EP3670286B1 - Véhicule remorqué à voyageurs et véhicule ferroviaire - Google Patents

Véhicule remorqué à voyageurs et véhicule ferroviaire Download PDF

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Publication number
EP3670286B1
EP3670286B1 EP19215685.9A EP19215685A EP3670286B1 EP 3670286 B1 EP3670286 B1 EP 3670286B1 EP 19215685 A EP19215685 A EP 19215685A EP 3670286 B1 EP3670286 B1 EP 3670286B1
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EP
European Patent Office
Prior art keywords
energy absorbing
passenger
passenger coach
absorbing structure
end wall
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EP19215685.9A
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German (de)
English (en)
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EP3670286A1 (fr
Inventor
Thomas Fecske
Adrian Piasetzki
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Alstom Holdings SA
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Bombardier Transportation GmbH
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Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Publication of EP3670286A1 publication Critical patent/EP3670286A1/fr
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Publication of EP3670286B1 publication Critical patent/EP3670286B1/fr
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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 train carriage, in particular a passenger train carriage that satisfies a UIC standard, and a multi-unit rail vehicle with a passenger train carriage.
  • the car body connections between car bodies of a multi-section rail vehicle for rail passenger transport typically have assemblies assigned to the respective intended use, including traction and buffing devices for tensile and compressive force transmission or impact energy absorption, electrical, pneumatic and hydraulic connections, as well as transition devices for people between adjacent cars.
  • the car bodies of a multi-part 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 absorbing element shock absorbing element
  • a buffer can be arranged between adjacent car bodies. This is intended to protect the car bodies from extreme mechanical loads that could otherwise damage the rail vehicle or even cause it to derail.
  • the survival spaces in the wagons should be preserved and the wagon accelerations (decelerations) should remain below a limit value that allows people to survive in the wagons.
  • a rail vehicle comprising an underframe having an end beam at its rail car longitudinal direction end portion, side bodies, a roof body, side outer panels, each at both Railcar longitudinal direction end portions of the railcar are arranged and form the side shells, corner posts extending from the end beam to the roof body; and intermediate coupling members each configured to couple the side outer panel and the corner post, wherein the rigidity of the intermediate coupling members in a railway vehicle longitudinal direction is lower than the rigidity of the intermediate coupling members in a vertical direction.
  • the corner posts can absorb an impact load (transform into deformation energy) generated when the rail vehicle crashes. When the railway vehicle collides and the corner post deforms, the displacement of the corner post is accommodated by the deformation of the intermediate coupling member located between the side outer panel and the corner post. Thereby, the deformation of the side outer panels can be suppressed.
  • the EP 1 897 775 A1 proposes a rail vehicle body capable of absorbing the energy generated during impact at the end of the body.
  • One strength member is arranged along the circumferential direction of the body at the end of the body, another strength member is arranged along the circumferential direction at a position behind the strength member, and rib members are arranged along the longitudinal direction of the body connecting the two strength members.
  • An outer panel is also provided for covering.
  • the longitudinal direction of the rib corresponds to the longitudinal direction of the body.
  • the rib members each consist of two flanges and a web connecting the two flanges, and the side with the web is fillet welded to the outer panel.
  • a notch opened toward the flange edge is formed on the flange in the middle of the longitudinal direction of the rib portion.
  • the notch is folded down, bending the rib member in the opposite direction to the side to which the outer panel is fixed, so that the collision load can be sufficiently absorbed because the outer panel does not interfere with the buckling of the rib member.
  • this structure requires additional space in the longitudinal direction of the rail vehicle, which is thereby lengthened without increasing the passenger capacity.
  • EP 0 915 001 A1 a device for connecting car bodies, preferably vehicles used for rail passenger transport, characterized in that a device similar to rubber bellows is arranged between annular frame-like ends of car bodies, which consists of an elastically deformable material, which is equipped with energy absorption properties and, after exceeding predetermined load limits, can be irreversibly plastically deformed with further energy absorption
  • the material consists of integrated transmission elements distributed in a ring over the entire cross-section of the car body and equipped with shaped spring areas, which transmit the tensile forces that occur to the ends by means of connecting elements and, in conjunction with the material of the device, the even distribution of the compressive forces effect on the ends, and do not impede the relative movements of the car bodies due to the load and route.
  • additional deformation areas are provided in the car bodies, which limits the applicability of this concept for short car distances between passenger cars, or requires their design for high through loads.
  • an impact energy absorbing device for vehicles in particular for rail vehicles, characterized by means for absorbing impact energy, which can be activated or deactivated and the means for absorbing impact energy consist in the fact that when the means for absorbing impact are activated, a front part of the rail vehicle moves against the direction of impact, in particular against the direction of travel extended, swung out and/or pushed out and the gap created by the extending, swinging out and/or pushing out of the front section is then at least partially, in particular completely filled with energy absorption elements and/or that at least between two adjacent and spaced parts of the vehicle, in particular between two cars of a train are at least partially, in particular completely, filled with energy absorption elements.
  • the EP 1 900 593 A2 a rail vehicle for railway traffic, with crash equipment to protect the driver's cabin in the event of an impact or a frontal collision with an object.
  • the crash equipment has a buffer and a crash box as energy-absorbing elements, which take effect with a time delay.
  • the crash box is firmly connected to the car body and the buffer is attached to its front side.
  • This consists of a plunger, a reversible lifting element connected to it and an irreversible energy-absorbing lifting element, the reversible lifting element being in physical contact with the irreversible lifting element.
  • the crash box is designed as a double-walled, housing-like sheet metal component, the inner and outer walls of which have component weakenings and folds running in the longitudinal direction at locally defined points, such that the crash box deforms during energy absorption due to folding and compression processes. Once the energy has been absorbed, the crash box forms an almost rigid unit together with the buffer, which transfers any longitudinal forces that are still present into the car body.
  • EP 0 826 569 A2 an impact protection device for rail vehicles, wherein energy absorbing elements with a box-like structure and square cross-section are arranged between the main frame and the buffer elements, which serve to compensate for the energy absorbing capacity of the buffer elements exceeding impact energy
  • U.S. 6,393,999 B1 one A rail vehicle crash protection device comprising one or more energy absorbing elements attached to the main frame of the rail vehicle and having a box-like structure.
  • the object of the present invention is to provide a passenger carriage for a multi-section rail vehicle that allows reliable dissipation of the energy to be absorbed in a collision with reduced use of materials and/or structurally simple means, and/or is space-saving.
  • a passenger train car comprises a car body, having a load-bearing end wall arranged in an end area of the passenger train car, at least one buffer arranged in the end area of the passenger train car and firmly connected to the car body, having a first working direction, and an energy absorbing structure which is connected to the load-bearing end wall in a has a direct force-transmitting connection and is set up to absorb energy when the end region of the passenger train carriage is exposed to an impulse transmission acting in the first working direction, which leads to a typically reversible energy absorption capacity of the at least one buffer being exceeded.
  • the kinetic energy to be absorbed when the rail vehicle collides with an obstacle and/or during emergency braking can be reliably reduced with less material used for the car bodies (lighter cars) and thus more cost-effectively than before.
  • hard stops can be avoided. Since the carriages of the rail vehicle can be designed to be lighter, the energies to be absorbed in the event of a collision are also further reduced.
  • neither the buffer(s) nor other energy absorption devices of the passenger carriage are influenced or even impeded in their respective specified mode of operation by the energy absorbing structure.
  • the other energy absorption devices can be, for example, an energy absorption device for normal driving operation integrated into a coupling device connected to the car body for connection to the car body of another passenger train car, in particular a corresponding elastomer damper.
  • This energy absorption device can be used in addition to the buffer(s) 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 brakes abruptly, these energy absorption devices are inadequate.
  • the buffer can form an energy absorption device.
  • the at least one buffer can function as a crash buffer be designed.
  • the buffer can have an irreversible stroke. Due to the reversible stroke, the buffer can absorb energy in the event of an impulse until a reversible energy absorption capacity is reached, without plastic deformation taking place. Additional energy can be absorbed by the irreversible hub until an irreversible energy absorption capacity is reached.
  • the energy absorbing structure responds only after exhausting the (entire) energy absorbing capacity of the buffers, including any additional energy absorbing devices that may be present, and at least partially absorbs, temporarily stores and/or breaks down the transmitted energy.
  • 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 impulse 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 carriage.
  • the additional, typically reversible, energy absorbing devices operate at an (initial or intermediate) force level of at most up to a few percent of the force level of the energy absorbing structure.
  • the buffer(s) operate at a force level (initial or intermediate) of no more than 20% or even no more than 10% of the force level of the energy absorbing structure.
  • the force level of the energy absorbing structure (as well as the buffers and additional energy absorbing devices) can be constant, monotonically or even strictly monotonically increasing over its entire travel.
  • the average force level results from the quotient of the total energy that can be absorbed by the energy absorbing structure and the working distance available for this purpose.
  • the energy absorbing structure is typically designed to be destructive, in particular plastically deformable.
  • the energy absorption of the energy absorption structure is therefore typically irreversible. However, it can also be reversible or partially reversible.
  • the energy absorption structures based on plastic deformation can often be dimensioned more easily than, for example, energy absorption structures based on gas-hydraulic energy absorption elements.
  • the (plastically deformable) energy absorbing structure comprises or is formed from at least a sheet metal construction or a construction from light metal extrusion profiles.
  • Relatively light energy absorbing structures with the desired force levels can thus be implemented in a simple manner or integrated into the touring carriage.
  • the energy absorbing structure can have steel or aluminum.
  • the energy absorbing structure is typically rigidly connected to the load bearing end wall.
  • the energy absorbing structure can be releasably connected to the supporting end wall, in particular screwed.
  • the energy absorbing structure can also be non-detachably connected to the supporting end wall, in particular welded or glued to the supporting 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 be connected directly to the supporting end wall, arranged directly on the supporting end wall and/or attached directly to the supporting end wall.
  • the passenger car may have a panel connected to the load-bearing end panel, with the energy absorbing structure being located in a deformation zone formed between the end panel and the panel.
  • the energy absorbing structure can form a holding structure for fastening add-on elements, in particular the cladding.
  • the energy absorbing structure can form an outer wall of the end of the wagon.
  • the energy absorbing structure can be designed in such a way that a further energy absorbing device of the passenger train carriage is not impaired in its respective specified mode of operation when an impulse is transmitted.
  • an energy absorbing structure forming a holding structure can be designed to collapse in the event of a crash, the energy absorbing capacity of the energy absorbing structure being significantly smaller than the energy absorbing capacity of the other energy absorbing structure.
  • the energy absorption capacity is preferably less than 50%, preferably less than 25%, most 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 additional energy absorption structures.
  • the deformation zone can correspond to a previously unused area in the end area of the passenger carriage, which is often present in passenger carriages of the comparatively old UIC standards, whose crash behavior specified via the elastic stroke of the buffer does not fully meet modern requirements. Accordingly, improved crash behavior of these passenger coaches can be achieved.
  • the deformation zone is formed by a part of the car body.
  • the deformation zone can also be made for the deformation zone to be implemented as an add-on part on the car body.
  • an existing passenger coach can be retrofitted according to the UIC standard.
  • the energy absorbing structure typically has a (main) working direction that is at least essentially parallel to the first working direction.
  • the energy absorbing structure typically has a dimension (extension) in the first working direction in a range from 50 mm to 500 mm. It has been shown that with such a dimensioning of the energy absorbing structure (and the additional deformation zone), passenger coaches that conform to the UIC standard and meet modern crash requirements can be realized with comparatively simple means.
  • the passenger car may also include two energy absorbing structures (energy absorbing substructures), typically fixed to the load-bearing end wall, each located in one of two spaced apart deformation zones defined between the end wall and the fairing.
  • energy absorbing substructures typically fixed to the load-bearing end wall, each located in one of two spaced apart deformation zones defined between the end wall and the fairing.
  • a bellows is also provided in the end area, in particular in a door and/or transition area, for another passenger train to be coupled.
  • the bellows can be arranged on the outside of the fairing, whereby the fairing can be arranged between the bellows and the supporting end wall.
  • the bladder may be attached to the energy absorbing structure.
  • the bellows serve the comfort of the passengers and should keep the transition closed even when cornering.
  • the bellows typically has no impact energy absorbing function (or a negligible one that supports the energy absorbing structure in the event of a crash).
  • For its sealing function it is favorable if the bellows is fastened or arranged as possible in the transition area at the end of the car (end area of the passenger train car), in particular on the energy absorbing structure.
  • a respective Cartesian coordinate system is also shown in the figures, with “x” and “y” representing horizontal coordinates or horizontal directions and “z” representing vertical coordinates or a vertical direction.
  • the x-direction is chosen to be parallel to a longitudinal axis of the passenger train car shown in each case.
  • the "-x" direction can correspond to a normal travel direction of the passenger carriage in a rail vehicle and/or a working direction of energy absorbing structures and/or buffers or an impulse transmission direction to energy absorbing structures and/or buffers in the event of a crash.
  • Figure 1A shows a schematic plan view from above and a schematic cross-sectional view of a passenger coach 100 according to the UIC standard 561, type A.
  • Aus For reasons of clarity, only a rear part of passenger carriage 100 with an aisle, a toilet, two side door areas 170, and a door and transition area to an adjacent passenger carriage of the same type (not shown in Figure 1A ).
  • only a left and a right side wall 130 and two exemplary load-bearing end walls 140 arranged in the rear end area 101 are shown from the car body of the passenger train carriage.
  • between the left and right end walls 140 is a doorway with two sliding doors.
  • a cladding 150 for example a GRP cladding, is attached to each of the end walls 140, so that a respective deformation zone 120 is formed in the end area 101.
  • the deformation zones 120 can have an extent ⁇ x of 50 mm to 500 mm in the direction of the longitudinal axis (x-direction) of the passenger train carriage 100 shown as a dash-dot line.
  • the additionally marked size Dx indicates half the distance between the carriages (distance between the panels, corresponds to 75 mm) according to the UIC standard.
  • each of the two deformation zones 120 there is a respective energy absorbing structure 110 fixedly connected to the corresponding end wall 140 .
  • the energy absorbing structure 110 serves as a holding structure for the covering 150, as well as absorbing energy in the event of a crash, in order to enable controlled deformation of the end region 101 of the passenger train carriage.
  • Buffers 10 are provided in the end area of the passenger train carriage and extend beyond the paneling 150 in the x-direction.
  • the buffers 10 have a reversible stroke, which makes it possible to absorb energy without irreversible deformation taking place.
  • the buffer 10 can each have an energy absorption device 180 which, when a predetermined common reversible energy absorption capacity of the two buffers 10 fixed to the car body is exceeded, by a typically irreversible (Plastic) deformation can absorb impact energy transmitted during momentum transmission.
  • the energy absorbing structures 110 are typically designed in such a way that, in the event of an impulse transmission in the ⁇ x direction to the end region 101 of the passenger train carriage 100 and if a predetermined common reversible energy absorbing capacity of the two buffers 10 fixed to the carriage body is exceeded by a typically irreversible (plastic ) deformation can absorb an impact energy transmitted during momentum 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 absorbing structures 110 can ideally be designed in such a way that their energy absorbing is significantly lower than that of the energy absorbing devices 180 . This ensures that the energy absorption devices 180 function correctly.
  • the energy absorbing structures 110 typically operate at a common (initial or average) force level of at least 400 kN.
  • the energy absorbing structures 110 can be embodied as a respective structure made of light metal extrusion profiles or other extruded profiles, in particular aluminum extrusion profiles.
  • the energy absorbing structures 110 can also be embodied as a respective construction made of appropriate steel profiles and/or as appropriate sheet steel or aluminum constructions.
  • a UIC-561-compliant bellows (rubber bead) 20 is arranged on the covering 150 for sealing a transition to the following passenger train carriage.
  • the energy absorbing structures 110 may have at least substantially straight sidewalls that may be interconnected by cross braces.
  • the side walls of the energy absorbing structures 110a can also be expanded or expanded. be bulged, as shown in the schematic cross-sectional representation of an end region 101a of a passenger car 100 similar to the passenger car 100a.
  • the side walls of the energy absorbing structures 110b can also be bent or pre-kinked, as shown in the schematic cross-sectional illustration of an end region 101b of a passenger train carriage 100b similar to the passenger train carriage 100 .
  • the bellows can also be connected directly to the respective energy absorbing structures 110a, 110b.
  • Figure 3A 12 shows a schematic plan view from above and a schematic cross-sectional view, respectively, of a passenger carriage 200 according to UIC standard 561.
  • the passenger carriage 200 is similar to that referred to in FIGS Figures 1A, 1B passenger car 100 explained.
  • the passenger car 200 of type Z corresponds to this standard.
  • the energy absorption structures arranged in the deformation zones 220 can be designed as described above with reference to FIGS Figures 1B - 2B was explained.
  • Figure 3B illustrates schematic plan views of end portions of the above with reference to FIGS Figures 1A to 3A passenger coaches 100, 200 explained above.
  • a respective typical position of the deformation zones 120, 220 and the lateral bellows 20 in relation to the respective door/transition area 160, 260 is shown.
  • the plastically deformable energy absorbing 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 absorbing structures is dissipated via the underframe of the respective car body.
  • the energy absorbing structures can be flat, they can also be made weaker 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)

Claims (15)

  1. Voiture voyageurs (100, 200), présentant :
    - une caisse de voiture, présentant une paroi d'extrémité (140, 240) porteuse disposée dans une région d'extrémité (101, 201) de la voiture voyageurs (100, 200) ;
    - au moins un tampon (10) disposé dans la région d'extrémité (101, 201) de la voiture voyageurs et relié de manière fixe à la caisse de voiture, présentant une première direction de travail (-x) ; et
    - au moins une structure d'absorption d'énergie (110-110b, 210), laquelle est en liaison de transmission de force directe avec la paroi d'extrémité (140, 240) porteuse et est conçue pour absorber de l'énergie lorsque la région d'extrémité (101, 201) de la voiture voyageurs est exposée à une transmission d'impulsion agissant dans la première direction de travail (-x), laquelle transmission d'impulsion amène à un dépassement d'une capacité d'absorption d'énergie réversible de l'au moins un tampon (10).
  2. Voiture voyageurs (100, 200) selon la revendication 1, dans laquelle la structure d'absorption d'énergie (110-110b, 210) est conçue pour fonctionner, lors de la transmission d'impulsion, à un niveau de force initial d'au moins 400 kN, et/ou pour ne pas interférer avec l'au moins un tampon (10) et/ou au moins un autre dispositif d'absorption d'énergie (180) de la voiture voyageurs (100, 200) dans leur mode d'action spécifique respectif.
  3. Voiture voyageurs (100, 200) selon l'une des revendications précédentes, dans laquelle la structure d'absorption d'énergie (110-110b, 210) est réalisée de manière destructive et/ou peut être déformée plastiquement.
  4. Voiture voyageurs (100, 200) selon l'une des revendications précédentes, comprenant en outre un carénage (150, 250) relié à la paroi d'extrémité (140, 240), dans laquelle la structure d'absorption d'énergie (110-110b, 210) est disposée dans une zone de déformation (120, 220) formée entre la paroi d'extrémité (140, 240) et le carénage (150, 250).
  5. Voiture voyageurs (100, 200) selon l'une des revendications précédentes, dans laquelle la structure d'absorption d'énergie (110-110b, 210) forme une structure de support pour la fixation d'éléments annexes.
  6. Voiture voyageurs (100, 200) selon les revendications 4 et 5, dans laquelle la structure d'absorption d'énergie (110-110b, 210) forme une structure de support pour la fixation du carénage (150, 250).
  7. Voiture voyageurs (100, 200) selon l'une des revendications précédentes, dans laquelle la voiture voyageurs (100, 200) présente deux structures d'absorption d'énergie (110-110b, 210) qui sont respectivement en liaison de transmission de force directe avec la paroi d'extrémité (140, 240) porteuse, dans laquelle les deux structures d'absorption d'énergie sont conçues pour fonctionner, lors de la transmission d'impulsion, à un niveau de force sommaire d'au moins 400 kN, et/ou dans laquelle les deux structures d'absorption d'énergie (110-110b, 210) sont respectivement disposées dans une zone de déformation parmi deux zones de déformation (120, 220) espacées l'une de l'autre et formées entre la paroi d'extrémité (140, 240) et le carénage (150, 250).
  8. Voiture voyageurs (100, 200) selon l'une des revendications précédentes, dans laquelle la structure d'absorption d'énergie (110-110b, 210) respective présente une direction de travail parallèle à la première direction de travail, et/ou dans laquelle la structure d'absorption d'énergie (110-110b, 210) respective présente, dans la première direction de travail, une dimension (Δx) dans une plage allant de 50 mm à 500 mm.
  9. Voiture voyageurs (100, 200) selon l'une des revendications précédentes, dans laquelle la structure d'absorption d'énergie (110-110b, 210) respective présente au moins une construction en tôle ou une construction constituée de profilés d'extrusion en métal léger, et/ou dans laquelle la structure d'absorption d'énergie (110-110b, 210) respective présente de l'acier ou de l'aluminium.
  10. Voiture voyageurs (100, 200) selon l'une des revendications précédentes, dans laquelle la structure d'absorption d'énergie (110-110b, 210) respective est reliée de manière amovible, en particulier est vissée, à la paroi d'extrémité (140, 240) porteuse, ou dans laquelle la structure d'absorption d'énergie (110-110b, 210) respective est reliée de manière non amovible à la paroi d'extrémité (140, 240) porteuse, en particulier est soudée ou collée à la paroi d'extrémité (140, 240) porteuse.
  11. Voiture voyageurs (100, 200) selon l'une des revendications précédentes, dans laquelle la structure d'absorption d'énergie (110-110b, 210) respective est reliée directement à la paroi d'extrémité porteuse et/ou est disposée directement sur la paroi d'extrémité porteuse.
  12. Voiture voyageurs (100, 200) selon l'une des revendications précédentes, dans laquelle la voiture voyageurs (100, 200) satisfait à une norme UIC, en particulier à la norme UIC 561.
  13. Voiture voyageurs (100, 200) selon l'une des revendications précédentes, dans laquelle la voiture voyageurs (100, 200) présente un soufflet (20) dans la région d'extrémité (101, 201), en particulier dans une région de porte et/ou de transition (160, 260) pour une autre voiture voyageurs à accoupler, dans laquelle le soufflet (20) est en particulier fixé à la structure d'absorption d'énergie (110-110b, 210).
  14. Voiture voyageurs (100, 200) selon les revendications 4 et 13, dans laquelle le soufflet (20) est disposé à l'extérieur sur le carénage (150, 250), et/ou dans laquelle le carénage (150, 250) est disposé entre le soufflet (20) et la paroi d'extrémité (140, 240) porteuse.
  15. Véhicule ferroviaire, présentant une voiture voyageurs (100, 200) selon l'une des revendications précédentes.
EP19215685.9A 2018-12-17 2019-12-12 Véhicule remorqué à voyageurs et véhicule ferroviaire Active EP3670286B1 (fr)

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DE102018132455.3A DE102018132455A1 (de) 2018-12-17 2018-12-17 Reisezugwagen und Schienenfahrzeug

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

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CN112849174A (zh) * 2021-03-12 2021-05-28 中车唐山机车车辆有限公司 车厢及轨道车辆

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