EP3415397B1 - Rail vehicle with safety cab - Google Patents
Rail vehicle with safety cab Download PDFInfo
- Publication number
- EP3415397B1 EP3415397B1 EP18174616.5A EP18174616A EP3415397B1 EP 3415397 B1 EP3415397 B1 EP 3415397B1 EP 18174616 A EP18174616 A EP 18174616A EP 3415397 B1 EP3415397 B1 EP 3415397B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- module
- rail vehicle
- crash
- energy absorber
- carbody
- 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
Links
- 239000006096 absorbing agent Substances 0.000 claims description 48
- 230000002787 reinforcement Effects 0.000 claims description 8
- 230000035939 shock Effects 0.000 claims 1
- 239000003351 stiffener Substances 0.000 description 12
- 230000004083 survival effect Effects 0.000 description 8
- 238000010521 absorption reaction Methods 0.000 description 3
- 239000002131 composite material Substances 0.000 description 3
- 238000009434 installation Methods 0.000 description 3
- 239000000463 material Substances 0.000 description 3
- 230000008439 repair process Effects 0.000 description 3
- 239000007787 solid Substances 0.000 description 3
- 230000006641 stabilisation Effects 0.000 description 3
- 238000011105 stabilization Methods 0.000 description 3
- 241000826860 Trapezium Species 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 239000000835 fiber Substances 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 230000008569 process Effects 0.000 description 2
- 230000005540 biological transmission Effects 0.000 description 1
- 239000000872 buffer Substances 0.000 description 1
- 239000000969 carrier Substances 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000006735 deficit Effects 0.000 description 1
- 230000001771 impaired effect Effects 0.000 description 1
- 230000003137 locomotive effect Effects 0.000 description 1
- 239000002184 metal Substances 0.000 description 1
- 238000009428 plumbing Methods 0.000 description 1
- 230000001681 protective effect Effects 0.000 description 1
- 238000004904 shortening Methods 0.000 description 1
Images
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
- 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 a safety driver's cab of improved construction.
- the European standard EN 15227 defines different scenarios that a rail vehicle must withstand without the space available for the driver or passengers being significantly impaired.
- a possible scenario is, for example, the collision of the rail vehicle with an identical vehicle at a speed of 36 km/h. Due to the requirements set out in EN 15227, rail vehicles were equipped with additional elements in addition to the usual buffers, which can take up and absorb the kinetic energy that occurs in collisions.
- WO 2014 195177 A1 a rail vehicle with a deformation zone arranged at the front, which has a collision frame, several deformation elements and two so-called A-pillars.
- the deformation elements are aligned radially around the front structure of the car body and are each connected to the car body at one of their ends.
- the collision frame connects the ends of the deformation elements facing away from the car body.
- the EP 2 694 347 B1 describes a rail vehicle with a deformation zone which is arranged on end cross members provided at the front and end columns of the car body arranged essentially perpendicular thereto.
- a vehicle head with a vehicle head structure for attachment to the end face of a rail vehicle is known, the vehicle head structure being made up entirely of structural elements which are formed from fiber composite materials or fiber composite sandwich materials.
- the vehicle head structure is designed as a deformation-resistant, self-supporting head structure that contains structural elements that are designed as elements that absorb impact energy.
- a rail vehicle having a center section and a driver's compartment having a foldable front section and at least one rigid section is disclosed in US Pat EP 1 768 883 B1 described.
- the driver's compartment is detachably attached to the center section to facilitate repair.
- EP 3 168 103 A1 describes a driver's cab for a rail vehicle. Shock-absorbing devices for rail vehicles are also in the KR 10 2011 0 096 300 A and DE 694 21 043 T2 described.
- a rail vehicle which defines a longitudinal direction.
- the rail vehicle has a car body with a front end, a crash module that can be deformed in the event of a collision, and a rigid safety module connecting the crash module to the front end of the car body, the crash module and the safety module together forming a driver's cab.
- the crash module has an attachment structure that defines a connection interface to the safety module and with which the crash module is connected to the safety module.
- the crash module includes at least two energy absorber elements and a frame structure. The energy absorber elements are each connected to the fastening structure with their rear ends pointing towards the safety module and to the frame structure with their front ends pointing away from the safety module.
- the frame structure is connected to the attachment structure at its upper end.
- the crash module is detachably connected to the safety module.
- the driver's cab thus has structural elements that can take up and absorb kinetic energy in a controlled manner.
- the driver's cab can thus be designed to be more compact, as a result of which additional installation space is available for other devices.
- the safety module is designed in such a way that it remains stable during a collision and largely does not deform. This means that it can safely transfer the forces that occur during a collision into the car body.
- the crash module Part of the kinetic energy that occurs in a collision is absorbed by the crash module through the energy absorber elements and consumed by deformation of the energy absorber elements.
- the crash module is deformed and shortened in the longitudinal direction. However, this shortening does not lead to an impairment of the driver's survival space, since this survival space is guaranteed by the safety module.
- the safety module is preserved in a collision and does not collapse.
- the frame structure of the crash module is used in particular to increase the stability of the crash module in the vertical direction, ie perpendicular to the longitudinal direction of the rail vehicle. to improve and maintain.
- the frame structure maintains the longitudinal alignment of the energy absorbing elements during the crash.
- the energy absorber elements are fixed, for example welded, to the fastening structure of the crash module at their rear ends pointing towards the safety module. At their front ends, the energy absorbing elements are connected to the frame structure, which in turn is connected to the upper end of the fastening structure.
- Energy absorbing elements are typically constructed in such a way that they enable maximum energy absorption in a preferred direction.
- the energy absorbing elements can often only absorb little energy transversely to this preferred direction. Therefore, maintaining alignment of the energy absorbing elements during the crash is important.
- the frame structure ensures that the energy absorbing elements largely maintain their orientation and can thus dissipate the energy efficiently.
- the crash module can be designed as an exchangeable module.
- the attachment structure is provided, which forms a defined interface to the security module.
- the front ends of the energy absorbing elements terminate with a front side of the frame structure.
- the front ends of the energy absorbing elements can protrude beyond the front of the frame structure when viewed in the longitudinal direction.
- the energy absorbing elements can absorb the impact immediately if the rail vehicle collides.
- the energy absorbing elements can be connected to the frame structure at their front side areas, for example.
- the front ends of the energy absorbing elements can have a planar termination that introduces the kinetic energy of the collision directly into the respective energy absorbing element.
- the flat front ends of the energy absorbing elements can, for example, protrude somewhat beyond the front side of the frame structure.
- the energy absorbing elements absorb the kinetic energy directly.
- An energy-distributing solid plate or similar constructive elements which is arranged in front of the energy absorbing elements viewed in the longitudinal direction, are therefore not required, which means that a considerable weight saving is achieved.
- the frame structure can be welded to side surfaces of the energy absorbing elements, for example, so that the front ends of the energy absorbing elements, viewed in the longitudinal direction, protrude beyond a front side of the frame structure or essentially end with it.
- the frame structure does not have to be very solid either, since the frame structure essentially serves to ensure the vertical stability of the crash module.
- the forces occurring in the vertical direction are significantly lower than the forces occurring in the longitudinal direction.
- the frame structure and the energy absorbing elements can be adapted to their respective function independently of one another.
- the frame structure of the crash module has two columns.
- the crash module also includes a front panel.
- the pillars connect the front ends of the energy absorbing elements with the attachment structure of the crash module.
- Sections of the columns can be curved and/or kinked in sections.
- the columns are connected to the top end portion of the mounting structure.
- the trailing ends of the energy absorbing elements are typically connected to a central portion of the mounting structure.
- the fastening structure, an energy absorbing element and a column in each case form an approximately triangular structure, the fastening structure extending essentially vertically and the respective energy absorbing element extending essentially horizontally.
- the columns running essentially vertically or curved in sections therefore connect the front ends of the energy absorbing elements to the fastening structure
- the front panel increases the lateral stability of the crash module during a collision and in particular protects the lower area of the driver's cab during the collision, for example against the ingress of foreign bodies.
- this front panel does not have to absorb the kinetic energy directly and pass it on to the energy absorbing elements.
- the front panel can be formed in one piece, or also in several pieces, for example made of structural elements that are permanently connected to one another.
- the front panel is arranged between the energy absorbing elements.
- the front panel therefore does not protrude beyond the energy absorbing elements when viewed in the longitudinal direction, but is arranged between the front ends of the energy absorbing elements when viewed in the transverse direction and connects these front ends to one another. This increases the lateral stability of the frame structure and thus of the driver's cab.
- the crash module has two vertically spaced energy absorber elements on each side of the crash module.
- One pillar of the frame structure can be arranged between the energy absorber elements on each side of the crash module and connect the respective front ends of these energy absorber elements to one another.
- the energy absorbing elements can therefore be arranged in pairs.
- the energy absorber elements arranged on each side of the crash module can be directly connected to one another via a pillar of the frame structure, with the pillar particularly connecting the front ends of the energy absorber elements to one another.
- the rear ends of the energy absorber elements are fixed to the fastening structure of the crash module.
- the energy absorbing elements, the pillar and a portion of the attachment structure form a rectangular shape on each side of the crash module.
- the pillars connecting the front ends of the energy absorbing elements to the attachment structure may be referred to as upper pillars.
- the pillars of the frame structure, which connect adjacent energy absorber elements on each side of the crash module can be referred to as lower pillars.
- the crash module has at least two energy absorber elements on each side, then for example the front end of the upper energy absorber element is connected to the fastening structure via the upper column.
- the anterior end of the lower one On the other hand, the energy absorbing element is connected to the front end of the upper energy absorbing element via the lower pillar.
- the upper pillar and the lower pillar may be formed as separate structural elements, i. that is, these two pillars together do not form an integrally continuous structure. Rather, they are connected to one another via the front end of the upper energy absorbing element.
- the columns are therefore connected, for example, to front side areas of the energy absorbing elements, which are part of the front ends of the energy absorbing elements.
- the frame structure can therefore be constructed in a modular manner from individual structural elements.
- the frame structure has at least one cross member, which is arranged between the energy absorber elements located on opposite sides of the crash module and connects the respective front ends of these energy absorber elements.
- the cross member together with the front panel, serves to stabilize the crash module laterally.
- a cross member connects the energy absorbing elements arranged at the same height. If the crash module has at least two energy absorber elements on each side, the frame structure can also have two cross members.
- the laterally arranged energy absorbing elements can run slightly towards one another.
- the energy absorbing elements are held securely in their longitudinal orientation by the front panel and/or the cross member, even in the event of a collision.
- the energy absorbing elements can form a trapezium shape together with the cross member and/or the front panel, with the energy absorbing elements forming the inclined sides of the trapezium. Such a structure is very stable.
- the energy absorbing elements can be folded or deformed in the longitudinal direction.
- the energy absorber elements can consist of a plastically deformable material, such as metal.
- the energy absorbing elements it is also possible for the energy absorbing elements to consist partially or entirely of composite materials which absorb the kinetic energy in their Material structure are destroyed. The specific nature of the energy absorbing elements is unimportant as long as they allow sufficient absorption of the kinetic energy, in particular in the longitudinal direction of the rail vehicle.
- the crash module is detachably connected to the safety module, which enables easy replacement and faster repairs after a collision.
- the car body has a car body underframe and a car body segment arranged on the car body underframe. Viewed in the longitudinal direction, the car body underframe protrudes beyond a front end of the car body segment.
- the safety module is arranged on the protruding end of the car body underframe and connected to the front end of the car body segment.
- the car body underframe can extend below the safety module and carry it. This further improves the stability of the security module. In addition, a direct introduction of force into the car body is already possible as a result.
- the safety module has a connecting frame and two side members in the roof area, which connect the connecting frame to the car body.
- the attachment structure of the crash module is connected to the connecting frame of the safety module.
- the connecting frame encloses the security module and at the same time forms an outer closure.
- the connecting frame can essentially be formed from two vertically running beams and a transverse beam in the roof area.
- the connecting frame can be open towards the bottom of the car body underframe, so that the connecting frame can have a U-shaped structure which is open towards the bottom.
- connection frame fulfills several functions. On the one hand, it serves to reinforce the safety module both vertically and laterally. In addition, it forms a connection interface to the attachment structure of the crash module and allows a simple connection of the two modules. Furthermore, on the connection frame at a Forces that occur in a collision are introduced into the longitudinal beams in the roof area, which in turn derive the forces on the roof structure of the car body segment.
- these side members are designed to be sufficiently rigid so that, under the required conditions, they introduce the forces into the car body segment without any appreciable plastic deformation.
- the safety module has a stiffener on each side, which is connected to the car body, the connecting frame and the respective side member and stiffens the safety module in particular in the longitudinal direction.
- the reinforcements can, for example, be plate-shaped in the longitudinal direction of the rail vehicle and in the vertical direction. This results in an efficient stiffening of the security module both in the longitudinal direction and in the vertical direction.
- the stiffener can completely or partially fill the space formed on each side of the safety module between the car body, the connecting frame and the respective side member.
- the stiffeners each have a recess facing the car body, so that the stiffeners are wider at their upper ends facing the longitudinal member and their opposite lower ends, viewed in the longitudinal direction, than in a middle region lying between the upper end and the lower end.
- This recess in the central area serves in particular to ensure that the forces occurring in the event of a collision are introduced, in particular, into the roof area of the car body segment and into the car body underframe. This reduces the force acting on the side walls of the car body segment and thereby reduces the risk of damaging the side walls of the car body segment.
- the car body segment, together with the car body underframe, can therefore form an effective survival space for both the driver and the passengers.
- the stiffeners are connected to the connecting frame along the entire vertical extension of the connecting frame.
- the connecting frame is stabilized and the security module is designed to be rigid overall.
- the forces acting on the connecting frame can be efficiently distributed to the reinforcements and introduced into the car body.
- the driver's cab with integrated crash module described here shows a number of structural and functional advantages compared to previous solutions.
- the driver's cab enables a new type of crash concept in which parts of the driver's cab are designed as an energy-absorbing structure.
- the driver's cab, including its integrated energy-absorbing structure in the form of the crash module, can be designed to be shorter overall than previous solutions, while retaining a survival space for the driver.
- the impact acts directly on the crash module, which is located at the front of the rail vehicle.
- the energy absorbing elements whose effective axis is in the longitudinal direction are deformed or compressed in a controlled manner.
- a large part of the kinetic energy is already absorbed.
- the stability of the crash module is ensured by the frame structure, in particular by the columns, which stabilize the crash module in the vertical direction, and by the front panel or the cross member, which stabilize the crash module in the lateral direction.
- the forces that occur are introduced from the crash module via the safety module into the car body, ie into the car body segment arranged on the car body underframe and into the car body underframe.
- the forces are introduced into the roof area of the car body segment via the side members and the stiffeners.
- the force is dissipated to the underframe of the car body essentially through the reinforcements, which are connected to the underframe of the car body on their underside.
- the safety module is designed to be rigid and not subject to plastic deformation during a crash.
- the side walls and the roof structure of the car body segment, the car body underframe and the safety module are not deformed in the event of a collision, so that the safety of the passengers is also guaranteed.
- the driver's cab allows for improved repairability after a collision, since the crash module can be easily detached from the safety module.
- the dismantling interface here is between the attachment structure of the crash module and the connecting frame of the safety module. As a result, the time required to repair the rail vehicle after a possible collision can be significantly reduced.
- Additional driver protection is provided by the front panel. In addition to the function of lateral stabilization of the crash module, this also takes on the function of preventing the ingress of foreign bodies during the collision. This protects in particular the lower area of the driver's cab, which is particularly at risk.
- the driver's cab has a driver's desk that extends from the safety module to the crash module.
- the driver's desk can therefore be arranged in both modules, with a first section of the driver's desk being able to be arranged in the safety module and a second section of the driver's desk being able to be arranged in the crash module.
- a predetermined breaking point can be provided between the two sections, which allows controlled and defined deformation of the driver's desk in the event of a collision.
- the driver's desk is located with its larger section, or almost completely, in the crash module.
- the crash module and the safety module therefore together define an interior of the driver's cab.
- the rail vehicle can be a locomotive or the front car of a traction vehicle.
- the rail vehicle can be used for local passenger transport, for example as a tram or suburban train, or for long-distance passenger transport, for example as a regional train.
- figure 1 shows - in a schematic representation - a side view of a front section of a rail vehicle.
- the rail vehicle comprises a car body 100 and a driver's cab at the front end of the car body 100.
- the driver's cab comprises two main components, namely a safety module 110 and a crash module 120.
- the safety module 110 connects the crash module 120 to the car body 100.
- the rail vehicle defines a longitudinal direction that runs along of the car body 100 to the crash module 120 runs.
- the car body 100 comprises a car body underframe 102 and a car body segment 101 placed on the car body underframe 102.
- the car body segment 101 can be designed as a self-supporting structure, for example in the form of interconnected extruded profiles.
- the profile of the car body segment 101 can be made thicker in order to effectively absorb the forces occurring in the event of a collision.
- the car body segment 101 can also be formed by a frame structure with paneling elements attached to it.
- the car body underframe 102 extends over the front end of the car body segment 101. This projection formed in this way serves to carry the safety module 110.
- the crash module 120 essentially comprises four main components: a system of one or more energy absorbing elements 124, 125, a front panel 123 to improve the lateral stability of the crash module 120 and to protect against the ingress of foreign bodies, a frame structure with vertical columns 121 to improve the vertical stability of the crash module 120, and a fastening structure 126.
- the crash module has at least one energy absorber element, typically at least two energy absorber elements.
- the crash module 120 includes four energy absorber elements 124,125, which are arranged in pairs on each side of the crash module 120.
- the energy absorber elements 124, 125 of each pair of energy absorber elements are arranged vertically spaced apart from one another, so that per pair one can speak of an upper energy absorber element 124 and a lower energy absorber element 125 spaced therefrom.
- the cross section of each energy absorbing element 124, 125 can taper from its rear end pointing towards the fastening structure 126 to its front end 129.
- the front end 129 can be designed in the form of a plate, so that the forces occurring in a collision can be uniformly introduced into the respective energy absorbing element 124,125.
- the energy absorbing elements 124, 125 can, for example, be in the form of longerons, i. H. Longitudinal members may be formed, which have a preferred direction for energy absorption running in the longitudinal direction.
- the frame structure is provided for vertical stabilization of the crash module 120 and the energy absorber elements 124, 125, which in particular has columns 121 running vertically in sections. These pillars 121 connect the front end 129 of the upper energy absorbing element 125 to an upper end of the attachment structure 126.
- the pillars 121 can be curved in sections or also partially kinked. In the figures 1 and 2 is an embodiment with angled columns 121 shown. In figure 3 the columns 121 have a more partially curved shape.
- the upper energy absorbing member 124 and the lower energy absorbing member 125 runs a lower pillar 121 of the frame structure, which respectively connects the front end portions of the energy absorbing members within a pair of energy absorbing members.
- the respective upper energy absorbing element 124 is connected to the fastening structure 126 via the upper column 121 .
- the upper column 121 and the lower column 122 are provided as separate structural elements which are each connected to the front end or the front end region of the energy absorbing elements 124, 125, for example by means of welded joints.
- the upper column 121 and the lower column 122 form a continuous structure and have receptacles in which the front end 129 of the respective energy absorbing element 124, 125 is mounted.
- the front end 129 of the energy absorber elements 124,125 represents a front termination of the crash module 120. A collision with a stationary rail vehicle, for example, is therefore immediately absorbed by the energy absorber elements 124,125.
- a front plate 123 which, alone or in combination with one or more transverse columns 127, connects the respective laterally arranged energy absorber elements 124, 125 to one another.
- the front plate 123 extends between the energy absorbing elements 124, 125 and, seen in the longitudinal direction, is arranged slightly retracted in relation to the front end 129 of the energy absorbing elements 124,125.
- two transverse columns 127 are provided.
- An upper transverse column 127 connects the upper energy absorber elements 124 of the two pairs of energy absorber elements, and a lower column 127 connects the lower energy absorber elements 125 of the two pairs of energy absorber elements.
- the front panel 123 is arranged between these two transverse columns in 127 and welded to the transverse columns 127, for example. Alternatively, it is possible for the cross columns 127 to be an integral part of the front panel 123 .
- the front panel 123 may have a central opening 128 to allow passage for plumbing fixtures from inside the cab to the outside. This opening 128 is preferably made relatively small in order not to impair the protective effect of the front panel 123 against the ingress of foreign objects in the event of a collision.
- Fastening structure 126 of crash module 120 forms the termination of crash module 120 facing safety module 110 and at the same time serves as a connection interface to safety module 110.
- Fastening structure 126 can be constructed, for example, from two substantially vertically running plate-shaped supports that do not necessarily have to be directly connected to one another. in the in figure 3
- the front view shown shows that the two carriers on the back of the crash module 120 each run in the side area.
- screw connections 116 for attaching the attachment structure 126 to the security module 110 are shown in punctiform form.
- each beam of the mounting structure 126 lies behind the respective upper column 121 and the respective lower column 122 of the frame structure.
- the energy absorbing elements 124 and 125 extend forward from the respective beams of the attachment structure 126 .
- Each support of the attachment structure 126 extends continuously from the lower energy absorbing element 125 to the connection point with the respective upper column 121.
- each support can have a lateral extension 115, which runs inwards at the upper end.
- the side projections 115 are used to stably attach the attachment structure 126 to the security module 110 . It is also possible that these projections 115 converge more closely and are connected to one another.
- the safety module 110 is essentially made up of three main components: the connecting frame 114, which represents a defined interface to the fastening structure 126 of the crash module 120, two longitudinal members 113 arranged in the upper roof area, and the lateral reinforcements 112.
- the safety module 110 In the area facing the crash module 120, the safety module 110 includes the connecting frame 114. This runs in the front plane of the safety module 110, ie in a plane transverse to the longitudinal direction, along the side areas and the Roof area of the security module 110. This is best in the in figure 3 illustrated embodiment to recognize.
- the connecting frame 114 can have a profile, for example, in order to increase its stability.
- the connecting frame 114 forms the safety module-side connection interface to the crash module 120. It also serves as a force dissipation, in particular to the two side members 113, which in turn transmit the force to the roof area of the car body segment 101.
- the longitudinal members 113 therefore extend between the connecting frame 114 and the car body segment 101.
- the longitudinal members 113 are designed in such a way that they do not deform plastically in the event of a collision.
- lateral stiffeners 112 are provided, which extend between the projection formed by the car body underframe 102, the connecting frame 114, the longitudinal members 113 and the front end of the car body segment 101. This provides, in particular, a stiffening of the security module 110 in the longitudinal direction.
- the lateral stiffeners 112 can each have cutouts pointing towards the car body segment 102 in order to introduce the forces in particular into the roof area of the car body segment 101 and into the car body underframe 102 and to minimize the effect of forces on the side walls of the car body segment 101.
- the stiffeners 112 can directly adjoin the connecting frame 114 over the entire vertical length, particularly viewed in the longitudinal direction, and can be welded to the connecting frame 114, for example. Likewise, the stiffeners 112 can be connected to the longitudinal beams 113 along the entire length of the latter. However, it is also possible that instead of a continuous weld, for example, the connection can also be formed in a punctiform manner.
- the stiffeners 112 may be longitudinally wider in their upper and lower portions than in their middle portion where the recess 111 is formed. Further recesses can be provided in the stiffeners 112, such as in figure 3 implied.
- the car body underframe 102 preferably extends to the front end of the security module 110, i. H. up to the front end of the connecting frame 114.
- the security module 110 thus sits completely on the car body underframe 102, which forms the bottom of the security module 110.
- a collision under the conditions specified in the European standard EN 15227 only leads to a deformation of the crash module 120 in the longitudinal direction of the rail vehicle.
- the driver's cab is shortened in the longitudinal direction.
- the safety module 110 and the car body 100 adjoining it at the rear provide a survival area for the driver and the passengers.
- the energy absorbing elements 124, 125 are folded or pressed together in the longitudinal direction as a result of the collision and in the process absorb a considerable part of the kinetic energy to be absorbed.
- the upper columns 121 are bent downwards without detaching from the fastening structure 126 .
- the safety module 110 then distributes the forces in particular in the roof area of the car body segment 101 and in the car body underframe 102.
- FIG 4 shows a plan view of a rail vehicle according to an embodiment.
- the driver's cab formed from safety module 110 and crash module 120 includes a driver's desk 140 with a first section 141 which is arranged in safety module 110 and a second section 142 which is arranged in crash module 120 .
- a predetermined breaking point 143 is formed between the two sections 141, 142, which in the event of a collision ensures that the second section 142 can deform without substantially jeopardizing the structural integrity of the first section 141. This serves to further improve driver protection.
- the predetermined breaking point can be integrated in the second section 142 .
- the energy absorbing elements 124 converge slightly in the direction of their front ends and together with the front plate 123 and/or the cross member or the cross members 127 a Form a trapezoid shape for further lateral stabilization.
- the front panel 123 and/or the cross member 127 are located between the laterally arranged energy absorber elements 124.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Life Sciences & Earth Sciences (AREA)
- Wood Science & Technology (AREA)
- Body Structure For Vehicles (AREA)
Description
Die Erfindung betrifft ein Schienenfahrzeug mit einer Sicherheitsfahrerkabine mit verbesserter Konstruktion.The invention relates to a rail vehicle with a safety driver's cab of improved construction.
Zur Erhöhung der Sicherheit von Fahrgästen und des Fahrers eines Schienenfahrzeugs definiert die europäische Normen EN 15227 unterschiedliche Szenarien, die ein Schienenfahrzeug überstehen muss, ohne dass der für den Fahrer bzw. die Fahrgäste zur Verfügung stehende Raum nennenswert beeinträchtigt wird. Ein mögliches Szenarium ist beispielsweise der Zusammenstoß des Schienenfahrzeugs mit einem baugleichen Fahrzeug bei einer Geschwindigkeit von 36 km/h. Bedingt durch die in der EN 15227 aufgestellten Forderungen wurden Schienenfahrzeuge zusätzlich zu den üblichen Puffern konstruktiv mit weiteren Elementen ausgestattet, welche die bei Zusammenstößen auftretende kinetische Energie aufnehmen und absorbieren können.To increase the safety of passengers and the driver of a rail vehicle, the European standard EN 15227 defines different scenarios that a rail vehicle must withstand without the space available for the driver or passengers being significantly impaired. A possible scenario is, for example, the collision of the rail vehicle with an identical vehicle at a speed of 36 km/h. Due to the requirements set out in EN 15227, rail vehicles were equipped with additional elements in addition to the usual buffers, which can take up and absorb the kinetic energy that occurs in collisions.
So beschreibt beispielsweise
Aus der
Die
Aus der
Ein Schienenfahrzeug mit einem Mittelabschnitt und einem Fahrerraum, der einen faltbaren Vorderabschnitt und wenigstens einen starren Abschnitt aufweist, ist in der
Aus der
Ein Schienenfahrzeug mit einer Deformationszone ist weiterhin aus der
Die obigen Lösungen sind zum Teil sehr massiv und damit schwer ausgeführt, wodurch das Gewicht des Schienenfahrzeugs erhöht wird. Oftmals sind die energieabsorbierenden Strukturelemente an der Stirnseite des Schienenfahrzeugs angeordnet, wodurch zusätzlicher Bauraum beansprucht wird und der zur Verfügung stehende Innenraum eingeschränkt wird.Some of the above solutions are very solid and therefore heavy, which increases the weight of the rail vehicle. The energy-absorbing structural elements are often arranged on the front side of the rail vehicle, which means that additional installation space is required and the interior space that is available is restricted.
Es ist daher Aufgabe der vorliegenden Erfindung, ein Schienenfahrzeug mit einer Fahrerkabine bereitzustellen, welches einen geringeren Bauraum benötigt bei gleichzeitig erhöhter Sicherheit für den Fahrer und die Fahrgäste.It is therefore the object of the present invention to provide a rail vehicle with a driver's cab which requires less installation space while at the same time increasing safety for the driver and the passengers.
Diese Aufgabe wird gelöst durch ein Schienenfahrzeug gemäß Anspruch 1. Weitere Ausführungsformen, Modifikationen und Verbesserungen ergeben sich anhand der folgenden Beschreibung und der beigefügten Ansprüche.This object is achieved by a rail vehicle according to claim 1. Further embodiments, modifications and improvements result from the following description and the appended claims.
Gemäß einer Ausführungsform wird ein Schienenfahrzeug bereitgestellt, welches eine Längsrichtung definiert. Das Schienenfahrzeug weist einen Wagenkasten mit einem Vorderende, ein im Fall eines Zusammenstoßes deformierbares Crashmodul, und ein das Crashmodul mit dem Vorderende des Wagenkastens verbindendes starres Sicherheitsmodul auf, wobei das Crashmodul und das Sicherheitsmodul zusammen eine Fahrerkabine bilden. Das Crashmodul hat eine Befestigungsstruktur, die eine Verbindungsschnittstelle zum Sicherheitsmodul definiert und mit der das Crashmodul mit dem Sicherheitsmodul verbunden ist. Weiterhin umfasst das Crashmodul mindestens zwei Energieabsorberelemente und eine Rahmenstruktur. Die Energieabsorberelemente sind jeweils mit ihren zum Sicherheitsmodul weisenden Hinterenden mit der Befestigungsstruktur und jeweils mit ihren vom Sicherheitsmodul wegweisenden Vorderenden mit der Rahmenstruktur verbunden. Die Rahmenstruktur ist an ihrem oberen Ende mit der Befestigungsstruktur verbunden. Das Crashmodul ist lösbar mit dem Sicherheitsmodul verbunden.According to one embodiment, a rail vehicle is provided which defines a longitudinal direction. The rail vehicle has a car body with a front end, a crash module that can be deformed in the event of a collision, and a rigid safety module connecting the crash module to the front end of the car body, the crash module and the safety module together forming a driver's cab. The crash module has an attachment structure that defines a connection interface to the safety module and with which the crash module is connected to the safety module. Furthermore, the crash module includes at least two energy absorber elements and a frame structure. The energy absorber elements are each connected to the fastening structure with their rear ends pointing towards the safety module and to the frame structure with their front ends pointing away from the safety module. The frame structure is connected to the attachment structure at its upper end. The crash module is detachably connected to the safety module.
Die Fahrerkabine weist damit Strukturelemente auf, welche kinetische Energie kontrolliert aufnehmen und absorbieren können. Damit kann die Fahrerkabine kompakter ausgebildet werden, wodurch zusätzlicher Bauraum für andere Einrichtungen zur Verfügung steht. Das Sicherheitsmodul ist so ausgebildet, das es während einer Kollision stabil bleibt und sich weitgehend nicht deformiert. Dadurch kann es sicher die bei der Kollision auftretenden Kräfte in den Wagenkasten einleiten.The driver's cab thus has structural elements that can take up and absorb kinetic energy in a controlled manner. The driver's cab can thus be designed to be more compact, as a result of which additional installation space is available for other devices. The safety module is designed in such a way that it remains stable during a collision and largely does not deform. This means that it can safely transfer the forces that occur during a collision into the car body.
Ein Teil der bei einem Zusammenstoß auftretenden kinetischen Energie wird vom Crashmodul durch die Energieabsorberelemente aufgenommen und durch Verformung der Energieabsorberelemente verbraucht. Das Crashmodul wird dabei in Längsrichtung deformiert und verkürzt. Diese Verkürzung führt jedoch nicht zu einer Beeinträchtigung des Überlebensraums des Fahrers, da dieser Überlebensraum durch das Sicherheitsmodul garantiert wird. Das Sicherheitsmodul bleibt bei einem Zusammenstoß erhalten und faltet sich nicht zusammen.Part of the kinetic energy that occurs in a collision is absorbed by the crash module through the energy absorber elements and consumed by deformation of the energy absorber elements. The crash module is deformed and shortened in the longitudinal direction. However, this shortening does not lead to an impairment of the driver's survival space, since this survival space is guaranteed by the safety module. The safety module is preserved in a collision and does not collapse.
Die Rahmenstruktur des Crashmoduls dient insbesondere dazu, die Stabilität des Crashmoduls in vertikaler Richtung, d. h. senkrecht zur Längsrichtung des Schienenfahrzeugs, zu verbessern und zu erhalten. Außerdem wird durch die Rahmenstruktur die Längsausrichtung der Energieabsorberelemente während des Zusammenstoßes beibehalten. Die Energieabsorberelemente sind dazu an ihren zum Sicherheitsmodul weisenden Hinterenden an der Befestigungsstruktur des Crashmoduls festgelegt, beispielsweise angeschweißt. An ihren Vorderenden sind die Energieabsorberelemente mit der Rahmenstruktur verbunden, welche ihrerseits mit dem oberen Ende der Befestigungsstruktur verbunden ist.The frame structure of the crash module is used in particular to increase the stability of the crash module in the vertical direction, ie perpendicular to the longitudinal direction of the rail vehicle. to improve and maintain. In addition, the frame structure maintains the longitudinal alignment of the energy absorbing elements during the crash. For this purpose, the energy absorber elements are fixed, for example welded, to the fastening structure of the crash module at their rear ends pointing towards the safety module. At their front ends, the energy absorbing elements are connected to the frame structure, which in turn is connected to the upper end of the fastening structure.
Energieabsorberelemente sind typischerweise so konstruiert, dass sie eine maximale Energieabsorption in einer Vorzugsrichtung ermöglichen. Quer zu dieser Vorzugsrichtung können die Energieabsorberelemente häufig nur wenig Energie absorbieren. Daher ist die Beibehaltung der Ausrichtung der Energieabsorberelemente während des Zusammenstoßes von Bedeutung. Die Rahmenstruktur stellt sicher, dass die Energieabsorberelemente weitgehend ihre Ausrichtung beibehalten und so die Energie effizient verzehren können.Energy absorbing elements are typically constructed in such a way that they enable maximum energy absorption in a preferred direction. The energy absorbing elements can often only absorb little energy transversely to this preferred direction. Therefore, maintaining alignment of the energy absorbing elements during the crash is important. The frame structure ensures that the energy absorbing elements largely maintain their orientation and can thus dissipate the energy efficiently.
Das Crashmodul kann als austauschbares Modul ausgebildet sein. Dazu ist die Befestigungsstruktur vorgesehen, welche eine definierte Schnittstelle zum Sicherheitsmodul bildet.The crash module can be designed as an exchangeable module. For this purpose, the attachment structure is provided, which forms a defined interface to the security module.
Gemäß einer Ausführungsform schließen die Vorderenden der Energieabsorberelemente in Längsrichtung gesehen mit einer Vorderseite der Rahmenstruktur ab. Alternativ können die Vorderenden der Energieabsorberelemente in Längsrichtung gesehen über die Vorderseite der Rahmenstruktur hinausragen. In beiden Fällen können die Energieabsorberelemente bei einem Zusammenstoß des Schienenfahrzeugs den Stoß unmittelbar aufnehmen. Die Energieabsorberelemente können beispielsweise an ihren vorderen Seitenbereichen mit der Rahmenstruktur verbunden sein. Die Vorderenden der Energieabsorberelemente können einen flächigen Abschluss aufweisen, der die kinetische Energie des Zusammenstoßes direkt in das jeweilige Energieabsorberelement einleitet. Die flächigen Vorderenden der Energieabsorberelemente können beispielsweise über die Vorderseite der Rahmenstruktur etwas hinausragen.According to one embodiment, the front ends of the energy absorbing elements, viewed in the longitudinal direction, terminate with a front side of the frame structure. Alternatively, the front ends of the energy absorbing elements can protrude beyond the front of the frame structure when viewed in the longitudinal direction. In both cases, the energy absorbing elements can absorb the impact immediately if the rail vehicle collides. The energy absorbing elements can be connected to the frame structure at their front side areas, for example. The front ends of the energy absorbing elements can have a planar termination that introduces the kinetic energy of the collision directly into the respective energy absorbing element. The flat front ends of the energy absorbing elements can, for example, protrude somewhat beyond the front side of the frame structure.
Im Gegensatz zu anderen Lösungen nehmen die Energieabsorberelemente die kinetische Energie unmittelbar auf. Eine energieverteilende massive Platte oder ähnliche konstruktive Elemente, die in Längsrichtung gesehen vor den Energieabsorberelementen angeordnet ist, sind daher nicht erforderlich wodurch eine erhebliche Gewichtseinsparung erreicht wird. Die Rahmenstruktur kann beispielsweise an Seitenflächen der Energieabsorberelemente angeschweißt sein, sodass die Vorderenden der Energieabsorberelemente in Längsrichtung gesehen über eine Vorderseite der Rahmenstruktur hinausragt oder mit dieser im Wesentlichen abschließt.In contrast to other solutions, the energy absorbing elements absorb the kinetic energy directly. An energy-distributing solid plate or similar constructive elements, which is arranged in front of the energy absorbing elements viewed in the longitudinal direction, are therefore not required, which means that a considerable weight saving is achieved. The frame structure can be welded to side surfaces of the energy absorbing elements, for example, so that the front ends of the energy absorbing elements, viewed in the longitudinal direction, protrude beyond a front side of the frame structure or essentially end with it.
Daher muss auch die Rahmenstruktur nicht sehr massiv ausgeführt werden, da die Rahmenstruktur im Wesentlichen dazu dient, die vertikale Stabilität des Crashmoduls zu sichern. Die in vertikaler Richtung auftretenden Kräfte sind aber im Gegensatz zu den in Längsrichtung auftretenden Kräften deutlich geringer. Aus konstruktiver Sicht können die Rahmenstruktur und die Energieabsorberelemente unabhängig voneinander an ihre jeweilige Funktion angepasst werden.Therefore, the frame structure does not have to be very solid either, since the frame structure essentially serves to ensure the vertical stability of the crash module. However, the forces occurring in the vertical direction are significantly lower than the forces occurring in the longitudinal direction. From a structural point of view, the frame structure and the energy absorbing elements can be adapted to their respective function independently of one another.
Gemäß einer Ausführungsform weist die Rahmenstruktur des Crashmoduls zwei Säulen auf. Das Crashmodul umfasst weiterhin eine Frontplatte. Die Säulen verbinden die Vorderenden der Energieabsorberelemente mit der Befestigungsstruktur des Crashmoduls. Die Säulen können dabei abschnittsweise bogenförmig und/oder abschnittsweise geknickt ausgebildet sein. Typischerweise sind die Säulen mit dem oberen Endbereich der Befestigungsstruktur verbunden. Die Hinterenden der Energieabsorberelemente sind typischerweise mit einem mittleren Bereich der Befestigungsstruktur verbunden. Die Befestigungsstruktur, ein Energieabsorberelement und jeweils eine Säule bilden dabei eine etwa dreieckige Struktur, wobei die Befestigungsstruktur sich im Wesentlichen vertikal erstreckt und das jeweilige Energieabsorberelement sich im Wesentlichen horizontal erstreckt. Gemäß einer Ausführungsform verbinden daher die im Wesentlichen vertikal oder abschnittsweise gekrümmt verlaufenden Säulen die Vorderenden der Energieabsorberelemente mit der BefestigungsstrukturAccording to one embodiment, the frame structure of the crash module has two columns. The crash module also includes a front panel. The pillars connect the front ends of the energy absorbing elements with the attachment structure of the crash module. Sections of the columns can be curved and/or kinked in sections. Typically, the columns are connected to the top end portion of the mounting structure. The trailing ends of the energy absorbing elements are typically connected to a central portion of the mounting structure. The fastening structure, an energy absorbing element and a column in each case form an approximately triangular structure, the fastening structure extending essentially vertically and the respective energy absorbing element extending essentially horizontally. According to one embodiment, the columns running essentially vertically or curved in sections therefore connect the front ends of the energy absorbing elements to the fastening structure
Die Frontplatte erhöht die laterale Stabilität des Crashmoduls während eines Zusammenstoßes und schützt insbesondere den unteren Bereich der Fahrerkabine während des Zusammenstoßes, beispielsweise gegen das Eindringen von Fremdkörpern. Allerdings muss diese Frontplatte nicht direkt die kinetische Energie aufnehmen und an die Energieabsorberelemente weiterleiten.The front panel increases the lateral stability of the crash module during a collision and in particular protects the lower area of the driver's cab during the collision, for example against the ingress of foreign bodies. However, this front panel does not have to absorb the kinetic energy directly and pass it on to the energy absorbing elements.
Die Frontplatte kann einstückig ausgebildet sein, oder auch mehrstückig aus beispielsweise dauerhaft miteinander verbundenen Strukturelementen.The front panel can be formed in one piece, or also in several pieces, for example made of structural elements that are permanently connected to one another.
Gemäß einer Ausführungsform ist die Frontplatte zwischen den Energieabsorberelementen angeordnet. Die Frontplatte ragt daher, in Längsrichtung gesehen, nicht über die Energieabsorberelemente hinaus, sondern ist in Querrichtung gesehen zwischen den Vorderenden der Energieabsorberelemente angeordnet und verbindet diese Vorderenden miteinander. Dadurch wird die Querstabilität der Rahmenstruktur und damit der Fahrerkabine erhöht.According to one embodiment, the front panel is arranged between the energy absorbing elements. The front panel therefore does not protrude beyond the energy absorbing elements when viewed in the longitudinal direction, but is arranged between the front ends of the energy absorbing elements when viewed in the transverse direction and connects these front ends to one another. This increases the lateral stability of the frame structure and thus of the driver's cab.
Gemäß einer Ausführungsform weist das Crashmodul jeweils zwei vertikal voneinander beabstandete Energieabsorberelemente auf jeder Seite des Crashmoduls auf. Jeweils eine Säule der Rahmenstruktur kann zwischen den Energieabsorberelementen auf jeder Seite des Crashmoduls angeordnet sein und die jeweiligen Vorderenden dieser Energieabsorberelemente miteinander verbinden.According to one embodiment, the crash module has two vertically spaced energy absorber elements on each side of the crash module. One pillar of the frame structure can be arranged between the energy absorber elements on each side of the crash module and connect the respective front ends of these energy absorber elements to one another.
Die Energieabsorberelemente können daher paarweise angeordnet sein. Die auf je einer Seite des Crashmoduls angeordneten Energieabsorberelemente können dabei über eine Säule der Rahmenstruktur unmittelbar miteinander verbunden sein, wobei die Säule insbesondere die Vorderenden der Energieabsorberelemente miteinander verbindet. Die Hinterenden der Energieabsorberelemente sind dagegen an der Befestigungsstruktur des Crashmoduls festgelegt. In Querrichtung gesehen bilden die Energieabsorberelemente, die Säule und ein Abschnitt der Befestigungsstruktur auf jeder Seite des Crashmoduls eine Rechteckform. Alternativ ist es möglich, dass auf jeder Seite des Crashmoduls nur ein Energieabsorberelement vorgesehen ist.The energy absorbing elements can therefore be arranged in pairs. The energy absorber elements arranged on each side of the crash module can be directly connected to one another via a pillar of the frame structure, with the pillar particularly connecting the front ends of the energy absorber elements to one another. In contrast, the rear ends of the energy absorber elements are fixed to the fastening structure of the crash module. Viewed in the transverse direction, the energy absorbing elements, the pillar and a portion of the attachment structure form a rectangular shape on each side of the crash module. Alternatively, it is possible that only one energy absorber element is provided on each side of the crash module.
Zur besseren Unterscheidung der Säulen der Rahmenstruktur können die Säulen, welche die Vorderenden der Energieabsorberelemente mit der Befestigungsstruktur verbinden, als obere Säulen bezeichnet werden. Die Säulen der Rahmenstruktur, welche auf jeder Seite des Crashmoduls benachbarte Energieabsorberelemente miteinander verbinden, können dagegen als untere Säulen bezeichnet werden.To better distinguish the pillars of the frame structure, the pillars connecting the front ends of the energy absorbing elements to the attachment structure may be referred to as upper pillars. In contrast, the pillars of the frame structure, which connect adjacent energy absorber elements on each side of the crash module, can be referred to as lower pillars.
Weist das Crashmodul an jeder Seite mindestens zwei Energieabsorberelemente auf, so ist beispielsweise das Vorderende des oberen Energieabsorberelements über die obere Säule mit der Befestigungsstruktur verbunden. Das Vorderende des unteren Energieabsorberelements ist dagegen mit dem Vorderende des oberen Energieabsorberelements über die untere Säule verbunden.If the crash module has at least two energy absorber elements on each side, then for example the front end of the upper energy absorber element is connected to the fastening structure via the upper column. The anterior end of the lower one On the other hand, the energy absorbing element is connected to the front end of the upper energy absorbing element via the lower pillar.
Die obere Säule und die untere Säule können beispielsweise als separate Strukturelemente ausgebildet sein, d. h., dass diese beiden Säulen zusammen keine integral durchgehende Struktur bilden. Vielmehr sind sie über das Vorderende des oberen Energieabsorberelements miteinander verbunden. Die Säulen sind daher beispielsweise mit vorderen Seitenbereichen der Energieabsorberelemente verbunden, welche Teil der Vorderenden der Energieabsorberelemente sind. Die Rahmenstruktur kann daher modular aus einzelnen Strukturelementen aufgebaut sein.For example, the upper pillar and the lower pillar may be formed as separate structural elements, i. that is, these two pillars together do not form an integrally continuous structure. Rather, they are connected to one another via the front end of the upper energy absorbing element. The columns are therefore connected, for example, to front side areas of the energy absorbing elements, which are part of the front ends of the energy absorbing elements. The frame structure can therefore be constructed in a modular manner from individual structural elements.
Gemäß einer Ausführungsform weist die Rahmenstruktur mindestens einen Querträger auf, welcher zwischen den auf gegenüberliegenden Seiten des Crashmoduls befindlichen Energieabsorberelementen angeordnet ist und die jeweiligen Vorderenden dieser Energieabsorberelemente verbindet.According to one embodiment, the frame structure has at least one cross member, which is arranged between the energy absorber elements located on opposite sides of the crash module and connects the respective front ends of these energy absorber elements.
Der Querträger dient zusammen mit der Frontplatte der Querstabilisierung des Crashmoduls. Ein Querträger verbindet dazu die auf gleicher Höhe angeordneten Energieabsorberelemente miteinander. Weist das Crashmodul auf jeder Seite mindestens zwei Energieabsorberelemente auf, kann die Rahmenstruktur ebenfalls zwei Querträger aufweisen.The cross member, together with the front panel, serves to stabilize the crash module laterally. A cross member connects the energy absorbing elements arranged at the same height. If the crash module has at least two energy absorber elements on each side, the frame structure can also have two cross members.
Zur weiteren Verbesserung der lateralen Stabilität des Crashmoduls können gemäß einer Ausführungsform, in Draufsicht auf das Schienenfahrzeug gesehen, die seitlich angeordneten Energieabsorberelemente, leicht aufeinander zulaufen. Durch die Frontplatte und/oder die Querträger werden die Energieabsorberelemente in ihrer Längsausrichtung auch bei einem Zusammenstoß sicher gehalten. Die Energieabsorberelemente können, in Draufsicht auf das Schienenfahrzeug, zusammen mit dem Querträger und/oder der Frontplatte eine Trapezform bilden, wobei die Energieabsorberelemente die geneigten Seiten des Trapezes bilden. Eine derartige Struktur ist sehr stabil.In order to further improve the lateral stability of the crash module, according to one embodiment, seen in plan view of the rail vehicle, the laterally arranged energy absorbing elements can run slightly towards one another. The energy absorbing elements are held securely in their longitudinal orientation by the front panel and/or the cross member, even in the event of a collision. In a plan view of the rail vehicle, the energy absorbing elements can form a trapezium shape together with the cross member and/or the front panel, with the energy absorbing elements forming the inclined sides of the trapezium. Such a structure is very stable.
Gemäß einer Ausführungsform sind die Energieabsorberelemente in Längsrichtung faltbar oder deformierbar. Beispielsweise können die Energieabsorberelemente aus einem plastisch deformierbaren Material bestehen, beispielsweise Metall. Es ist jedoch auch möglich, dass die Energieabsorberelemente teilweise oder vollständig aus Verbundmaterialien bestehen, die bei Absorption der kinetischen Energie in ihrer Materialstruktur zerstört werden. Die konkrete Art der Energieabsorberelemente ist unwichtig, solange diese eine ausreichende Absorption der kinetischen Energie, insbesondere in Längsrichtung des Schienenfahrzeugs, ermöglichen.According to one embodiment, the energy absorbing elements can be folded or deformed in the longitudinal direction. For example, the energy absorber elements can consist of a plastically deformable material, such as metal. However, it is also possible for the energy absorbing elements to consist partially or entirely of composite materials which absorb the kinetic energy in their Material structure are destroyed. The specific nature of the energy absorbing elements is unimportant as long as they allow sufficient absorption of the kinetic energy, in particular in the longitudinal direction of the rail vehicle.
Erfindungsgemäß ist das Crashmodul lösbar mit dem Sicherheitsmodul verbunden, wodurch ein leichter Austausch und eine schnellere Reparatur nach einem Zusammenstoß ermöglicht werden.According to the invention, the crash module is detachably connected to the safety module, which enables easy replacement and faster repairs after a collision.
Gemäß einer Ausführungsform weist der Wagenkasten ein Wagenkastenuntergestell und ein auf dem der Wagenkastenuntergestell angeordnetes Wagenkastensegment auf. Das Wagenkastenuntergestell ragt in Längsrichtung gesehen über ein Vorderende des Wagenkastensegments hervor. Das Sicherheitsmodul ist auf dem überstehenden Ende des Wagenkastenuntergestells angeordnet und mit dem Vorderende des Wagenkastensegments verbunden.According to one embodiment, the car body has a car body underframe and a car body segment arranged on the car body underframe. Viewed in the longitudinal direction, the car body underframe protrudes beyond a front end of the car body segment. The safety module is arranged on the protruding end of the car body underframe and connected to the front end of the car body segment.
Das Wagenkastenuntergestell kann sich bis unter das Sicherheitsmodul erstrecken und dieses tragen. Dadurch wird die Stabilität des Sicherheitsmoduls weiter verbessert. Außerdem ist dadurch bereits eine direkte Krafteinleitung in den Wagenkasten möglich.The car body underframe can extend below the safety module and carry it. This further improves the stability of the security module. In addition, a direct introduction of force into the car body is already possible as a result.
Gemäß einer Ausführungsform weist das Sicherheitsmodul einen Verbindungsrahmen und zwei Längsträger im Dachbereich auf, welche den Verbindungsrahmen mit dem Wagenkasten verbinden. Die Befestigungsstruktur des Crashmodules ist mit dem Verbindungsrahmen des Sicherheitsmoduls verbunden.According to one embodiment, the safety module has a connecting frame and two side members in the roof area, which connect the connecting frame to the car body. The attachment structure of the crash module is connected to the connecting frame of the safety module.
Der Verbindungsrahmen umschließt, in Längsrichtung gesehen, das Sicherheitsmodul und bildet gleichzeitig einen äußeren Abschluss. Der Verbindungsrahmen kann im Wesentlichen aus zwei vertikal verlaufenden Trägern und einem quer verlaufenden Träger im Dachbereich gebildet werden. Nach unten zum Wagenkastenuntergestell kann der Verbindungsrahmen offen sein, sodass der Verbindungsrahmen eine nach unten offene U-förmige Struktur aufweisen kann.Seen in the longitudinal direction, the connecting frame encloses the security module and at the same time forms an outer closure. The connecting frame can essentially be formed from two vertically running beams and a transverse beam in the roof area. The connecting frame can be open towards the bottom of the car body underframe, so that the connecting frame can have a U-shaped structure which is open towards the bottom.
Der Verbindungsrahmen erfüllt mehrere Funktionen. So dient er zum einen der vertikalen und der lateralen Versteifung des Sicherheitsmoduls. Darüber hinaus bildet er eine Verbindungsschnittstelle zur Befestigungsstruktur des Crashmoduls und erlaubt eine einfache Verbindung der beiden Module. Weiterhin werden über den Verbindungsrahmen die bei einem Zusammenstoß auftretenden Kräfte in die Längsträger im Dachbereich eingeleitet, welche ihrerseits die Kräfte auf die Dachstruktur des Wagenkastensegments ableiten.The connection frame fulfills several functions. On the one hand, it serves to reinforce the safety module both vertically and laterally. In addition, it forms a connection interface to the attachment structure of the crash module and allows a simple connection of the two modules. Furthermore, on the connection frame at a Forces that occur in a collision are introduced into the longitudinal beams in the roof area, which in turn derive the forces on the roof structure of the car body segment.
Diese Längsträger sind insbesondere ausreichend starr ausgebildet, sodass sie unter den geforderten Bedingungen die Kräfte ohne nennenswerte plastische Deformation in das Wagenkastensegment einleiten.In particular, these side members are designed to be sufficiently rigid so that, under the required conditions, they introduce the forces into the car body segment without any appreciable plastic deformation.
Gemäß einer Ausführungsform hat das Sicherheitsmodul auf jeder Seite jeweils eine Aussteifung, welche jeweils mit dem Wagenkasten, dem Verbindungsrahmen und dem jeweiligen Längsträger verbunden ist und das Sicherheitsmodul insbesondere in Längsrichtung versteifen.According to one embodiment, the safety module has a stiffener on each side, which is connected to the car body, the connecting frame and the respective side member and stiffens the safety module in particular in the longitudinal direction.
Die Aussteifungen können beispielsweise plattenförmig in Längsrichtung des Schienenfahrzeugs und in vertikaler Richtung ausgebildet sein. Dadurch erfolgt eine effiziente Versteifung des Sicherheitsmoduls sowohl in Längsrichtung als auch in vertikaler Richtung. Die Versteifung kann vollständig oder teilweise den Raum ausfüllen, der auf jeder Seite des Sicherheitsmoduls zwischen dem Wagenkasten, dem Verbindungsrahmen und dem jeweiligen Längsträger gebildet wird.The reinforcements can, for example, be plate-shaped in the longitudinal direction of the rail vehicle and in the vertical direction. This results in an efficient stiffening of the security module both in the longitudinal direction and in the vertical direction. The stiffener can completely or partially fill the space formed on each side of the safety module between the car body, the connecting frame and the respective side member.
Gemäß einer Ausführungsform haben die Aussteifungen jeweils eine zum Wagenkasten weisende Aussparung, sodass die Aussteifungen an ihren zum Längsträger weisenden Oberenden und ihren gegenüberliegenden Unterenden in Längsrichtung gesehen breiter als in einem zwischen dem Oberende und dem Unterende liegenden Mittelbereich sind.According to one embodiment, the stiffeners each have a recess facing the car body, so that the stiffeners are wider at their upper ends facing the longitudinal member and their opposite lower ends, viewed in the longitudinal direction, than in a middle region lying between the upper end and the lower end.
Diese Ausnehmung im Mittelbereich dient insbesondere dazu, dass die bei einem Zusammenstoß auftretenden Kräfte insbesondere in den Dachbereich des Wagenkastensegments und in das Wagenkastenuntergestell eingeleitet werden. Dadurch wird die Krafteinwirkung auf die Seitenwände des Wagenkastensegments vermindert und dadurch das Risiko verringert, dass die Seitenwände des Wagenkastensegments beschädigt werden. Das Wagenkastensegment kann daher zusammen mit dem Wagenkastenuntergestell einen effektiven Überlebensraum sowohl für den Fahrer als auch für die Fahrgäste bilden.This recess in the central area serves in particular to ensure that the forces occurring in the event of a collision are introduced, in particular, into the roof area of the car body segment and into the car body underframe. This reduces the force acting on the side walls of the car body segment and thereby reduces the risk of damaging the side walls of the car body segment. The car body segment, together with the car body underframe, can therefore form an effective survival space for both the driver and the passengers.
Gemäß einer Ausführungsform sind die Aussteifungen mit dem Verbindungsrahmen entlang der gesamten vertikalen Erstreckung des Verbindungsrahmens verbunden.According to one embodiment, the stiffeners are connected to the connecting frame along the entire vertical extension of the connecting frame.
Dadurch wird der Verbindungsrahmen stabilisiert und das Sicherheitsmodul insgesamt starr ausgebildet. Außerdem können die auf den Verbindungsrahmen einwirkenden Kräfte effizient auf die Aussteifungen verteilt und in den Wagenkasten eingeleitet werden.As a result, the connecting frame is stabilized and the security module is designed to be rigid overall. In addition, the forces acting on the connecting frame can be efficiently distributed to the reinforcements and introduced into the car body.
Das Wagenkastensegment und das Wagenkastenuntergestell bilden zusammen einen sogenannten Wagenkastenüberlebensraum sowohl für den Fahrer als auch für die Fahrgäste.The car body segment and the car body underframe together form a so-called car body survival space for both the driver and the passengers.
Die hier beschriebene Fahrerkabine mit integriertem Crashmodul zeigt eine Reihe von strukturellen und funktionellen Vorteilen gegenüber bisherigen Lösungen.The driver's cab with integrated crash module described here shows a number of structural and functional advantages compared to previous solutions.
So ermöglicht die Fahrerkabine beispielsweise ein neuartiges Crashkonzept, bei dem die Fahrerkabine in Teilen als energieabsorbierende Struktur ausgebildet ist. Die Fahrerkabine einschließlich ihrer integrierten energieabsorbierenden Struktur in Form des Crashmoduls kann insgesamt kürzer ausgelegt werden als bisherige Lösungen, unter Beibehaltung eines Überlebensraums für den Fahrer.For example, the driver's cab enables a new type of crash concept in which parts of the driver's cab are designed as an energy-absorbing structure. The driver's cab, including its integrated energy-absorbing structure in the form of the crash module, can be designed to be shorter overall than previous solutions, while retaining a survival space for the driver.
Bei einem Zusammenstoß des Schienenfahrzeugs mit einem anderen Fahrzeug wirkt der Aufprall unmittelbar auf das Crashmodul ein, welches sich an der Spitze des Schienenfahrzeugs befindet. Unter Einwirkung des Aufpralls werden die Energieabsorberelemente, deren Wirkachse in Längsrichtung liegt, in kontrollierter Weise deformiert oder zusammengedrückt. Dadurch wird bereits ein Großteil der kinetischen Energie absorbiert. Die Stabilität des Crashmoduls wird durch die Rahmenstruktur gesichert, insbesondere durch die Säulen, welche das Crashmodul in vertikaler Richtung stabilisieren, und durch die Frontplatte bzw. die Querträger, welche das Crashmodul in lateraler Richtung stabilisieren.If the rail vehicle collides with another vehicle, the impact acts directly on the crash module, which is located at the front of the rail vehicle. Under the effect of the impact, the energy absorbing elements whose effective axis is in the longitudinal direction are deformed or compressed in a controlled manner. As a result, a large part of the kinetic energy is already absorbed. The stability of the crash module is ensured by the frame structure, in particular by the columns, which stabilize the crash module in the vertical direction, and by the front panel or the cross member, which stabilize the crash module in the lateral direction.
Während des Zusammenstoßes werden die auftretenden Kräfte vom Crashmodul über das Sicherheitsmodul in den Wagenkasten, d. h. in das auf dem Wagenkastenuntergestell angeordnete Wagenkastensegment und in das Wagenkastenuntergestell, eingeleitet. Die Kräfte werden dabei in den Dachbereich des Wagenkastensegments über die Längsträger und die Aussteifungen eingeleitet. Die Kraftableitung zum Wagenkastenuntergestell erfolgt im Wesentlichen durch die Aussteifungen, welche an ihrer Unterseite mit dem Wagenkastenuntergestell verbunden sind. Insgesamt ist das Sicherheitsmodul so ausgelegt, dass es starr ist und keine plastische Verformung während eines Zusammenstoßes erfährt.During the collision, the forces that occur are introduced from the crash module via the safety module into the car body, ie into the car body segment arranged on the car body underframe and into the car body underframe. The forces are introduced into the roof area of the car body segment via the side members and the stiffeners. The force is dissipated to the underframe of the car body essentially through the reinforcements, which are connected to the underframe of the car body on their underside. Overall, the safety module is designed to be rigid and not subject to plastic deformation during a crash.
Die Seitenwände und die Dachstruktur des Wagenkastensegments, das Wagenkastenuntergestell sowie das Sicherheitsmodul werden bei einem Zusammenstoß nicht deformiert, sodass auch die Sicherheit der Fahrgäste gewährleistet ist.The side walls and the roof structure of the car body segment, the car body underframe and the safety module are not deformed in the event of a collision, so that the safety of the passengers is also guaranteed.
Darüber hinaus gestattet die Fahrerkabine eine verbesserte Reparaturmöglichkeit nach einem Zusammenstoß, da das Crashmodul leicht vom Sicherheitsmodul abmontiert werden kann. Die Demontageschnittstelle ist hier zwischen der Befestigungsstruktur des Crashmoduls und dem Verbindungsrahmen des Sicherheitsmoduls. Dadurch kann die erforderliche Reparaturzeit des Schienenfahrzeugs nach einem eventuellen Zusammenstoß deutlich verringert werden.In addition, the driver's cab allows for improved repairability after a collision, since the crash module can be easily detached from the safety module. The dismantling interface here is between the attachment structure of the crash module and the connecting frame of the safety module. As a result, the time required to repair the rail vehicle after a possible collision can be significantly reduced.
Einen zusätzlichen Schutz des Fahrers wird durch die Frontplatte bereitgestellt. Diese übernimmt neben der Funktion der lateralen Stabilisierung des Crashmoduls auch die Funktion, das Eindringen von Fremdkörpern während des Zusammenstoßes zu vermeiden. Damit wird insbesondere der untere Bereich der Fahrerkabine geschützt, der besonders gefährdet ist.Additional driver protection is provided by the front panel. In addition to the function of lateral stabilization of the crash module, this also takes on the function of preventing the ingress of foreign bodies during the collision. This protects in particular the lower area of the driver's cab, which is particularly at risk.
Gemäß einer Ausführungsform weist die Fahrerkabine ein Fahrerpult auf, das sich vom Sicherheitsmodul bis zum Crashmodul erstreckt. Das Fahrerpult kann daher in beiden Modulen angeordnet, wobei ein erster Abschnitt des Fahrerpults im Sicherheitsmodul und ein zweiter Abschnitt des Fahrerpults im Crashmodul angeordnet sein können. Zwischen den beiden Abschnitten kann eine Sollbruchstelle vorgesehen sein, die im Fall eines Zusammenstoßes ein kontrolliertes und definiertes Deformieren des Fahrerpults ermöglicht. Alternativ ist es möglich, dass sich das Fahrerpult mit seinem größeren Abschnitt, oder nahezu vollständig, im Crashmodul befindet. Das Crashmodul und das Sicherheitsmodul definieren daher zusammen einen Innenraum der Fahrerkabine.According to one embodiment, the driver's cab has a driver's desk that extends from the safety module to the crash module. The driver's desk can therefore be arranged in both modules, with a first section of the driver's desk being able to be arranged in the safety module and a second section of the driver's desk being able to be arranged in the crash module. A predetermined breaking point can be provided between the two sections, which allows controlled and defined deformation of the driver's desk in the event of a collision. Alternatively, it is possible that the driver's desk is located with its larger section, or almost completely, in the crash module. The crash module and the safety module therefore together define an interior of the driver's cab.
Bei dem Schienenfahrzeug kann es sich um eine Lokomotive oder um den vorderen Wagen eines Triebfahrzeugs handeln. Das Schienenfahrzeug kann für den Personennahverkehr, beispielsweise als Straßenbahn oder S-Bahn, oder für den Personenfernverkehr, beispielsweise als Regionalzug, eingesetzt werden.The rail vehicle can be a locomotive or the front car of a traction vehicle. The rail vehicle can be used for local passenger transport, for example as a tram or suburban train, or for long-distance passenger transport, for example as a regional train.
Nachfolgend wird die Erfindung anhand von Ausführungsformen näher erläutert, ohne dass diese den durch die Ansprüche definierten Schutzbereich einschränken sollen.The invention is explained in more detail below using embodiments, without these being intended to restrict the scope of protection defined by the claims.
Die beiliegenden Zeichnungen veranschaulichen Ausführungsformen und dienen zusammen mit der Beschreibung der Erläuterung der Prinzipien der Erfindung. Die Elemente der Zeichnungen sind relativ zueinander und nicht notwendigerweise maßstabsgetreu. Gleiche Bezugszeichen bezeichnen entsprechend ähnliche Teile.
-
Figur 1 zeigt eine Seitenansicht eines vorderen Abschnitts eines Schienenfahrzeugs mit einer Fahrerkabine gemäß einer Ausführungsform. -
Figur 2 zeigt den Abschnitt des Schienenfahrzeugs nach einem Zusammenstoß mit deformiertem Crashmodul. -
Figur 3 zeigt eine Vorderansicht einer Fahrerkabine und insbesondere eine Vorderansicht des Crashmoduls gemäß einer Ausführungsform. -
Figur 4 zeigt eine Draufsicht auf ein Schienenfahrzeug gemäß einer Ausführungsform.
-
figure 1 12 shows a side view of a front section of a rail vehicle with a driver's cab according to an embodiment. -
figure 2 shows the section of the rail vehicle after a collision with a deformed crash module. -
figure 3 FIG. 12 shows a front view of a driver's cabin and in particular a front view of the crash module according to an embodiment. -
figure 4 shows a plan view of a rail vehicle according to an embodiment.
Der Wagenkasten 100 umfasst ein Wagenkastenuntergestell 102 und ein auf dem Wagenkastenuntergestell 102 aufgesetztes Wagenkastensegment 101. Das Wagenkastensegment 101 kann beispielsweise in Form von miteinander verbundenen Strangpressprofilen als selbsttragende Struktur ausgebildet sein. Im Dachbereich, insbesondere entlang der beiden Längsseiten des Dachbereichs, kann das Profil des Wagenkastensegments 101 stärker ausgebildet sein, um die bei einem Zusammenstoß auftretenden Kräfte wirksam aufzunehmen.The
Alternativ kann das Wagenkastensegment 101 auch durch eine Rahmenstruktur mit daran befestigten Verkleidungselementen gebildet werden.Alternatively, the
Wie in
Das Crashmodul 120 umfasst gemäß einer Ausführungsform im Wesentlichen vier Hauptbestandteile: ein System aus einem oder mehreren Energieabsorberelementen 124,125, eine Frontplatte 123 zur Verbesserung der lateralen Stabilität des Crashmoduls 120 und zum Schutz gegen das Eindringen von Fremdkörpern, eine Rahmenstruktur mit vertikalen Säulen 121 zur Verbesserung der vertikalen Stabilität des Crashmoduls 120, und eine Befestigungsstruktur 126.According to one embodiment, the
Das Crashmodul weist mindestens ein Energieabsorberelement, typischerweise mindestens zwei Energieabsorberelemente auf. Gemäß der hier gezeigten Ausführungsform umfasst das Crashmodul 120 vier Energieabsorberelemente 124,125, die paarweise auf jeder Seite des Crashmoduls 120 angeordnet sind. Die Energieabsorberelemente 124,125 jedes Paars von Energieabsorberelementen sind vertikal zueinander beabstandet angeordnet, sodass pro Paar von einem oberen Energieabsorberelement 124 und einem dazu beabstandeten unteren Energieabsorberelement 125 gesprochen werden kann. Der Querschnitt jedes Energieabsorberelements 124,125 kann sich von seinem zur Befestigungsstruktur 126 weisenden Hinterenden zu seinem Vorderende 129 verjüngen. Das Vorderende 129 kann plattenförmig ausgebildet sein, umso die bei einem Zusammenstoß auftretenden Kräfte gleichmäßig in das jeweilige Energieabsorberelement 124,125 einzuleiten.The crash module has at least one energy absorber element, typically at least two energy absorber elements. According to the embodiment shown here, the
Die Energieabsorberelemente 124,125 können beispielsweise in Form von Longerons, d. h. Längsträgern, ausgebildet sein, welche eine in Längsrichtung verlaufende Vorzugsrichtung für die Energieabsorption aufweisen.The
Für eine vertikale Stabilisierung des Crashmoduls 120 und der Energieabsorberelemente 124,125 ist die Rahmenstruktur vorgesehen, die insbesondere abschnittsweise vertikal verlaufende Säulen 121 aufweist. Diese Säulen 121 verbinden das Vorderende 129 des oberen Energieabsorberelements 125 mit einem oberen Ende der Befestigungsstruktur 126. Die Säulen 121 können dabei abschnittsweise gekrümmt oder auch teilweise abgeknickt verlaufen. In den
Zwischen dem oberen Energieabsorberelement 124 und dem unteren Energieabsorberelement 125 verläuft eine untere Säule 121 der Rahmenstruktur, welche jeweils die vorderen Endbereiche der Energieabsorberelemente innerhalb eines Paars an Energieabsorberelementen verbindet. Das jeweils obere Energieabsorberelement 124 ist über die obere Säule 121 mit der Befestigungsstruktur 126 verbunden. Die obere Säule 121 und die untere Säule 122 sind in der hier gezeigten Ausführungsform als separates Strukturelemente bereitgestellt, die jeweils für sich mit dem Vorderende bzw. dem vorderen Endbereich der Energieabsorberelemente 124,125 verbunden sind, beispielsweise mittels Schweißverbindungen. Es ist jedoch auch möglich, dass die obere Säule 121 und die untere Säule 122 eine durchgehende Struktur bilden und Aufnahmen aufweisen, in denen das Vorderende 129 des jeweiligen Energieabsorberelements 124,125 gelagert wird.Between the upper
Wie in der
Zur Verbesserung der lateralen Stabilität des Crashmoduls 120 ist eine Frontplatte 123 vorgesehen, die allein oder in Kombination mit einer oder mehreren Quersäulen 127 die jeweils seitlich angeordneten Energieabsorberelemente 124,125 miteinander verbindet. Dies ist am besten in
Die Frontplatte 123 kann eine zentrale Öffnung 128 aufweisen, um einen Durchgang für Installationseinrichtungen aus dem Innenraum der Fahrerkabine nach außen zu ermöglichen. Bevorzugt ist diese Öffnung 128 relativ klein ausgeführt, um die Schutzwirkung der Frontplatte 123 gegen das Eindringen von Fremdkörpern bei einem Zusammenstoß nicht zu beeinträchtigen.The
Die Befestigungsstruktur 126 des Crashmoduls 120 bildet den zum Sicherheitsmodul 110 weisenden Abschluss des Crashmoduls 120 und dient gleichzeitig als Verbindungsschnittstelle zum Sicherheitsmodul 110. Die Befestigungsstruktur 126 kann beispielsweise aus zwei im Wesentlichen vertikal verlaufenden plattenförmigen Trägern aufgebaut sein, die nicht notwendigerweise miteinander direkt verbunden sein müssen. In der in
In Längsrichtung gesehen liegt jeder Träger der Befestigungsstruktur 126 hinter der jeweiligen oberen Säule 121 und der jeweiligen unteren Säule 122 der Rahmenstruktur. Die Energieabsorberelemente 124 und 125 erstrecken sich ausgehend von den jeweiligen Trägern der Befestigungsstruktur 126 nach vorn. Jeder Träger der Befestigungsstruktur 126 erstreckt sich durchgehend vom unteren Energieabsorberelement 125 bis zum Verbindungspunkt mit der jeweils oberen Säule 121. Zusätzlich kann jeder Träger einen seitlichen Ansatz 115 aufweisen, der am oberen Ende jeweils nach innenweisend verläuft. Die seitlichen Ansätze 115 dienen dazu, die Befestigungsstruktur 126 stabil am Sicherheitsmodul 110 zu befestigen. Es ist auch möglich, dass diese Ansätze 115 stärker aufeinander zulaufen und miteinander verbunden sind.Viewed longitudinally, each beam of the mounting
Das Sicherheitsmodul 110 ist gemäß einer Ausführungsform im Wesentlichen aus drei Hauptbestandteilen aufgebaut: dem Verbindungsrahmen 114, der eine definierte Schnittstelle zur Befestigungsstruktur 126 des Crashmoduls 120 darstellt, zwei im oberen Dachbereich angeordneten Längsträgern 113, sowie den seitlichen Aussteifungen 112.According to one embodiment, the
Im zum Crashmodul 120 weisenden Bereich umfasst das Sicherheitsmodul 110 den Verbindungsrahmen 114. Dieser verläuft in der vorderen Ebene des Sicherheitsmoduls 110, d. h. in einer Ebene quer zur Längsrichtung, entlang der Seitenbereiche und des Dachbereich des Sicherheitsmoduls 110. Dies ist am besten in der in
Der Verbindungsrahmen 114 bildet die sicherheitsmodulseitige Verbindungsschnittstelle zum Crashmodul 120. Außerdem dient er als Kraftableitung insbesondere zu den beiden Längsträgern 113, welche ihrerseits die Kraft in den Dachbereich des Wagenkastensegments 101 übertragen. Die Längsträger 113 erstrecken sich daher zwischen dem Verbindungsrahmen 114 und dem Wagenkastensegment 101. Um eine sichere Kraftübertragung zu gewährleisten, sind die Längsträger 113 so ausgebildet, dass sie sich bei einem Zusammenstoß plastisch nicht verformen.The connecting
Zur weiteren Stabilisierung des Sicherheitsmoduls 110, insbesondere in Längsrichtung und vertikale Richtung, sind seitliche Aussteifungen 112 vorgesehen, welche sich zwischen dem vom Wagenkastenuntergestell 102 gebildeten Vorsprung, dem Verbindungsrahmen 114, den Längsträgern 113 und dem Vorderende des Wagenkastensegments 101 erstrecken. Damit ist insbesondere eine Aussteifung des Sicherheitsmoduls 110 in Längsrichtung gegeben. Die seitlichen Aussteifungen 112 können jeweils zum Wagenkastensegment 102 weisende Aussparungen aufweisen, um die Kräfte insbesondere in den Dachbereich des Wagenkastensegments 101 und in das Wagenkastenuntergestell 102 einzuleiten und eine Krafteinwirkung auf die Seitenwände des Wagenkastensegments 101 zu minimieren.To further stabilize the
Die Aussteifungen 112 können insbesondere in Längsrichtung gesehen unmittelbar an den Verbindungsrahmen 114 über der gesamten vertikalen Länge angrenzen und mit dem Verbindungsrahmen 114 beispielsweise verschweißt sein. Ebenfalls können die Aussteifungen 112 entlang der gesamten Länge der Längsträger 113 mit diesen verbunden sein. Es ist jedoch auch möglich, dass anstelle einer beispielsweise durchgehenden Verschweißung die Verbindung auch punktförmig ausgebildet sein kann.The
In Längsrichtung gesehen können die Aussteifungen 112 in ihren oberen und unteren Abschnitten, in Längsrichtung gesehen, breiter sein als in ihrem Mittelabschnitt, in dem die Aussparung 111 gebildet ist. Weitere Aussparungen können in den Aussteifungen 112 vorgesehen sein, wie beispielsweise in
Zur weiteren Verbesserung und Stabilisierung des Sicherheitsmoduls 110 erstreckt sich das Wagenkastenuntergestell 102 bevorzugt bis zum vorderen Ende des Sicherheitsmoduls 110, d. h. bis zum Vorderende des Verbindungsrahmens 114. Das Sicherheitsmodul 110 sitzt damit vollständig auf dem Wagenkastenuntergestell 102, wobei dieses den Boden des Sicherheitsmoduls 110 bildet.To further improve and stabilize the
Wie in
In der Draufsicht in
Wenngleich hierin spezifische Ausführungsformen dargestellt und beschrieben worden sind, liegt es im Rahmen der vorliegenden Erfindung, die gezeigten Ausführungsformen geeignet zu modifizieren, ohne den Schutzbereich der beiliegenden Ansprüchen zu verlassen.While specific embodiments have been illustrated and described herein, it is within the scope of the present invention to make appropriate modifications to the embodiments shown without departing from the scope of the appended claims.
- 100100
- Wagenkastencar body
- 101101
- Wagenkastensegmentcar body segment
- 102102
- Wagenkastenuntergestellbody frame
- 110110
- Sicherheitsmodulsecurity module
- 111111
- Aussparungrecess
- 112112
- Aussteifungbracing
- 113113
- Längsträgerside members
- 114114
- Verbindungsrahmenconnection frame
- 115115
- Ansatzapproach
- 116116
- Schraubverbindungscrew connection
- 120120
- Crashmodulcrash module
- 121, 122121, 122
- Säule / RahmenstrukturColumn / frame structure
- 123123
- Frontplatte / RahmenstrukturFront panel / frame structure
- 124, 125124, 125
- Energieabsorberelementeenergy absorbing elements
- 126126
- Befestigungsstrukturmounting structure
- 127127
- Querträgercross member
- 128128
- Öffnungopening
- 129129
- Vorderende des EnergieabsorberelementsFront end of the energy absorbing element
- 140140
- Fahrerpultdriver's desk
- 141141
- erster Abschnittfirst section
- 142142
- zweiter Abschnittsecond part
- 143143
- Sollbruchstellepredetermined breaking point
Claims (14)
- Rail vehicle, which defines a longitudinal direction, having:a carbody (100) with a front end;a crash module (120) deformable in the case of a collision; anda rigid safety module (110) connecting the crash module (120) to the front end of the carbody (100), wherein the crash module (120) and the safety module (110) together form a driver's cab;wherein the crash module (120) has at least two energy absorber elements (124, 125) and a frame structure (121, 122), wherein the energy absorber elements (124, 125) are respectively connected to the frame structure (121, 122) with their front ends facing away from the safety module (110),characterized in thatthe crash module (120) has a mounting structure (126) which defines a connection interface to the safety module (110) and with which the crash module (120) is connected to the safety module (110),wherein the energy absorber elements (124, 125) are respectively connected to the mounting structure with their rear ends facing the safety module (110),wherein the frame structure (121, 122) is connected at its upper end to the mounting structure (126), wherein the crash module (120) is detachably connected with its mounting structure (126) to the safety module (110) .
- Rail vehicle according to claim 1, characterized in that the front ends (129) of the energy absorber elements (124, 125), when viewed in the longitudinal direction, terminate at a front side of the frame structure (121, 122) or project past the front side of the frame structure (121, 122) such that the energy absorber elements (124, 125) may directly absorb the shock in the case of a collision of the rail vehicle.
- Rail vehicle according to claim 1 or 2, characterized in that the crash module (120) additionally has a front plate (123), and that the frame structure of the crash module (120) has two columns (121).
- Rail vehicle according to claim 3, characterized in that the front plate (123) is arranged between the energy absorber elements (124, 125).
- Rail vehicle according to claim 3 or 4, characterized in that the columns (121) connect the front ends of the energy absorber elements (124, 125) to the mounting structure (126).
- Rail vehicle according one of claims 1 to 5, characterized in that the crash module (120) has two energy absorber elements (124, 125) respectively spaced vertically apart from one another on each side of the crash module (120), wherein one column (122) of the frame structure is respectively arranged between the energy absorber elements (124, 125) on each side of the crash module (120) and connects the respective front ends of these energy absorber elements (124, 125).
- Rail vehicle according one of claims 1 to 6, characterized in that the frame structure has at least one transverse support (127), which is arranged between the energy absorber elements (124, 125) located on opposite sides of the crash module (120) and connects the respective front ends of these energy absorber elements (124, 125).
- Rail vehicle according one of claims 1 to 7, characterized in that the energy absorber elements (124, 125) are collapsible in the longitudinal direction.
- Rail vehicle according one of claims 1 to 8, characterized in that the carbody (100) has a carbody undercarriage (102) and a carbody segment (101) arranged on the carbody undercarriage (102), wherein the carbody undercarriage (102), when viewed in the longitudinal direction, projects past a front end of the carbody segment (101), and the safety module (110) is arranged on the projecting end of the carbody undercarriage (102) and is connected to the front end of the carbody segment (101).
- Rail vehicle according one of claims 1 to 9, characterized in that the safety module (110) has a connecting frame (114) and two longitudinal supports (113) in the roof area which connect the connecting frame (114) to the carbody (100), wherein the mounting structure (126) of the crash module (120) is connected to the connecting frame (114) of the safety module (110) .
- Rail vehicle according to claim 10, characterized in that the safety module (110) has a reinforcement (112) on each side respectively and which is respectively connected to the carbody (101), the mounting frame (114), and the respective longitudinal support (113), and reinforces the safety module (110), in particular in the longitudinal direction.
- Rail vehicle according to claim 11, characterized in that the reinforcements (112) are plate-shaped and have a recess (111) facing the carbody (100) such that the reinforcements are, when viewed in the longitudinal direction, wider at their upper ends facing the longitudinal support (113) and at their opposite lower ends than in a middle area lying between the upper end and the lower end.
- Rail vehicle according to claim 11 or 12, characterized in that the reinforcements (112) are respectively connected to the mounting frame (114) along the entire vertical extension of the mounting frame (114).
- Rail vehicle according one of claims 1 to 13, characterized in that the driver's cab has a driver's console (140) which extends from the safety module (110) up to the crash module (120).
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102017112619.8A DE102017112619A1 (en) | 2017-06-08 | 2017-06-08 | Rail vehicle with safety driver's cab |
Publications (2)
Publication Number | Publication Date |
---|---|
EP3415397A1 EP3415397A1 (en) | 2018-12-19 |
EP3415397B1 true EP3415397B1 (en) | 2022-07-20 |
Family
ID=62455390
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP18174616.5A Active EP3415397B1 (en) | 2017-06-08 | 2018-05-28 | Rail vehicle with safety cab |
Country Status (2)
Country | Link |
---|---|
EP (1) | EP3415397B1 (en) |
DE (1) | DE102017112619A1 (en) |
Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP2407367A2 (en) | 2004-03-01 | 2012-01-18 | Bombardier Transportation GmbH | Railway vehicle with a deformable driver's cab with dedicated repair interface |
WO2012038383A1 (en) | 2010-09-20 | 2012-03-29 | Bombardier Transportation Gmbh | Lightweight compound cab structure for a rail vehicle |
WO2014195177A1 (en) | 2013-06-04 | 2014-12-11 | Siemens Ag Österreich | Rail vehicle with deformation zone |
EP3168103A1 (en) | 2015-11-11 | 2017-05-17 | Bombardier Transportation GmbH | Driver's cabin of a rail vehicle |
Family Cites Families (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2712950B1 (en) * | 1993-11-25 | 1995-12-29 | Gec Alsthom Transport Sa | Shock absorbing devices and method, frame and vehicle comprising such shock absorbing devices. |
DE102004028964A1 (en) | 2004-05-07 | 2005-12-01 | Siemens Ag | Vehicle with deformation zone |
ATE490141T1 (en) | 2004-12-08 | 2010-12-15 | Bombardier Transp Technology Germany Gmbh | ENERGY RECORDING DEVICE FOR RECORDING SHOCK ENERGY OF A VEHICLE |
CZ298757B6 (en) | 2006-11-24 | 2008-01-16 | Ĺ KODA TRANSPORTATION s. r. o. | Railway vehicle cabin of defined deformation |
ES2499029T3 (en) | 2008-09-15 | 2014-09-26 | Voith Patent Gmbh | Vehicle head for fixing on the front side of a rail-guided vehicle, in particular of a rail vehicle |
KR101173485B1 (en) * | 2010-02-22 | 2012-08-14 | 현대로템 주식회사 | Crush energy absorbent structrue for railway vehicle having slip type end structure and crush energy absorbent device |
AT511291A1 (en) | 2011-04-04 | 2012-10-15 | Siemens Ag Oesterreich | RAIL VEHICLE WITH PLACED FORGING ZONE |
-
2017
- 2017-06-08 DE DE102017112619.8A patent/DE102017112619A1/en active Pending
-
2018
- 2018-05-28 EP EP18174616.5A patent/EP3415397B1/en active Active
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP2407367A2 (en) | 2004-03-01 | 2012-01-18 | Bombardier Transportation GmbH | Railway vehicle with a deformable driver's cab with dedicated repair interface |
WO2012038383A1 (en) | 2010-09-20 | 2012-03-29 | Bombardier Transportation Gmbh | Lightweight compound cab structure for a rail vehicle |
WO2014195177A1 (en) | 2013-06-04 | 2014-12-11 | Siemens Ag Österreich | Rail vehicle with deformation zone |
EP3003816B1 (en) | 2013-06-04 | 2018-01-03 | Siemens AG Österreich | Rail vehicle with deformation zone |
EP3168103A1 (en) | 2015-11-11 | 2017-05-17 | Bombardier Transportation GmbH | Driver's cabin of a rail vehicle |
Also Published As
Publication number | Publication date |
---|---|
EP3415397A1 (en) | 2018-12-19 |
DE102017112619A1 (en) | 2018-12-13 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
DE69818357T2 (en) | Rail vehicle with at least one interchangeable end module | |
EP2534025B1 (en) | Crash module for a railway vehicle | |
EP3668777B1 (en) | Vehicle longitudinal beam arrangement | |
EP2064104B1 (en) | Head module for a rail vehicle | |
EP2558360B1 (en) | Aircraft with an integrated energy-absorbing deformation structure and aircraft with such a fuselage | |
DE102011051481B4 (en) | Bumper arrangement for a motor vehicle | |
DE102010018729B4 (en) | Passenger car with a body and an additional structure | |
DE102013204767B4 (en) | Vehicle body front structure | |
DE102021114638A1 (en) | VEHICLE STRUCTURE FOR HANDLING SIDE LOADS IN THE EVENT OF A FRONT IMPACT | |
EP3580117B1 (en) | Collision protection system for utility vehicles | |
EP1361140B1 (en) | Motor vehicle body | |
EP3003816A1 (en) | Rail vehicle with deformation zone | |
DE102012213019B4 (en) | Zugkopfteil | |
DE102021114673B4 (en) | LOWER CONTROL ARM MECHANISM FOR LOW OVERLOAD IMPACT | |
DE102004050435A1 (en) | Bumper system for motor vehicle | |
DE102011053246A1 (en) | Chassis for vehicle e.g. motor vehicle, has reinforcing elements which are arranged as deltoid, such that symmetry axis of reinforcing elements forms diagonal of deltoids which extend in vertical longitudinal center plane | |
DE102013208144A1 (en) | Automotive body | |
DE102021115320A1 (en) | VEHICLE STRUCTURE FOR HANDLING SIDE LOADS IN THE EVENT OF A FRONT IMPACT | |
DE102013007263A1 (en) | Protective device for a front structure of a motor vehicle body shell | |
EP3640113A1 (en) | Energy receiving device and rail vehicle | |
EP3415397B1 (en) | Rail vehicle with safety cab | |
DE10223674A1 (en) | Bumper assembly for front structure of motor vehicle has deformation members which by cross member sections protruding over inner longitudinal supports form corner components interconnected by center cross member section | |
DE102018000065A1 (en) | Body structure and bodywork for a passenger car | |
DE102015207696B4 (en) | Rejection structure for a front structure of a motor vehicle | |
DE102013019720B4 (en) | vehicle body |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
PUAI | Public reference made under article 153(3) epc to a published international application that has entered the european phase |
Free format text: ORIGINAL CODE: 0009012 |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: THE APPLICATION HAS BEEN PUBLISHED |
|
AK | Designated contracting states |
Kind code of ref document: A1 Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR |
|
AX | Request for extension of the european patent |
Extension state: BA ME |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE |
|
17P | Request for examination filed |
Effective date: 20190612 |
|
RBV | Designated contracting states (corrected) |
Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR |
|
GRAP | Despatch of communication of intention to grant a patent |
Free format text: ORIGINAL CODE: EPIDOSNIGR1 |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: GRANT OF PATENT IS INTENDED |
|
INTG | Intention to grant announced |
Effective date: 20220222 |
|
GRAS | Grant fee paid |
Free format text: ORIGINAL CODE: EPIDOSNIGR3 |
|
GRAA | (expected) grant |
Free format text: ORIGINAL CODE: 0009210 |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: THE PATENT HAS BEEN GRANTED |
|
AK | Designated contracting states |
Kind code of ref document: B1 Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR |
|
REG | Reference to a national code |
Ref country code: CH Ref legal event code: EP |
|
REG | Reference to a national code |
Ref country code: DE Ref legal event code: R096 Ref document number: 502018010171 Country of ref document: DE |
|
REG | Reference to a national code |
Ref country code: AT Ref legal event code: REF Ref document number: 1505366 Country of ref document: AT Kind code of ref document: T Effective date: 20220815 |
|
REG | Reference to a national code |
Ref country code: IE Ref legal event code: FG4D Free format text: LANGUAGE OF EP DOCUMENT: GERMAN |
|
REG | Reference to a national code |
Ref country code: LT Ref legal event code: MG9D |
|
REG | Reference to a national code |
Ref country code: NL Ref legal event code: MP Effective date: 20220720 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: SE Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20220720 Ref country code: RS Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20220720 Ref country code: PT Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20221121 Ref country code: NO Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20221020 Ref country code: NL Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20220720 Ref country code: LV Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20220720 Ref country code: LT Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20220720 Ref country code: FI Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20220720 Ref country code: ES Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20220720 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: PL Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20220720 Ref country code: IS Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20221120 Ref country code: HR Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20220720 Ref country code: GR Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20221021 |
|
REG | Reference to a national code |
Ref country code: DE Ref legal event code: R026 Ref document number: 502018010171 Country of ref document: DE |
|
PLBI | Opposition filed |
Free format text: ORIGINAL CODE: 0009260 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: SM Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20220720 Ref country code: RO Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20220720 Ref country code: DK Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20220720 Ref country code: CZ Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20220720 |
|
PLAX | Notice of opposition and request to file observation + time limit sent |
Free format text: ORIGINAL CODE: EPIDOSNOBS2 |
|
26 | Opposition filed |
Opponent name: SIEMENS MOBILITY GMBH Effective date: 20230417 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: SK Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20220720 Ref country code: EE Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20220720 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: AL Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20220720 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: DE Payment date: 20230519 Year of fee payment: 6 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: SI Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20220720 |
|
PLBB | Reply of patent proprietor to notice(s) of opposition received |
Free format text: ORIGINAL CODE: EPIDOSNOBS3 |
|
RAP2 | Party data changed (patent owner data changed or rights of a patent transferred) |
Owner name: ALSTOM HOLDINGS |
|
P01 | Opt-out of the competence of the unified patent court (upc) registered |
Effective date: 20231025 |
|
REG | Reference to a national code |
Ref country code: CH Ref legal event code: PL |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: MC Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20220720 |
|
GBPC | Gb: european patent ceased through non-payment of renewal fee |
Effective date: 20230528 |
|
REG | Reference to a national code |
Ref country code: BE Ref legal event code: MM Effective date: 20230531 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: MC Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20220720 Ref country code: LU Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20230528 Ref country code: LI Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20230531 Ref country code: CH Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20230531 |
|
REG | Reference to a national code |
Ref country code: IE Ref legal event code: MM4A |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: IE Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20230528 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: IE Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20230528 Ref country code: GB Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20230528 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: IT Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20220720 Ref country code: FR Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20230531 Ref country code: BE Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20230531 |