EP2999609B1 - Schienenfahrzeug mit vollständig eintauchender kupplung - Google Patents

Schienenfahrzeug mit vollständig eintauchender kupplung Download PDF

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Publication number
EP2999609B1
EP2999609B1 EP13771452.3A EP13771452A EP2999609B1 EP 2999609 B1 EP2999609 B1 EP 2999609B1 EP 13771452 A EP13771452 A EP 13771452A EP 2999609 B1 EP2999609 B1 EP 2999609B1
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EP
European Patent Office
Prior art keywords
coupling
rail vehicle
securing
plateau section
vehicle
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
EP13771452.3A
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German (de)
English (en)
French (fr)
Other versions
EP2999609A1 (de
Inventor
Stephan Drexler
Manuel Kroiß
Hannes Peer
Christian Winkelmann
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
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Publication date
Application filed by Siemens Mobility GmbH filed Critical Siemens Mobility GmbH
Priority to PL13771452T priority Critical patent/PL2999609T3/pl
Publication of EP2999609A1 publication Critical patent/EP2999609A1/de
Application granted granted Critical
Publication of EP2999609B1 publication Critical patent/EP2999609B1/de
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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
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G9/00—Draw-gear
    • B61G9/20—Details; Accessories
    • 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

Definitions

  • the invention relates to a rail vehicle with a front-side coupling for coupling other rail vehicles.
  • Rail vehicles must meet given safety requirements in order to ensure the safety of a person in the cab in the event of a collision. Moreover, it is advantageous if the damage occurring in smaller collisions can be limited as much as possible. For this reason, rail vehicles are equipped with a so-called crash equipment, which has arranged on the front reversible and irreversible energy-absorbing elements with which a controlled reduction of the kinetic energy of the collision partners is possible.
  • a rail vehicle is disclosed with such crash equipment, wherein the crash equipment includes a vehicle clutch with energy absorber, two side buffers and a Fahrbahnschreibr.
  • the vehicle coupling significantly affects the crash behavior of the rail vehicle, in particular when the clutch has absorbed the maximum possible collision energy.
  • the device comprises a tension member which is resiliently supported on the vehicle undercarriage of the rail vehicle in the pulling direction and to which the coupling arm of the traction coupling is articulated. So that the traction coupling can transmit not only tensile forces but also compressive forces from the coupling arm to the vehicle undercarriage, the device has a support member for supporting the joint provided between the coupling arm and the traction member on the vehicle underframe. As a result, compressive forces acting in the compression direction can be absorbed, which arise due to friction between the coupling arm articulated on the tension member and the coupling head of the traction coupling displaceable along the same.
  • the support member keeps the tension member and an intermediate member free of compressive forces.
  • the WO 2012/171714 discloses a thrust assembly for absorbing impact energy acting frontally on a rail vehicle.
  • a driver's cab In a front part of the rail vehicle, a driver's cab is arranged with a driver panel, which is pushed back into a protective cover when impact energy is applied to the rear.
  • a subframe and a hull frame are arranged.
  • a coupling is mounted, the coupling head protrudes in normal operation over the frontmost cross member of the subframe to the front.
  • impact energy is transferred from the coupling head to the coupling shaft and absorbed in a four-stage escalation process. In the first stage, the coupling shaft absorbs impact energy until it is fully compressed.
  • a shock absorbing tube located behind the coupling shaft absorbs impact energy until it is fully compressed.
  • the lower shock absorber in egg ner Slide the guide backwards until impact energy from a front shock absorber is absorbed in the third stage. If the front shock absorber is also completely compressed, impact energy is transmitted to the driver panel, whereby it is pushed into the protective cover; In this fourth stage, impact energy is absorbed by the driver panel shock absorber until it is also fully compressed.
  • WO 2008/029970 A1 describes a thrust assembly for absorbing impact energy acting frontally on a rail vehicle.
  • a driver's cab In a front part of the rail vehicle, a driver's cab is arranged with a driver panel, which is pushed back into a protective cover when impact energy is applied to the rear.
  • a sub-frame and a cover frame At the front of the protective cover, a sub-frame and a cover frame are arranged.
  • a coupling is mounted, the coupling head protrudes in normal operation over the frontmost cross member of the subframe to the front.
  • impact energy In the event of a collision, impact energy is transferred from the coupling head to the coupling shaft and absorbed in a four-stage escalation process. In the first stage, the coupling shaft absorbs impact energy until it is fully compressed.
  • a shock absorbing tube located behind the coupling shaft absorbs impact energy until it is fully compressed. Subsequently, the lower shock absorber is pushed back in a guide until in the third stage impact energy is absorbed by a front shock absorber. If the front shock absorber is also fully compressed, impact energy is transmitted to the driver panel, where it is pushed into the protective cover; In this fourth stage, impact energy is absorbed by the driver panel shock absorber until it is also fully compressed.
  • the object of the invention is to provide a rail vehicle in which, in the event of a collision, the coupling influences the crash behavior of the rail vehicle as little as possible.
  • the invention solves this problem by a rail vehicle with a abrollendem on a track in a direction of travel suspension, a supported on the chassis vehicle structure, arranged on the front side of the vehicle rigid support structure, which has a front-side coupling opening through which a coupling for Coupling further rail vehicles extends, and a coupling holder for holding the clutch on the rail vehicle, wherein the coupling holder has reversible holding elements, which allows a reversible lifting movement of the clutch counter to the direction of travel so far that the clutch is completely immersed in the support structure.
  • a rail vehicle having a rigid support structure on its front side.
  • the support structure is arranged centrally, for example in the transverse direction of the rail vehicle and equipped with a front-side cage mouth or in other words with an end-side coupling opening through which extends a clutch that can be subjected to train and pressure.
  • the support unit is expediently arranged in the transverse direction centrally on the end face of the rail vehicle, wherein it is surmounted in normal operation in a plan view in the direction of travel of the clutch.
  • the clutch is preferably an automatically coupling traction clutch. Pull couplings can be loaded on both pressure and tension. When a compressive stress occurs, as already stated, for reversible compression of the clutch against the direction of travel until finally the clutch is completely immersed in the support structure.
  • the coupling holder is subjected to tensile and compressive stress and has an internally hollow holding sleeve, into which projects a holding ram, which is supported by spring means in the holding sleeve.
  • the support ram has connecting means for fixed connection with the coupling.
  • the support structure on Aufkletterschutzstoff which prevent the climbing of the rail vehicle to the obstacle or vice versa in the event of a collision with an obstacle or other collision partner.
  • the support structure has a plateau portion which is part of the vehicle structure, wherein below the plateau portion a FahrbahnIERrage is arranged to hold a Fahrbahnschreibrs, which is fixedly connected to the plateau section.
  • the support structure also serves to fasten a roadway cleaner, which ensures that no objects lying on the roadway get under the rail vehicle. Since the support structure is part of the vehicle structure, the overall construction is particularly robust.
  • the support structure for example, as a one-piece component to simple Way in the vehicle structure integrable. The assembly is therefore simplified within the scope of the invention and thus inexpensive.
  • the support structure can be equipped with anti-climber means.
  • anti-climber means are arranged for example on an end surface of the plateau portion of the support structure.
  • the front surface is turned forward in the direction of travel.
  • the plateau section advantageously extends over the entire width of the rail vehicle and can then be integrated as a cross member firmly in the vehicle structure.
  • the plateau portion also extends in the longitudinal direction, wherein the holding means also extend in the longitudinal direction, so that a frictional connection is provided in the longitudinal direction between the plateau portion and holding means. This connection ensures a high bending moment.
  • the longitudinal direction coincides with the direction of travel.
  • the Fahrbahnipporage is connected via retaining means with the plateau portion, wherein the holding means, the plateau portion and the Fahrbahnschreibrability form a clutch cage, from the front side of the coupling opening is limited.
  • the clutch cage thus provides on its front side stops for the clutch.
  • the cage-like support structure also serves as a limitation for the movement of the clutch, which extends, for example, as a central clutch below the plateau portion of the limited by the plateau section, the holding means and the Fahrbahnschreibrability clutch cage.
  • the coupling cage forms a lifting point, wherein the support unit has such a stability that lifting of the rail vehicle at the lifting point is possible.
  • the lifting point is expediently an upper section of the coupling cage, which is equipped with a reinforcing profile, for example, on its side facing the plateau section.
  • the said reinforcement profile is part of the plateau section, for example.
  • the reinforcing profile is arranged at a short distance below the plateau section and extends between the holding means, which form lateral boundary walls for the coupling cage.
  • the anti-climber means are configured as ribs, which protrude from an end face of the plateau section facing forwards in the direction of travel.
  • the ribs protruding forwardly towards the front engage with possibly suitably designed anti-climber means of the impact partner, so that climbing up is prevented by this ribbed toothing.
  • Said ribs extend horizontally or, in other words, in the transverse direction and parallel to a plane defined or defined by the wheel attachment points.
  • the plateau section extends in the longitudinal and transverse directions, so that a horizontal surface is formed, on the underside of the holding means are attached. Due to this planar configuration of the plateau section, the entire construction of the support structure can provide a high bending moment and thus have a high stability despite a low mass. Thus, high forces can be absorbed by the support structure.
  • the holding means are designed as reinforcing plates, which extend perpendicular to the roadway, with side walls being formed in sections.
  • the vertical portions of the retaining means thus limit the coupling cage laterally, wherein they can extend over the entire length of the plateau portion.
  • the reinforcing plates are with their flat sides, thus their edges, directed forward in the direction of travel, with the front edges of the FahrbahnIERrability extend up to the plateau section.
  • further reinforcing ribs which are mounted, for example, in the interior of the coupling cage to the respective side wall sections, are used.
  • the said reinforcing ribs are also connected, for example, to the roadway cleaner receptacle and to the lower side of the plateau section.
  • the supporting structure projects beyond at least one energy-absorbing element in the direction of travel.
  • the rail vehicle is equipped with energy-absorbing elements which, however, are arranged offset against the supporting structure against the direction of travel to the rear on the rail vehicle. Therefore, these energy dissipation elements have an effect only when the collision object has protruding portions which project beyond the support structure, so that the support structure gets under a collision under these protruding portions of the collision partner.
  • the aforementioned energy-absorbing elements arranged above the support structure are, for example, irreversible energy-absorbing elements which, for example, are plastically deformable or whose components scrape each other in a collision, wherein the kinetic energy to be absorbed is reduced in a controlled manner.
  • the support structure at its topmost point at a distance defined by the Radaufsetzddlingen the landing gear level of less than 1500 mm.
  • This maximum height of the support structure has proven to be advantageous in that projecting components of the collision partner overlap the support structure in the event of a collision.
  • FIG. 1 shows an embodiment of the rail vehicle 1 according to the invention in a partially sectioned side view.
  • the rail vehicle 1 has a chassis 2, of which only one wheel 3 of a wheel axle of a bogie can be seen in the figures.
  • the wheel 3 is supported on rails 4 rollable, wherein it is in the Figures 1 and 2 moved in a direction of travel 5.
  • Two mutually parallel rails 4 define a track for the rail vehicle 1.
  • the point of contact between rail 4 and wheel 3 is referred to here as Radaufsetzddling.
  • a vehicle structure 6 is supported, which has a car body 7, which has a base frame, of which a longitudinal member 8 is shown figuratively.
  • the undercarriage also has in the side view unrecognizable cross member which extend horizontally and at right angles to the side member.
  • the Fahrbahnschreibrtext 12 is connected via retaining means 13 fixed to the plateau section 11, wherein from the plateau section 11 of the Fahrbahnschreibrtext 12 and the holding means 13 frontally a circumferentially closed limited clutch opening 14 is formed, through which a coupling 15 extends.
  • the plateau section 11 extends both in the longitudinal direction coinciding with the direction of travel 5 and at right angles thereto in the said horizontal transverse direction.
  • the holding means 13 extend perpendicular thereto and in the longitudinal direction, so that the support structure 10 forms a clutch cage.
  • the holding means 13 are welded, for example, with this and with the AufbahnIERranalysis 12 or firmly connected in any other way.
  • the support structure 10 is thus a rigid support structure 10 and has a high bending moment due to its cage-like and spatial configuration.
  • the Fahrbahnschreibrability 12 is used to attach a Fahrbahnschreibrs figuratively not shown, which is held with little distance above the rails 4 and thus above a plane formed by the Radaufsetzembl the rail wheels 3.
  • the clutch 15 is designed as a central clutch, which can be subjected to train and pressure.
  • the support structure 10 in the transverse direction is arranged centrally on the end face 9 of the rail vehicle 1.
  • the coupling 15 has a protruding from the support structure 10 in the direction of travel 5 coupling head 17 which is held by a coupling rod 18 of a coupling bracket 19 on the rail vehicle 1.
  • the coupling holder 19 is fixedly mounted on the car body 7 and thus on the vehicle structure 6 here. It is also claimable on train and pressure and has an inside hollow cup-shaped support sleeve 20 into which a support ram 21 with its supporting end extends into it, which is not recognizable in the figures. Facing away from the supporting end, the holding ram 21 a mounting jaw, which is in engagement with the coupling rod 18.
  • the coupling holder 19 is claimable to train and pressure, wherein it reversible displacement of the clutch 15 against the direction of travel 5 allows far enough that it is completely immersed in the support structure 10.
  • This completely submerged position of the coupling 15 can be seen in FIG. Here it is illustrated that the coupling head 17 and thus the front in the direction of travel 5 end of the clutch 15 is completely returned behind the boundary of the coupling opening 14. An interfering influence of the clutch 15 on the crash behavior of the rail vehicle 1 is thus avoided.
  • the uppermost point of the support structure 10, ie thus the upper end of the plateau section 11, has a distance h of 1450 mm from the rail 4.
  • the support structure 10 therefore generally undercuts impact areas projecting longitudinally from the collision object counter to the direction of travel 5, so that the energy dissipation elements 16 arranged above the support structure 10 can exert their effect.
  • ribs 24 To avoid climbing up the plateau section 11 is equipped at its front end with anti-climber, here in the form of ribs 24.
  • the ribs 24 come in a collision with appropriately designed ribs or deviating anti-climbers of the collision opponent, so that the climbing of the collision partners together and thus a derailment of the rail vehicle 1 can be largely avoided.
EP13771452.3A 2013-09-27 2013-09-27 Schienenfahrzeug mit vollständig eintauchender kupplung Active EP2999609B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL13771452T PL2999609T3 (pl) 2013-09-27 2013-09-27 Pojazd szynowy z całkowicie wsuwającym się sprzęgiem

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/EP2013/070216 WO2015043654A1 (de) 2013-09-27 2013-09-27 Schienenfahrzeug mit vollständig eintauchender kupplung

Publications (2)

Publication Number Publication Date
EP2999609A1 EP2999609A1 (de) 2016-03-30
EP2999609B1 true EP2999609B1 (de) 2019-09-11

Family

ID=49301469

Family Applications (1)

Application Number Title Priority Date Filing Date
EP13771452.3A Active EP2999609B1 (de) 2013-09-27 2013-09-27 Schienenfahrzeug mit vollständig eintauchender kupplung

Country Status (7)

Country Link
US (1) US10000219B2 (ru)
EP (1) EP2999609B1 (ru)
AU (1) AU2013401449B2 (ru)
ES (1) ES2755086T3 (ru)
PL (1) PL2999609T3 (ru)
RU (1) RU2637833C2 (ru)
WO (1) WO2015043654A1 (ru)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU2637833C2 (ru) * 2013-09-27 2017-12-07 Сименс Акциенгезелльшафт Рельсовое транспортное средство с полностью погружаемым сцепным устройством
DE102013223382A1 (de) * 2013-11-15 2015-05-21 Siemens Aktiengesellschaft Anhebesystem zum Aufgleisen eines Schienenfahrzeugs
WO2015120882A1 (de) * 2014-02-11 2015-08-20 Siemens Aktiengesellschaft Aufkletterschutzvorrichtung für ein schienenfahrzeug
PL3245114T3 (pl) * 2015-03-17 2019-08-30 Siemens Mobility GmbH Pojazd szynowy, a w szczególności lokomotywa
AT518036A1 (de) * 2015-12-10 2017-06-15 Siemens Ag Oesterreich Fahrwerk für ein Schienenfahrzeug
GB2600408B (en) * 2020-10-27 2024-04-03 Ritchie Kinghorn John Extendable coupler

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Also Published As

Publication number Publication date
EP2999609A1 (de) 2016-03-30
US10000219B2 (en) 2018-06-19
PL2999609T3 (pl) 2020-03-31
US20160214629A1 (en) 2016-07-28
RU2637833C2 (ru) 2017-12-07
RU2016107841A (ru) 2017-09-07
AU2013401449B2 (en) 2017-02-16
ES2755086T3 (es) 2020-04-21
WO2015043654A1 (de) 2015-04-02
AU2013401449A1 (en) 2016-03-24

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