EP3847073A1 - Véhicule ferroviaire - Google Patents

Véhicule ferroviaire

Info

Publication number
EP3847073A1
EP3847073A1 EP19765975.8A EP19765975A EP3847073A1 EP 3847073 A1 EP3847073 A1 EP 3847073A1 EP 19765975 A EP19765975 A EP 19765975A EP 3847073 A1 EP3847073 A1 EP 3847073A1
Authority
EP
European Patent Office
Prior art keywords
rail vehicle
passenger cabin
energy
energy dissipation
event
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.)
Withdrawn
Application number
EP19765975.8A
Other languages
German (de)
English (en)
Inventor
Christian Schindler
Michael Kölker
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.)
Rheinisch Westlische Technische Hochschuke RWTH
Original Assignee
Rheinisch Westlische Technische Hochschuke RWTH
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 Rheinisch Westlische Technische Hochschuke RWTH filed Critical Rheinisch Westlische Technische Hochschuke RWTH
Publication of EP3847073A1 publication Critical patent/EP3847073A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • 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
    • B61F1/14—Attaching or supporting vehicle body-structure
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
    • B61D15/06—Buffer cars; Arrangements or construction of railway vehicles for protecting them in case of collisions
    • 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
    • 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
    • B61D17/041—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures with bodies characterised by use of light metal, e.g. aluminium
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance

Definitions

  • the invention relates to a rail vehicle, in particular a railroad car or a tram car with or without its own drive, with at least two undercarriages each having at least one pair of wheels and a car body arranged on the undercarriages, which comprises a passenger cabin and a chassis carrying the undercarriage.
  • a rail vehicle is known from DE 32 31 466 Al.
  • Rail vehicles for the transport of passengers, such as railroad cars and trams, are usually constructed so that they have a car body to accommodate the passengers, this car body being arranged on several, usually two, trolleys. As a rule, such trolleys each have a chassis frame and wheel pairs arranged thereon.
  • Undercarriages consisting of only one pair of wheels and only one spring stage, as are usually found in freight wagons, can also be connected directly to the car body via the spring stage without a chassis frame.
  • the trolleys guide the rail vehicle in the track, so they support the rail vehicle in the track, and transmit the forces that occur between the track and the rail vehicle.
  • undercarriages of rail vehicles can also have a suspension which cushions the chassis frame relative to the axles of the wheel pairs and is referred to as primary suspension.
  • the passenger cabin is generally part of the car body arranged on the running gear, which is typically cushioned relative to the running gear by a so-called secondary suspension.
  • part of the Wagenkas tens is usually an energy dissipation device at both ends of the rail vehicle, which is used to absorb collision forces in the event of an accident.
  • These energy dissipation devices thus limit the rail vehicle at its front or rear end, as seen in the direction of travel, so that in the event of a collision of the rail vehicle with another rail vehicle or with a fixed obstacle, the impact energy can be at least partially absorbed by the energy dissipation devices.
  • a rail vehicle is thus provided with at least two undercarriages each having at least one pair of wheels and one on the undercarriage.
  • ken arranged car body which comprises a passenger cabin and a supporting frame supporting the passenger cabin, characterized in that the undercarriage has at least at one end of the rail vehicle an energy-consuming device limiting the rail vehicle for absorbing collision forces in the event of an accident and the passenger cabin on the base frame is resiliently mounted and is at a distance from the energy dissipation device.
  • such a device is understood as an energy dissipation device for absorbing collision forces in the event of an accident, e.g. due to mechanical deformation and / or friction, in particular mechanical, hydraulic and / or pneumatic friction, can absorb at least partially, preferably completely, impact energy resulting from the collision, in order thus to damage or impair other devices of the rail vehicle, in particular the passenger cabin to avoid or to keep it as low as possible.
  • the trolleys can be single-axle trolleys or two- or double-axle trolleys.
  • a chassis frame is optional for single-axle bogies, while a bogie frame is always provided for two- or double-axle bogies in which the wheel pairs are supported by a primary suspension and by means of which they are rotatably attached to the car body.
  • the latter undercarriages are therefore also referred to as bogies.
  • the wheel pairs can be both wheel sets and alternatively loose or single wheel pairs.
  • Both types of running gear i.e. the single-axle running gear and the bogie, can be equipped with wheel sets or loose or single wheel pairs.
  • the car body is divided in such a way that it comprises a base frame and a passenger cabin which is resiliently mounted on the base frame.
  • the energy dissipation device is only attached to the underframe, so that overall a possibility is created to use a very light passenger cabin, since this does not have to absorb any forces in the event of a collision.
  • the resilient mounting of the passenger cabin on the undercarriage can be realized with the aid of secondary springs which are small, light and not very voluminous. Since the secondary springs are arranged between the underframe and the passenger cabin, their positioning is hardly restricted.
  • the energy-absorbing device is firmly mounted on the base, which has little or no deflection, in the event of a collision with another vehicle of the same type, it always hits the same location, which is also provided with an energy-absorbing device.
  • the secondary springs can be arranged in any number between the underframe and the passenger cabin and are not restricted to the positions of the undercarriages. As a result, the springs can become even smaller and lighter, which significantly improves the possibility of realizing a low entry height
  • the resilient mounting of the passenger cabin on the undercarriage corresponds in principle to the conventional secondary suspension between the car body and the undercarriages, but according to the invention is shifted upwards, namely between the undercarriage and the passenger cabin.
  • a further suspension could be provided between the underframe and the undercarriages.
  • the underframe is connected to the undercarriage without springing.
  • a suspension is already provided between the passenger cabin and the underframe and, moreover, as a rule, but not mandatory for the invention, a primary suspension between the wheel pairs and the driver frame or, in the case of single-axle chassis, is optionally provided between the wheel pairs and the underframe.
  • the base frame can follow different shapes.
  • the underframe is continuously straight and without cranking.
  • the passenger cabin is releasably attached to the underframe.
  • a flat wagon can be achieved which can be used, for example, for container transport in freight transport.
  • the energy dissipation device is also releasably attached to the base frame.
  • the passenger cabin itself does not have to be designed in such a way that it can effectively absorb collision forces in the event of a collision, and can therefore be produced easily and inexpensively, is further supported by the fact that, according to a preferred development of the invention, the energy consumption device is arranged at such a distance from the passenger cabin that there is no contact between the passenger cabin and the energy consuming device even if the energy consuming device is to be deformed in the event of an accident.
  • the safety functions for dissipating the impact energy in the event of a collision are thus completely taken over by the energy dissipation device, without the passenger cabin itself having to have any additional devices for this purpose or having to follow special configurations.
  • the base frame which resiliently supports the passenger cabin, is preferably so stable in comparison with the energy dissipation device that, in the event of an expected collision, only the energy dissipation device is affected, but not the base frame itself is so stable that it experiences little or no mechanical deformation due to the expected collision forces. Due to a distance between the energy consumption device and the passenger cabin, it can thus be achieved that due to the collision, only the energy consumption device is mechanically deformed at the location of its arrangement without being displaced, so that there is no mechanical contact of the energy consumption device with the passenger cabin and thus further impairment of the passenger cabin due to the deforming energy consumption device can be prevented.
  • the invention can already be implemented in that an energy dissipation device is provided at a single end of the rail vehicle. This is particularly advantageous if the vehicle is a multiple unit unit consisting of several individual cars. According to a preferred development of the invention, however, at both ends of the rail vehicle, an energy dissipation device which limits the rail vehicle is provided for absorbing collision forces in the event of an accident. In this way, the rail vehicle is in collision case protected regardless of the direction in which it is traveling or from which side a collision is occurring.
  • single-axle trolleys without a chassis frame are provided, since they are of lower construction, the pairs of wheels of the single-axle trolleys being connected directly to the underframe via primary springs.
  • the bogies have a bogie frame, a suspension being provided between the bogie frame and the axles of the wheel pairs, likewise in accordance with a conventional primary suspension.
  • the primary suspension not only serves the comfort of the passengers but also helps to enable energy-efficient operation by reducing the vertical movements of the vehicle.
  • the passenger cabin is preferably designed to be self-supporting. As also mentioned above, the passenger cabin is preferably also designed without its own energy dissipation device to absorb collision forces in the event of an accident. This enables the passenger cabin to be manufactured from a damp building material, such as aluminum and / or fiber-reinforced plastic, which enables inexpensive production and, moreover, can result in weight savings in the rail vehicle, which can be associated with a further reduction in energy consumption during operation .
  • a damp building material such as aluminum and / or fiber-reinforced plastic
  • the invention can basically be used with any type of chassis.
  • the bogies are preferably biaxial bogies or single-axle bogies.
  • a rail vehicle 1 according to a preferred exemplary embodiment of the invention has a car body 8 which is arranged on two running gears 2.
  • the car body 8 comprises a passenger cabin 9 with doors 10 and windows 11 is provided and serves to accommodate passengers, and a sub frame 12th
  • the passenger cabin 9 is arranged on the underframe 12, and not directly, but in resilient mounting.
  • This resilient mounting is achieved in that springs 15 are provided between the base frame 12 and the passenger cabin 9.
  • These springs 15 correspond to a conventional secondary suspension with the difference that these springs 15 do not spring the entire car body 8 against the undercarriages 2, but instead provide a suspension within the car body 8, namely a suspension of the passenger cabin 9 with respect to the underframe 12 of the car body 8th.
  • the car body 8 also has an energy dissipation device 13 at the front and at the rear end of the rail vehicle 1. This is fixed, but detachably connected to the underframe 12, but is at a distance from the passenger cabin 9. Devices such as energy dissipation devices 13 are provided which, in the event of a collision of the rail vehicle 1 with another rail vehicle or with a fixed obstacle the resulting collision energy is at least partially, preferably completely, absorbed, eg by mechanical deformation and / or by heating.
  • the running gears 2 are each provided with wheel pairs 3 which are fastened to a running gear frame 7 via springs 6 of the primary suspension. In this way, the chassis frame 7 with the components it supports is sprung against the wheel axles 5.
  • the passenger cabin 9 is constructed here as a self-supporting structure in a damp construction, for example made of aluminum and / or a fiber-reinforced plastic.
  • the passenger cabin 9 itself does not have to meet any requirements with regard to possible collision protection, so that the corresponding measures on the passenger can be avoided.
  • cabin 9 a simple and inexpensive manufacture of the passenger cabin 9 chen chen.
  • the underframe 12, on which the passenger cabin 9 with the springs 15 is resiliently mounted, is so stable in comparison with the energy dissipation devices 13 that mechanical collision of the energy dissipation devices 13 occurs in expected collision cases, but usually not to one Deformation of the base 12 itself. Due to the distance between the energy dissipation devices 13 and the passenger cabin 9, the passenger cabin 9 remains undamaged in the best case in the event of a collision, since the stable underframe 12 practically holds the energy dissipation devices 13 in place and these are only mechanically deformed there without getting further towards the center of the rail vehicle 1, that is to say towards the Fahrgastka bine 9.
  • the passenger cabin 9 can, as already mentioned, be made of aluminum and / or fiber-reinforced plastic in a lightweight construction .
  • the lightweight construction of the passenger cabin 9 in turn enables the springs 15 between the underframe 12 and the passenger cabin 9 to be significantly smaller, lighter and less luminous than in the case of a conventional secondary suspension.
  • these springs 15 are not limited to the chassis 2. Rather, these springs 15 can be arranged anywhere between the underframe 12 and the passenger cabin 9, since the subframe can be designed equally in all areas to support the springs 15. The springs 15 can therefore be arranged in any number and at any locations on the base frame 12, which further improves the freedom for the implementation of low-floor structures to achieve a low entry height.

Abstract

L'invention concerne un véhicule ferroviaire (1) comprenant au moins deux mécanismes de roulement (2), comportant chacun au moins une paire de roues (3), et une caisse (8) placée sur les mécanismes de roulement (2), laquelle caisse comprend une cabine de passagers (9) et un châssis (12) supportant la cabine de passagers. Selon l'invention, le châssis (12) comporte au moins à une extrémité du véhicule ferroviaire (1) un dispositif de dissipation d'énergie (13) qui délimite le véhicule ferroviaire (1) et qui est destiné à absorber les forces de collision en cas d'accident, et la cabine de passagers (9) est montée élastiquement sur le châssis (12) et est située à distance du dispositif de dissipation d'énergie (13). De cette manière, il est proposé un véhicule ferroviaire (1) qui est simple et efficace à fabriquer et qui assure un haut niveau de sécurité des passagers avec un bon confort de suspension.
EP19765975.8A 2018-09-04 2019-09-02 Véhicule ferroviaire Withdrawn EP3847073A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018121535.5A DE102018121535A1 (de) 2018-09-04 2018-09-04 Schienenfahrzeug
PCT/EP2019/073376 WO2020048934A1 (fr) 2018-09-04 2019-09-02 Véhicule ferroviaire

Publications (1)

Publication Number Publication Date
EP3847073A1 true EP3847073A1 (fr) 2021-07-14

Family

ID=67909367

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19765975.8A Withdrawn EP3847073A1 (fr) 2018-09-04 2019-09-02 Véhicule ferroviaire

Country Status (3)

Country Link
EP (1) EP3847073A1 (fr)
DE (1) DE102018121535A1 (fr)
WO (1) WO2020048934A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112477893B (zh) * 2020-12-11 2022-05-06 交控科技股份有限公司 轨道车辆的车厢及轨道车辆

Family Cites Families (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE378915C (de) * 1923-08-08 Albert Addicks Wagenkastenlagerung fuer Eisenbahnwagen
DE1012948B (de) * 1954-10-02 1957-08-01 Deutsche Bundesbahn Anordnung zur Abfederung einer Kabine auf einem Schienenfahrzeug, insbesondere auf einem Lokomotivtender
BE569524A (fr) * 1957-07-23
AT308813B (de) * 1971-03-08 1973-07-25 Simmering Graz Pauker Ag Schinenschnellfahrzeug mit Luftkissenabstützung
FI55632C (fi) * 1978-03-20 1979-09-10 Turunen Pekka J Saekerhetsbuffert foer spaorbunden trafik
DE3009571A1 (de) * 1980-03-13 1981-09-24 SNV Studiengesellschaft Nahverkehr mbH, 2000 Hamburg Strassenfahrzeug, dessen frontoberflaeche zumindest zeilweise von einem unter dem aufprall einer person verformbaren werkstoff gebildet ist
CH652669A5 (de) * 1981-11-09 1985-11-29 Inventio Ag Wagenkastenabstuetzung mit einstellbarer querfederung fuer drehgestell-schienenfahrzeuge.
US6845874B2 (en) * 1999-03-12 2005-01-25 Thomas S. Payne Collision attenuating system
US6474489B2 (en) * 1999-03-12 2002-11-05 Thomas S. Payne Collision attenuator
US6814246B2 (en) * 1999-03-12 2004-11-09 Payne Thomas S Collision attenuating system
WO2001068407A1 (fr) * 2000-03-14 2001-09-20 Payne Thomas S Ensemble attenuateur de collision
JP3848227B2 (ja) * 2002-09-02 2006-11-22 株式会社日立製作所 軌条車両
DE102007053477A1 (de) * 2007-05-22 2008-11-27 Braitsch, Günter Kollissionsschutz für Schienenfahrzeuge, Omnibusse und LKWs
AP2015008188A0 (en) * 2012-07-06 2015-01-31 Vale Sa A safety device for railway vehicles

Also Published As

Publication number Publication date
DE102018121535A1 (de) 2020-03-05
WO2020048934A1 (fr) 2020-03-12

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