EP3003816B1 - Schienenfahrzeug mit verformungszone - Google Patents

Schienenfahrzeug mit verformungszone Download PDF

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Publication number
EP3003816B1
EP3003816B1 EP14729621.4A EP14729621A EP3003816B1 EP 3003816 B1 EP3003816 B1 EP 3003816B1 EP 14729621 A EP14729621 A EP 14729621A EP 3003816 B1 EP3003816 B1 EP 3003816B1
Authority
EP
European Patent Office
Prior art keywords
deformation
collision
rail vehicle
wagon body
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
EP14729621.4A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP3003816A1 (de
Inventor
Richard Graf
Philipp HEINZL
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 AG Oesterreich
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.)
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Publication date
Application filed by Siemens AG Oesterreich filed Critical Siemens AG Oesterreich
Priority to PL14729621T priority Critical patent/PL3003816T3/pl
Publication of EP3003816A1 publication Critical patent/EP3003816A1/de
Application granted granted Critical
Publication of EP3003816B1 publication Critical patent/EP3003816B1/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
    • 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
    • B61D1/00—Carriages for ordinary railway passenger traffic
    • 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 deformation zone, in particular a passenger rail vehicle (see, for example US 2008/0250965 A , according to the generic term).
  • 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.
  • 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.
  • 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).
  • 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 Vietnameseaxialen collisions and collisions with vehicles of different types
  • a rail vehicle comprising at least one deformation zone arranged in each case on the front side
  • the deformation zone comprises a collision frame, a plurality of deformation elements and two A-pillars
  • 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
  • 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.
  • 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.
  • A-pillars also referred to as Rammklalen, or corner pillars
  • 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.
  • trucks trucks
  • 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.
  • 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.
  • 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.
  • the deformation zone 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.
  • the advantage can be achieved to make a quick repair of the vehicle by replacing the deformation zone can.
  • screw connections are advantageous for releasable attachment in particular screw connections.
  • 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.
  • the vehicle tip is recommended to equip the vehicle tip with a safety catch (anticlimber).
  • a safety catch antiiclimber
  • the Aufreitrant 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.
  • a front deformation element first deformation stage
  • Such a protection can be achieved for small collisions, in particular with identical vehicles, as are common in railway stations or in shunting operations.
  • the remaining deformation zone can remain undamaged by the response of the front deformation element, whereby the repair effort is substantially minimized.
  • the deformation elements are so-called crash tubes, since in this case a desired deformation behavior, in particular a defined force level during deformation, can be predefined constructively.
  • 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.
  • 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.
  • 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.
  • 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 Aufreitommeen 6. Between the two Aufreitschen 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 Aufreitommeen 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.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Automation & Control Theory (AREA)
  • Body Structure For Vehicles (AREA)
  • Vibration Dampers (AREA)
EP14729621.4A 2013-06-04 2014-05-27 Schienenfahrzeug mit verformungszone Active EP3003816B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL14729621T PL3003816T3 (pl) 2013-06-04 2014-05-27 Pojazd szynowy ze strefą deformacji

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATA452/2013A AT514375B1 (de) 2013-06-04 2013-06-04 Schienenfahrzeug mit Verformungszone
PCT/EP2014/060883 WO2014195177A1 (de) 2013-06-04 2014-05-27 Schienenfahrzeug mit verformungszone

Publications (2)

Publication Number Publication Date
EP3003816A1 EP3003816A1 (de) 2016-04-13
EP3003816B1 true EP3003816B1 (de) 2018-01-03

Family

ID=50933147

Family Applications (1)

Application Number Title Priority Date Filing Date
EP14729621.4A Active EP3003816B1 (de) 2013-06-04 2014-05-27 Schienenfahrzeug mit verformungszone

Country Status (13)

Country Link
US (1) US9988061B2 (ru)
EP (1) EP3003816B1 (ru)
CN (1) CN105263781B (ru)
AT (1) AT514375B1 (ru)
AU (1) AU2014277110B2 (ru)
CA (1) CA2910968C (ru)
DK (1) DK3003816T5 (ru)
ES (1) ES2664301T3 (ru)
NO (1) NO3003816T3 (ru)
PL (1) PL3003816T3 (ru)
RU (1) RU2657600C2 (ru)
SA (1) SA515370229B1 (ru)
WO (1) WO2014195177A1 (ru)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3415397B1 (de) 2017-06-08 2022-07-20 Bombardier Transportation GmbH Schienenfahrzeug mit sicherheitsfahrerkabine

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP6200966B2 (ja) * 2013-12-18 2017-09-20 川崎重工業株式会社 鉄道車両の衝突エネルギー吸収装置
EP3168103B1 (en) * 2015-11-11 2020-06-24 Bombardier Transportation GmbH Driver's cabin of a rail vehicle
EP3415396B1 (en) * 2017-06-13 2020-03-25 Bombardier Transportation GmbH Rail vehicle body and rail vehicle provided with a set of non- deformable obstacle-removing rams
JP7464414B2 (ja) * 2020-03-11 2024-04-09 株式会社総合車両製作所 鉄道車両構体及び鉄道車両構体の製造方法
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

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20090058109A1 (en) * 2007-09-05 2009-03-05 Voith Patent Gmbh Shock absorber for the front or rear region of a railborne vehicle having at least one energy absorption device

Family Cites Families (10)

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Publication number Priority date Publication date Assignee Title
DE3228941A1 (de) * 1982-08-03 1984-02-09 Scharfenbergkupplung Gmbh, 3320 Salzgitter Einer mittelpufferkupplung nachgeschaltete vorrichtung zur aufnahme uebergrosser stoesse
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
JP4136081B2 (ja) * 1998-06-19 2008-08-20 東海旅客鉄道株式会社 鉄道車両用排障装置
ES2275706T3 (es) * 2000-08-28 2007-06-16 Mitsubishi Heavy Industries, Ltd. Estructura de cuerpo.
JP2003095097A (ja) 2001-09-25 2003-04-03 Hitachi Ltd 軌条車両
GB2404635B (en) * 2003-08-08 2007-03-07 Bombardier Transp Energy absorpotion device for absorbing impact energy of a vehicle
ES2300829T3 (es) * 2003-09-19 2008-06-16 Siemens Transportation Systems Inc. Sistema de proteccion de impacto integrado.
JP4712604B2 (ja) * 2006-05-10 2011-06-29 株式会社日立製作所 輸送機器
US7690314B2 (en) * 2007-04-12 2010-04-06 Siemens Industry, Inc. Rail car collision system
CN102923155A (zh) 2012-11-15 2013-02-13 南车株洲电力机车有限公司 一种防爬器

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20090058109A1 (en) * 2007-09-05 2009-03-05 Voith Patent Gmbh Shock absorber for the front or rear region of a railborne vehicle having at least one energy absorption device

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3415397B1 (de) 2017-06-08 2022-07-20 Bombardier Transportation GmbH Schienenfahrzeug mit sicherheitsfahrerkabine

Also Published As

Publication number Publication date
AU2014277110B2 (en) 2016-09-08
CA2910968C (en) 2017-05-23
RU2657600C2 (ru) 2018-06-14
AT514375B1 (de) 2015-02-15
WO2014195177A1 (de) 2014-12-11
ES2664301T3 (es) 2018-04-19
CA2910968A1 (en) 2014-11-12
NO3003816T3 (ru) 2018-06-02
US9988061B2 (en) 2018-06-05
DK3003816T5 (en) 2018-03-26
EP3003816A1 (de) 2016-04-13
DK3003816T3 (en) 2018-03-12
CN105263781A (zh) 2016-01-20
SA515370229B1 (ar) 2019-08-28
US20160096534A1 (en) 2016-04-07
AU2014277110A1 (en) 2015-11-26
PL3003816T3 (pl) 2018-05-30
AT514375A1 (de) 2014-12-15
CN105263781B (zh) 2020-02-21
RU2015151875A (ru) 2017-07-17

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