EP3670286A1 - Véhicule remorqué à voyageurs et véhicule ferroviaire - Google Patents

Véhicule remorqué à voyageurs et véhicule ferroviaire Download PDF

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Publication number
EP3670286A1
EP3670286A1 EP19215685.9A EP19215685A EP3670286A1 EP 3670286 A1 EP3670286 A1 EP 3670286A1 EP 19215685 A EP19215685 A EP 19215685A EP 3670286 A1 EP3670286 A1 EP 3670286A1
Authority
EP
European Patent Office
Prior art keywords
energy absorption
passenger
end wall
absorption structure
coach
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP19215685.9A
Other languages
German (de)
English (en)
Other versions
EP3670286B1 (fr
Inventor
Thomas Fecske
Adrian Piasetzki
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alstom Holdings SA
Original Assignee
Bombardier Transportation GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Publication of EP3670286A1 publication Critical patent/EP3670286A1/fr
Application granted granted Critical
Publication of EP3670286B1 publication Critical patent/EP3670286B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G11/00—Buffers
    • B61G11/16—Buffers absorbing shocks by permanent deformation of buffer element
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D1/00—Carriages for ordinary railway passenger traffic
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/20—Communication passages between coaches; Adaptation of coach ends therefor
    • B61D17/22—Communication passages between coaches; Adaptation of coach ends therefor flexible, e.g. bellows
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F1/00—Underframes
    • B61F1/08—Details
    • B61F1/10—End constructions

Definitions

  • the present invention relates to a passenger coach, in particular a passenger coach that complies with a UIC standard, and a multi-unit rail vehicle with a passenger coach.
  • the car body connections between car bodies of a multi-unit rail vehicle for rail passenger transport typically have subassemblies assigned to respective uses, among other things pulling and pushing devices for transmitting tension and pressure force or shock energy absorption, electrical, pneumatic and hydraulic connections, as well as transition devices for people between adjacent cars.
  • the car bodies of a multi-unit rail vehicle can be connected to one another via respective couplings or joints which absorb the longitudinal, transverse and vertical forces occurring between the adjacent car bodies during normal travel of the rail vehicle.
  • at least one energy dissipation element shock dissipation element
  • a buffer to be arranged between adjacent car bodies.
  • a rail vehicle comprising an undercarriage with an end bracket at its longitudinal end portion of the rail car, side bodies, a roof body, side outer panels each disposed on both longitudinal end portions of the rail vehicle and forming the side covers, corner posts extending from the end bracket to the roof body; and intermediate coupling elements, each configured to couple the side outer panel and the corner post, wherein the rigidity of the intermediate coupling elements in a longitudinal direction of the rail vehicle is less than the rigidity of the intermediate coupling elements in a vertical direction.
  • the corner posts can absorb a shock load (converting them into deformation energy) that arises when the rail vehicle crashes.
  • the displacement of the corner post is absorbed by the deformation of the intermediate coupling element located between the side outer panel and the corner post.
  • the deformation of the lateral outer plates can be suppressed.
  • the EP 1 897 775 A1 a body of a rail vehicle that is capable of absorbing the energy generated by the impact at the end of the body.
  • a strength element is arranged along the circumferential direction of the body at the end of the body, another strength element is arranged along the circumferential direction at a position behind the strength element, and rib elements are arranged along the longitudinal direction of the body that connect the two strength elements.
  • An outer plate is also provided for covering.
  • the longitudinal direction of the rib corresponds to the longitudinal direction of the body.
  • the rib elements each consist of two flanges and a web that connects the two flanges, and the side with the web is welded to the outer plate by fillet welding.
  • a notch open towards the flange edge is formed on the flange in the middle of the longitudinal direction of the rib part.
  • the notch is folded down, whereby the rib element is bent in the opposite direction to the side on which the outer plate is attached, so that the collision load can be absorbed sufficiently since the outer plate does not interfere with the buckling of the rib element.
  • this structure requires additional space in Longitudinal direction of the rail vehicle, which is extended without increasing the passenger capacity.
  • EP 0 915 001 A1 A device for connecting car bodies, preferably vehicles for rail passenger transport, characterized in that a rubber bellows-like device is arranged between the ends of the car bodies which are similar to the ring frame and which consists of an elastically deformable, equipped with energy absorption properties and irreversibly plastically deformable after exceeding predetermined load limits with further energy absorption Material consists of integrated into the ring-shaped transmission elements equipped with form spring areas, which transmit the tensile forces to the ends by means of connecting elements and, in conjunction with the material of the device, cause the pressure forces to be distributed evenly to the ends, as well as the load - and do not hinder relative movements of the car bodies caused by the track.
  • additional deformation areas are provided in the car bodies, which limits the applicability of this concept with short car distances between passenger cars, or their design for high throughput loads.
  • WO2002036405A1 an impact energy consumption device for vehicles, in particular for rail vehicles, characterized by means for impact energy absorption, which can be activated or deactivated and the means for impact energy absorption consist in that when the means for shock absorption are activated, a front part of the rail vehicle opposes the direction of impact, in particular against the direction of travel extended, swung out and / or pushed out and the space created by extending, swiveling and / or pushing out the front part is then at least partially, in particular completely, filled with energy absorption elements and / or that at least between two adjacent and spaced-apart parts of the vehicle, in particular between two cars Interstices of a train are at least partially, in particular completely, filled with energy absorption elements.
  • the object of the present invention is to provide a passenger coach for a multi-unit rail vehicle, which allows a reliable dissipation of the energy to be absorbed in a collision with reduced use of materials and / or simple construction, and / or is space-saving.
  • a passenger coach comprises a coach body, having a supporting end wall arranged in an end region of the passenger coach, at least one buffer arranged in the end region of the passenger coach and fixedly connected to the coach body and having a first working direction, and an energy absorption structure, which is connected to the supporting end wall and is set up to absorb energy when the end region of the passenger car is exposed to a pulse transmission acting in the first working direction, which leads to the typically reversible energy absorption capacity of the at least one buffer being exceeded.
  • the energy absorption structure does not affect or even hinder the buffer (s) or other energy absorption devices of the passenger coach in their respective specified mode of operation.
  • the further energy absorption devices can be, for example, an energy absorption device for normal driving, which is integrated into a coupling device connected to the car body for connection to the car body of another passenger car, in particular a corresponding elastomer damper.
  • this energy absorption device can be used to at least partially dampen the tensile and impact forces transmitted via the coupling devices during normal driving, which can occur between the individual car bodies during normal driving.
  • the normal operating load is exceeded, for example when the vehicle collides with an obstacle (crash) or when the vehicle abruptly brakes, these energy absorption devices are inadequate.
  • the buffer can form an energy absorption device.
  • the at least one buffer can act as a crash buffer be designed.
  • the buffer can have an irreversible stroke.
  • the reversible stroke allows the buffer to absorb energy in the event of a pulse until a reversible energy absorption capacity is reached without plastic deformation taking place.
  • the irreversible stroke allows additional energy to be absorbed until an irreversible energy absorption capacity is reached.
  • the energy absorption structure only responds after the (total) energy absorption capacity of the buffers, including any additional energy absorption devices that are present, has been exhausted and the transmitted energy is at least partially absorbed, temporarily stored and / or degraded.
  • the energy absorption structure therefore operates at an (initial or average) force level of at least 400 kN or even at least 500 kN during the pulse transmission.
  • the (average) force level in the energy absorption structure can also depend on the type of rail vehicle, in particular on the (empty) mass of the wagons.
  • the additional, typically reversible energy absorption devices operate at an (initial or average) force level of up to a maximum of a few percent of the force level of the energy absorption structure.
  • the buffer (s) operate at an (initial or average) force level of a maximum of 20% or even only a maximum of 10% of the force level of the energy absorption structure.
  • the force level of the energy absorption structure (as well as the buffers and additional energy absorption devices) can be constant, monotonous or even strictly monotonously increasing over its entire work path.
  • the average force level results from the quotient of the total energy that can be absorbed by the energy absorption structure and the work path available for this purpose.
  • the energy absorption structure is typically designed to be destructive, in particular plastically deformable.
  • the energy consumption of the energy absorption structure is therefore typically irreversible. But it can also be reversible or partially reversible.
  • the energy absorption structures based on plastic deformation can often be dimensioned more easily than e.g. energy absorption structures based on gas-hydraulic energy absorption elements.
  • the (plastically deformable) energy absorption structure has or is formed from at least one sheet metal construction or a construction from light metal extrusion profiles.
  • the energy absorption structure can have steel or aluminum.
  • the energy absorption structure is typically firmly connected to the load-bearing end wall.
  • the energy absorption structure can be detachably connected to the load-bearing end wall, in particular screwed on.
  • the energy absorption structure can also be non-releasably connected to the load-bearing end wall, in particular welded or glued to the load-bearing end wall.
  • the energy absorption structure and the supporting end wall are in a direct or immediate force-transmitting connection.
  • the energy absorption structure can in particular be connected directly to the load-bearing end wall, arranged directly on the load-bearing end wall and / or can be fastened directly to the load-bearing end wall.
  • the passenger coach can have a covering connected to the load-bearing end wall, the energy absorption structure being arranged in a deformation zone formed between the end wall and the covering.
  • the energy absorption structure can form a holding structure for fastening add-on elements, in particular the cladding.
  • the energy absorption structure can form an outer wall of the car end.
  • the energy absorption structure can be configured in such a way that a further energy absorption device of the passenger coach is not impaired in its respective specified mode of action in the event of a pulse transmission.
  • an energy absorption structure that forms a holding structure can be designed to collapse in the event of a crash, the energy absorption capacity of the energy absorption structure being significantly smaller than the energy absorption capacity of the further energy absorption structure.
  • the energy absorption capacity is preferably less than 50%, preferably less than 25%, extremely preferably less than 10% of the energy absorption capacity of the further energy absorption structure.
  • the deformation path of the energy absorption structures is at least as long as the deformation path of the further energy absorption structures.
  • the deformation zone can correspond to a previously unused area in the end area of the passenger coach, which is frequently present in passenger coaches of the comparatively old UIC standards, the crash behavior of which is not completely met by the elastic stroke of the buffer, which does not fully meet modern requirements. Accordingly, an improved crash behavior of these passenger cars can be achieved.
  • the deformation zone is formed by a part of the car body.
  • an existing passenger coach can be retrofitted in accordance with the UIC standard.
  • the energy absorption structure typically has a (main) working direction which is at least substantially parallel to the first working direction.
  • the energy absorption structure in the first working direction typically has a dimension (extension) in a range from 50 mm to 500 mm. It has been shown that with such a dimensioning of the energy absorption structure (and the additional deformation zone), UIC standard-compliant passenger coaches that meet modern crash requirements can be implemented with comparatively simple means.
  • the passenger coach may also have two energy absorption structures (energy absorption substructures), which are typically fixedly connected to the load-bearing end wall, and which are each arranged in one of two deformation zones spaced apart from one another and formed between the end wall and the cladding.
  • energy absorption substructures typically fixedly connected to the load-bearing end wall, and which are each arranged in one of two deformation zones spaced apart from one another and formed between the end wall and the cladding.
  • a bellows is also provided in the end area, in particular in a door and / or transition area, for a further passenger car to be coupled.
  • the bellows can be arranged on the outside of the cladding, wherein the cladding can be arranged between the bellows and the supporting end wall.
  • the bellows can be attached to the energy absorption structure.
  • the bellows serves the comfort of the passengers and is intended to keep the transition closed even on bends.
  • the bellows typically has no (or a negligible impact energy absorbing function that supports the energy absorption structure in the event of a crash). For its sealing function, however, it is favorable if the bellows is attached or arranged as far as possible at the transition area at the end of the car (end area of the passenger car), in particular on the energy absorption structure.
  • a respective Cartesian coordinate system is also shown in the figures, "x" and “y” representing horizontal coordinates or horizontal directions and “z” vertical coordinates or a vertical direction.
  • the x-direction is chosen parallel to a longitudinal axis of the passenger coach shown in each case.
  • the "-x" direction can correspond to a normal direction of travel of the passenger coach in a rail vehicle and / or a working direction of energy absorption structures and / or buffers or a pulse transmission direction on energy absorption structures and / or buffers in the event of a crash.
  • FIG 1A shows a schematic plan view from above or a schematic cross-sectional representation of a passenger coach 100 according to UIC standard 561, type A.
  • Aus For the sake of clarity, only a rear part of the passenger car 100 is provided with an aisle, a toilet, two side door areas 170, and a door and transition area to an adjacent passenger car of the same type, typically immediately adjacent in the x direction (not shown in FIG Figure 1A ).
  • only one left and one right side wall 130 and two exemplary load-bearing end walls 140 arranged in the rear end region 101 are shown of the coach body of the passenger coach.
  • a door area with two sliding doors is located between the left and right end walls 140.
  • a covering 150 for example a GRP covering, is attached to each of the end walls 140, so that a respective deformation zone 120 is formed in the end region 101.
  • the deformation zones 120 can have an extension ⁇ x of 50 mm to 500 mm.
  • the additional size Dx indicates half the carriage spacing (spacing of the panels, corresponds to 75 mm) in accordance with the UIC standard.
  • a respective energy absorption structure 110 is arranged in each of the two deformation zones 120, which is firmly connected to the corresponding end wall 140.
  • the energy absorption structure 110 serves as a holding structure for the cladding 150, furthermore an energy absorption in the event of a crash, in order to enable controlled deformation of the end region 101 of the passenger car.
  • Buffers 10 are provided in the end region of the passenger coach and extend beyond the cladding 150 in the x direction.
  • the buffers 10 have a reversible stroke, by means of which energy can be absorbed without irreversible deformation taking place.
  • the buffers 10 can each have an energy absorption device 180 which, when a predetermined common reversible energy absorption capacity of the two buffers 10 fixedly connected to the car body is exceeded by a typically irreversible one
  • the energy absorption structures 110 are typically designed such that in the event of a pulse transmission in the -x direction to the end region 101 of the passenger vehicle 100 and when a predetermined common reversible energy absorption capacity of the two buffers 10 firmly connected to the vehicle body is exceeded by a typically irreversible (plastic) ) Deformation can absorb an impact energy transmitted during impulse transmission.
  • the deformation path of the energy absorption structures 110 is at least as long as the deformation path of the energy absorption devices 180.
  • the energy absorption structures 110 can also be configured such that their energy absorption is significantly lower than that of the energy absorption devices 180. This ensures that the energy absorption devices 180 function properly.
  • the energy absorption structures 110 typically operate at a common (initial or average) force level of at least 400 kN.
  • the energy absorption structures 110 can be designed as a respective construction from light metal extrusion profiles or other extruded profiles, in particular from aluminum extrusion profiles.
  • the energy absorption structures 110 can, however, also be designed as a respective construction from corresponding steel profiles and or as corresponding steel or aluminum sheet metal structures.
  • a UIC-561-compliant bellows (rubber bead) 20 is arranged on the cover 150 for sealing a transition to the following passenger car.
  • the energy absorption structures 110 can have at least substantially straight side walls, which can be connected to one another by cross struts.
  • the side walls of the energy absorption structures 110a can also be extended or removed. be dented, as shown in the schematic cross-sectional representation of an end region 101a of a passenger car 100a similar to the passenger car 100.
  • the side walls of the energy absorption structures 110b can, however, also be bent or pre-bent, as is shown in the schematic cross-sectional illustration of an end region 101b of a passenger car 100b similar to the passenger car 100.
  • the bellows can also be connected directly to the respective energy absorption structures 110a, 110b.
  • FIG 3A shows a schematic top view or a schematic cross-sectional illustration of a passenger car 200 according to UIC standard 561.
  • the passenger car 200 is similar to that above with reference to FIGS Figures 1A, 1B explained coaches 100.
  • coaches 200 of type Z comply with this standard.
  • the energy absorption structures arranged in the deformation zones 220 can be embodied as described above with reference to FIGS Figures 1B - 2B was explained.
  • Figure 3B illustrates schematic top views of end portions of the above with reference to FIGS Figures 1A to 3A explained coaches 100, 200.
  • a respective typical position of the deformation zones 120, 220 and the side bellows 20 relative to the respective door / transition area 160, 260 is shown.
  • the plastically deformable energy absorption structures arranged in the deformation zones 120, 220 are designed in the z direction in such a way that a major part of the load transmitted during the deformation of the energy absorption structures is dissipated via the underframe of the respective car body.
  • the energy absorption structures can be made weaker over a large area, but also piece by piece or continuously with increasing distance from the base (increasing z-coordinate).

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Transportation (AREA)
  • Vibration Dampers (AREA)
EP19215685.9A 2018-12-17 2019-12-12 Véhicule remorqué à voyageurs et véhicule ferroviaire Active EP3670286B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102018132455.3A DE102018132455A1 (de) 2018-12-17 2018-12-17 Reisezugwagen und Schienenfahrzeug

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EP3670286A1 true EP3670286A1 (fr) 2020-06-24
EP3670286B1 EP3670286B1 (fr) 2023-06-21

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DE (1) DE102018132455A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2022188464A1 (fr) * 2021-03-12 2022-09-15 中车唐山机车车辆有限公司 Voiture et véhicule ferroviaire

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0826569A2 (fr) * 1996-08-30 1998-03-04 Krauss-Maffei Verkehrstechnik GmbH Dispositif de protection contre les chocs pour véhicules ferroviaires
EP0915001A1 (fr) 1997-11-08 1999-05-12 Deutsche Bahn Aktiengesellschaft Connexion entre caisses des wagons
WO2002036405A1 (fr) 2000-11-03 2002-05-10 Bombardier Transportation Gmbh Systeme d'absorption d'energie de choc pour vehicules
US6393999B1 (en) * 1998-01-28 2002-05-28 Siemens Krauss-Maffei Lokomotiven Gmbh Impact protection device for rail vehicles
EP1897775A1 (fr) 2006-09-08 2008-03-12 Hitachi, Ltd. Véhicule ferroviaire avec structure absorbeuse d'énergie
EP1900593A2 (fr) * 2006-09-15 2008-03-19 Fahrzeugtechnik Dessau AG - Railroad Technologies - Véhicule sur rails doté d'un équipement anti-collision
EP2130739A1 (fr) * 2008-06-06 2009-12-09 Bombardier Transportation GmbH Ensemble de châssis de véhicule ferroviaire et carrosserie modulaire pour véhicule ferroviaire
EP2699464A1 (fr) * 2011-04-22 2014-02-26 Ansaldobreda S.p.A. Train pourvu d'interfaces repliables entre les wagons
EP2873579A1 (fr) 2012-07-12 2015-05-20 Kawasaki Jukogyo Kabushiki Kaisha Véhicule ferroviaire

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IT1289877B1 (it) * 1997-01-10 1998-10-19 Costamasnaga Spa Veicolo ferroviario con testata atta a deformarsi in modo controllato se soggetta a rilevanti sollecitazioni di urto
DE102011004800A1 (de) * 2011-02-25 2012-08-30 Siemens Aktiengesellschaft Wagenkasten mit einem Kopf-Formteil aus Kunststoff

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0826569A2 (fr) * 1996-08-30 1998-03-04 Krauss-Maffei Verkehrstechnik GmbH Dispositif de protection contre les chocs pour véhicules ferroviaires
EP0915001A1 (fr) 1997-11-08 1999-05-12 Deutsche Bahn Aktiengesellschaft Connexion entre caisses des wagons
US6393999B1 (en) * 1998-01-28 2002-05-28 Siemens Krauss-Maffei Lokomotiven Gmbh Impact protection device for rail vehicles
WO2002036405A1 (fr) 2000-11-03 2002-05-10 Bombardier Transportation Gmbh Systeme d'absorption d'energie de choc pour vehicules
EP1897775A1 (fr) 2006-09-08 2008-03-12 Hitachi, Ltd. Véhicule ferroviaire avec structure absorbeuse d'énergie
EP1900593A2 (fr) * 2006-09-15 2008-03-19 Fahrzeugtechnik Dessau AG - Railroad Technologies - Véhicule sur rails doté d'un équipement anti-collision
EP2130739A1 (fr) * 2008-06-06 2009-12-09 Bombardier Transportation GmbH Ensemble de châssis de véhicule ferroviaire et carrosserie modulaire pour véhicule ferroviaire
EP2699464A1 (fr) * 2011-04-22 2014-02-26 Ansaldobreda S.p.A. Train pourvu d'interfaces repliables entre les wagons
EP2873579A1 (fr) 2012-07-12 2015-05-20 Kawasaki Jukogyo Kabushiki Kaisha Véhicule ferroviaire

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Title
METROPHIL44: "File:Bombardier Talent 2 in Schwerin.jpg - Wikimedia Commons", 2 April 2016 (2016-04-02), XP055685088, Retrieved from the Internet <URL:https://commons.wikimedia.org/wiki/File:Bombardier_Talent_2_in_Schwerin.jpg> [retrieved on 20200414] *

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2022188464A1 (fr) * 2021-03-12 2022-09-15 中车唐山机车车辆有限公司 Voiture et véhicule ferroviaire

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DE102018132455A1 (de) 2020-06-18
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