EP3560787B1 - Rail vehicle - Google Patents

Rail vehicle Download PDF

Info

Publication number
EP3560787B1
EP3560787B1 EP19171169.6A EP19171169A EP3560787B1 EP 3560787 B1 EP3560787 B1 EP 3560787B1 EP 19171169 A EP19171169 A EP 19171169A EP 3560787 B1 EP3560787 B1 EP 3560787B1
Authority
EP
European Patent Office
Prior art keywords
absorber
vehicle
rail
rail vehicle
collision
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP19171169.6A
Other languages
German (de)
French (fr)
Other versions
EP3560787C0 (en
EP3560787A1 (en
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
Alstom Holdings SA
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 DE102018110243.7A external-priority patent/DE102018110243A1/en
Priority claimed from ATGM50081/2018U external-priority patent/AT16474U1/en
Application filed by Alstom Holdings SA filed Critical Alstom Holdings SA
Publication of EP3560787A1 publication Critical patent/EP3560787A1/en
Application granted granted Critical
Publication of EP3560787C0 publication Critical patent/EP3560787C0/en
Publication of EP3560787B1 publication Critical patent/EP3560787B1/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61GCOUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G11/00Buffers
    • B61G11/14Buffers absorbing shocks by mechanical friction action; Combinations of mechanical shock-absorbers and springs
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61DBODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D13/00Tramway vehicles
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61DBODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00Construction details of vehicle bodies
    • B61D17/04Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/06End walls
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61FRAIL 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
    • B61F19/00Wheel guards; Bumpers; Obstruction removers or the like
    • B61F19/04Bumpers or like collision guards
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61GCOUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G11/00Buffers
    • B61G11/16Buffers 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 large number of people.
  • a rail vehicle in particular a rail vehicle for transporting a large number of people.
  • Such a vehicle can have an absorber device which, in the event of a collision, serves to dampen possible forces, compensate for corresponding displacements of the structure of the rail vehicle and dissipate kinetic energy. This is intended to prevent a harmful effect on passengers and on the rail vehicle.
  • Rail vehicles are generally known for local and long-distance public transport, whereby several cars or railcar units of such rail vehicles can be operated together in a coupled form. This allows for flexible response to varying passenger volumes.
  • Bumpers or buffer devices are used for this purpose. These are designed to absorb, reduce and compensate for relative or collision forces between vehicles to a certain extent.
  • the object of the present invention is therefore to provide a safe rail vehicle with an absorber device, wherein the application possibilities of the rail vehicle should be designed to be 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 in such a way that significant collision forces can be transferred to the vehicle frame via the absorber devices.
  • the two upper absorber devices are arranged offset in a vertical direction from the lower absorber device of the rail vehicle with an absorber vertical distance.
  • all absorber devices are arranged parallel to one another and in the longitudinal direction of the rail vehicle with regard to their effectiveness in absorbing energy and transmitting force.
  • the parallel arrangement excludes a serial transmission of force from at least one of the upper absorber devices via the lower absorber device into the vehicle frame - and vice versa.
  • the intended collision case does not include a catastrophic case 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, thus effectively creating a serial effective arrangement. Solutions with several absorber devices with exclusively intended serial transmission of force from the upper and lower absorber devices are therefore not included.
  • absorber device defines a technical device designed exclusively to absorb compressive forces and possibly also shear forces; in particular, the absorber devices according to the invention cannot 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 on the vehicle frame in a longitudinal direction of the rail vehicle in such a way 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 essentially limited 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 for a specific absorber device to be used depending on the type of collision and the corresponding location of the entry of collision forces into the vehicle.
  • the absorber devices can be designed to be particularly efficient in terms of their dimensions and design. For example, it is conceivable that, depending on the application, an upper absorber device is optimized for a collision that primarily occurs at such a location, and the lower absorber device also has a location- and collision-specific design.
  • 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 the event of unwanted contact between the rail vehicle and a rail vehicle of a different type.
  • track systems for local and long-distance rail traffic in particular sidings, maintenance and shunting tracks, can also be used by tram vehicles or other, particularly low-floor, local rail vehicles, without a collision between a tram car and long-distance vehicles with different buffer heights causing serious structural damage to the tram car.
  • the offset between the upper absorber devices and the lower absorber device is determined based on so-called effective centers of the respective absorber device.
  • an effective center is, for example, in the center of the area or the centroid of an effective cross-section of the respective absorber device and/or can be defined based on a summary force vector of damping and/or collision forces when they are introduced into the absorber device.
  • the absorber vertical distance of the absorber devices can thus be determined based on exemplary force vectors in the case of absorption.
  • the upper effective center of one or both of the upper absorber devices has a certain rail distance from a rail upper edge (upper rail distance) in the vertical direction.
  • the upper rail distance is from 750 mm to 1400 mm, in particular from 800 mm to 1200 mm, furthermore in particular from 900 mm to 1100 mm, and preferably 1000 mm.
  • a rail distance (lower rail distance) of 200 mm to 700 mm, in particular of 300 mm to 650 mm, and preferably of 400 mm to 555 mm, between the lower effective center of the lower absorber device and the upper edge of the rail in the vertical direction.
  • the upper absorber devices and the lower absorption device have different damping behavior, stiffness and/or damping paths.
  • a minimum damping path of the upper absorber devices is 300 to 400 mm and/or the lower absorber device is 250 to 320 mm, in particular approximately 300 mm.
  • the necessary energy absorption capacity depends on the vehicle weights and is, for example, approximately 100 to 200 kJ per vehicle end for the lower absorber device and approximately 150 to 250 kJ per vehicle end for the upper absorber device.
  • the upper absorber devices are designed in such a way that a collision with an 80 t freight car with high buffers is possible 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 are provided symmetrically in the transverse direction; for example, the two upper absorber devices can be spaced apart with a minimum horizontal distance of 200 mm, in particular 1000 mm, and preferably 1700 mm and/or with a maximum horizontal distance of 2850 mm, in particular 2400 mm, and preferably 1800 mm.
  • 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 introduction in the event of a collision.
  • the absorber devices are connected to the vehicle frame at one end of the vehicle, with a cabin for passengers or for a driver being arranged in the area of this vehicle end.
  • the rail vehicle has a protective device that at least partially surrounds an interior of the cabin and is designed separately or partially integrally with the vehicle frame.
  • this protective device can be implemented by a suitable support structure of the vehicle frame, with essential load-bearing elements of the vehicle frame enclosing the cabin.
  • Such a protective device can have a U-shaped cross-section at least partially in the transverse direction.
  • the protective device is formed, among other things, by two side sections running in the longitudinal direction and by a front section connecting the side sections.
  • the protective device at least partially surrounds the interior or the cabin, with the front section being provided in the direction of one end of the vehicle.
  • the upper absorber devices are arranged in the area of the front section of the outside of the protective device. In this way, forces acting on the upper absorber devices can be diverted via the protective device past the cabin into the rest of the vehicle frame.
  • the protective device can have a stepped and U-shaped cross-section, so that the side sections and front section - in relation to the transverse direction of the rail vehicle - are connected to one another via one of the steps.
  • the two absorber devices are each arranged in one of the steps, so that the force transmission from the absorber device to the protective device, and thus to the vehicle frame, is particularly effective.
  • At least one stiffening rib can be provided on the step.
  • such a stiffening rib is at least partially designed as a horizontally aligned triangle-like plate.
  • this can be attached in the step from the outside in the manner of a hypotenuse and/or cover the step.
  • Such a shape and arrangement of a stiffening rib acts as a climbing protection, so that the loaded upper absorber device cannot break out by bending upwards and/or downwards and/or the buffer of the collision opponent cannot break out or bend upwards and/or downwards. This prevents the collision partners from climbing up.
  • one stiffening rib is provided above and another stiffening rib is provided in the vertical direction below one of the upper absorber devices.
  • 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 devices can be designed as an irreversible damper unit, such a configuration being particularly advantageous for the upper absorber devices.
  • such an irreversible absorber device can have two coaxial cylinders that are under radial prestress; in the event of forces being applied in the axial direction, these cylinders can be moved into each other while overcoming frictional forces.
  • This design is particularly simple and cost-effective, and if necessary allows for easy reuse by means of repair.
  • the lower absorber device has two reversible damper units. These can preferably have a collision bar connecting the damper units.
  • the damper units are arranged at the same height in the vertical direction.
  • damper units can be attached directly or indirectly to a lower support arrangement of the vehicle frame.
  • vehicle frame can 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 at least partially aligned parallel or at an acute angle to each other with regard to their possible collision force flow.
  • the upper support arrangement and the lower support arrangement are each designed as separate support structures, so that loading of the upper absorber devices and the lower absorber device leads to a load on separate support structures, and a merging of the dampened collision forces only takes place in a main support of the vehicle frame.
  • the embodiments described above can be combined with one another in any way that makes sense.
  • the person skilled in the art will recognize an embodiment in which the upper absorber devices are spaced apart by approximately 1050 mm in the transverse direction, the lower absorber device is formed from reversible damper units and a collision bar, among other things, and is spaced apart from the upper absorber devices by an absorber vertical distance of between 455 mm and 600 mm.
  • Fig.1 a multiple unit with two exemplary rail vehicles 1 coupled together by means of a coupling device 19.
  • a car body 7 of this rail vehicle 1 is mounted on rails 40 via a chassis 8 by means of bogies. 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.2 , 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, for example in a skeleton construction, forms a supporting structure of the rail vehicle 1.
  • the vehicle frame 5 is in turn 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 beam 9 of the vehicle frame 5.
  • These support arrangements 37, 27 form an essential support structure for an upper absorber device 20 and a lower absorber device 30.
  • the absorber device 20 and the absorber device 30 absorb the resulting forces depending on the collision and introduce them in a dampened form into one or more main supports 9 of the car body 7 of the rail vehicle 1.
  • the lower absorber device 30 has the primary task of mitigating collisions with the same or similar rail vehicles, for example with a tram, or with other road users or objects, for example with a motor vehicle, during normal operation.
  • the lower absorber device 30 is accordingly dimensioned and arranged with regard to such collisions.
  • an effective center 31 (lower effective center) of the lower absorber device 30 is spaced from a rail top edge 41 of the rails 40 by a special rail spacing 32 (lower rail spacing), whereby this is between 300 mm and 700 mm in the vertical direction 4, preferably between 400 mm and 555 mm.
  • the lower effective center 31 represents a fictitious location of a summary force vector of a damping force 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 is composed, among other components, of two reversible damper units 33 and a collision bar 34.
  • Two bar ends 36 of the collision bar 34 are each firmly or detachably connected to a reversible damper unit 33, whereby the lower absorber device 30 takes on a U-shaped configuration.
  • the lower effective center 31 is therefore located in the middle of a bar area 35 of the collision bar 34.
  • the resulting collision forces are mainly introduced into the vehicle frame 5 by the lower absorber device 30 via the lower support arrangement 37. Structural damage to the car body 7 or the vehicle frame 5 is thus avoided, provided that the collision does not exceed the damping capacity of the lower absorber device 30.
  • a cabin 10 for a driver of the rail vehicle 1 or for passengers is provided in the car body 7 in the area of a vehicle end 6.
  • the cabin 10 is equipped with a protective device 12. This directs possible collision forces acting on it into a main support 9 of the vehicle frame 6 and thus forms collision protection for the driver's cabin 10.
  • the protective device 12 takes on a U-shaped configuration, which is formed, among other things, by side sections 14 on both sides, a front section 13 and steps 15 connecting the front section 13 and the side sections 14.
  • the classifications 15 require, on the one hand, an optimized force input and transmission in the event of a collision, and, on the other hand, represent an advantageous installation location for the upper absorber devices 20.
  • the gradations 15 can have front surfaces 16 aligned in the transverse direction 3, to each of which one of the absorber devices 20 is attached.
  • the steps 15 are provided with an upper stiffening rib 18 and a lower stiffening rib 17.
  • the stiffening ribs 17 and 18 stabilize the steps 15 and the front section 13 against trapezoidal bending in the transverse direction 3 in the event of a load.
  • they simultaneously act as air protection for the upper absorber devices 20 or the collision opponent. If one of the absorber devices 20 were to be excessively stressed and make an evasive movement upwards or downwards, such an evasive movement could be substantially prevented by the upper and lower stiffening ribs 17 and 18. In particular, this protects a person in the cabin 10 from component parts breaking off.
  • the stiffening rib 17, and in particular the stiffening rib 18, has the additional function of enabling a favorable force transfer to the upper support arrangement 27.
  • the obliquely running upper support arrangement 27 connects the lower stiffening rib 17 to a main support 9 of the vehicle frame 5. In this way, deformation of the cabin 10 is made more difficult.
  • side sections 14 can be understood as part of the upper support arrangement 27, since the side sections 14, like the upper support arrangement 27, can introduce collision forces into the main beam 9, or into a vertical part thereof.
  • the upper absorber devices 20 are each designed as irreversible damper units 23, with an outer tube section 29 being connected to a flange and a spherical contact surface 26 being connected to an inner tube section 28.
  • the inner and outer tube sections 28, 29 are pressed together in the radial direction.
  • the contact surface 26 is subjected to a collision force which, if the adhesive force between the outer and inner tube sections 28, 29 is exceeded, leads to a displacement of the inner tube section 28 relative to the outer tube section 29. This friction-overcoming displacement dissipates part 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 is at least partially equipped with irreversible damper units.
  • An effective center 21 of an upper absorber device 20 (upper effective center 21) can be located in the surface center of the upper absorber device 20 in an analogous manner to that described above.
  • both upper absorber devices 20 are arranged in the vertical direction 4 at the same height on the rail vehicle 1.
  • a rail distance 22 between the upper effective center 21 and the upper edge of the rail 41 (upper rail distance 22) is preferably between 940 mm and 1065 mm.
  • the upper absorber device 20 is specially designed for collisions with another rail vehicle 42, for example with a rail vehicle for freight or long-distance traffic ( Fig. 3, Fig. 4 ).
  • the panel 11 of the car body 7 shown in Fig.2 , Fig. 3 and Fig. 4 not shown. Nevertheless, it surrounds the rail vehicle 1 in the figures mentioned, whereby the cladding 11 can have flexible, foldable or movable sections in the area of the upper absorber devices 20 and/or the lower absorber device 30. In this way, lasting damage, in particular to the cladding 11, is avoided in the event of tolerated collisions.
  • Rail vehicle 20 upper absorber device 2 Longitudinal direction 21 upper effective center 3 Transverse direction 22 upper rail distance 4 Vertical direction 23 upper damper unit 5 Vehicle frame 24 Absorber vertical distance 6 Vehicle end 25 Horizontal distance 7 Car body 26 Contact surface 8th landing gear 27 upper support arrangement 9 Main beam 28 inner pipe section 10 cabin 29 outer pipe section 11 Cladding 12 Protective device 30 lower absorber device 13 Forehead section 31 lower effective center 14 Page section 32 lower rail distance 15 classification 33 lower damper unit 16 Front surface 34 Collision bar 17 Lower stiffening rib 35 Ironing area 18 Upper stiffening rib 36 Ironing end 19 Coupling device 37 lower support arrangement 40 rail 41 Top of rail 42 Additional rail vehicle

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Body Structure For Vehicles (AREA)
  • Vibration Dampers (AREA)

Description

Technisches GebietTechnical area

Die vorliegende Erfindung betrifft ein Schienenfahrzeug, insbesondere ein Schienenfahrzeug zum Transport einer Vielzahl von Personen. Ein solches Fahrzeug kann eine Absorbervorrichtung aufweisen, die im Fall einer Kollision dazu dient, mögliche Kräfte zu dämpfen, entsprechende Verschiebungen der Struktur des Schienenfahrzeugs zu kompensieren und kinetische Energie abzubauen. Dadurch soll eine schädliche Wirkung auf Fahrgäste und auf das Schienenfahrzeug verhindert werden.The present invention relates to a rail vehicle, in particular a rail vehicle for transporting a large number of people. Such a vehicle can have an absorber device which, in the event of a collision, serves to dampen possible forces, compensate for corresponding displacements of the structure of the rail vehicle and dissipate kinetic energy. This is intended to prevent a harmful effect on passengers and on the rail vehicle.

Vorbekannter Stand der TechnikPreviously known state of the art

Allgemein sind Schienenfahrzeuge des öffentlichen Nah- und Fernverkehrs bekannt, wobei mehrere Wagen oder Triebwageneinheiten solcher Schienenfahrzeuge gemeinsam in zusammengekoppelter Form betrieben werden können. So kann flexibel auf ein variierendes Fahrgastaufkommen reagiert werden.Rail vehicles are generally known for local and long-distance public transport, whereby several cars or railcar units of such rail vehicles can be operated together in a coupled form. This allows for flexible response to varying passenger volumes.

Dabei kommen Stoßstangen oder Puffervorrichtungen zum Einsatz. Diese sind geeignet, Relativ- bzw. Kollisionskräfte zwischen Fahrzeugen zu einem gewissen Maße aufzunehmen, zu mindern und zu kompensieren.Bumpers or buffer devices are used for this purpose. These are designed to absorb, reduce and compensate for relative or collision forces between vehicles to a certain extent.

In der französischen Patentanmeldungen FR 2 759 338 A1 wird beispielsweise ein Schienenfahrzeug gezeigt, wobei im Fall einer Kollision Kollisionskräfte über Stoßaufnehmer, Scharniere und über Crashelemente in einen Fahrzeugrahmen eingetragen werden können; bei Überschreiten einer bestimmten Kollisionsenergie bzw. bestimmter Kollisionskräfte vollzieht der gesamte Führerstand des Fahrzeugs eine Ausweich-Nickbewegung. Aus dem Stand der Technik ist ebenfalls die DE 10 2009 034682 A1 zu erwähnen.In the French patent applications FR 2 759 338 A1 For example, a rail vehicle is shown, whereby in the event of a collision, collision forces can be introduced into a vehicle frame via shock absorbers, hinges and crash elements; if a certain collision energy or certain collision forces are exceeded, the entire driver's cab of the vehicle performs an evasive pitching movement. The state of the art also includes the EN 10 2009 034682 A1 to mention.

Nachteile des Standes der TechnikDisadvantages of the state of the art

Die bisher bekannten Lösungen sind hinsichtlich Effektivität, Flexibilität und Komplexität unzureichend ausgestaltet.The solutions known to date are inadequate in terms of effectiveness, flexibility and complexity.

ProblemstellungProblem

Aufgabe der vorliegenden Erfindung ist es daher, ein sicheres Schienenfahrzeug mit einer Absorbervorrichtung bereitzustellen, wobei die Einsatzmöglichkeiten des Schienenfahrzeugs möglichst flexibel gestaltet sein sollen.The object of the present invention is therefore to provide a safe rail vehicle with an absorber device, wherein the application possibilities of the rail vehicle should be designed to be as flexible as possible.

Erfindungsgemäße LösungInventive solution

Die obige Aufgabe wird durch ein Schienenfahrzeug nach Anspruch 1 gelöst. Weitere Ausführungsformen der genannten Gegenstände ergeben sich aus den abhängigen Unteransprüchen.The above object is achieved by a rail vehicle according to claim 1. Further embodiments of the said objects emerge from the dependent subclaims.

Das erfindungsgemäße Schienenfahrzeug weist einen Fahrzeugrahmen und mindestens zwei, außermittig angeordnete obere Absorbervorrichtungen und mindestens eine weitere untere Absorbervorrichtung auf.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.

Die Absorbervorrichtungen sind so ausgebildet, dimensioniert und mit dem Fahrzeugrahmen verbunden, sodass wesentliche Kollisionskräfte über die Absorbervorrichtungen in den Fahrzeugrahmen eingetragen werden können. Dabei sind die beiden oberen Absorbervorrichtungen im bestimmungsgemäßen Einsatz in einer Vertikalrichtung versetzt zur unteren Absorbervorrichtung des Schienenfahrzeugs mit einem Absorbervertikalabstand beabstandet angeordnet. Insbesondere sind alle Absorbervorrichtungen bezüglich ihrer Wirksamkeit zur Energieaufnahme und Kraftweiterleitung parallel zueinander und in Längsrichtung des Schienenfahrzeugs angeordnet vorgesehen.The absorber devices are designed, dimensioned and connected to the vehicle frame in such a way that significant collision forces can be transferred to the vehicle frame via the absorber devices. In the intended use, the two upper absorber devices are arranged offset in a vertical direction from the lower absorber device of the rail vehicle with an absorber vertical distance. In particular, all absorber devices are arranged parallel to one another and in the longitudinal direction of the rail vehicle with regard to their effectiveness in absorbing energy and transmitting force.

Die parallele Anordnung schließt im bestimmungsgemäßen Kollisionsfall eine serielle Kraftübertragung von mindestens einer der oberen Absorbervorrichtungen über die untere Absorbervorrichtung in den Fahrzeugrahmen - und andersherum - aus. Der bestimmungsgemäße Kollisionsfall umfasst nicht einen Katastrophenfall, bei dem eine vollständige Desintegration der Fahrzeugstruktur derart stattfände, sodass beispielsweise einer der oberen Absorbervorrichtungen hinter die untere Absorbervorrichtung gezwungen würde, und somit faktisch eine serielle Wirk-Anordnung vorläge. Lösungen mit mehreren Absorbervorrichtungen mit ausschließlich bestimmungsgemäßer serieller Kraftübertragung von oberer und unterer Absorbervorrichtung sind folglich nicht umfasst.In the intended collision case, the parallel arrangement excludes a serial transmission of force from at least one of the upper absorber devices via the lower absorber device into the vehicle frame - and vice versa. The intended collision case does not include a catastrophic case 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, thus effectively creating a serial effective arrangement. Solutions with several absorber devices with exclusively intended serial transmission of force from the upper and lower absorber devices are therefore not included.

Der Begriff "Absorbervorrichtung" definiert eine technische Vorrichtung gestaltet zur ausschließlichen Kraftaufnahme von Druckkräften und gegebenenfalls auch Scherkräften; insbesondere können die erfindungsgemäßen Absorbervorrichtungen nicht dazu ausgebildet sein, Zugkräfte in Längsrichtung des Schienenfahrzeugs zu übertragen, und sind insbesondere nicht als Kupplungsvorrichtung, zum Beispiel als Mittelpufferkupplung, zum Ziehen anderer Schienenfahrzeuge ausgebildet.The term "absorber device" defines a technical device designed exclusively to absorb compressive forces and possibly also shear forces; in particular, the absorber devices according to the invention cannot 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.

Die Absorbervorrichtungen sind so in einer Längsrichtung des Schienenfahrzeugs am Fahrzeugrahmen vorgesehen, dass die Folgen einer Kollision des Fahrzeugs in Längsrichtung durch die Absorbervorrichtungen abgemindert werden können. Insbesondere beschränkt sich die Wirksamkeit der Absorbervorrichtungen im Wesentlichen ausschließlich auf in Längsrichtung des Schienenfahrzeugs auftretende Kollisionskräfte.The absorber devices are provided on the vehicle frame in a longitudinal direction of the rail vehicle in such a way that the consequences of a collision of the vehicle in the longitudinal direction can be reduced by the absorber devices. In particular, the effectiveness of the absorber devices is essentially limited exclusively to collision forces occurring in the longitudinal direction of the rail vehicle.

Ein solches Schienenfahrzeug mit oberen Absorbervorrichtungen und mindestens einer unteren Absorbervorrichtung ermöglicht erstmals, dass je nach Kollisionsfall und entsprechendem Ort der Eintragung von Kollisionskräften in das Fahrzeug jeweils eine spezifische Absorbervorrichtung beaufschlagt wird. Auf diese Weise können die Absorbervorrichtungen hinsichtlich ihrer Dimensionierung und Gestaltung besonders effizient ausgebildet sein. Beispielsweise ist denkbar, dass je nach Einsatzfall eine obere Absorbervorrichtung auf einen vornehmlich an einer solchen Stelle auftretenden Kollisionsfall optimiert ist, und die untere Absorbervorrichtung ebenfalls eine orts- und kollisionsspezifische Ausgestaltung aufweist.Such a rail vehicle with upper absorber devices and at least one lower absorber device makes it possible for the first time for a specific absorber device to be used depending on the type of collision and the corresponding location of the entry of collision forces into the vehicle. In this way, the absorber devices can be designed to be particularly efficient in terms of their dimensions and design. For example, it is conceivable that, depending on the application, an upper absorber device is optimized for a collision that primarily occurs at such a location, and the lower absorber device also has a location- and collision-specific design.

Dadurch wird insbesondere ermöglicht, dass das erfindungsgemäße Schienenfahrzeug zusammen mit Schienenfahrzeugen anderen Typs auf demselben Gleis betrieben werden kann, ohne dass Inkompatibilitäten, bedingt durch unterschiedliche Puffer- oder Kollisionsschutzsysteme, dies erschwerten, schwere Kollisionsfolgen hervorrufen könnten oder unmöglich machten.This makes it possible in particular for the rail vehicle according to the invention to be operated together with rail vehicles of other types on the same track without incompatibilities caused by different buffer or collision protection systems making this difficult, causing serious collision consequences or making it impossible.

Erfindungsgemäß dient die untere Absorbervorrichtung des Schienenfahrzeugs dazu, Kollisionen mit Schienenfahrzeugen desselben Typs abzupuffern. Beispielsweise kommt die obere Absorbervorrichtung bei unerwünschter Kontaktierung des Schienenfahrzeugs mit einem Schienenfahrzeug eines anderen Typs zum Einsatz. Insbesondere können somit Gleissysteme des Bahn-Nah- und Fernverkehrs, insbesondere Abstell-, Wartungs- und Rangiergleise auch von Fahrzeugen der Straßenbahn oder sonstigen, insbesondere niederflurigen, Schienenfahrzeugen des Nahverkehrs genutzt werden, ohne dass eine Kollision eines Straßenbahnwagens mit Wagen des Fernverkehrs mit unterschiedlicher Pufferhöhe zu einem ernsthaften, strukturellen Schaden an dem Straßenbahnwagen führen.According to the invention, the lower absorber device of the rail vehicle serves to buffer collisions with rail vehicles of the same type. For example, the upper absorber device is used in the event of unwanted contact between the rail vehicle and a rail vehicle of a different type. In particular, track systems for local and long-distance rail traffic, in particular sidings, maintenance and shunting tracks, can also be used by tram vehicles or other, particularly low-floor, local rail vehicles, without a collision between a tram car and long-distance vehicles with different buffer heights causing serious structural damage to the tram car.

Insbesondere bestimmt sich der Versatz zwischen den oberen Absorbervorrichtungen und der unteren Absorbervorrichtung, im Folgenden als Absorbervertikalabstand bezeichnet, anhand sogenannter Wirkmittelpunkte der jeweiligen Absorbervorrichtung. Ein solcher Wirkmittelpunkt liegt beispielsweise im Flächenmittelpunkt oder Flächenschwerpunkt eines Wirk-Querschnitts der jeweiligen Absorbervorrichtung und/oder lässt sich anhand eines summarischen Kraftvektors von Dämpfungs- und/oder Kollisionskräften beim Einleiten derer in die Absorbervorrichtung definieren. Somit ließe sich der Absorbervertikalabstand der Absorbervorrichtungen anhand von exemplarischen Kraftvektoren im Absorptionsfall bestimmen.In particular, the offset between the upper absorber devices and the lower absorber device, hereinafter referred to as the absorber vertical distance, is determined based on so-called effective centers of the respective absorber device. Such an effective center is, for example, in the center of the area or the centroid of an effective cross-section of the respective absorber device and/or can be defined based on a summary force vector of damping and/or collision forces when they are introduced into the absorber device. The absorber vertical distance of the absorber devices can thus be determined based on exemplary force vectors in the case of absorption.

Im Zuge einer Weiterbildung der Erfindung wird angeführt, dass zwischen einem Wirkmittelpunkt einer oder beider der oberen Absorbervorrichtungen (oberer Wirkmittelpunkt) und einem Wirkmittelpunkt der unteren Absorbervorrichtung (unterer Wirkmittelpunkt) ein minimaler Absorbervertikalabstand von 200 mm, insbesondere 300 mm, und bevorzugt 455 mm und/oder einen maximalen Absorbervertikalabstand von 1200 mm, insbesondere 800 mm, und bevorzugt 600 mm, in Vertikalrichtung vorgesehen ist. Eine solche Ausgestaltung bedingt einen besonders günstigen Anwendungsbereich des Schienenfahrzeugs mit Schienenfahrzeugen anderen Typs.In the course of a further development of the invention, it is stated that between an effective center of one or both of the upper absorber devices (upper effective center) and an effective center of the lower absorber device (lower effective center) a minimum absorber vertical distance of 200 mm, in particular 300 mm, and preferably 455 mm and/or a maximum absorber vertical distance of 1200 mm, in particular 800 mm, and preferably 600 mm, in the vertical direction is provided. Such a design results in a particularly favorable area of application of the rail vehicle with rail vehicles of other types.

Erfindungsgemäß weist der obere Wirkmittelpunkt einer oder beider der oberen Absorbervorrichtungen in Vertikalrichtung einen bestimmten Schienenabstand von einer Schienenoberkante (oberer Schienenabstand) auf. Erfindungsgemäß beträgt der obere Schienenabstand von 750 mm bis 1400 mm, insbesondere von 800 mm bis 1200 mm, weiterhin insbesondere von 900 mm bis 1100 mm, und bevorzugt 1000 mm.According to the invention, the upper effective center of one or both of the upper absorber devices has a certain rail distance from a rail upper edge (upper rail distance) in the vertical direction. According to the invention, the upper rail distance is from 750 mm to 1400 mm, in particular from 800 mm to 1200 mm, furthermore in particular from 900 mm to 1100 mm, and preferably 1000 mm.

Erfindungsgemäß liegt zwischen dem unteren Wirkmittelpunkt der unteren Absorbervorrichtung und der Schienenoberkante in Vertikalrichtung ein Schienenabstand (unterer Schienenabstand) von 200 mm bis 700 mm, insbesondere von 300 mm bis 650 mm, und bevorzugt von 400 mm bis 555 mm, vor.According to the invention, there is a rail distance (lower rail distance) of 200 mm to 700 mm, in particular of 300 mm to 650 mm, and preferably of 400 mm to 555 mm, between the lower effective center of the lower absorber device and the upper edge of the rail in the vertical direction.

Grundsätzlich werden solche Schienenabstände im bestimmungsgemäßen Zustand des unbeladenen Schienenfahrzeugs gemessen.In principle, such rail distances are measured in the intended state of the unloaded rail vehicle.

Gemäß eines Ausführungsbeispiels weisen die obere Absorbervorrichtungen und die untere Absorptionsrichtung unterschiedliche Dämpfungsverhalten, Steifigkeiten und/oder Dämpfungswege auf. Beispielsweise beträgt ein Mindestmaß der Dämpfungswegstrecke der oberen Absorbervorrichtungen 300 bis 400 mm und/oder der unteren Absorbervorrichtung 250 bis 320mm, insbesondere ca. 300 mm. Die notwendige Energieabsorptionskapazität ist abhängig von den Fahrzeuggewichten und beträgt bei der unteren Absorbervorrichtung beispielsweise etwa 100 bis 200kJ je Fahrzeugende, bei der oberen Absorbervorrichtung etwa 150 bis 250kJ je Fahrzeugende. Insbesondere sind die oberen Absorbervorrichtungen so gestaltet, dass eine Kollision mit einem 80 t-Güterwagen mit hohen Puffern unter Einhaltung des Überlebensraumes für den Fahrer möglich ist.According to one embodiment, the upper absorber devices and the lower absorption device have different damping behavior, stiffness and/or damping paths. For example, a minimum damping path of the upper absorber devices is 300 to 400 mm and/or the lower absorber device is 250 to 320 mm, in particular approximately 300 mm. The necessary energy absorption capacity depends on the vehicle weights and is, for example, approximately 100 to 200 kJ per vehicle end for the lower absorber device and approximately 150 to 250 kJ per vehicle end for the upper absorber device. In particular, the upper absorber devices are designed in such a way that a collision with an 80 t freight car with high buffers is possible while maintaining the survival space for the driver.

Insbesondere sind die beiden oberen Absorbervorrichtungen bezüglich einer Vertikalrichtung des Fahrzeugs auf derselben Höhe angeordnet und/oder in Querrichtung symmetrisch vorgesehen; beispielsweise können die beiden oberen Absorbervorrichtungen mit einem minimalen Horizontalabstand von 200 mm, insbesondere von 1000 mm, und bevorzugt von 1700 mm und/oder mit einem maximalen Horizontalabstand von 2850 mm, insbesondere 2400 mm, und bevorzugt 1800 mm beabstandet sein.In particular, the two upper absorber devices are arranged at the same height with respect to a vertical direction of the vehicle and/or are provided symmetrically in the transverse direction; for example, the two upper absorber devices can be spaced apart with a minimum horizontal distance of 200 mm, in particular 1000 mm, and preferably 1700 mm and/or with a maximum horizontal distance of 2850 mm, in particular 2400 mm, and preferably 1800 mm.

Gemäß einer Ausführungsform ist dabei an einer oberen Absorbervorrichtung eine ballige Kontaktfläche vorgesehen, die insbesondere als Kugelkalotte ausgebildet ist. Dies führt zu einer besonders günstigen Krafteintragung im Kollisionsfall.According to one embodiment, 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 introduction in the event of a collision.

Gemäß einer besonderen Ausgestaltung sind die Absorbervorrichtungen an einem Fahrzeugende mit dem Fahrzeugrahmen verbunden, wobei im Bereich dieses Fahrzeugendes eine Kabine für Passagiere oder für einen Fahrzeugführer angeordnet ist. Zudem weist das Schienenfahrzeug eine Schutzvorrichtung auf, die einen Innenraum der Kabine zumindest teilweise umgibt und separat oder teilweise integral mit dem Fahrzeugrahmen ausgebildet ist. Beispielsweise kann diese Schutzvorrichtung durch eine geeignete Trägerkonstruktion des Fahrzeugrahmens realisiert sein, wobei wesentlichtragende Elemente des Fahrzeugrahmens die Kabine umgreifen.According to a special embodiment, the absorber devices are connected to the vehicle frame at one end of the vehicle, with a cabin for passengers or for a driver being arranged in the area of this vehicle end. In addition, the rail vehicle has a protective device that at least partially surrounds an interior of the cabin and is designed separately or partially integrally with the vehicle frame. For example, this protective device can be implemented by a suitable support structure of the vehicle frame, with essential load-bearing elements of the vehicle frame enclosing the cabin.

Eine solche Schutzvorrichtung kann in Querrichtung zumindest teilweise einen U-förmigen Querschnitt aufweisen. Dabei wird die Schutzvorrichtung unter anderem durch jeweils zwei in Längsrichtung verlaufende Seitenabschnitte und durch einen die Seitenabschnitte verbindenden Stirnabschnitt gebildet. Die Schutzvorrichtung umgreift den Innenraum bzw. die Kabine zumindest teilweise, wobei der Stirnabschnitt in Richtung eines Fahrzeugendes vorgesehen ist.Such a protective device can have a U-shaped cross-section at least partially in the transverse direction. The protective device is formed, among other things, by two side sections running in the longitudinal direction and by a front section connecting the side sections. The protective device at least partially surrounds the interior or the cabin, with the front section being provided in the direction of one end of the vehicle.

Gemäß dieser Ausführungsform sind dabei die oberen Absorbervorrichtungen im Bereich des Stirnabschnitts der Außenseite der Schutzvorrichtung angeordnet. So können auf die oberen Absorbervorrichtungen wirkende Kräfte über die Schutzvorrichtung an der Kabine vorbei in den weiteren Fahrzeugrahmen abgeleitet werden.According to this embodiment, the upper absorber devices are arranged in the area of the front section of the outside of the protective device. In this way, forces acting on the upper absorber devices can be diverted via the protective device past the cabin into the rest of the vehicle frame.

Weiterhin kann die Schutzvorrichtung einen gestuften und U-förmigen Querschnitt einnehmen, sodass Seitenabschnitte und Stirnabschnitt - bezogen auf die Querrichtung des Schienenfahrzeugs - über jeweils eine der Einstufungen miteinander verbunden sind. Die beiden Absorbervorrichtungen sind jeweils in einer der Einstufungen angeordnet, sodass die Kraftleitung von Absorbervorrichtung in die Schutzvorrichtung, und damit in den Fahrzeugrahmen, besonders effektiv ist.Furthermore, the protective device can have a stepped and U-shaped cross-section, so that the side sections and front section - in relation to the transverse direction of the rail vehicle - are connected to one another via one of the steps. The two absorber devices are each arranged in one of the steps, so that the force transmission from the absorber device to the protective device, and thus to the vehicle frame, is particularly effective.

Zusätzlich kann gemäß einer spezifischen Ausgestaltungsform mindestens eine Versteifungsrippe an der Einstufung vorgesehen sein.In addition, according to a specific embodiment, at least one stiffening rib can be provided on the step.

Insbesondere ist eine solche Versteifungsrippe zumindest teilweise als horizontal ausgerichtete Dreiecks-ähnliche Platte ausgestaltet. Insbesondere kann diese Hypotenusen-artig von einer Außenseite her in der Einstufung angebracht sein und/oder die Einstufung abdecken. Eine solche Form und Anordnung einer Versteifungsrippe fungiert als Aufkletterschutz, so dass die beaufschlagte obere Absorbervorrichtung nicht durch Abknicken nach oben und/oder unten ausbrechen kann und/oder der Puffer des Kollisionsgegners nicht nach oben und/oder unten ausbrechen oder abknicken kann. Somit wird ein Aufklettern der Kollisionspartner verhindert.In particular, such a stiffening rib is at least partially designed as a horizontally aligned triangle-like plate. In particular, this can be attached in the step from the outside in the manner of a hypotenuse and/or cover the step. Such a shape and arrangement of a stiffening rib acts as a climbing protection, so that the loaded upper absorber device cannot break out by bending upwards and/or downwards and/or the buffer of the collision opponent cannot break out or bend upwards and/or downwards. This prevents the collision partners from climbing up.

Vorzugsweise ist jeweils eine Versteifungsrippe über und jeweils eine weitere Versteifungsrippe in Vertikalrichtung unter einer der der oberen Absorbervorrichtung vorgesehen.Preferably, one stiffening rib is provided above and another stiffening rib is provided in the vertical direction below one of the upper absorber devices.

Weiterhin kann mindestens eine der Absorbervorrichtungen eine reversible Dämpfereinheit, insbesondere mit einem Federelement, aufweisen. Alternativ oder zusätzlich könnte diese Dämpfereinheit ein fluiddynamisches Funktionselement umfassen.Furthermore, at least one of the absorber devices can have a reversible damper unit, in particular with a spring element. Alternatively or additionally, this damper unit could comprise a fluid dynamic functional element.

Alternativ dazu, kann mindestens eine der Absorbervorrichtung als irreversibler Dämpfereinheit ausgebildet sein, wobei eine solche Ausgestaltung insbesondere für die oberen Absorbervorrichtungen vorteilhaft ist.Alternatively, at least one of the absorber devices can be designed as an irreversible damper unit, such a configuration being particularly advantageous for the upper absorber devices.

Beispielsweise kann eine solche irreversible Absorbervorrichtung zwei koaxiale Zylinder aufweisen, die unter radialer Vorspannung stehen; im Fall einer Beaufschlagung mit Kräften in Axialrichtung können diese Zylinder unter Überwindung von Reibungskräften ineinander verschoben werden. Diese Ausgestaltung ist besonders einfach und kostengünstig, und erlaubt gegebenenfalls eine einfache Wiederbenutzung mittels Instandsetzung.For example, such an irreversible absorber device can have two coaxial cylinders that are under radial prestress; in the event of forces being applied in the axial direction, these cylinders can be moved into each other while overcoming frictional forces. This design is particularly simple and cost-effective, and if necessary allows for easy reuse by means of repair.

Die untere Absorbervorrichtung weist erfindungsgemäß zwei reversible Dämpfereinheiten auf. Vorzugsweise können diese einen die Dämpfereinheiten verbindenden Kollisionsbügel aufweisen. Insbesondere sind die Dämpfereinheiten in Vertikalrichtung auf derselben Höhe angeordnet.According to the invention, the lower absorber device has two reversible damper units. These can preferably have a collision bar connecting the damper units. In particular, the damper units are arranged at the same height in the vertical direction.

Zudem können die Dämpfereinheiten direkt oder indirekt an einer unteren Abstützanordnung des Fahrzeugrahmens befestigt sein.In addition, the damper units can be attached directly or indirectly to a lower support arrangement of the vehicle frame.

Zudem kann der Fahrzeugrahmen so gestaltet sein, dass die oberen Absorbervorrichtungen direkt oder indirekt mit einer oberen Abstützanordnung verbunden sind.In addition, the vehicle frame can be designed so that the upper absorber devices are directly or indirectly connected to an upper support arrangement.

Insbesondere sind die obere Abstützanordnung und die untere Abstützanordnung hinsichtlich ihres möglichen Kollisions-Kraftflusses zumindest teilweise parallel oder spitzwinklig zueinander ausgerichtet.In particular, the upper support arrangement and the lower support arrangement are at least partially aligned parallel or at an acute angle to each other with regard to their possible collision force flow.

Die obere Abstützanordnung und untere Abstützanordnung sind jeweils als voneinander getrennte Trägerstrukturen gestaltet, sodass eine Beaufschlagung der oberen Absorbervorrichtungen und der unteren Absorbervorrichtung zu einer Belastung von separaten Trägerstrukturen führt, und ein Zusammenführen der gedämpften Kollisionskräfte erst in einem Hauptträger des Fahrzeugrahmen stattfindet.The upper support arrangement and the lower support arrangement are each designed as separate support structures, so that loading of the upper absorber devices and the lower absorber device leads to a load on separate support structures, and a merging of the dampened collision forces only takes place in a main support of the vehicle frame.

Die voranstehenden beschriebenen Ausführungsformen können beliebig, jedoch in sinnhafter Weise miteinander kombiniert werden. Beispielsweise erkennt der Fachmann eine Ausführungsform, wobei die oberen Absorbervorrichtungen in Querrichtung ca. 1050 mm beabstandet sind, die untere Absorbervorrichtung unter anderem aus reversiblen Dämpfereinheiten und einem Kollisionsbügel gebildet wird, und von den oberen Absorbervorrichtungen mit einem Absorbervertikalabstand zwischen 455 mm bis 600 mm entfernt ist.The embodiments described above can be combined with one another in any way that makes sense. For example, the person skilled in the art will recognize an embodiment in which the upper absorber devices are spaced apart by approximately 1050 mm in the transverse direction, the lower absorber device is formed from reversible damper units and a collision bar, among other things, and is spaced apart from the upper absorber devices by an absorber vertical distance of between 455 mm and 600 mm.

Kurzbeschreibung der FigurenShort description of the characters

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.The accompanying drawings illustrate embodiments and together with the description serve to explain the principles of the invention. The elements of the drawings are relative to one another and are not necessarily to scale.

Gleiche Bezugszeichen bezeichnen entsprechend ähnliche Teile.

  • Fig. 1 zeigt ein exemplarisches Schienenfahrzeug,
  • Fig. 2 repräsentiert in schematischer Form eine perspektivische Ansicht eines Fahrzeugendes eines Schienenfahrzeugs gemäß Fig. 1,
  • Fig. 3 ist eine perspektivische Ansicht auf das Fahrzeugende gemäß Fig. 2 zusammen mit einem schematisch angedeuteten, weiteren Fahrzeug, und
  • Fig. 4 eine weitere perspektivische Ansicht gemäß Fig. 3.
The same reference numerals designate similar parts.
  • Fig.1 shows an exemplary rail vehicle,
  • Fig.2 represents in schematic form a perspective view of a vehicle end of a rail vehicle according to Fig.1 ,
  • Fig.3 is a perspective view of the vehicle end according to Fig.2 together with another schematically indicated vehicle, and
  • Fig.4 another perspective view according to Fig.3 .

AusführungsbeispieleExamples of implementation

Zur Verdeutlichung des Gesamtzusammenhangs wird in Fig. 1 einen Triebzug mit zwei beispielhaften, mittels Kupplungsvorrichtung 19 zusammengekoppelten Schienenfahrzeugen 1 angeführt. Ein Wagenkasten 7 dieses Schienenfahrzeugs 1 ist über ein Fahrwerk 8 mittels Drehgestellen rollbar auf Schienen 40 gelagert. Beide Schienenfahrzeuge 1 haben je ein Fahrzeugende 6, an welches weitere Schienenfahrzeuge 1 angekoppelt werden können. Die äußere Form des Wagenkastens 7 wird durch eine Verkleidung 11 gebildet.To clarify the overall context, Fig.1 a multiple unit with two exemplary rail vehicles 1 coupled together by means of a coupling device 19. A car body 7 of this rail vehicle 1 is mounted on rails 40 via a chassis 8 by means of bogies. 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.

Alle Angaben von Orten, Richtungen und Ausrichtungen in der vorliegenden Patentanmeldung beziehen sich auf das Schienenfahrzeug 1 im bestimmungsgemäßen Einsatz auf horizontal verlaufenden Schienen 40. Dabei definiert sich eine parallel zu den geraden Schienen 40 ausgerichtete Längsrichtung 2, eine senkrecht zu den Schienen 40 verlaufende horizontale Querrichtung 3 und eine senkrechte Vertikalrichtung 4 des Schienenfahrzeugs 1.All information on locations, directions and alignments in the present patent application refer to the rail vehicle 1 in its intended use on horizontally running rails 40. This defines a longitudinal direction 2 aligned parallel to the straight rails 40, a horizontal transverse direction 3 running perpendicular to the rails 40 and a perpendicular vertical direction 4 of the rail vehicle 1.

Die Fig. 2, Fig. 3 und Fig. 4 verdeutlichen eine mögliche Ausführungsform der Erfindung und zeigen einen schematischen Aufbau eines Fahrzeugendes 6 eines Schienenfahrzeugs 1.The Fig.2 , 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.

Der Wagenkasten 7 des Schienenfahrzeugs 1 umfasst einen Fahrzeugrahmen 5, der, zum Beispiel in Skelettbauweise, eine tragende Struktur des Schienenfahrzeugs 1 bildet. Der Fahrzeugrahmen 5 stützt sich wiederum auf dem Fahrwerk 8 ab, welches auf den Schienen 40 läuft.The car body 7 of the rail vehicle 1 comprises a vehicle frame 5, which, for example in a skeleton construction, forms a supporting structure of the rail vehicle 1. The vehicle frame 5 is in turn supported on the chassis 8, which runs on the rails 40.

In einem dem Fahrzeugende 6 zugewandten Bereich des Fahrzeugrahmens 5 ist eine untere Abstützanordnung 37 und eine obere Abstützanordnung 27 vorgesehen, die mit einem Hauptträger 9 des Fahrzeugrahmen 5 verbunden sind. Diese Abstützanordnungen 37, 27 bilden eine wesentliche Tragstruktur für eine obere Absorbervorrichtung 20 und eine untere Absorbervorrichtung 30.In a region of the vehicle frame 5 facing the vehicle end 6, a lower support arrangement 37 and an upper support arrangement 27 are provided, which are connected to a main beam 9 of the vehicle frame 5. These support arrangements 37, 27 form an essential support structure for an upper absorber device 20 and a lower absorber device 30.

Im Fall einer erwünschten oder unerwünschten Kollision des Schienenfahrzeugs 1 mit einem anderen Fahrzeug oder einem sonstigen Objekt nehmen die Absorbervorrichtung 20 und die Absorbervorrichtung 30 je nach Kollisionsfall daraus resultierende Kräfte auf und leiten diese in gedämpfter Form in einen oder mehrere Hauptträger 9 des Wagenkastens 7 des Schienenfahrzeugs 1 ein.In the event of a desired or undesired collision of the rail vehicle 1 with another vehicle or another object, the absorber device 20 and the absorber device 30 absorb the resulting forces depending on the collision and introduce them in a dampened form into one or more main supports 9 of the car body 7 of the rail vehicle 1.

Die untere Absorbervorrichtung 30 hat primär die Aufgabe, während des Normalbetriebes Kollisionen mit gleichen oder ähnlichen Schienenfahrzeugen, zum Beispiel mit einer Bim (Straßenbahn), oder mit weiteren Verkehrsteilnehmer oder Objekten, zum Beispiel mit einem Kraftfahrzeug, abzumildern. Entsprechend ist die untere Absorbervorrichtung 30 hinsichtlich solcher Kollisionen dimensioniert und angeordnet. Dazu ist ein Wirkmittelpunkt 31 (unterer Wirkmittelpunkt) der unteren Absorbervorrichtung 30 mit einem speziellen Schienenabstand 32 (unterer Schienenabstand) von einer Schienenoberkante 41 der Schienen 40 beabstandet, wobei dieser in der Vertikalrichtung 4 zwischen 300 mm und 700 mm beträgt, bevorzugt zwischen 400 mm und 555 mm.The lower absorber device 30 has the primary task of mitigating collisions with the same or similar rail vehicles, for example with a tram, or with other road users or objects, for example with a motor vehicle, during normal operation. The lower absorber device 30 is accordingly dimensioned and arranged with regard to such collisions. For this purpose, an effective center 31 (lower effective center) of the lower absorber device 30 is spaced from a rail top edge 41 of the rails 40 by a special rail spacing 32 (lower rail spacing), whereby this is between 300 mm and 700 mm in the vertical direction 4, preferably between 400 mm and 555 mm.

Der untere Wirkmittelpunkt 31 repräsentiert einen fiktiven Ort eines summarischen Kraftvektors einer Dämpfungskraft der unteren Absorbervorrichtung 30, welcher einer summarischen Kollisionskraft bei Beaufschlagung der unteren Absorbervorrichtung 30 entgegenwirkt.The lower effective center 31 represents a fictitious location of a summary force vector of a damping force of the lower absorber device 30, which counteracts a summary collision force when the lower absorber device 30 is acted upon.

Im vorliegenden Ausführungsbeispiel setzt sich die untere Absorbervorrichtung 30, neben anderen Komponenten, aus zwei reversiblen Dämpfereinheiten 33 und einem Kollisionsbügel 34 zusammen. Dabei sind zwei Bügelenden 36 des Kollisionsbügels 34 mit jeweils einer reversiblen Dämpfereinheit 33 fest oder lösbar verbunden, wodurch die untere Absorbervorrichtung 30 eine U-förmige Gestalt einnimmt. Der untere Wirkmittelpunkt 31 befindet sich folglich in einer Mitte eines Bügelbereichs 35 des Kollisionsbügels 34.In the present embodiment, the lower absorber device 30 is composed, among other components, of two reversible damper units 33 and a collision bar 34. Two bar ends 36 of the collision bar 34 are each firmly or detachably connected to a reversible damper unit 33, whereby the lower absorber device 30 takes on a U-shaped configuration. The lower effective center 31 is therefore located in the middle of a bar area 35 of the collision bar 34.

Wenn das Schienenfahrzeug 1 mit einem gleichartigen Fahrzeug oder mit einem verhältnismäßig niedrigen Objekt zusammen stößt, und somit der Kollisionsort in Höhe der unteren Absorbervorrichtung 30 liegt, so werden daraus resultierende Kollisionskräfte hauptsächlich durch die untere Absorbervorrichtung 30 über die untere Abstützanordnung 37 in den Fahrzeugrahmen 5 eingeleitet. Somit werden strukturelle Schäden am Wagenkasten 7 oder am Fahrzeugrahmen 5 vermieden, sofern die Kollision die Dämpfungskapazität der unteren Absorbervorrichtung 30 nicht überschreitet.If the rail vehicle 1 collides with a similar vehicle or with a relatively low object, and the collision location is therefore at the level of the lower absorber device 30, the resulting collision forces are mainly introduced into the vehicle frame 5 by the lower absorber device 30 via the lower support arrangement 37. Structural damage to the car body 7 or the vehicle frame 5 is thus avoided, provided that the collision does not exceed the damping capacity of the lower absorber device 30.

Weiterhin ist im Wagenkasten 7 im Bereich eines Fahrzeugendes 6 eine Kabine 10 für einen Fahrzeugführer des Schienenfahrzeugs 1 oder für Passagiere vorgesehen. Gemäß dem vorliegenden Ausführungsbeispiel ist die Kabine 10 mit einer Schutzvorrichtung 12 ausgestattet. Diese leitet mögliche darauf wirkende Kollisionskräfte in einen Hauptträger 9 des Fahrzeugrahmens 6 ein und bildet somit einen Kollisionsschutz für die Fahrerkabine 10. In Vertikalrichtung 4 betrachtet nimmt die Schutzvorrichtung 12 eine U-förmige Gestalt ein, welche unter anderem durch beidseitige Seitenabschnitte 14, einen Stirnabschnitt 13 und den Stirnabschnitt 13 und die Seitenabschnitte 14 verbindende Einstufungen 15 gebildet wird.Furthermore, a cabin 10 for a driver of the rail vehicle 1 or for passengers is provided in the car body 7 in the area of a vehicle end 6. According to the present embodiment, the cabin 10 is equipped with a protective device 12. This directs possible collision forces acting on it into a main support 9 of the vehicle frame 6 and thus forms collision protection for the driver's cabin 10. Viewed in the vertical direction 4, the protective device 12 takes on a U-shaped configuration, which is formed, among other things, by side sections 14 on both sides, a front section 13 and steps 15 connecting the front section 13 and the side sections 14.

Die Einstufungen 15 bedingen zum einen im Kollisionsfall eine optimierte Kraftein- und weiterleitung, und stellen zum anderen einen vorteilhaften Montageort für die obere Absorbervorrichtungen 20 dar. Dabei können die Einstufungen 15 in Querrichtung 3 ausgerichtete Frontflächen 16 aufweisen, an welcher jeweils eine der Absorbervorrichtungen 20 befestigt wird.The classifications 15 require, on the one hand, an optimized force input and transmission in the event of a collision, and, on the other hand, represent an advantageous installation location for the upper absorber devices 20. The gradations 15 can have front surfaces 16 aligned in the transverse direction 3, to each of which one of the absorber devices 20 is attached.

Weiterhin sind die Einstufungen 15 mit einer oberen Versteifungsrippe 18 und mit einer unteren Versteifungsrippe 17 versehen. Einerseits stabilisieren die Versteifungsrippe 17 und 18 die Einstufungen 15 und den Stirnabschnitt 13 im Belastungsfall gegen ein trapezoides Abknicken in Querrichtung 3. Andererseits fungieren sie gleichzeitig als ietterschutz für die oberen Absorbervorrichtungen 20 oder den Kollisionsgegner. Falls einer der Absorbervorrichtungen 20 übermäßig beansprucht werden würde, und eine Ausweichbewegung nach oben oder unten vollzöge, so würde eine solche Ausweichbewegung durch die obere und untere Versteifungsrippe 17 und 18 wesentlich unterbinden werden können. Insbesondere wird dadurch eine in der Kabine 10 befindliche Person vor ausbrechenden Komponententeilen geschützt.Furthermore, the steps 15 are provided with an upper stiffening rib 18 and a lower stiffening rib 17. On the one hand, the stiffening ribs 17 and 18 stabilize the steps 15 and the front section 13 against trapezoidal bending in the transverse direction 3 in the event of a load. On the other hand, they simultaneously act as air protection for the upper absorber devices 20 or the collision opponent. If one of the absorber devices 20 were to be excessively stressed and make an evasive movement upwards or downwards, such an evasive movement could be substantially prevented by the upper and lower stiffening ribs 17 and 18. In particular, this protects a person in the cabin 10 from component parts breaking off.

Die Versteifungsrippe 17, und insbesondere die Versteifungsrippe 18, hat die zusätzliche Funktion, eine günstige Kraftweiterleitung in die obere Abstützanordnung 27 zu ermöglichen. Im vorliegenden Ausführungsbeispiel verbindet die schräg verlaufende, obere Abstützanordnung 27 die untere Versteifungsrippe 17 mit einem Hauptträger 9 des Fahrzeugrahmens 5. Auf diese Weise wird insbesondere eine Deformation der Kabine 10 erschwert.The stiffening rib 17, and in particular the stiffening rib 18, has the additional function of enabling a favorable force transfer to the upper support arrangement 27. In the present embodiment, the obliquely running upper support arrangement 27 connects the lower stiffening rib 17 to a main support 9 of the vehicle frame 5. In this way, deformation of the cabin 10 is made more difficult.

Weiterhin können die Seitenabschnitte 14 als Teil der oberen Abstützanordnung 27 verstanden werden, da die Seitenabschnitte 14, gleich wie die obere Abstützanordnung 27, Kollisionskräfte in den Hauptträger 9, bzw. in einen senkrechten Teil dessen, einleiten können.Furthermore, the side sections 14 can be understood as part of the upper support arrangement 27, since the side sections 14, like the upper support arrangement 27, can introduce collision forces into the main beam 9, or into a vertical part thereof.

Die oberen Absorbervorrichtungen 20 sind gemäß dieses Ausführungsbeispiels jeweils als irreversible Dämpfereinheiten 23 gestaltet, wobei ein äußerer Rohrabschnitt 29 mit einem Flansch, und eine ballige Kontaktfläche 26 mit einem inneren Rohrabschnitt 28 verbunden ist. Der innere und der äußere Rohrabschnitt 28, 29 sind in Radialrichtung miteinander verpresst. Im Fall einer Kollision mit einem entsprechenden Fahrzeug oder Gegenstand wird die Kontaktfläche 26 mit einer Kollisionskraft beaufschlagt, welche bei Überschreitung der Haftkraft zwischen äußerem und innerem Rohrabschnitt 28, 29 zu einer Verschiebung des inneren Rohrabschnitts 28 gegenüber des äußeren Rohrabschnitts 29 führt. Diese reibungsüberwindende Verschiebung baut einen Teil der kinetischen Energie der Kollision ab.According to this embodiment, the upper absorber devices 20 are each designed as irreversible damper units 23, with an outer tube section 29 being connected to a flange and a spherical contact surface 26 being connected to an inner tube section 28. The inner and outer tube sections 28, 29 are pressed together in the radial direction. In the event of a collision with a corresponding vehicle or object, the contact surface 26 is subjected to a collision force which, if the adhesive force between the outer and inner tube sections 28, 29 is exceeded, leads to a displacement of the inner tube section 28 relative to the outer tube section 29. This friction-overcoming displacement dissipates part of the kinetic energy of the collision.

Gemäß eines nicht dargestellten Ausführungsbeispiels sind die oberen Absorbervorrichtungen 20 zumindest teilweise mit reversiblen Dämpfereinheiten und/oder die untere Absorbervorrichtung 30 zumindest teilweise mit irreversiblen Dämpfereinheiten ausgestattet.According to an embodiment not shown, the upper absorber devices 20 are at least partially equipped with reversible damper units and/or the lower absorber device 30 is at least partially equipped with irreversible damper units.

Ein Wirkmittelpunkt 21 einer oberen Absorbervorrichtung 20 (oberer Wirkmittelpunkt 21) kann in analoger Weise zu dem zuvor Beschriebenen in dem Flächenmittelpunkt der oberen Absorbervorrichtung 20 verortet werden.An effective center 21 of an upper absorber device 20 (upper effective center 21) can be located in the surface center of the upper absorber device 20 in an analogous manner to that described above.

Gemäß des gezeigten Ausführungsbeispiels sind beide oberen Absorbervorrichtungen 20 in Vertikalrichtung 4 auf derselben Höhe am Schienenfahrzeug 1 angeordnet. Ein Schienenabstand 22 zwischen oberem Wirkmittelpunkt 21 und der Schienenoberkante 41 (oberer Schienenabstand 22) beträgt vorzugsweise zwischen 940 mm und 1065 mm. Bei einer solchen Ausprägung ist die obere Absorbervorrichtung 20 speziell auf Kollisionen mit einem anderen Schienenfahrzeug 42, ausgelegt, beispielsweise mit ein Schienenfahrzeug des Güter- oder Fernverkehrs (Fig. 3, Fig. 4).According to the embodiment shown, both upper absorber devices 20 are arranged in the vertical direction 4 at the same height on the rail vehicle 1. A rail distance 22 between the upper effective center 21 and the upper edge of the rail 41 (upper rail distance 22) is preferably between 940 mm and 1065 mm. In such a configuration, the upper absorber device 20 is specially designed for collisions with another rail vehicle 42, for example with a rail vehicle for freight or long-distance traffic ( Fig. 3, Fig. 4 ).

Die in Fig. 1 gezeigte Verkleidung 11 des Wagenkastens 7 ist aus Gründen der besseren Erkennbarkeit in Fig. 2, Fig. 3 und Fig. 4 nicht dargestellt. Nichtsdestoweniger umgibt diese das Schienenfahrzeug 1 in den besagten Figuren, wobei die Verkleidung 11 flexible, klappbare oder verschiebbare Abschnitte im Bereich der oberen Absorbervorrichtungen 20 und/oder der unteren Absorbervorrichtung 30 aufweisen kann. Auf diese Weise wird eine nachhaltige Beschädigung, insbesondere der Verkleidung 11, im Falle von tolerierten Kollisionen vermieden.In the Fig.1 For reasons of better recognition, the panel 11 of the car body 7 shown in Fig.2 , Fig. 3 and Fig. 4 not shown. Nevertheless, it surrounds the rail vehicle 1 in the figures mentioned, whereby the cladding 11 can have flexible, foldable or movable sections in the area of the upper absorber devices 20 and/or the lower absorber device 30. In this way, lasting damage, in particular to the cladding 11, is avoided in the event of tolerated collisions.

Wenngleich hierin spezifische Ausführungsformen dargestellt und beschrieben worden sind, liegt es im Rahmen der vorliegenden Erfindung, die gezeigten Ausführungsformen geeignet zu modifizieren, ohne vom Schutzbereich der vorliegenden Erfindung abzuweichen, zum Beispiel indem die irreversiblen Dämpfereinheiten 23 der oberen Absorbervorrichtungen 20 zumindest teilweise oder gänzlich als reversible Dämpfungseinheiten ausgestaltet werden, oder der Kollisionsbügel 34 zweiteilig, verschiebbar oder klappbar ausgeführt ist. Die nachfolgenden Ansprüche stellen einen ersten, nicht bindenden Versuch dar, die Erfindung allgemein zu definieren.Although specific embodiments have been shown and described herein, it is within the scope of the present invention to suitably modify the embodiments shown without departing from the scope of the present invention, for example by designing the irreversible damper units 23 of the upper absorber devices 20 at least partially or entirely as reversible damper units, or by designing the collision bar 34 in two parts, displaceable or foldable. The following claims represent a first, non-binding attempt to define the invention in general.

BezugszeichenReference symbols

11 SchienenfahrzeugRail vehicle 2020 obere Absorbervorrichtungupper absorber device 22 LängsrichtungLongitudinal direction 2121 oberer Wirkmittelpunktupper effective center 33 QuerrichtungTransverse direction 2222 oberer Schienenabstandupper rail distance 44 VertikalrichtungVertical direction 2323 obere Dämpfereinheitupper damper unit 55 FahrzeugrahmenVehicle frame 2424 AbsorbervertikalabstandAbsorber vertical distance 66 FahrzeugendeVehicle end 2525 HorizontalabstandHorizontal distance 77 WagenkastenCar body 2626 KontaktflächeContact surface 88th Fahrwerklanding gear 2727 obere Abstützanordnungupper support arrangement 99 HauptträgerMain beam 2828 innere Rohrabschnittinner pipe section 1010 Kabinecabin 2929 äußerer Rohrabschnittouter pipe section 1111 VerkleidungCladding 1212 SchutzvorrichtungProtective device 3030 untere Absorbervorrichtunglower absorber device 1313 StirnabschnittForehead section 3131 unterer Wirkmittelpunktlower effective center 1414 SeitenabschnittPage section 3232 unterer Schienenabstandlower rail distance 1515 Einstufungclassification 3333 untere Dämpfereinheitlower damper unit 1616 FrontflächeFront surface 3434 KollisionsbügelCollision bar 1717 Untere VersteifungsrippeLower stiffening rib 3535 BügelbereichIroning area 1818 Obere VersteifungsrippeUpper stiffening rib 3636 BügelendeIroning end 1919 KupplungsvorrichtungCoupling device 3737 untere Abstützanordnunglower support arrangement 4040 Schienerail 4141 SchienenoberkanteTop of rail 4242 Weiteres SchienenfahrzeugAdditional rail vehicle

Claims (15)

  1. Rail vehicle (1), comprising
    - a vehicle frame (5), two eccentrically arranged upper absorber devices (20) and a lower absorber device (30), in particular wherein a contact surface (26) of the upper absorber device (20) is rounded,
    - wherein the absorber devices (20, 30) are configured and connected to the vehicle frame (5) in such a way that, in the event of a collision in the longitudinal direction (2) of the rail vehicle (1), kinetic energy of a vehicle involved in the collision can be absorbed and collision-related forces can be introduced into the vehicle frame (5),
    - wherein the absorber devices (20, 30) are arranged parallel to one another without a serial transmission of force from at least one of the upper absorber devices via the lower absorber device into the vehicle frame and vice versa in the event of a collision as intended, and wherein the upper absorber devices (20) are arranged offset in a vertical direction (4) of the rail vehicle (1) with respect to the lower absorber device (30) with an absorber vertical distance (24),
    - wherein the lower absorber device (30) comprises two reversible damper units and serves to buffer collisions with rail vehicles of the same type,
    - wherein a lower centre of action (31) of the lower absorber device (30) has, as intended, a lower rail distance (32) of 200 mm to 700 mm in the vertical direction (4) from a top of rail (41), and
    - wherein an upper centre of action (21) of the upper absorber device (20) has, as intended, an upper rail distance (22) of 750 mm to 1400 mm in the vertical direction (4) from a top of rail (41).
  2. Rail vehicle (1) according to claim 1, wherein the upper absorber devices (20) are arranged at the same height with respect to a vertical direction (4) of the vehicle (1) and are provided in particular symmetrically in the transverse direction (3).
  3. Rail vehicle (1) according to claim 1 or 2, wherein the upper rail spacing (22) is 800 mm to 1200 mm, preferably from 900 mm to 1100 mm.
  4. Rail vehicle (1) according to one of the preceding claims, wherein the lower rail spacing (32) is 300 mm to 650 mm, preferably 400 mm to 555 mm.
  5. Rail vehicle (1) according to one of the preceding claims, wherein a minimum absorber vertical distance (24) of 200 mm, in particular 300 mm, and preferably 455 mm, and/or a maximum absorber vertical distance (24) of 1200 mm, in particular 800 mm, and preferably 600 mm, in the vertical direction (4) is provided between an upper centre of action (21) of one of the upper absorber devices (20) and the lower centre of action (31).
  6. Rail vehicle (1) according to one of the preceding claims, comprising
    - a cabin (10) for passengers and/or for a driver, arranged in the longitudinal direction (2) at one end (6) of the vehicle, and
    - a protection apparatus (12) at least partially surrounding the cabin (10) and formed separately or partially integrally with the vehicle frame (5).
  7. Rail vehicle (1) according to claim 6,
    - wherein the protection apparatus (12) in the transverse direction (3) has at least partially a U-shaped cross-section with two side portions (14) and a front portion (13) and thereby at least partially surrounds the interior (11) in the direction of the vehicle end (6), and
    - wherein the upper absorber devices (20) are arranged on an outer side of the protection apparatus (12) in the region of the front portion (13).
  8. Rail vehicle (1) according to claim 6,
    - wherein the protection apparatus (12) in the transverse direction (3) has at least partially a stepped and U-shaped cross-section with two side portions (14), two steppings (15) and a front portion (13) connected thereto and thereby at least partially surrounds the interior (11) in the direction of the vehicle end (6), and
    - wherein in each case an absorber device (20) is arranged on an outer side of the protection apparatus (12) at at least one stepping (15).
  9. Rail vehicle (1) according to claim 8, wherein at least one lower stiffening rib (18) and/or one upper stiffening rib (17) are each provided on the steppings (15) on an outer side of the protection apparatus (12).
  10. Rail vehicle (1) according to one of the preceding claims, wherein at least one of the absorber devices (20, 30) comprises a reversible damper unit (33), in particular a fluid- dynamic damper.
  11. Rail vehicle (1) according to one of the preceding claims, wherein at least one of the absorber devices (20, 30) comprises an irreversible damper unit (23), in particular a deformation damper.
  12. Rail vehicle (1) according to one of the preceding claims, wherein at least one of the absorber devices (20, 30), in particular the upper absorber device (20), has two absorber structures arranged coaxially to one another and under radial prestress, in particular two cylinders pressed together, which are arranged so as to be displaceable relative to one another in the longitudinal direction (2) when force is applied to the absorber device (20, 30).
  13. Rail vehicle (1) according to one of the preceding claims, wherein at least one of the absorber devices (20, 30), in particular the lower absorber device (30), has two damper units (33) and a collision bracket (34) connecting the damper units (33) in such a way that, in the event of a collision, a force is applied to the damper units (33) at least partially via the collision bracket (34).
  14. Rail vehicle (1) according to one of the preceding claims, wherein the vehicle frame (5) has an upper support arrangement (27) for arranging the upper absorber devices (20) thereon and a lower support arrangement (37) for arranging the lower absorber device (30), wherein these are arranged at least partially designed parallel to one another with respect to the flow of force when force is applied.
  15. Rail vehicle (1) according to one of the preceding claims, wherein an energy absorption capacity of the lower absorber device (30) is 100 to 200kJ, and/or wherein an energy absorption capacity of the upper absorber device (20) is 150 to 250 kJ.
EP19171169.6A 2018-04-27 2019-04-25 Rail vehicle Active EP3560787B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018110243.7A DE102018110243A1 (en) 2018-04-27 2018-04-27 RAIL VEHICLE
ATGM50081/2018U AT16474U1 (en) 2018-04-27 2018-04-27 Crash concept city regio vehicle

Publications (3)

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

Family

ID=66286264

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19171169.6A Active EP3560787B1 (en) 2018-04-27 2019-04-25 Rail vehicle

Country Status (1)

Country Link
EP (1) EP3560787B1 (en)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113928063B (en) * 2021-11-12 2023-06-06 张钰 Vehicle through passage structure of electric bus

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19720329C1 (en) * 1997-05-15 1998-11-05 Abb Daimler Benz Transp Rail vehicle with shock absorbing element device
FR2818224B1 (en) * 2000-12-18 2003-01-24 Alstom RAIL VEHICLE WITH DRIVING CABIN COMPRISING AN ENERGY ABSORBING STRUCTURE SUITABLE FOR COLLISION ABOVE THE VEHICLE CHASSIS
DE10155257B4 (en) * 2001-11-09 2008-02-21 Alstom Lhb Gmbh Collision protection device for rail vehicles
DE102004016216A1 (en) * 2004-04-01 2005-10-20 Siemens Ag Car body of a rail vehicle with a device for targeted absorption of collision energy
DE202006014402U1 (en) * 2006-09-15 2006-11-30 Fahrzeugtechnik Dessau Ag Railroad Technologies Rail vehicle with crash protection for rail travel has detachable energy-absorbing crash box at side alongside vehicle coupling on undeformable cross-bearer
ITTO20060862A1 (en) * 2006-12-04 2008-06-05 Ansaldobreda Spa OBJECTS DEFLECTOR FOR A TRAIN HEAD CARRIAGE
RU2520632C2 (en) * 2008-09-15 2014-06-27 Войс Патент Гмбх Vehicle face part to be attached to front of rail vehicle, in particular to railway vehicle
DE102009034682A1 (en) * 2009-07-24 2011-02-10 Bombardier Transportation Gmbh Rail vehicle with crash absorber arrangement, in particular tram
ITTO20110671A1 (en) * 2011-07-25 2013-01-26 Ansaldobreda Spa COLLASSABLE ELEMENT OF A RAILWAY VEHICLE
CN107901942A (en) * 2017-11-13 2018-04-13 中车长春轨道客车股份有限公司 Speed per hour is 350 kilometers long to compile Motor train unit body Impact Resisting Capability design method

Also Published As

Publication number Publication date
EP3560787C0 (en) 2024-04-17
EP3560787A1 (en) 2019-10-30

Similar Documents

Publication Publication Date Title
EP2534025B1 (en) Crash module for a railway vehicle
EP2183145B1 (en) Shock-proof device for the front or rear region of a track-guided vehicle having at least one energy consumption device
EP2694347B1 (en) Rail vehicle having an attached deformation zone
DE69404205T2 (en) Shock absorbing device
EP1232083B1 (en) Rail vehicle for passenger transportation, especially for local traffic
DE602005004131T2 (en) DEFORMABLE FRAME FOR A VEHICLE CABIN
EP2277762B1 (en) Railway vehicle with crash absorber, in particular tramway
EP1900593A2 (en) Rail vehicle with crash equipment
EP2064104A1 (en) Head module for a rail vehicle
EP2720925B1 (en) Arrangement for deflecting a rail vehicle central buffer coupling unhitched in the course of a collision due to failure of an overload safety device
EP1310416B1 (en) Collision protection device for railway vehicles
EP0612647A1 (en) Device for protection for passengers from injuries during a collision of railway trains
EP1582428A1 (en) Body shell of a railway vehicle, comprising an impact energy absorbing device
DE102017201356A1 (en) Seat support for a vehicle seat
EP3560787B1 (en) Rail vehicle
EP2694348B1 (en) Rail vehicle with deformation zone
DE10121354A1 (en) Front end for a motor vehicle
DE19817861C2 (en) Collision protection device for rail vehicles
EP3670286B1 (en) Carriage and rail vehicle
EP3640113A1 (en) Energy receiving device and rail vehicle
DE19502217C2 (en) Energy consumption system for local rail vehicles, in particular for urban express railways
AT16474U1 (en) Crash concept city regio vehicle
DE102018110243A1 (en) RAIL VEHICLE
DE102017112619A1 (en) Rail vehicle with safety driver's cab
EP1900591A1 (en) Locomotive with deformable part

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: 20200430

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

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: EXAMINATION IS IN PROGRESS

17Q First examination report despatched

Effective date: 20221222

RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: ALSTOM HOLDINGS

P01 Opt-out of the competence of the unified patent court (upc) registered

Effective date: 20230822

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: 20231121

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: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: LANGUAGE OF EP DOCUMENT: GERMAN

Ref country code: DE

Ref legal event code: R096

Ref document number: 502019011045

Country of ref document: DE

U01 Request for unitary effect filed

Effective date: 20240515

P04 Withdrawal of opt-out of the competence of the unified patent court (upc) registered

Free format text: CASE NUMBER:

Effective date: 20240521

U07 Unitary effect registered

Designated state(s): AT BE BG DE DK EE FI FR IT LT LU LV MT NL PT SE SI

Effective date: 20240524