EP3560787A1 - Véhicule sur rail - Google Patents

Véhicule sur rail Download PDF

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Publication number
EP3560787A1
EP3560787A1 EP19171169.6A EP19171169A EP3560787A1 EP 3560787 A1 EP3560787 A1 EP 3560787A1 EP 19171169 A EP19171169 A EP 19171169A EP 3560787 A1 EP3560787 A1 EP 3560787A1
Authority
EP
European Patent Office
Prior art keywords
absorber
vehicle
rail vehicle
rail
devices
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.)
Granted
Application number
EP19171169.6A
Other languages
German (de)
English (en)
Other versions
EP3560787B1 (fr
EP3560787C0 (fr
Inventor
Thomas Fiedler
Andreas MONARTH
Steffen Mieth
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alstom Holdings SA
Original Assignee
Bombardier Transportation GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from ATGM50081/2018U external-priority patent/AT16474U1/de
Priority claimed from DE102018110243.7A external-priority patent/DE102018110243A1/de
Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Publication of EP3560787A1 publication Critical patent/EP3560787A1/fr
Application granted granted Critical
Publication of EP3560787B1 publication Critical patent/EP3560787B1/fr
Publication of EP3560787C0 publication Critical patent/EP3560787C0/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G11/00—Buffers
    • B61G11/14—Buffers absorbing shocks by mechanical friction action; Combinations of mechanical shock-absorbers and springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D13/00—Tramway vehicles
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F19/00—Wheel guards; Bumpers; Obstruction removers or the like
    • B61F19/04—Bumpers or like collision guards
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G11/00—Buffers
    • B61G11/16—Buffers absorbing shocks by permanent deformation of buffer element

Definitions

  • the present invention relates to a rail vehicle, in particular a rail vehicle for transporting a plurality of persons.
  • a rail vehicle in particular a rail vehicle for transporting a plurality of persons.
  • Such a vehicle may have an absorber device which, in the event of a collision, serves to dampen possible forces, to compensate for corresponding shifts in the structure of the rail vehicle and to reduce kinetic energy. This is to prevent a harmful effect on passengers and on the rail vehicle.
  • rail vehicles of public local and long-distance transport are known, with several cars or railcar units such rail vehicles can be operated together in a coupled form. This allows a flexible response to varying passenger volumes.
  • This bumpers or buffer devices are used. These are suitable for absorbing, reducing and compensating for relative or collision forces between vehicles to a certain extent.
  • Object of the present invention is therefore to provide a safe rail vehicle with an absorber device, the possible uses of the rail vehicle should be designed as flexible as possible.
  • the rail vehicle according to the invention has a vehicle frame and at least two eccentrically arranged upper absorber devices and at least one further lower absorber device.
  • the absorber devices are designed, dimensioned and connected to the vehicle frame, so that significant collision forces can be entered via the absorber devices in the vehicle frame.
  • the two upper absorber devices in the intended use in a vertical direction offset from the lower absorber device of the rail vehicle with a Absorbervertikalabstand spaced.
  • all absorber devices are provided with respect to their effectiveness for energy absorption and force transmission parallel to each other and arranged in the longitudinal direction of the rail vehicle.
  • the parallel arrangement closes in the event of a collision, a serial transmission of power from at least one of the upper absorber devices on the lower absorber device in the vehicle frame - and vice versa - from.
  • the intended collision case does not include a catastrophic event in which a complete disintegration of the vehicle structure would take place in such a way that, for example, one of the upper absorber devices would be forced behind the lower absorber device, and thus in fact present a serial action arrangement. Solutions with multiple absorber devices with exclusively intended serial power transmission from the upper and lower absorber device are therefore not included.
  • absorption device defines a technical device designed for the exclusive absorption of force from compressive forces and possibly also shear forces;
  • the absorber devices according to the invention can not be designed to transmit tensile forces in the longitudinal direction of the rail vehicle, and are in particular not designed as a coupling device, for example as a central buffer coupling, for pulling other rail vehicles.
  • the absorber devices are provided in a longitudinal direction of the rail vehicle on the vehicle frame so that the consequences of a collision of the vehicle in the longitudinal direction can be reduced by the absorber devices.
  • the effectiveness of the absorber devices is limited essentially exclusively to collision forces occurring in the longitudinal direction of the rail vehicle.
  • Such a rail vehicle with upper absorber devices and at least one lower absorber device makes it possible for the first time, depending on the case of collision and the corresponding location of the entry of collision forces into the vehicle, to apply a specific absorber device in each case.
  • the absorber devices can be designed to be particularly efficient in terms of their dimensioning and design. For example, it is conceivable that, depending on the application, an upper absorber device is optimized for a collision occurring primarily at such a point, and the lower absorber device also has a location and collision-specific configuration.
  • the lower absorber device of the rail vehicle serves to buffer collisions with rail vehicles of the same type;
  • the upper absorber device is used in case of undesired contacting of the rail vehicle with a rail vehicle of another type.
  • track systems of rail local and long-distance traffic, in particular parking, maintenance and Rangiergleise also vehicles of the tram or other, especially low-floor, rail vehicles are used without a collision of a tram car with cars of long-distance traffic with different buffer height lead to serious structural damage to the tram car.
  • the offset between the upper absorber devices and the lower absorber device hereinafter referred to as Absorbervertikalabstand determined by so-called center of action of the respective absorber device.
  • Such an active center is, for example, in the centroid or area centroid of an active cross-section of the respective absorber device and / or can be defined by a summary force vector of damping and / or collision forces when introducing them into the absorber device.
  • the absorber vertical distance of the absorber devices could be determined on the basis of exemplary force vectors in the absorption case.
  • the upper active center of one or both of the upper absorber devices in the vertical direction has a certain rail distance from a rail top edge (upper rail spacing).
  • the upper rail spacing of 750 mm to 1400 mm, in particular from 800 mm to 1200 mm, more particularly from 900 mm to 1100 mm, and preferably 1000 mm.
  • a rail spacing (lower rail spacing) of 200 mm to 700 mm, in particular from 300 mm to 650 mm, and preferably from 400 mm to 555 mm, is present between the lower active center of the lower absorber device and the upper rail edge in the vertical direction ,
  • the upper absorber devices and the lower absorption direction have different damping behavior, stiffnesses and / or damping paths.
  • the necessary energy absorption capacity is dependent on the vehicle weights and is in the lower absorber device, for example, about 100 to 200kJ per vehicle end, in the upper absorber device about 150 to 250kJ per vehicle end.
  • the upper absorber devices are designed to allow collision with an 80 ton freight car with high buffers, while maintaining the survival space for the driver.
  • the two upper absorber devices are arranged at the same height with respect to a vertical direction of the vehicle and / or provided symmetrically in the transverse direction;
  • the two upper absorber devices with a minimum horizontal distance of 200 mm, in particular 1000 mm, and preferably of 1700 mm and / or with a maximum horizontal distance of 2850 mm, in particular 2400 mm, and preferably 1800 mm spaced apart.
  • a spherical contact surface is provided on an upper absorber device, which is designed in particular as a spherical cap. This leads to a particularly favorable force entry in the event of a collision.
  • the absorber devices are connected to the vehicle frame at one end of the vehicle, wherein a cabin for passengers or for a vehicle driver is arranged in the region of this vehicle end.
  • the rail vehicle has a protective device which at least partially surrounds an interior of the cabin and is formed separately or partially integrally with the vehicle frame.
  • this protective device can be realized by a suitable support structure of the vehicle frame, wherein substantially projecting elements of the vehicle frame embrace the cabin.
  • Such a protective device may have at least partially a U-shaped cross section in the transverse direction.
  • the protective device is formed, inter alia, by in each case two longitudinally extending side sections and by a side section connecting the front section.
  • the protective device surrounds the interior or the cabin at least partially, wherein the end portion is provided in the direction of a vehicle end.
  • the upper absorber devices are arranged in the region of the end section of the outer side of the protective device.
  • forces acting on the upper absorber devices can be diverted via the protective device past the cabin into the further vehicle frame.
  • the protective device can take a stepped and U-shaped cross-section, so that side sections and end section-related to the transverse direction of the rail vehicle-are interconnected via one of the classifications.
  • the two absorber devices are each arranged in one of the classifications, so that the power line of absorber device in the protection device, and thus in the vehicle frame, is particularly effective.
  • At least one stiffening rib may be provided on the classification.
  • such a stiffening rib is at least partially designed as a horizontally oriented triangle-like plate.
  • this type of hypotenuse may be attached to the classification from outside and / or cover the classification.
  • Such a form and arrangement of a stiffening rib acts as a protection against climbing so that the applied upper absorber device can not break out by bending upwards and / or downwards and / or the buffer of the collision opponent can not break upwards and / or downwards or break off. Thus, a climbing up of the collision partners is prevented.
  • each stiffening rib is provided above and one further stiffening rib in the vertical direction under one of the upper absorber device.
  • At least one of the absorber devices can have a reversible damper unit, in particular with a spring element.
  • this damper unit could comprise a fluid-dynamic functional element.
  • At least one of the absorber device may be formed as irreversible damper unit, such a configuration is particularly advantageous for the upper absorber devices.
  • such an irreversible absorber device may comprise two coaxial cylinders which are under radial prestressing; in the case of forces applied in the axial direction, these cylinders can be displaced while overcoming frictional forces.
  • This embodiment is particularly simple and inexpensive, and optionally allows easy reuse by repair.
  • the lower absorber device may preferably comprise two reversible damper units or a reversible and an irreversible damper unit and / or a collision bar connecting the damper units.
  • the damper units are arranged in the vertical direction at the same height.
  • damper units may be attached directly or indirectly to a lower support structure of the vehicle frame.
  • vehicle frame may be designed so that the upper absorber devices are directly or indirectly connected to an upper support arrangement.
  • the upper support arrangement and the lower support arrangement are aligned with respect to their possible collision force flow at least partially parallel or at an acute angle to each other.
  • the upper support assembly and lower support assembly are each configured as separate support structures, such that loading of the upper absorber devices and the lower absorber device results in loading of separate support structures, and merging of the damped collision forces only occurs in a main support of the vehicle frame.
  • the above described embodiments may be arbitrarily, but in a meaningful way combined.
  • the upper absorber devices are spaced approximately 1050 mm in transverse direction
  • the lower absorber device is formed of, inter alia, reversible damper units and a crash bar, and is spaced from the upper absorber devices with an absorber vertical distance of between 455 mm to 600 mm ,
  • FIG. 1 a train with two exemplary, coupled together by coupling device 19 rail vehicles 1 listed.
  • a car body 7 of this rail vehicle 1 is mounted on a chassis 8 by means of bogies rollable on rails 40. Both rail vehicles 1 each have a vehicle end 6 to which further rail vehicles 1 can be coupled.
  • the outer shape of the car body 7 is formed by a panel 11.
  • FIG. 3 and FIG. 4 illustrate a possible embodiment of the invention and show a schematic structure of a vehicle end 6 of a rail vehicle. 1
  • the car body 7 of the rail vehicle 1 comprises a vehicle frame 5, which forms, for example in skeleton construction, a load-bearing structure of the rail vehicle 1.
  • the vehicle frame 5 in turn is supported on the chassis 8, which runs on the rails 40.
  • a lower support arrangement 37 and an upper support arrangement 27 are provided, which are connected to a main carrier 9 of the vehicle frame 5.
  • These support arrangements 37, 27 form a substantial support structure for an upper absorber device 20 and a lower absorber device 30.
  • the absorber device 20 and the absorber device 30 absorb resulting forces, depending on the case of collision, and guide them in damped form into one or more main carriers 9 of the car body 7 of the rail vehicle 1 on.
  • the primary purpose of the lower absorber device 30 is to mitigate collisions with identical or similar rail vehicles, for example with a Bim (tram), or with other road users or objects, for example with a motor vehicle, during normal operation. Accordingly, the lower absorber device 30 is dimensioned and arranged with respect to such collisions.
  • a center of action 31 (lower active center) of the lower absorber device 30 with a specific rail spacing 32 (lower rail spacing) from a rail top edge 41 of the rails 40 is spaced, wherein this is between 300 mm and 700 mm in the vertical direction 4, preferably between 400 mm and 555 mm.
  • the lower action center 31 represents a notional location of a damping force summary force vector of the lower absorber device 30, which counteracts a summary collision force when the lower absorber device 30 is acted upon.
  • the lower absorber device 30 consists of two reversible damper units 33 and a collision bracket 34 together.
  • two strap ends 36 of the collision bar 34 are permanently or detachably connected to a reversible damper unit 33, whereby the lower absorber device 30 assumes a U-shaped form.
  • the lower center of action 31 is thus located in a center of a bracket portion 35 of the collision bracket 34th
  • a car 10 is provided for a driver of the rail vehicle 1 or for passengers in the car body 7 in the region of a vehicle end 6.
  • the cabin 10 is equipped with a protection device 12. This initiates possible collision forces acting thereon in a main carrier 9 of the vehicle frame 6 and thus forms a collision protection for the driver's cab 10.
  • the protective device 12 assumes a U-shaped configuration which, inter alia, by two-sided side sections 14, a front section 13 and the front portion 13 and the side portions 14 connecting classifications 15 is formed.
  • the classifications 15 require, on the one hand in the event of a collision, an optimized force input and forwarding, and on the other hand provide an advantageous installation location for the upper absorber devices 20.
  • the classifications 15 may have front surfaces 16 aligned in the transverse direction 3, to which in each case one of the absorber devices 20 is fastened.
  • the classifications 15 are provided with an upper stiffening rib 18 and with a lower stiffening rib 17.
  • the stiffening rib 17 and 18 stabilize the stiffening rib 17 and 18, the classifications 15 and the end portion 13 in case of load against a trapezoidal bending in the transverse direction 3.
  • the stiffening rib 17, and in particular the stiffening rib 18, has the additional function of enabling a favorable force transmission into the upper support arrangement 27.
  • the inclined, upper support assembly 27 connects the lower stiffening rib 17 with a main carrier 9 of the vehicle frame 5. In this way, a deformation of the car 10 is particularly difficult.
  • side portions 14 can be understood as part of the upper support assembly 27, since the side portions 14, as the upper support assembly 27, collision forces in the main support 9, or in a vertical part thereof, can initiate.
  • the upper absorber devices 20 are each designed according to this embodiment as irreversible damper units 23, wherein an outer pipe section 29 with a flange, and a spherical contact surface 26 is connected to an inner pipe section 28.
  • the inner and outer pipe sections 28, 29 are pressed together in the radial direction.
  • the contact surface 26 is acted upon by a collision force which, when the adhesive force between the outer and inner pipe sections 28, 29 is exceeded, results in a displacement of the inner pipe section 28 relative to the outer pipe section 29 leads. This frictional displacement reduces some of the kinetic energy of the collision.
  • the upper absorber devices 20 are at least partially equipped with reversible damper units and / or the lower absorber device 30 at least partially with irreversible damper units.
  • a center of action 21 of an upper absorber device 20 (upper active center 21) can be located analogously to the previously described in the area center of the upper absorber device 20.
  • both upper absorber devices 20 are arranged in the vertical direction 4 at the same height on the rail vehicle 1.
  • a rail spacing 22 between the upper active center 21 and the upper rail edge 41 (upper rail spacing 22) is preferably between 940 mm and 1065 mm.
  • the upper absorber device 20 is designed specifically for collisions with another rail vehicle 42, for example with a rail vehicle of goods or long-distance traffic ( Fig. 3, Fig. 4 ).
  • FIG. 1 shown lining 11 of the car body 7 is for reasons of better visibility in Fig. 2 .
  • FIG. 3 and FIG. 4 not shown. Nevertheless, this surrounds the rail vehicle 1 in the said figures, wherein the panel 11 may have flexible, foldable or displaceable sections in the region of the upper absorber devices 20 and / or the lower absorber device 30. In this way, a lasting damage, in particular the panel 11, in the case of tolerated collisions avoided.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Transportation (AREA)
  • Vibration Dampers (AREA)
  • Body Structure For Vehicles (AREA)
EP19171169.6A 2018-04-27 2019-04-25 Véhicule sur rail Active EP3560787B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATGM50081/2018U AT16474U1 (de) 2018-04-27 2018-04-27 Crashkonzept Stadt-Regio-Fahrzeug
DE102018110243.7A DE102018110243A1 (de) 2018-04-27 2018-04-27 Schienenfahrzeug

Publications (3)

Publication Number Publication Date
EP3560787A1 true EP3560787A1 (fr) 2019-10-30
EP3560787B1 EP3560787B1 (fr) 2024-04-17
EP3560787C0 EP3560787C0 (fr) 2024-04-17

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ID=66286264

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19171169.6A Active EP3560787B1 (fr) 2018-04-27 2019-04-25 Véhicule sur rail

Country Status (2)

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EP (1) EP3560787B1 (fr)
PL (1) PL3560787T3 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113928063A (zh) * 2021-11-12 2022-01-14 张钰 一种电客车的车辆贯通道结构

Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19720329C1 (de) * 1997-05-15 1998-11-05 Abb Daimler Benz Transp Schienenfahrzeug mit Stoßverzehrelementeinrichtung
EP1215098A1 (fr) * 2000-12-18 2002-06-19 Alstom Véhicule ferroviaire à cabine de conduite comportant une structure absorbeuse d'énergie adaptée à une collision au-dessus du chassis du véhicule
EP1310416A1 (fr) * 2001-11-09 2003-05-14 ALSTOM LHB GmbH Dispositif de protection anti-collision pour véhicules ferroviaires
EP1582428A1 (fr) * 2004-04-01 2005-10-05 Siemens Aktiengesellschaft Caisse de véhicule ferroviaire, comprenant un dispositif d'absorption de l'énergie lors d'un impact
DE202006014402U1 (de) * 2006-09-15 2006-11-30 Fahrzeugtechnik Dessau Ag Railroad Technologies Schienenfahrzeug mit Crashausrüstung
EP1930227A1 (fr) * 2006-12-04 2008-06-11 ANSALDOBREDA S.p.A. Déflecteur d'obstacle pour le wagon avant d'un train
DE102009034682A1 (de) * 2009-07-24 2011-02-10 Bombardier Transportation Gmbh Schienenfahrzeug mit Crashabsorber-Anordnung, insbesondere Straßenbahn
WO2013014628A1 (fr) * 2011-07-25 2013-01-31 Ansaldobreda S.P.A. Élément aplatissable de véhicule ferroviaire
EP2334533B1 (fr) * 2008-09-15 2014-06-18 Voith Patent GmbH Tête de véhicule à fixer sur la face frontale d'un véhicule guidé sur rails, en particulier d'un véhicule ferroviaire
CN107901942A (zh) * 2017-11-13 2018-04-13 中车长春轨道客车股份有限公司 时速350公里长编动车组车体耐撞性能设计方法

Patent Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19720329C1 (de) * 1997-05-15 1998-11-05 Abb Daimler Benz Transp Schienenfahrzeug mit Stoßverzehrelementeinrichtung
EP1215098A1 (fr) * 2000-12-18 2002-06-19 Alstom Véhicule ferroviaire à cabine de conduite comportant une structure absorbeuse d'énergie adaptée à une collision au-dessus du chassis du véhicule
EP1310416A1 (fr) * 2001-11-09 2003-05-14 ALSTOM LHB GmbH Dispositif de protection anti-collision pour véhicules ferroviaires
EP1582428A1 (fr) * 2004-04-01 2005-10-05 Siemens Aktiengesellschaft Caisse de véhicule ferroviaire, comprenant un dispositif d'absorption de l'énergie lors d'un impact
DE202006014402U1 (de) * 2006-09-15 2006-11-30 Fahrzeugtechnik Dessau Ag Railroad Technologies Schienenfahrzeug mit Crashausrüstung
EP1930227A1 (fr) * 2006-12-04 2008-06-11 ANSALDOBREDA S.p.A. Déflecteur d'obstacle pour le wagon avant d'un train
EP2334533B1 (fr) * 2008-09-15 2014-06-18 Voith Patent GmbH Tête de véhicule à fixer sur la face frontale d'un véhicule guidé sur rails, en particulier d'un véhicule ferroviaire
DE102009034682A1 (de) * 2009-07-24 2011-02-10 Bombardier Transportation Gmbh Schienenfahrzeug mit Crashabsorber-Anordnung, insbesondere Straßenbahn
WO2013014628A1 (fr) * 2011-07-25 2013-01-31 Ansaldobreda S.P.A. Élément aplatissable de véhicule ferroviaire
CN107901942A (zh) * 2017-11-13 2018-04-13 中车长春轨道客车股份有限公司 时速350公里长编动车组车体耐撞性能设计方法

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113928063A (zh) * 2021-11-12 2022-01-14 张钰 一种电客车的车辆贯通道结构
CN113928063B (zh) * 2021-11-12 2023-06-06 张钰 一种电客车的车辆贯通道结构

Also Published As

Publication number Publication date
EP3560787B1 (fr) 2024-04-17
PL3560787T3 (pl) 2024-08-19
EP3560787C0 (fr) 2024-04-17

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