véhicule ferroviaire muni d'un équipement anticollision selon l'une quelconque des revendications 1 à 4, caractérisé en ce que deux consoles de guidage (1) par cabine de conduite sont agencées des deux côtés d'une porte extérieure agencée du côté avant.
  6. Véhicule ferroviaire muni d'un équipement anticollision selon l'une quelconque des revendications 1 à 4, caractérisé en ce qu'une console de guidage (1) par cabine de conduite est prévue, ladite console s'étendant sur la largeur intérieure de la cabine de conduite.
  7. Véhicule ferroviaire muni d'un équipement anticollision selon l'une quelconque des revendications 1 à 6, caractérisé en ce que le châssis (2) comprend une traverse (5) au niveau de la position de fixation, située du côté intérieur du véhicule, de la console de guidage (1).
  8. Console de guidage (1) destiné à un véhicule ferroviaire, qui est conçue pour être reliée amovible à un châssis (2), caractérisée en ce qu'elle comprend un bâti selon la revendication 1.
EP13763198.2A 2012-09-13 2013-09-05 Véhicule ferroviaire pourvu d'un équipement anticollision Active EP2895370B8 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL13763198T PL2895370T3 (pl) 2012-09-13 2013-09-05 Pojazd szynowy z wyposażeniem zderzeniowym

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATA1007/2012A AT513364B1 (de) 2012-09-13 2012-09-13 Schienenfahrzeug mit Crashausrüstung
PCT/EP2013/068329 WO2014040896A1 (fr) 2012-09-13 2013-09-05 Véhicule ferroviaire pourvu d'un équipement anticollision

Publications (3)

Publication Number Publication Date
EP2895370A1 EP2895370A1 (fr) 2015-07-22
EP2895370B1 true EP2895370B1 (fr) 2019-06-05
EP2895370B8 EP2895370B8 (fr) 2019-08-07

Family

ID=49212741

Family Applications (1)

Application Number Title Priority Date Filing Date
EP13763198.2A Active EP2895370B8 (fr) 2012-09-13 2013-09-05 Véhicule ferroviaire pourvu d'un équipement anticollision

Country Status (9)

Country Link
EP (1) EP2895370B8 (fr)
CN (1) CN104640757B (fr)
AT (1) AT513364B1 (fr)
CL (1) CL2015000611A1 (fr)
ES (1) ES2744496T3 (fr)
IN (1) IN2015DN01620A (fr)
PL (1) PL2895370T3 (fr)
RU (1) RU2637846C2 (fr)
WO (1) WO2014040896A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113460109B (zh) * 2021-07-13 2022-11-22 中车唐山机车车辆有限公司 一种吸能外罩、车厢及轨道车辆

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4216725A (en) * 1978-11-13 1980-08-12 Pullman Incorporated Combination door and emergency stairway exit
DE4343800A1 (de) * 1993-12-22 1995-06-29 Transtec Gmbh Kopfmodule für Schienenfahrzeug-Trieb- und Steuerwagen
FR2715904A1 (fr) * 1994-02-08 1995-08-11 Sardou Max Structure de véhicule, notamment de locomotive de train.
DE19649526C2 (de) * 1996-11-29 1999-03-04 Talbot Gmbh & Co Kg Fahrzeugkopf eines Eisenbahnfahrzeugs mit einer Führerkabine
FR2759338B1 (fr) * 1997-02-10 1999-04-02 Gec Alsthom Transport Sa Dispositif d'absorption d'energie et vehicule, notamment ferroviaire, comportant un tel dispositif d'absorption
FR2765543B1 (fr) * 1997-07-02 2005-01-07 Alstom Ddf Vehicule ferroviaire comportant au moins un module d'extremite interchangeable
DE19817860A1 (de) * 1998-04-22 1999-11-04 Dwa Deutsche Waggonbau Gmbh Sicherheitseinrichtung für Fahrzeugführer von Schienenfahrzeugen
DE19860888A1 (de) * 1998-12-31 2000-07-13 Daimler Chrysler Ag Schienenfahrzeug mit frontseitigem Rammschutz
JP2003095097A (ja) * 2001-09-25 2003-04-03 Hitachi Ltd 軌条車両
CZ2006736A3 (cs) * 2006-11-24 2008-01-16 Ĺ KODA TRANSPORTATION s. r. o. Kabina železničního vozidla s definovanou deformací
CN201334014Y (zh) * 2008-12-26 2009-10-28 唐山轨道客车有限责任公司 司机室操纵台
US8701566B2 (en) * 2009-03-25 2014-04-22 West Japan Railway Company Railcar

Non-Patent Citations (1)

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

Also Published As

Publication number Publication date
PL2895370T3 (pl) 2020-03-31
RU2015113177A (ru) 2016-11-10
AT513364A1 (de) 2014-03-15
WO2014040896A1 (fr) 2014-03-20
IN2015DN01620A (fr) 2015-07-03
CL2015000611A1 (es) 2015-11-06
EP2895370B8 (fr) 2019-08-07
AT513364B1 (de) 2014-06-15
CN104640757A (zh) 2015-05-20
EP2895370A1 (fr) 2015-07-22
RU2637846C2 (ru) 2017-12-07
CN104640757B (zh) 2019-10-18
ES2744496T3 (es) 2020-02-25

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