EP3053802B1 - Zugverband mit Crash-Absorbern, die deaktivierbar sind - Google Patents

Zugverband mit Crash-Absorbern, die deaktivierbar sind Download PDF

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Publication number
EP3053802B1
EP3053802B1 EP15305171.9A EP15305171A EP3053802B1 EP 3053802 B1 EP3053802 B1 EP 3053802B1 EP 15305171 A EP15305171 A EP 15305171A EP 3053802 B1 EP3053802 B1 EP 3053802B1
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EP
European Patent Office
Prior art keywords
crash
train set
railway vehicle
absorber
configuration
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
EP15305171.9A
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English (en)
French (fr)
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EP3053802A1 (de
Inventor
Michael Boos
Olaf Bergmann
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.)
Alstom Transport Technologies SAS
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Alstom Transport Technologies SAS
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Publication date
Application filed by Alstom Transport Technologies SAS filed Critical Alstom Transport Technologies SAS
Priority to PL15305171T priority Critical patent/PL3053802T3/pl
Priority to DK15305171.9T priority patent/DK3053802T3/da
Priority to EP15305171.9A priority patent/EP3053802B1/de
Publication of EP3053802A1 publication Critical patent/EP3053802A1/de
Application granted granted Critical
Publication of EP3053802B1 publication Critical patent/EP3053802B1/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
    • B61G11/00—Buffers

Definitions

  • the present invention relates to a train set comprising a first railway vehicle and a second railway vehicle, the first railway vehicle having a first front and a first rear, the second railway vehicle having a second front and a second rear, wherein the first front corresponds to a first end of the train set, wherein the second front corresponds to a second end of the train set, and wherein the train set comprises a coupling zone at which the first rear is coupled to the second rear, wherein each railway vehicle includes at least one front crash absorber at its front and at least one rear crash absorber at its rear.
  • Such a train set is widely known and an example is shown in figure 1 .
  • the total length of the train set is increased. Therefore, a ratio of seats per meter of train length is reduced.
  • such a train set does not allow connection of the two coupled railway vehicles via a gangway connection. Therefore, the train set is poorly adapted to urban or suburban transportation.
  • Document JP-A-2010 202087 describes a shock absorbing device, a shock absorbing member being vertically stored in a leading part of a railway vehicle.
  • Document JP 2010-241305 shows a railway vehicle with two crash absorbers at the front end of the railway vehicle. During normal operation of the railway vehicle the crash absorbers are in a passive stowed configuration. The railway vehicle driver has to activate the crash absorbers into an active crash absorbing configuration before a crash of the railway vehicle.
  • JP 2010-241305 The disadvantage of JP 2010-241305 is that the presented railway vehicle provides no crash protection through the crash absorbers when the driver has no time to activate the crash absorbers or fails to do so, for example if the railway vehicle derails. Therefore this railway vehicle does not satisfy security standards.
  • the railway vehicles forming the train set should be interchangeable, i.e. it should be possible to use the same type of railway vehicle, irrespective of its position within the train set.
  • the front crash absorbers are in an active crash absorbing configuration, they will reliably absorb an impact during an accident, without any need for prior deployment or activation. Thus, safety is improved. Furthermore, since the rear crash absorbers in the coupling zone are in a passive stowed configuration, the coupling zone is shortened, thus increasing the train set's ratio of seats per meter. On top of that, since the crash absorbers can move from one configuration to the other, the railway vehicles of the invention can be used at any position within the train set. Equally, the train set according to the invention can be easily separated into two independent railway vehicles which both satisfy security standards.
  • the train set according to the invention can comprise one or more of the features of claims 2 to 8, in all technically possible combinations.
  • a train set 1 with two coupled railway vehicles 10, 100 there is shown a train set 1 with two coupled railway vehicles 10, 100.
  • the first railway vehicle 10 has a first front 12 and a first rear 14, both capable to be coupled to another railway vehicle.
  • the second railway vehicle 100 has a second front 120 and a second rear 140, both capable to be coupled to another railway vehicle.
  • the first and second railway vehicles 10, 100 are coupled at their rear ends 14, 140.
  • the train set's driving direction is identified by a longitudinal horizontal X axis.
  • the vertical direction is identified by a Z-axis, and the transversal direction by a horizontal Y-axis.
  • the wording "laterally” is defined as to be sideward of a plane defined by the X-axis and Z-axis.
  • the term “deactivation” refers to the action of displacing a crash absorber from an active crash absorbing configuration into a passive stowed configuration. Equally, the term “deactivated” refers to a crash absorber which is in a passive stowed configuration. Correspondingly, the term “activation” refers to the action of displacing a crash absorber from a passive stowed configuration into an active crash absorbing configuration and the term “activated” refers to a crash absorber in an active crash absorbing configuration.
  • the train set travels from right to left, as indicated by the arrow on the X-axis.
  • the train set 1 has at least one coupling zone 2 where the first and second railway vehicle 10, 100 are coupled using a coupling 6, to form the train set 1.
  • the coupling 6 is a conventional coupling used for coupling two railway vehicles.
  • Each railway vehicle 10, 100 is equipped with at least one front crash absorber 20, 200 at its front end 12, 120 to absorb a shock with a train or obstacle running into the front end 12, 120 of the railway vehicle 10, 100 and at least one rear crash absorber 30, 300 at its rear end 14, 140.
  • the crash absorbers 20, 200, 30, 300 will at least partially absorb a shock, for example, if another train set is running into the train set 1 of the invention, or if the train set 1 runs into an obstacle.
  • the coupling zone 2 extends in the longitudinal direction along the X- axis over a distance smaller than the longitudinal length, defined along the X- axis, of two activated crash absorbers 30, 300.
  • a gangway connection 8 is in the coupling zone 2 to provide a gangway for passengers between the two coupled railway vehicles 10, 100 and has a length in the driving direction that is shorter than twice the length in the driving direction of one crash absorber 30.
  • the front crash absorbers 20, 200 and the rear crash absorbers 30, 300 are displaceable between an active crash absorbing and overdimensioned configuration allowing reduction of a shock of the railway vehicle 10, 100, and a passive space-saving stowed configuration allowing reduction of the total length of the railway vehicle 10, 100 or train set 1 along the X- axis.
  • each front crash absorber 20, 200 of the railway vehicles 10, 100 is arranged in the active crash absorbing configuration at least when the train set 1 is in use in order to provide protection to potential passengers.
  • each rear crash absorber 30, 300 of the railway vehicles 10, 100 is arranged in the passive space-saving stowed configuration for reduction of the total length of the train set 1.
  • the passive space-saving stowed configuration of the rear crash absorbers 30, 300 permits to reduce the total length of the train set 1 by the longitudinal length of the two crash absorbers 30, 300.
  • the total length reduction of the train set 1 is more than one meter per deactivated crash absorber.
  • one crash absorber can for example have a total length of 1131mm or 1070mm.
  • the train set 1 of the invention (cf. Fig. 2 ) therefore has an increased ratio of passenger seats per meter of train-set-length compared to a train set of the prior art shown in figure 1 , while providing a high security level for passengers and the train driver.
  • the comparatively shorter length of the train set 1 is better suited for urban or suburban passenger transportation.
  • the train set 1 comprises a gangway connection 8, which interconnects the first and second railway vehicles 10, 100 for passenger transit between the two vehicles in order to equalize the passenger load between the railway vehicles 10, 100 of the train set 1.
  • This gangway connection 8 is particularly important for urban or suburban passenger transportation.
  • the longitudinal length of the gangway connection 8, defined along the X-axis, is smaller than the longitudinal length of two activated crash absorbers. Therefore, the total length of the train set 1 is minimized and the ratio of passenger-seats per meter of the train set 1 is increased.
  • the front crash absorber 20 and the rear crash absorber 30 are rotatable about a vertical rotation axis Z-Z' perpendicular to the driving direction, in order to displace the crash absorbers from the active crash absorbing configuration to the passive space-saving stowed configuration and vice versa.
  • the displacement of the crash absorbers 20, 30 is done by a lateral 180° rotation about the vertical rotation axis Z-Z'.
  • the vertical rotation axis Z-Z' can be centered on a vertical bolt.
  • crash absorber displacing device (not shown).
  • the crash absorbers 20, 30 can be locked in their current configuration using a locking device 40, for example a pair of bolts, as shown in the detailed view in figure 6 , in order to maintain the crash absorbers 20, 30 in their activated or deactivated configuration.
  • a locking device 40 for example a pair of bolts, as shown in the detailed view in figure 6 , in order to maintain the crash absorbers 20, 30 in their activated or deactivated configuration.
  • the locking device 40 can be moved vertically in a direction parallel to the vertical rotation axis Z-Z' between a locking position, configured for locking the activated or deactivated crash absorber 20, 30, and a release position, configured for allowing a deactivated crash absorber 20, 30 to rotate around the vertical rotation axis Z-Z' into the active crash absorbing configuration and vice-versa.
  • the locking device 40 allows additional stabilization of the activated crash absorbers 20, 30, which is in particular important during a crash.
  • the locking device 40 also prevents accidental deactivation or activation of the crash absorbers 20, 30.
  • the railway vehicle 10 has a body 16 comprising stowage spaces 18 for stowing the crash absorbers 20, 30 in their passive space-saving stowed configuration.
  • the body 16 of the railway vehicle 10 may comprise flaps 19, shown in figures 4 and 5 , covering the stowage spaces 18 and having an open position and a closed position.
  • the flaps 19 extend from the body 16 laterally upwardly. This laterally opens the stowage space 18 and allows the crash absorber 20, 30 to be deactivated and stowed into the stowage space 18 or to be activated and to be rotated out of the stowage space 18.
  • each flap 19 closes laterally flush with the body 16 of the railway vehicle 10 in order to hide the deactivated crash absorbers 20, 30, or to close the stowage space 18 when the crash absorbers 20, 30 are activated.
  • the opening and closing of the flaps 19 is done by a device for closing and opening the flaps 19.
  • each crash absorber 20, 30 is arranged to close flush with the body 16 of the railway vehicle 10, 100 when the crash absorber 20, 30 is rotated into the passive space-saving stowed configuration. This allows closing the stowage space 18 in the front end 12 and the rear end 14 of the railway vehicle 10.
  • a second embodiment shown in figure 7 and 8 , comprises a horizontal rotation axis Y-Y' for each crash absorber 20, 30.
  • each crash absorber 20, 30 can rotate about 180° downwardly in order to change from the active crash absorbing configuration to the passive space-saving stowed configuration.
  • the locking device is in this embodiment also horizontally aligned, parallel to the Y-Y' axis.
  • the flap 19 (not shown in figures 7 and 8 ) can be arranged below the stowage space 18 to allow hiding of the deactivated crash absorber 20, 30 in the stowage space 18.
  • One advantage of this embodiment is that for a railway vehicle 10, 100 that is parked, for example in a depot laterally adjacent to a second railway vehicle, the crash absorbers 20, 30 can be activated or deactivated without be hindered by any laterally standing vehicle or obstacle.
  • the flaps 19 can be arranged below the body 16 of the railway vehicle 10, 100 in order to close the stowage space 18 when the crash absorber 20, 30 is in its activated or deactivated configuration.
  • a rotation about the horizontal axis Y-Y' can be limited to only 90° (not shown). This means that the crash absorber 20, 30 is extending downwardly.
  • no stowage space 18 inside the body 16 of the railway vehicle 10, 100 is needed.
  • the deactivation of a crash absorber 20, 30 can be done by simply unlocking the locking device 40, which allows the crash absorber 20, 30 to swing 90° downwardly into the passive space-saving stowed configuration.
  • flaps 19 could be arranged at the front end 12, 120 and the rear end 14, 140 of the railway vehicle 10, 100 in order to cover the area vacated by the crash absorber 20, 30.
  • the crash absorber displacing device can be hydraulically driven or pneumatically driven or electrically driven or manually driven.
  • the crash absorbers 20, 30 are activated and deactivated by a longitudinal movement along the X-axis.
  • the crash absorber displacing device may include a screw thread or a hydraulic cylinder or a pneumatic cylinder.
  • This embodiment does not need any lateral space or space below the body 16 of the railway vehicle 10, 100 for the displacement of the crash absorbers.
  • a shock receiving end of the deactivated crash absorbers 20, 30 closes flush with the body 16 of the railway vehicle 10, 100 in order to hide the deactivated crash absorbers 20, 30.
  • the train set 1 can also be split up into two separate railway vehicles 10, 100, for example if few passengers have to be transported.
  • the front crash absorbers 20, 200 and the rear crash absorbers 30, 300 are all arranged in the active crash absorbing configuration to absorb a shock with an obstacle running into the front end 12, 120 or the rear end 14, 140 of the railway vehicles 10, 100.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Vibration Dampers (AREA)

Claims (8)

  1. Zugverband (1), ein erstes Schienenfahrzeug (10) und ein zweites Schienenfahrzeug (100) umfassend, wobei das erste Schienenfahrzeug (10) einen ersten Bug (12) und ein erstes Heck (14) aufweist, das zweite Schienenfahrzeug (100) einen zweiten Bug (120) und ein zweites Heck (140) aufweist, wobei der erste Bug (12) einem ersten Ende des Zugverbandes (1) entspricht, wobei der zweite Bug (120) einem zweiten Ende des Zugverbandes (1) entspricht und wobei der Zugverband (1) eine Kopplungszone (2) umfasst, in der das erste Heck (14) an das zweite Heck (140) gekoppelt sind,
    wobei jedes Schienenfahrzeug (10, 100) mindestens einen Bugaufprallabsorber (20, 200) an seinem Bug (12, 120) und mindestens einen Heckaufprallabsorber (20, 300) an seinem Heck (14, 140) beinhaltet,
    gekennzeichnet:
    - dadurch, dass jeder Aufprallabsorber an dem Schienenfahrzeug zwischen einer aktiven, aufprallabsorbierenden Gestaltung und einer passiven, verstauten Gestaltung versetzbar ist,
    - durch eine Aufprallabsorber-Versetzungsvorrichtung für jeden Aufprallabsorber, die dafür eingerichtet ist, den Aufprallabsorber zwischen der aktiven, aufprallabsorbierenden Gestaltung und der passiven, verstauten Gestaltung zu versetzen,
    - dadurch, dass jeder Bugaufprallabsorber in der aktiven, aufprallabsorbierenden Gestaltung angeordnet ist,
    - dadurch, dass jeder Heckaufprallabsorber in der passiven, verstauten Gestaltung angeordnet ist,
    - dadurch, dass jede Aufprallabsorber-Versetzungsvorrichtung dafür eingerichtet ist, ihren Aufprallabsorber (20) von der aktiven, aufprallabsorbierenden Gestaltung um eine vertikale Achse (Z-Z') senkrecht zur Fahrtrichtung seitlich weg vom Schienenfahrzeug oder um eine horizontale Achse (Y-Y') senkrecht zur Fahrtrichtung nach unten in die passive, verstaute Gestaltung zu drehen, und
    - dadurch, dass die Rückseite (22, 32) jedes Aufprallabsorbers (20, 30) dafür angeordnet ist, bündig mit dem Körper (16) des Schienenfahrzeugs (10, 100) abzuschließen, wenn der Aufprallabsorber (20, 30) in die passive, verstaute Gestaltung gedreht ist.
  2. Zugverband (1) nach Anspruch 1, wobei in der Kopplungszone eine Laufstegverbindung (8) das erste Heck und das zweite Heck verbindet.
  3. Zugverband (1) nach Anspruch 2, wobei die Laufstegverbindung (8) in der Fahrtrichtung eine Länge aufweist, die kürzer als das Doppelte der Länge eines Aufprallabsorbers (20) in der Fahrtrichtung ist.
  4. Zugverband (1) nach einem der vorhergehenden Ansprüche, wobei mindestens eine Aufprallabsorber-Versetzungsvorrichtung ein Schraubgewinde zum Versetzten ihres Aufprallabsorbers zwischen der aktiven, aufprallabsorbierenden Gestaltung und der passiven, verstauten Gestaltung beinhaltet.
  5. Zugverband (1) nach einem der Ansprüche 1 bis 4, wobei mindestens eine Aufprallabsorber-Versetzungsvorrichtung hydraulisch betrieben oder pneumatisch betrieben oder elektrisch betrieben oder manuell betrieben ist.
  6. Zugverband (1) nach einem der vorhergehenden Ansprüche, ferner einen Stauraum (18) in einem der Schienenfahrzeuge umfassend, um einen der Aufprallabsorber in seiner passiven verstauten Gestaltung zu verstauen.
  7. Zugverband (1) nach einem der Ansprüche 1 bis 6, ferner eine Arretierungsvorrichtung (40) umfassend, um einen der Aufprallabsorber (20) in seiner aktiven, aufprallabsorbierenden Gestaltung oder in seiner passiven, verstauten Gestaltung zu arretieren.
  8. Zugverband (1) nach Anspruch 7, wobei die Arretierungsvorrichtung (40) mindestens einen Bolzen umfasst, der entlang einer vertikalen Achse (Z) senkrecht zur Fahrtrichtung zwischen einer Arretierungsposition und einer Freigabeposition bewegt werden kann.
EP15305171.9A 2015-02-06 2015-02-06 Zugverband mit Crash-Absorbern, die deaktivierbar sind Active EP3053802B1 (de)

Priority Applications (3)

Application Number Priority Date Filing Date Title
PL15305171T PL3053802T3 (pl) 2015-02-06 2015-02-06 Zestaw pociągowy z amortyzatorami zderzeniowymi, które mogą być dezaktywowane
DK15305171.9T DK3053802T3 (da) 2015-02-06 2015-02-06 Togsæt med kollisionsabsorberingsenheder, der kan deaktiveres
EP15305171.9A EP3053802B1 (de) 2015-02-06 2015-02-06 Zugverband mit Crash-Absorbern, die deaktivierbar sind

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP15305171.9A EP3053802B1 (de) 2015-02-06 2015-02-06 Zugverband mit Crash-Absorbern, die deaktivierbar sind

Publications (2)

Publication Number Publication Date
EP3053802A1 EP3053802A1 (de) 2016-08-10
EP3053802B1 true EP3053802B1 (de) 2020-04-22

Family

ID=52477750

Family Applications (1)

Application Number Title Priority Date Filing Date
EP15305171.9A Active EP3053802B1 (de) 2015-02-06 2015-02-06 Zugverband mit Crash-Absorbern, die deaktivierbar sind

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EP (1) EP3053802B1 (de)
DK (1) DK3053802T3 (de)
PL (1) PL3053802T3 (de)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016114700B4 (de) * 2016-08-09 2022-06-09 Deutsches Zentrum für Luft- und Raumfahrt e.V. Fahrzeug und Puffervorrichtung für ein Fahrzeug
CN115366940B (zh) * 2022-08-29 2023-09-26 中南大学 一种具有自适应耐撞性保护装置的列车

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
NL296370A (de) *
IT1257962B (it) * 1992-12-30 1996-02-19 Fiat Ferroviaria Spa Respingente per veicoli ferrotranviari e veicolo ferroviario ad alta velocita' provvisto di tale respingente.
ES2179616T3 (es) * 1998-01-28 2003-01-16 Siemens Ag Dispositivo de proteccion contra choques para vehiculos ferroviarios.
US6845874B2 (en) * 1999-03-12 2005-01-25 Thomas S. Payne Collision attenuating system
JP5020988B2 (ja) * 2009-03-04 2012-09-05 近畿車輌株式会社 衝撃吸収装置及び鉄道車両
JP5069716B2 (ja) 2009-04-07 2012-11-07 近畿車輌株式会社 衝撃吸収装置及び鉄道車両
US9205847B2 (en) * 2013-06-07 2015-12-08 Bombardier Transportation Gmbh Crash structure for a railcar

Non-Patent Citations (1)

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

Also Published As

Publication number Publication date
DK3053802T3 (da) 2020-07-20
PL3053802T3 (pl) 2020-11-16
EP3053802A1 (de) 2016-08-10

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