EP3608197A1 - Climbing safety device with protective shield element - Google Patents

Abstract

Climbing protection device (1, 11, 21, 31) for preventing climbing in the event of a collision for movable or fixed support structures (41) of rail vehicles (40), in particular for freight wagons and / or tank wagons and / or container wagons, which at least in the lateral area Have two railway buffers (3, 4, 43, 44) for absorbing forces when colliding with a rail vehicle, at least two anti-climbing elements (5, 6) being provided, each in the area of the railway buffers (3, 4, 43, 44) can be attached in such a way that they protrude at least partially from the respective railway buffer in and / or against the direction of travel in the area above the railway buffer, characterized in that a protective shield element (2, 12, 22, 32) is arranged between the two anti-climbing elements (5, 6) , the at least part of the area, in particular completely the area between the anti-climbing elements (5, 6) transverse to the direction of travel covers.

Description

The invention relates to a climbing protection device for preventing climbing on collision for movable or fixed support structures of rail vehicles according to the preamble of claim 1 and a rail vehicle according to the preamble of claim 7.

Climbing protection devices on railroad buffers are known from the prior art which, for example, have a horizontally running groove or corrugation structure in the lateral region of rail vehicles, so that when two rail vehicles collide, they clamp together and one rail vehicle does not slide over the other (climb on). can. Different tank wagons offer a reinforcement of the tank wall in case of climbing in the event of a collision or are equipped with additional barriers in front of the tank.

The object of the invention is to be able to provide a particularly effective climbing protection for movable or fixed support structures of rail vehicles, in particular for freight or tank wagons and / or container wagons.

Starting from anti-climbing devices of the type mentioned at the outset, the invention is achieved by the characterizing features of claim 1 or by the characterizing features of claim 7.

Advantageous designs and developments of the invention are possible through the measures mentioned in the dependent claims.

The anti-climbing device according to the invention for preventing climbing in the event of a collision is intended for movable and fixed support structures for rail vehicles, that is to say basically for locomotives or railcars, for freight wagons, but especially for tank wagons and / or container wagons which are equipped with a tank and in which there is basically a high risk of accidents, since tank loads, in particular liquids, can leak in the event of a collision in which one rail vehicle climbs onto another. The same hazard potential exists, of course, in so-called compressed gas wagons, with which gases under pressure or mixed mixtures of gas and liquid gas are transported in a tank. Because there is a risk that the tank wall tears as a result of the direct collision with the climbing vehicle.

In principle, it is also conceivable to use the anti-climbing device according to the invention on solid structures such as buffers. These support structures generally have at least two railroad buffers in the lateral area, that is to say in the area in which the support structures can also come into contact with one another when a car is traveling over the rail, for absorbing forces when they collide with a rail vehicle. If, for example, two rail vehicles are coupled together, the vehicles usually collide with the buffers. With the controlled Coupling the bumps to one another is comparatively weak, however, and the buffers are designed to cushion the bumps in this operating case without the buffers and in particular the rail vehicles being damaged. In the event of undesired collisions during driving, in which the vehicles have much higher speeds and in the event of a collision, significantly higher energies have to be consumed, such railway buffers should also be able to consume at least part of this energy during impact. The railroad buffers can thus ensure that the impact is mitigated and the damage to the rail vehicles and, if necessary, to the people is less, even if the entire energy from the impact cannot be used up by the railroad buffers in the event of severe collisions and violent impacts. With such strong collisions, however, the intention is that the railway buffer is damaged before further damage to the vehicle occurs.

Rather, in the event of violent collisions, the energy during the impact can be so great that one rail vehicle pushes over the other, which is generally a particular problem, since the climbing rail vehicle in a passenger car thus reaches the area in which the occupants are in the area of the tank or in the case of a tank wagon, so there is a risk that a liquid might leak out of the tank.

For this reason, according to the invention, at least two anti-climbing elements are initially provided, each of which can be attached in the area of the railway buffers in such a way that they protrude at least partially in the area above the railway buffers in or against the direction of travel.

Side climbing protection modules usually offer the actual protection against climbing. To do this, they protrude the buffer beyond its deflection path. Otherwise, in the event of a collision, the two opponents of the accident do not sufficiently overlap in the longitudinal direction of the vehicle, but this is necessary so that the desired blocking function between the anti-climbing module and the opposing vehicle / railway buffer occurs in the vertical direction. Now, on the other hand, it is necessary that no snagging may occur in everyday operation and therefore the climbing protection module must not block the regular deflection path under any circumstances. It follows that a lateral anti-climbing module can develop its intended function in particular if it is either installed only once per vehicle end or is designed asymmetrically on both sides to the right and left in the direction of travel in the transverse direction of the vehicle and is always coupled to a corresponding anti-climbing module and thus conjugated , or if it protrudes less than the railway buffer than it represents the end of the regular deflection and the railway buffer is designed as a so-called crash buffer, which has an additional deflection in the form of its crash deformability in the event of stronger collisions and thus allows the required approach between the opponents of the collision.

In order to be able to increase the effectiveness of the anti-climbing protection, a protective shield element is arranged between the two anti-climbing elements that covers at least part of the area, in particular completely, the area between the anti-climbing elements transverse to the direction of travel. This device is initially of a comparably small size structural effort, since either a simple attachment in the lateral area of the support structure is sufficient, possibly even an attachment to the anti-climbing device itself is conceivable.

The climbing protection elements serve first of all to prevent climbing by e.g. Have groove or corrugated structures which run essentially in the horizontal direction. In particular, when two support structures of the same type collide with one another, the anti-climbing devices that are attached to the respective support structures can get caught. So that climbing cannot take place, the corrugated structures that are pressed against each other would have to slide past one another, which is at least not easily possible or requires a great deal of energy. Nevertheless, the anti-climbing elements according to the prior art are conventionally comparatively small.

Basically, there are different approaches to the side climbing protection modules: What they all have in common is that they at least partially protrude above the buffer (optional or / and below). However, they do not necessarily have to have a horizontal corrugated structure for them to get caught. Sometimes it is only a version with only one horizontal level, since it is assumed here that opposite climbing protection modules have a minimal risk of standing in the way of the vehicle in the longitudinal direction. A minimal vertical height offset is enough for them to slide past each other. The "hooking effect" then occurs due to spatial overlap in the longitudinal direction of the vehicle and physical coverage and thus blockage in the vertical Direction after as little vertical movement as possible. Climbing protection modules of this type then do not have any controlled flexibility in the longitudinal direction, but rather are extremely stiff and thus penetrate the collision opponent, if necessary.

In addition, the effectiveness of the anti-climber elements is not always precisely predictable, in particular when two supporting structures of different designs collide, which have different anti-climbing elements or of which one supporting structure is not equipped with anti-climbing elements, for example.

Especially in the case of tank wagons, additional barriers are often built on the rail vehicle directly in front of the tank or the tank wall itself is reinforced again.

According to the invention, the additional protective shield element between the two anti-climbing elements makes it possible for the colliding rail vehicle or its support structure to be intercepted prematurely before the actual climbing takes place. The protective shield element according to the invention forms an additional barrier, since the rail vehicle would have to break through or overcome this protective shield element in the lateral area with the supporting structure. In principle, therefore, it already offers an advantage over a tank wall reinforcement or over a barrier attached to the rail vehicle, since this can only be effective when the rail vehicle has already climbed at least partially.

In addition, it offers a decisive space advantage compared to tank wall reinforcements and, in particular, additional barriers on the rail vehicle, since this area can or should generally be used to enable people to or have to enter this area when working with the rail vehicle.

In addition, the anti-climbing device according to the invention can be used to overcome the technical prejudice that in the lateral area between the railway buffers, any available space must be kept free. In the case of not fully automated coupling of rail vehicles, a person must regularly stand between the respective supporting structures of the rail vehicles in order to monitor or control the coupling process. For this purpose, the two subspaces between the respective railway buffer and the coupling, which is usually attached in the middle of the supporting structure, are available between the supporting structures in the area of the contacting vehicle ends. For safety reasons, this room (the so-called "Bern room") must therefore be kept clear so that the person there is not squeezed when the vehicles are coupled. In the direction of the rail, the distance between the vehicle and a fully pressed-in buffer (i.e. pressed in to the point at which the buffer can at most elastically cushion the impact when coupling) is approximately 30 cm. It is therefore possible to install an additional structure such as a protective element in this area, if necessary, over the entire width of the supporting structure, without thereby injuring the Bern area and endangering the safety of people.

If the Bern area is not required for automated coupling, appropriate structures, such as the protective shield element according to the invention, can be attached anyway.

In one embodiment of the invention, the protective shield element can preferably have its own fastening device for fastening to the rail vehicle. In this way, a fastening which is independent of the fastening of the climbing protection can be obtained, in particular if, in the event of a collision, the impact energy is so great that the railway buffer and / or the supporting structure is / are damaged or destroyed. In addition, an improved support can also be achieved, since the entire width of the support structure or at least a large part thereof may be available for fastening the protective shield element (depending on the type of support structure).

A common fastening device for fastening to the supporting structure can also be provided for at least two or all three components, namely firstly the railway buffer, secondly the anti-climbing element and thirdly the protective shield element, so that the anti-climbing device forms a compact component.

In principle, it is also conceivable to optionally additionally support the protective shield element on the top of the rail vehicle. This measure can be provided if there is sufficient space on the rail vehicle to carry out such a support. Basically, it is sufficient in many cases if the support is carried out only in the edge region of the rail vehicle on its surface. Because the forces when climbing additionally have a component in the vertical direction, a protective shield element can thus be supported even better and more effectively.

The protective shield element can be designed differently depending on the embodiment of the invention. Basically, it can be a closed wall, which can have a high degree of stability and also offers a high degree of shielding, especially against individual parts emerging in the event of a collision. Instead, however, a grid or even a net can in principle be used which, depending on the strength of the grid bars, can bring about a weight advantage. In principle, rods can also be provided instead of a grid. If the bars or bars are too thin, this can not only have a negative effect on the stability, but it can also be difficult to attach such a structure stably. The same fastening problems can occur with a network, which, however, is usually very easy. However, if the bars or rods are comparatively thick or even solid, they can have high bending moments and thus also offer excellent protection against climbing.

In order to be able to increase the effectiveness, stability and resilience once again, the protective shield element can have a cranked section which is inclined away from the rail vehicle and / or the supporting structure, to which the anti-climbing device can be fastened, or is inclined on the impact side. Since such a cranked section is again inclined towards the impact side, it is even more difficult for a climbing vehicle To overcome the obstacle accordingly. The climbing vehicle can thus be intercepted early and effectively.

In addition, in a preferred development of the invention, the protective shield element can also have a claw, which can be attached in particular to the shortened section and which is preferably equipped with a corrugated structure. The corrugated structure offers the additional advantage that this usually horizontal structure has to be overcome. In addition, the corresponding claw is regularly inclined once more on the thrust side, so that an even stronger mechanical obstacle is made available. The effectiveness and safety can thus be improved.

The claw can be produced, for example, by bending, flanging or folding the corresponding area of the protective shield element, that is to say advantageously by means of inexpensive standard methods of metalworking.

As already shown, the protective shield element can in principle also be attached to at least one of the anti-climbing elements. As a result, additional flexibility can be achieved when fastening to the vehicle, since no additional fastening structures are required for the protective shield element. However, it is also conceivable that the protective shield element is additionally or exclusively attached to it.

Accordingly, a rail vehicle according to the invention, in particular a freight wagon, respectively Tank car characterized in that a climbing protection device according to the invention or according to an embodiment of the invention is provided, which is attached to the head piece of the rail vehicle, with at least two railroad buffers for absorbing forces in the event of a collision being present in the lateral area and at least two climbing protection elements in each case are attached in the area of the railway buffers so that they protrude at least partially from the respective railway buffer in or against the direction of travel. The advantages mentioned above can be achieved with such a rail vehicle.

A particular use comes into consideration in connection with a tank car. If the content of the tank car tank poses a special hazard potential, conventional safety measures such as reinforcing the tank wall or an additional barrier can also be added if necessary. In principle, the anti-climbing device according to the invention advantageously does not require the space required for these purposes. In the same way, use with container wagons is possible.

In addition or in addition, the protective shield element on the head side of the rail vehicle can in principle also be supported on the rail vehicle in order to obtain improved mechanical stability in the event of a collision.

embodiments

Fig. 1-4:

verschiedene Aufkletterschutzvorrichtungen gemäß der Erfindung (gesehen in Fahrtrichtung),

Fig. 5

eine Seitenansicht eine Aufkletterschutzvorrichtung gemäß der Erfindung mit gekröpftem Abschnitt und Kralle, sowie

Fig. 6:

eine Darstellung des Berner Raumes bei einem Schienenfahrzeug.

Exemplary embodiments of the invention are shown in the drawings and are explained in more detail below with the specification of further details and advantages. Show in detail:

Fig. 1-4:

various anti-climbing devices according to the invention (viewed in the direction of travel),

Fig. 5

a side view of a climbing protection device according to the invention with a cranked portion and claw, and

Fig. 6:

a representation of the Bern area in a rail vehicle.

The Figures 1-4 show different embodiments of anti-climbing devices according to the invention.

Figure 1 shows a climbing protection device 1 with a protective shield element 2, which is arranged between two railway buffers 3, 4 and their respective climbing protection elements 5, 6. The protective shield element 2 comprises a shield 7 and a cranked section 8. The shield 7 is on the impact side (in Fig. 1 against the plane of the drawing, with the upper edge inclined towards the viewer), but the cranked section 8 is even more inclined. Shield 7 and cranked section 8, that is to say the entire protective shield element 2, are designed as a continuous surface.

Figure 2 shows a similar arrangement with a climbing protection device 11, in which the protective shield element 12 is also arranged between the buffers 3, 4 and the climbing protection elements 5, 6. Furthermore, the protective shield element 12 likewise comprises a shield 17 and a cranked section 18, the cranked section 18 and the shield 17 not being designed as a continuous surface, but instead consisting of horizontally extending rods.

The anti-climbing device 21 comprises a protective shield element 22 with a shield 27 and a cranked section 28, likewise as shown in FIGS Figures 1 and 2 is shown, but shield 27 and cranked section 28 are formed as a lattice structure.

A special embodiment is in Figure 4 shown, in which the anti-climbing device 31 has a protective shield element 32, which is also located between the railway buffers 3, 4 and the anti-climbing elements 5, 6. The shield 37 is arranged completely between the anti-climbing elements 5, 6. However, the cranked section 38 also additionally projects in a horizontal direction beyond the anti-climbing elements 5, 6, so that a supporting structure can be covered over the entire width by the anti-climbing device 31 and, for example, shields the tank of a tank car.

In Figure 5 is shown schematically in side view how the individual sections of a climbing protection device 1 are inclined on the butt side, while the cranked section 8 is inclined even more on the butt side. On this cranked section 8 is in turn followed by a claw 9, which is equipped with horizontally running groove structures.

In Figure 6 again a rail vehicle 40 is shown that has a support structure 41, on which two buffers 43, 44 are arranged in the lateral area, the Bern area in turn is limited by the geometric specification of how far the plungers 45, 46 of the buffers 43, 44 are pressed can be. In addition, a certain distance from the support structure 41 must be specified. The height of the Bern area is usually assumed to be approx. 2 m. Berner Room B is thus shown in broken lines in a top view and consists of two sub-rooms to the right and left of coupling 47, in which a person can be present when coupling.

All of the exemplary embodiments and developments of the invention have in common that a protective shield element is arranged between the two anti-climbing elements and covers at least part of the area between the anti-climbing elements on the transverse direction of travel.

Reference numerals:

1

Aufkletterschutzvorrichtung

2

Shield element

3, 4

Railway buffer

5, 6

Aufkletterschutzelemente

7

sign

8th

cranked section

9

claw

11

Aufkletterschutzvorrichtung

12

Shield element

17

sign

18

cranked section

21

Aufkletterschutzvorrichtung

22

Shield element

27

sign

28

cranked section

31

Aufkletterschutzvorrichtung

32

Shield element

37

sign

38

cranked section

40

track vehicle

41

supporting structure

43, 44

buffer

45, 46

tappet

47

clutch

B

Bern area

Claims (9)

Climbing protection device (1, 11, 21, 31) for preventing climbing in the event of a collision for movable or fixed support structures (41) of rail vehicles (40), in particular for freight wagons and / or tank wagons and / or container wagons, which at least in the lateral area Have two railway buffers (3, 4, 43, 44) for absorbing forces when colliding with a rail vehicle, at least two anti-climbing elements (5, 6) being provided, each in the area of the railway buffers (3, 4, 43, 44) can be attached in such a way that they protrude at least partially from the respective railway buffer in and / or against the direction of travel in the area above the railway buffer, characterized in that a protective shield element (2, 12, 22, 32) is arranged between the two anti-climbing elements (5, 6) , the at least part of the area, in particular completely the area between the anti-climbing elements (5, 6) transverse to the direction of travel covers. Climbing protection device (1, 11, 21, 31) according to claim 1, characterized in that the protective shield element (2, 12, 22, 32) has its own fastening device for fastening to the rail vehicle. Climbing protection device (1, 11, 21, 31) according to one of the preceding claims, characterized in that the protective shield element (2, 12, 22, 32) is designed as: • grid and / or • network and / or • at least two parallel rods and / or • at least partially, especially completely closed wall. Climbing protection device (1, 11, 21, 31) according to one of the preceding claims, characterized in that the protective shield element (2, 12, 22, 32) has a cranked section (8, 18, 28, 38), which in particular from the rail vehicle ( 40) and / or the support structure (41), to which the anti-climbing device can be attached, is inclined away and / or is inclined on the impact side. Climbing protection device (1, 11, 21, 31) according to one of the preceding claims, characterized in that the protective shield element (2, 12, 22, 32) has a claw (9), which in particular on the cranked section (8, 18, 28, 38) is attached, which preferably has a corrugated structure and / or is bent and / or flanged and / or folded. Climbing protection device (1, 11, 21, 31) according to one of the preceding claims, characterized in that the protective shield element (2, 12, 22, 32) is attached to at least one of the climbing protection elements (5, 6) and / or At least one of the railway buffers and / or the climbing protection elements (5, 6) and / or the protective shield elements (2, 12, 22, 32) is provided via a common fastening device. Rail vehicle (40), in particular freight wagons and / or tank wagons and / or container wagons, characterized in that a climbing protection device (1, 11, 21, 31) is provided according to one of the preceding claims, which is attached to the head piece of the rail vehicle (40) at least two railroad buffers (3, 4, 43, 44) for absorbing forces in the event of a collision with a rail vehicle are present, and the at least two anti-climbing elements (5, 6) each are attached in the area of the railway buffers in such a way that they at least partially protrude from the respective railway buffers in and / or against the direction of travel in the area above the railway buffers. Rail vehicle (40) according to one of the preceding claims, characterized in that it is designed as a tank car and / or container wagon and the anti-climbing device (1, 11, 21, 31), in particular the protective shield element (2, 12, 22, 32) , is designed as a mechanical barrier to protect the boiler from impacts in the event of a collision with a rail vehicle. Rail vehicle (40) according to one of the preceding claims, characterized in that the anti-climbing device (1, 11, 21, 31) and / or the protective shield element (2, 12, 22, 32) on the head side of the rail vehicle and / or on the rail vehicle is attached and / or supported.

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