EP3003816B1 - Rail vehicle with deformation zone - Google Patents

Description

Technical area

The invention relates to a rail vehicle with deformation zone, in particular a passenger rail vehicle (see, for example US 2008/0250965 A , according to the generic term).

State of the art

To improve the deformation behavior of rail vehicles in collisions crash zones are often installed. These crash zones or deformation zones are intended to absorb the impact energy, with defined deformable crumple zones converting the impact energy into deformation energy and thereby minimizing the strain on the people in the vehicle.

For this purpose, on the one hand 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 or rear structure of the rail vehicle. The latter embodiment is advantageous because repair after a collision is facilitated by the easy accessibility of these crash modules. Collisions between rail vehicles take place essentially in the direction of the vehicle longitudinal axis, at most a level difference, for example due to different loading states of the colliding vehicles, can lead to a so-called riding on. For rail vehicles, which are at increased risk of colliding with obstacles other than another Rail vehicle are exposed (especially trams), posing a particular problem. It is to cover a much wider range of collision scenarios, unilaterally staggered and oblique collisions of conventional crumple zones or crash modules, which are designed essentially to collisions in the longitudinal direction, are mastered unsatisfactory. Conventional crash modules designed for longitudinal collisions often can not satisfactorily accommodate this oblique load since bending and shear stresses on these crash modules occur under which the affected crash element will laterally buckle without any provision for transverse support. A corresponding design of the known crash elements in a way that they can handle equally well both longitudinal and oblique collisions, would lead to extremely complex, complicated and heavy crash elements, which are not suitable for use on rail vehicles.

A particular arrangement against oblique collisions of trams imaginary arrangement is for example from US 2009/058109 A1 known.

Standard EN 15277 calls for tram vehicles to demonstrate a collision with a similar vehicle at 15km / h at a vertical offset of 40mm and a collision with a 3-ton flat obstacle inclined at 45 ° at a speed of 25km / h (collision scenario train against light Truck at a road intersection).

Thus, other types of collisions, such as with rail vehicles of other types, large trucks with high tailboards or collisions when cornering not covered by the standard requirements.

Presentation of the invention

The invention is therefore an object of the invention to provide a rail vehicle with a deformation zone, which provides good protection for passengers and the driver especially in nichtaxialen collisions and collisions with vehicles of different types

The object is achieved by a rail vehicle with the features of claim 1. Advantageous embodiments are the subject of the subordinate claims.

According to the basic idea of the invention, a rail vehicle comprising at least one deformation zone arranged in each case on the front side is described, wherein the deformation zone comprises a collision frame, a plurality of deformation elements and two A-pillars, and wherein the deformation elements are aligned radially around the front structure of the car body and respectively at one of its ends are connected to the car body, and wherein the collision frame connects the ends of the deformation elements facing away from the car body and is arranged in an arc around the front structure of the car body, and wherein the A-pillars respectively between the car body and the collision frame and with the collision frame are firmly connected.

Thus, the advantage can be achieved to equip a rail vehicle with collision properties, even in the case of oblique collisions, and especially in collisions with non-identical vehicles (other rail vehicle models, trucks, etc.) absorption of kinetic energy impact in Ensure deformation elements. Thereby, the delay acting on the passengers and the vehicle personnel can be minimized.

Another significant advantage of this invention is the creation of a secure cell around the driver's cab. The provision of A-pillars (also referred to as Rammsäulen, or corner pillars) and the firm connection of these A-pillars with the car body and with the collision frame a safe driver's space (survival cage) is created. This is in collisions with high obstacles (trucks) advantageous because in particular modern trams have a very low floor level, the driver's seat is thus arranged much closer to the road. By combining the A-pillars with the collision frame, collision forces that are introduced into the A-pillars are absorbed in the deformation elements, thus relieving the A-pillars of their sole energy absorption.

According to the invention, a deformation zone is built up, which comprises a collision frame. This collision frame has an arcuate structure, which is arranged horizontally in front of the front of the car body. In this case, the arc can also be constructed of individual straight segments. The collision frame is connected by means of a plurality of deformation elements with the car body. These deformation elements are arranged substantially radially. On each side of the vehicle an A-pillar is provided, which extend between the car body, advantageously laterally in the roof area, and the collision frame and are connected to both said components. This deformation zone of A-pillars, Collision frame and deformation elements on the one hand forms a stable survival space for the driver, on the other hand an energy-dissipating zone.

It is particularly advantageous to carry out the deformation zone as an assembly, which is manufactured separately from the car body and equip them with means for releasable attachment to a car body. As a result, the advantage can be achieved to make a quick repair of the vehicle by replacing the deformation zone can. For releasable attachment in particular screw connections are advantageous.

In a preferred embodiment of the invention, the deformation elements are arranged in several horizontal planes. In this way, the advantage is achievable to be able to cover a much wider range of collision scenarios.

A further advantageous embodiment of the invention provides to connect the collision frame at its lateral ends with the car body structure.

The deformation zone according to the invention is advantageously to be provided on all potentially collision-exposed car ends, in particular on all car ends equipped with a driver's cab.
Furthermore, a deformation zone according to the invention also protects against a collision during cornering, whereas conventional deformation zones offer little or no protection.

Furthermore, it is recommended to equip the vehicle tip with a safety catch (anticlimber). As a result, the advantage can be achieved in a collision with a structurally also equipped with a Aufreitsicherung vehicle to prevent the very dangerous so-called rides, which can lead to a complete destruction of the passenger compartment.
The Aufreitsicherung, generally designed as a plate-shaped component with a tooth structure is to be arranged at the first collision contact point (vehicle tip) on the collision frame.

A further advantageous embodiment of the invention provides to arrange a front deformation element (first deformation stage) on the wagon tip. Such a protection can be achieved for small collisions, in particular with identical vehicles, as are common in railway stations or in shunting operations. Thus, the remaining deformation zone can remain undamaged by the response of the front deformation element, whereby the repair effort is substantially minimized.

It is advantageous to design the deformation elements as so-called crash tubes, since in this case a desired deformation behavior, in particular a defined force level during deformation, can be predefined constructively. Alternatively, the deformation elements may also be made by other technologies, e.g. be designed as metal foam elements.

Exemplary invention is particularly advantageous for use on tram vehicles, since they are particularly often exposed to non-axial collision scenarios.

Brief description of the drawings

Fig.1

Schienenfahrzeug mit Verformungszone, Schrägansicht.

Fig.2

Schienenfahrzeug mit Verformungszone, Ansicht von oben.

Fig.3

Schienenfahrzeug mit Verformungszone, Seitenansicht.

Fig.4

Zusammenstoß, baugleiche Fahrzeuge, vor Kollision.

Fig.5

Zusammenstoß, baugleiche Fahrzeuge, bei Kollision.

Fig.6

Zusammenstoß, Seitenansicht, baugleiche Fahrzeuge, vor Kollision

Fig.7

Zusammenstoß, Seitenansicht, baugleiche Fahrzeuge, bei Kollision

Fig.8

Schräge Kollision mit Lastkraftwagen, Seitenansicht.

Fig.9

Schräge Kollision mit Lastkraftwagen, Schrägansicht.

They show by way of example:

Fig.1

Rail vehicle with deformation zone, oblique view.

Fig.2

Rail vehicle with deformation zone, view from above.

Figure 3

Rail vehicle with deformation zone, side view.

Figure 4

Collision, identical vehicles, before collision.

Figure 5

Collision, identical vehicles, in collision.

Figure 6

Collision, side view, identical vehicles, before collision

Figure 7

Collision, side view, identical vehicles, in collision

Figure 8

Sloping collision with trucks, side view.

Figure 9

Oblique collision with trucks, oblique view.

Embodiment of the invention

Fig.1 shows by way of example and schematically a rail vehicle with a deformation zone in an oblique view. It is shown a rail vehicle 1, which is pronounced as a tram. It comprises a car body 5 with a driver's desk 8. At the front, a deformation zone is provided, which comprises two A-pillars 4, a collision frame 2 and a plurality of deformation elements 3. The collision frame 2 is composed of a plurality of straight segments and extends arcuately in front of the front of the car body 5. Between the car body 5 and the collision frame 2, a plurality of deformation elements 3 is arranged substantially radially, or fan-shaped. An embodiment is shown in which the arrangement of the deformation elements 3 in two horizontal planes he follows. As a result, the collision frame 2 is designed as a segment-shaped grid construction which connects the ends of the deformation elements 3 facing away from the car body 5. The A-pillars 4 are designed in the form of curved corner pillars and extend between the car body 5 and the collision frame and are each connected to these components. The connection points of the A-pillars 4 with the collision frame 2 is to be carried out so stably that the forces introduced into the A-pillars 4 can be conducted into the deformation elements 3, without which this connection point fails. The illustrated embodiment shows a deformation zone with four oriented in the vehicle longitudinal direction deformation elements 3 and laterally two, approximately 45 degrees to the vehicle longitudinal direction aligned deformation elements 3. At the vehicle top of the collision frame 2 is equipped with two Aufreitsicherungen 6. Between the two Aufreitsicherungen 6 a mounting option for a front deformation element 7 is provided. Other components, in particular the panels used on vehicle fronts are in Fig. 1 not shown. These panels do not substantially participate in a deformation event due to their low strength.

Fig.2 shows by way of example and schematically a rail vehicle with a deformation zone in a view from above. It is the embodiment of Fig.1 shown. The radial arrangement of the deformation elements 3 is clearly visible.

Figure 3 shows by way of example and schematically a rail vehicle with a deformation zone in a side view. It is the embodiment of Fig.1 shown.

Figure 4 shows by way of example and schematically a collision of two identical vehicles immediately before the collision. Two rail vehicles 1 as shown in the Fig. 1 to 3 are shown in a position immediately before a collision. Both vehicles 1 are on the same rails. The illustration shows a typical collision in bus stops.

Figure 5 shows by way of example and schematically a collision of two identical vehicles in the collision course. It is the collision scenario Figure 4 shown in the further course. The Aufreitsicherungen both vehicles 1 are interlocked and prevent rides. The deformation elements 3 of both vehicles 1 have responded, with each of the right vehicle having dissipated more energy. The space around the driver's desk 8 has remained dimensionally stable.

Figure 6 shows by way of example and schematically a collision of two identical vehicles immediately before the collision in an oblique view. It is the situation according to the presentation Figure 4 shown.

Figure 7 shows by way of example and schematically a collision of two identical vehicles in the collision course. It is the situation according to the presentation Figure 5 shown.

Figure 8 shows by way of example and schematically an oblique collision of a rail vehicle with a truck in a side view. A collision scenario between a rail vehicle 1 and a truck 9 is shown. The rail vehicle 1 is as in the Fig. 1 to 3 shown constructed. Of the trucks 9 only one frame of a cargo area is shown, since this one hand the most stable component of a truck and a collision with this frame is one of the most common collision scenarios. The collision takes place at an angle of approximately 45 degrees to the longitudinal axis of the rail vehicle. The A-pillar 4 absorbs the collision energy and converts them partly into deformation work in itself, on the other hand, it passes the collision energy in the deformation elements 3. Without the A-pillar the collision would be very dangerous for the driver, since the back of the truck could penetrate unhindered into the driver's compartment.

Figure 9 shows by way of example and schematically an oblique collision of a rail vehicle with a truck in an oblique view. It is the collision scenario Fig. 8 shown in an oblique view. Fig. 9 shows the response of the left-hand deformation elements 3 and a slight response of the oriented in the vehicle longitudinal deformation elements 3. A rail vehicle without a deformation zone according to the invention could absorb virtually no impact energy even with equipment with conventional deformation elements in such a collision, as the conventional deformation elements buckle and lose energy-dissipating property would.

List of terms

1

track vehicle

2

collision frame

3

flexure

4

A column

5

car body

6

Aufreitsicherung

7

Front deformation element

8th

driver's desk

9

Lorry

Claims (7)

1. Rail vehicle (1), comprising a wagon body (5) and at least one deformation zone arranged on the face side in each case, with deformation elements (3) and A-pillars (4) which are each joined to the wagon body (5) at one of its ends, wherein the deformation zone comprises a collision frame (2), a plurality of deformation elements (3) and two A-pillars (4), wherein the deformation elements (3) are each joined to the wagon body (5) at one of its ends, and wherein the collision frame (2) joins together those ends of the deformation elements (3) which face away from the wagon body (5), wherein the A-pillars (4) are permanently connected to the collision frame (2) at its end facing away from the wagon body (5), characterised in that the deformation elements (3) are aligned radially around the front structure of the wagon body (5) and that the collision frame is arranged in an arc shape around the front structure of the wagon body (5).
2. Rail vehicle (1) according to claim 1,
   characterised in that
   the deformation elements (3) are arranged in several horizontal planes.
3. Rail vehicle (1) according to one of claims 1 or 2,
   characterised in that
   the deformation elements (3) are constructed as crash tubes.
4. Rail vehicle (1) according to one of claims 1 to 3,
   characterised in that
   the side ends of the collision frame (2) are joined to the wagon body structure (5).
5. Rail vehicle (1) according to one of claims 1 to 4,
   characterised in that
   the deformation zone is equipped with an anticlimber (6) which is arranged on the nose of the vehicle on the collision frame (5).
6. Rail vehicle (1) according to one of claims 1 to 5,
   characterised in that
   the deformation zone is equipped with a fastening option for a front deformation element (7) which is arranged on the nose of the vehicle on the collision frame (2).
7. Rail vehicle (1) according to one of claims 1 to 6,
   characterised in that
   the deformation zone is designed as an assembly and can be affixed to the wagon body (5) so that it can be removed.

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