EP4074574B1 - Dispositif de protection des piétons et véhicule doté d'un tel dispositif de protection des piétons - Google Patents

Dispositif de protection des piétons et véhicule doté d'un tel dispositif de protection des piétons Download PDF

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Publication number
EP4074574B1
EP4074574B1 EP22167903.8A EP22167903A EP4074574B1 EP 4074574 B1 EP4074574 B1 EP 4074574B1 EP 22167903 A EP22167903 A EP 22167903A EP 4074574 B1 EP4074574 B1 EP 4074574B1
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EP
European Patent Office
Prior art keywords
collision
vehicle
protection device
locking
compensation
Prior art date
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Application number
EP22167903.8A
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German (de)
English (en)
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EP4074574A1 (fr
Inventor
Michael Petto
Harald Hofmann
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Alstom Holdings SA
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Alstom Holdings SA
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Publication of EP4074574A1 publication Critical patent/EP4074574A1/fr
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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
    • B61F19/00—Wheel guards; Bumpers; Obstruction removers or the like
    • B61F19/04—Bumpers or like collision guards

Definitions

  • the present invention relates to a run-over protection device for a vehicle and a vehicle with such a run-over protection device.
  • a vehicle is designed for mass transport of people, for example as part of local public transport, designed as a tram.
  • rail vehicles can collide in an undesirable manner with people, animals and/or objects during their operation.
  • rail vehicles are equipped with protective devices in order to keep negative consequences for those involved in the accident as low as possible.
  • rail vehicles are equipped with front aprons, which are intended to close a gap-shaped opening between the rail vehicle and a floor as far as possible, so that the risk of a person involved in an accident being trapped is reduced.
  • the EP 1 123 851 A1 proposes to reduce the gap-shaped opening in a rail vehicle in the simplest possible way so that people or objects cannot get under the vehicle.
  • the vehicle has a height-adjustable front apron that covers the gap-shaped opening.
  • This movable front apron which is arranged in the area below the front wall or the fixed apron, assumes a middle position when the vehicle is standing or driving on flat rails, whereby the flat rails may also be inclined.
  • the front apron is moved upwards and lowered accordingly when driving over a crest.
  • the publication DE 10 2018 133 181 B3 discloses a personal protection device for attachment to the underside of a rail vehicle, which has at least one airbag module. This consists of a support flap and an airbag, which are intended to protect people in the event of a collision.
  • a front arrangement of a rail vehicle and a method for operating and manufacturing the rail vehicle are described in the publication DE 10 2015 205 283 A1 .
  • the front arrangement points in particular an impact element which absorbs the impact force resulting, for example, from a collision and is movably arranged on a part of a supporting structure of the rail vehicle. During operation of the rail vehicle before a collision, the impact element has a greater ground clearance than after the collision.
  • the publication WO 2021/043752 A1 discloses a protective device for a rail vehicle, which is pivotally mounted with a flap and at least one wheel relative to the vehicle body.
  • the protective device has an elastic restoring element which exerts a restoring force which moves the flap in a direction opposite to the vehicle body.
  • the publication WO 2017/013831 A1 deals with a device for removing obstacles for rail vehicles.
  • a longitudinal direction, a horizontally extending transverse direction oriented perpendicular to the longitudinal direction and a vertical direction perpendicular thereto are defined, which relate to the vehicle. If such direction information is used in connection with individual components of the vehicle, a reference must be made to the intended installation position of this component in the vehicle used as intended.
  • the intended use of the vehicle can be defined so that the vehicle is positioned on a flat, horizontal and straight surface, for example on a road or on rails.
  • a run-over protection device for a vehicle wherein the run-over protection device comprises a collision element and a bearing device for, in particular flexible, fastening of the collision element to the vehicle.
  • the storage device has suitable fastening elements that can be connected, for example, to a vehicle frame of the vehicle.
  • fastening options and/or locations for connection to the vehicle are also conceivable.
  • the collision element can, for example, be designed as a protective bar, which protects a person involved in an accident or a corresponding object from coming into contact with a chassis or rolling gear of the vehicle. This is achieved by the person involved in the accident or the corresponding object being pushed along with the vehicle by the collision element.
  • the collision element and/or the type, suitability and position of attachment of the collision element to the storage device and/or to the vehicle defines a collision direction.
  • the direction of collision runs counter to the direction of travel and can be understood as the direction from which a collision-related force input acts on the collision element and/or on the vehicle.
  • the collision direction can also contain a further directional component, for example in the vertical direction, in particular if, for example, a pivot arm for fastening the collision element to the bearing device runs in both the horizontal direction and the vertical direction.
  • a vertical component of the collision direction is not more than 50%, in particular not more than 30%, preferably not more than 20%, of a horizontal component of the collision direction.
  • the overrun protection device in particular the bearing device and/or the collision element, is/are designed such that the collision element is, on the one hand, effectively supported on the bearing device in the collision direction, and that the collision element, on the other hand, is at least temporarily and/or partially supported in a compensation direction for executing a compensation movement displaceable, in particular passively displaceable, is supported on the storage device.
  • the overrun protection device does not have any actuators and/or adjusting means for actively raising and/or lowering the collision element in the vertical direction, and/or for actively adjusting a ground clearance between the collision element and the ground.
  • Actuators and/or actuating devices that are attached to the vehicle and are connected to the overrun protection device for activating operation are considered components of the overrun protection device.
  • the storage device is configured in such a way and has a correspondingly designed, activatable and deactivatable locking device, so that the collision element is locked against executing the compensation movement during a collision when the locking device is activated, in particular when the locking device is activated in the collision event.
  • the locking device In a standard operating state, the locking device is not activated, so that the collision element is not locked against execution of the compensation movement.
  • the expression “is effectively supported on the bearing device” in the context of the present invention means that collision forces from the collision element can be introduced into the bearing device and can consequently be diverted into the vehicle via the bearing device.
  • the expression “is effectively supported on the bearing device” can mean that, in addition to the dissipation of forces, a certain relative movement of the collision element in the collision direction can still take place to a defined extent.
  • the locking device is designed in such a way that it can be activated by a relative movement of the collision element and/or a carrier element connected to it in the collision direction.
  • a flexible attachment of the collision element to the storage device with defined allowance of a relative movement necessary for the purpose of activating the locking device, hereinafter referred to as "activation displacement”, is, according to such an embodiment, to be subsumed under the expression "essentially firmly supported on the storage device". .
  • the configuration of the bearing device and the collision element to carry out a compensation movement in the compensation direction means that, on the one hand, a minimum ground distance can be set between the collision element and a floor, and on the other hand, the vehicle can be operated on an uneven floor.
  • floor in this context, viewed in a vertical direction, can be, for example, a surface of a roadway, an upper edge of rails and/or another surface of a floor.
  • minimum ground clearance is a minimum value in the vertical direction of a distance between a lower edge of the collision element and the ground.
  • the aim of the present invention is to keep the minimum ground distance as small as possible, so that in the event of a collision, the probability of a person involved in the accident and/or a corresponding object being trapped between the ground and the collision element is reduced as much as possible.
  • the design of the overrun protection device, in particular the storage device and / or the collision element, such that the collision element is supported on the storage device so that it can be moved at least temporarily in the compensation direction in order to carry out a compensation movement requires that the collision element partially moves in the vertical direction when it comes into contact with the ground through the corresponding floor is postponed. If the actual ground distance is reduced in such a way that the collision element and the ground come into contact with the ground, then the collision element can move with the ground in the vertical direction. It is consciously accepted that this will result in a relative movement contact, in particular a sliding contact, between the collision element and the ground.
  • the collision element can be moved in accordance with the compensation movement in the compensation direction exclusively passively through the actual ground contact.
  • the overrun protection device does not include any active actuators and/or adjusting means for displacing the collision element in the compensation direction.
  • the design of the storage device with the locking device that can be activated and deactivated means that under certain conditions the compensation movement can no longer be carried out by the collision element. This ensures, for example, that the collision element remains essentially in place, particularly in the event of a collision, and the ground clearance does not increase undesirably.
  • the storage device is designed and has the activatable locking device in such a way that the locking device can be activated by an ongoing or imminent collision event.
  • an ongoing or imminent collision event is the cause for the activation of the locking device.
  • the locking device is activated. This can be done, for example, purely passively by a collision, ie a mechanical impact on the collision element triggers the locking device, or actively by, for example, a controller connected to sensors.
  • the overrun protection device has a compensation device.
  • the compensation device is connected to the bearing device and to the collision element in such a way that the collision element is enabled to carry out the compensation movement by means of the compensation device.
  • the compensation device is therefore a flexible connecting device which allows a relative movement of the collision element and the bearing device in the compensation direction, but enables the collision element to be effectively supported on the bearing device in the collision direction.
  • the storage device and/or the locking device in particular in cooperation with the compensation device, is designed such that the locking device can be activated by an actual collision event taking place or by an imminent collision event. If a collision between the collision element and a person, an animal and/or an object is imminent or if a corresponding collision contact already exists, the locking device is locked and a displacement of the collision element in the compensation direction is effectively prevented.
  • the functional causality between imminent and/or actual collision event and activation of the locking device is achieved through a suitable design with technical means, which can be mechanical, electrical, sensory, direct and/or indirect.
  • the overrun protection device can be operated according to the standard operating state, in which the locking device is inactive, with a very small minimum ground clearance between the collision element and the ground, and that in a collision operating state, in which the locking device is active, it is maintained the minimum ground clearance of the collision element can be ensured by the activated locking device and execution of the compensation movement can be prevented. This effectively prevents the collision element from climbing up in the collision operating state.
  • the overrun protection device is equipped with sensor means for detecting an ongoing or imminent collision event.
  • sensor means for detecting an ongoing or imminent collision event.
  • the sensor means are connected to a control unit, which in turn is connected to the locking device.
  • the sensor means can, for example, have a camera, at least one distance sensor, and/or a radar.
  • the control unit is designed in such a way that it can be determined whether a collision is imminent based on measurement data from the sensor means, in particular together with other data from the vehicle, such as the speed.
  • the sensor means can detect an actual collision of the collision element, for example by designing the sensor means as force sensors.
  • the control unit initiates a locking signal. This is forwarded to the locking device and causes the locking device to be activated by activating an activation mechanism.
  • the locking device can have suitable actuating means for actuating the activation mechanism and for activating the activation device.
  • the overrun protection device in particular the locking device, has a locking mechanism that can be actuated by applying force. Actuation of the locking mechanism leads to activation of the locking device.
  • the locking mechanism can be actuated by applying force to the collision element.
  • the overrun protection device is configured in such a way that a collision force, which results from a collision of the collision element with a person, an animal and/or object, is passed on from the collision element, in particular via the compensation device, into the storage device and/or into the locking device.
  • the locking device has the locking mechanism with a locking closure in such a way that the locking closure engages and provides the locking function of the locking mechanism. This means, for example, that the possibility of movement of the compensation device is blocked by the locking function of the locking mechanism.
  • the locking mechanism is based on a positive operating principle.
  • the locking mechanism has a locking pin and a pin receptacle, which form a locking closure. If the locking device is in an inactive operating state, the locking mechanism is not actuated and the locking pin and the locking receptacle cannot come into effective engagement.
  • the locking mechanism includes a frictional operating principle.
  • a reinforcing wedge effect between components of the locking mechanism involved can lead to such normal forces between components of the compensation mechanism, so that movement of these components due to frictional forces is effectively prevented when the locking device is activated.
  • the locking device and/or the locking mechanism are designed in such a way that the locking mechanism is actuated by a force input with an activation force and/or by an input of the activation displacement from the collision element, in particular via the compensation mechanism, into the bearing device and/or into the locking device, and/ or that the locking closure is brought into engagement in the storage device and/or in the locking device by an input of force and/or by an input of the activation displacement from the collision element, in particular via the compensation mechanism.
  • the compensation device has a pivot arm, a pivot bearing and a pivot axis.
  • the collision element is connected to the pivot arm, and the pivot arm is supported on the bearing device so that it can pivot about the pivot axis. Accordingly, the compensation movement is carried out by pivoting the collision element and the pivot arm around the pivot axis.
  • the swivel arm is essentially aligned in the collision direction.
  • the expression “essentially aligned in the collision direction” in this context means that at least 50%, in particular at least 70%, preferably at least 90% of a directional component of a longitudinal axis of the pivot arm are aligned parallel to the collision direction.
  • the compensation device can be designed in a scissor-like manner and acting essentially in the vertical direction, so that the corresponding bearing device and the collision element assume essentially the same position in a longitudinal direction, the bearing device being arranged above the collision element in the vertical direction, and the bearing device and the Collision element are connected to each other using the scissor-like combination device.
  • the collision element can be divided into a collision section and a contact section, and in particular into a fastening section.
  • the collision section is arranged in a direction of travel of the vehicle, and the contact section is provided in such a way that it faces the ground when the run-over protection device is in an assembled state.
  • the fastening section can be provided on a rear side, in the opposite direction to the direction of travel, on the collision element.
  • the collision section can be equipped with damping means. These are designed in such a way that a collision impact can be mitigated.
  • the contact section can be formed with an abrasion layer.
  • abrasion layer means that a specific material layer with a predetermined material thickness is provided on the underside of the collision element, which makes grinding of the collision element on the ground tolerable to a predetermined extent.
  • the abrasion layer can be arranged firmly but releasably on a carrier body of the collision element. This makes it easy to replace the abrasion layer.
  • the storage device and/or the locking device can have prestressing means. These are arranged and configured in such a way that the locking device is in an inactive state by default as long as there is no collision or is imminent.
  • the locking device is always inactive in the standard operating state.
  • the biasing means act in an opposite direction to the activation force and/or activation movement.
  • the locking mechanism may have biasing means 36, which always ensure that the locking closure 33 is not engaged when no collision-related activation force 31 is provided via the collision element 15 and the pivot arm 16.
  • the pretensioning means 36 are arranged on the storage device 20 and/or on the locking device 30 in such a way that a correspondingly provided pretensioning force is aligned against the activation force.
  • a vehicle with a vehicle frame and a run-over protection device according to one or a combination of the embodiments described above is disclosed.
  • the overrun protection device can be arranged on the vehicle frame or on other supporting components of the vehicle in such a way that a minimum ground clearance in a vertical direction of the rail vehicle is not more than 150 mm, in particular not more than 120 mm, preferably not more than 100 mm. It is conceivable to mount the overrun protection device on a further main collision bar, on absorber devices for the further main collision bar, or on corresponding absorber bearings of these absorber devices.
  • the vehicle is designed as a rail vehicle.
  • This rail vehicle has a clutch bearing for arranging a clutch device thereon.
  • the vehicle is part of a multi-unit composite vehicle, whereby the individual vehicles of the composite vehicle can each be connected to one another using such a coupling device.
  • the bearing arrangement of the run-over protection device is fastened to the vehicle in the longitudinal direction of the rail vehicle in an area of the clutch bearing.
  • the arrangement in an area of the clutch bearing means that the overrun protection device and a clutch device can be mounted and fastened to the vehicle simultaneously and next to one another or one behind the other in the longitudinal direction. In this way it is achieved that a coupling device does not have to be dismantled if an overrun protection device is effectively arranged at the same time.
  • the overrun protection device and in particular the compensation mechanism, in particular the pivot arm, is disclosed in the longitudinal direction of the vehicle to be designed to extend so long that the collision element can be arranged in the longitudinal direction in the area of a vehicle front edge.
  • the overrun protection device extends over a relatively long length from the area of the clutch bearing to an area of the front edge of the vehicle. This results in an improved protective effect of the run-over protection device, since people, animals and/or objects involved in the accident are intercepted as far forward as possible in the direction of travel and cannot get under the vehicle.
  • the overrun protection device is designed and arranged on the vehicle in such a way that the pivot arm of the compensation mechanism extends essentially in the longitudinal direction of the vehicle.
  • Fig. 1 shows an example of a tram, with two rail vehicles 100 being coupled to one another using coupling devices 106.
  • a rail vehicle 100 has a front section 112 with a vehicle front edge 111 in a longitudinal direction 101 of the rail vehicle 100.
  • a run-over protection device 10 is arranged at least on the front section 112, in particular directly on the vehicle edge 111.
  • the rail vehicle 100 is arranged to be rollable on rails 114 using bogies 113. Such a position of the rail vehicle 100 on horizontally extending rails 114 corresponds to the intended use of the rail vehicle 100.
  • a proper arrangement of the run-over protection device 10 corresponds to a mounted state of the run-over protection device 10 on the front section 112.
  • the longitudinal direction 101 and a vertical direction 102 of the rail vehicle 100 also become corresponding defined as the longitudinal direction 101 and vertical direction 102 of the overrun protection device 10.
  • the Fig. 2 is a perspective view of the front section 112 in the event of a collision with a person 115, with the run-over protection device 10 successfully fulfilling its function and, according to a first embodiment, being attached to an absorber bearing 110 of the rail vehicle 100.
  • Fig. 3 shows a schematic transverse view of the rail vehicle 100, wherein the run-over protection device 10 is mounted on a vehicle frame 103 of the rail vehicle 100 according to a second embodiment.
  • overrun protection device 10 based on both Fig. 2 and Fig. 3 described in detail, to explain how a storage device 20 of the overrun protection device 10 works, referring to the detailed illustration according to Fig. 4 is resorted to.
  • the overrun protection device 10 is arranged on the rail vehicle 100 in such a way that a minimum ground clearance 104 of the rail vehicle 100 between a floor in a vehicle environment of the rail vehicle 100 and/or rails 114 does not exceed during normal operation.
  • the minimum ground clearance is 104 For example, measured in the vertical direction 102 between a lower edge of a collision element 15 of the run-over protection device 10 and an upper edge of the rails 114.
  • the overrun protection device 10 has a bearing device 20 for supporting the collision element 15 connected thereto, a compensation mechanism being provided between the bearing device 20 and the collision element 15 to enable a compensation movement 13 of the collision element 15 in a compensation direction 12.
  • the compensation movement 12 is carried out by the collision element 15 when the collision element 15 comes into contact with a floor of a vehicle environment of the vehicle 100 and/or with rails 114 in the vertical direction 102.
  • the rail vehicle 100 is very heavily loaded in the front section 112, so that the front section 112 lowers towards the rails 114, and / or if the rail vehicle 100 travels over a rail section with a concave curvature viewed in the vertical direction 102 - for example in a strong one Increase or in the case of a trough passage - a minimum ground clearance 104 between the collision element 15 and the rails 114 can be completely used up. Physical contact then occurs between the collision element 15 and the rails 114.
  • the compensation movement 13 of the collision element 15 is caused and carried out by an approach and the contact of the collision element 15 with the ground and/or with the rails 114.
  • the floor and/or the rails 114 move the collision element 15 upwards in a compensation direction 12 according to the compensation movement 13.
  • the compensation direction 12 can correspond to the vertical direction 102.
  • the compensation direction 12 includes, at least in part, a further directional component in addition to the vertical direction, thereby ensuring that the overall functionality of the overrun protection device 10 is guaranteed.
  • the run-over protection device 10 is mounted on the rail vehicle 100 in such a way that a person 115 (or an animal or object) is pushed along with the rail vehicle 100 by the collision element 15 in the event of a collision. This prevents the person 115 from getting into an area of a bogie 113. This greatly reduces the risk of serious and/or fatal injuries ( Fig. 2 ).
  • a frontal collision essentially runs in a collision direction 11, whereby the frontal collision can run essentially parallel to the longitudinal direction 101.
  • collision components in a transverse direction are to be interpreted in the sense of the collision direction 11, so that the full functionality of the overrun protection device 10 is also provided in the event of such collisions.
  • the compensation device is implemented by a pivot arm 16 with a longitudinal axis 14 and by a pivot bearing 22 in the bearing device 20.
  • the pivot bearing 22 has a pivot axis 21, about which the pivot arm 16 is pivotally attached, if necessary displaceable, in the pivot bearing 22 of the bearing device 20.
  • the pivot axis 22 can be designed essentially perpendicular to the longitudinal direction 101 and/or to the collision direction 11.
  • the collision element 15 is rigidly connected to the pivot arm 16, with flexible, rotatable, displaceable and/or compressible types of connection also being conceivable.
  • the collision element 15 can be subdivided into a collision section 17, a contact section 18 and a fastening section 19.
  • the attachment section 19 serves to establish a physical connection with the pivot arm 16.
  • the collision element 15 is provided such that the collision section 17 is aligned in the collision direction 11 and/or in the direction of travel of the rail vehicle 100 (longitudinal direction 101), and that the contact section 18 faces the ground and/or the rails 114.
  • the collision section 17 may include damping means to mitigate the intensity of a collision.
  • the contact section 18 can be provided with a replaceable abrasion layer, which on the one hand makes a certain amount of abrasion caused by contact between the collision element 15 and the ground tolerable and/or enables a low coefficient of friction in the event of contact.
  • the embodiments of the Fig. 2 and the Fig. 3 differ primarily in the arrangement of the overrun protection device 10 on the rail vehicle 100:
  • the rail vehicle 100 has a vehicle frame 103, a coupling bearing 105 for arranging the coupling device 106, and an absorber bearing 110 for receiving Absorber devices 109.
  • the absorber devices 109 are part of a collision protection device of the rail vehicle 100 and also have a main collision bar 107.
  • This collision protection device serves to mitigate the consequences of collisions, for example with vehicles or larger objects.
  • the main collision bar 107 is provided in the front section 112, which can divert collision forces via the absorber devices 109 into the absorber bearings 110 and thus into the vehicle frame 103.
  • the clutch bearing 105 is located, for example, in a transverse direction of the rail vehicle 100 between the absorber bearings 110.
  • the overrun protection device 10 is attached to the vehicle frame 103 in the area of the absorber bearings 110.
  • the run-over protection device 10 can be mounted on a main support of the vehicle frame 103, so that collision forces from the run-over protection device 10 can be diverted directly into the rail vehicle 100.
  • the overrun protection device 10 on the main collision bar 107 or on a fastening device 108 of the main collision bar 107 between the main collision bar 107 and the absorber devices 109.
  • the latter variant can be advantageous if the fastening device 108 makes it possible to move the main collision bar 107 upwards in the vertical direction 102 in order to allow the coupling device 106 to protrude over the front part 112.
  • the arrangement and design of the overrun protection device 10 is selected such that the collision element 15 is arranged in the longitudinal direction 101 essentially in the area of a vehicle front edge 111 of the front section 112. This prevents a person 115 involved in the accident from getting under the rail vehicle 100.
  • the overrun protection device 10 has a locking device 30, which can effectively prevent the collision element 15 from climbing up in the event of a collision.
  • the locking device 30 can be activated by means of an activation force 31 caused by a collision and/or an activation displacement 32.
  • the locking device 30 has a positive locking mechanism with a locking closure 33.
  • the locking closure 33 is at least partially composed of a locking pin 34 and a displaceable one Locking receptacle 35 together, with the locking closure 33 in engagement when the locking pin 34 engages in the locking receptacle 35.
  • Fig. 4 shows the locking device 30 in an inactive state, since the locking pin 34 and the locking receptacle 35 do not mesh.
  • the locking receptacle 35 In the event of a collision, the locking receptacle 35 is displaced in the collision direction 11 according to an activation shift 32, so that it encompasses the locking pin 34 and thus the locking closure 33 engages. Since the locking pin 34 is firmly connected to the bearing device 20, and since the locking receptacle 35 is so firmly connected to the swivel arm 16, so that the locking receptacle 35 and the swivel arm 16 can only perform a pivoting movement together in the course of the compensation movement 13, the Engagement of the locking receptacle 35 and locking pin 34 blocks a pivoting movement of the pivot arm 16. This means that the compensation movement 13 cannot be carried out in the event of a collision.
  • the entire pivot bearing 22 including the pivot axis 21 can be arranged on the bearing device 20 so that it can be displaced in the collision direction 11. Then the swivel arm 16 can carry out the activation shift 32 together with the swivel axis 21 and with the locking receptacle 35.
  • pivot axis 21 is completely fixed with respect to the storage device 20, but the pivot arm 16 for carrying out the activation displacement 32 is displaceable relative to the pivot axis 21 and rotatable about the pivot axis 21.
  • actuating means are provided inside the swivel arm 16, which are activated in the event of a collision and/or can carry out the activation shift 32, so that the locking closure 33 can be actuated.
  • the locking mechanism may have biasing means 36, which always ensure that the locking closure 33 is not engaged when no collision-related activation force 31 is provided via the collision element 15 and the pivot arm 16.
  • the prestressing means 36 are on the storage device 20 and/or on the locking device 30 arranged so that a correspondingly provided preload force is aligned against the activation force.
  • the locking closure 33 can additionally or alternatively be equipped with frictional active agents.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Mechanical Control Devices (AREA)

Claims (15)

  1. Dispositif de protection contre l'écrasement (10) pour un véhicule, présentant
    - un élément de collision (15) définissant un sens de collision (11), et
    - un dispositif formant palier (20) conçu pour fixer l'élément de collision (15) au véhicule,
    - dans lequel le dispositif de protection contre l'écrasement (10) est conçu de telle sorte que l'élément de collision (15) est appuyé de manière active sur le dispositif formant palier (20) dans le sens de collision (11), et que l'élément de collision (15) est sur le dispositif formant palier (20) appuyé de manière à pouvoir se déplacer dans un sens de compensation (12) pour la réalisation d'un mouvement de compensation (13), et
    - dans lequel le dispositif formant palier (20) est conçu et présente un appareil de blocage (30) pouvant être activé, de telle sorte que l'élément de collision (15) est bloqué en ce qui concerne une réalisation du mouvement de compensation (13) lorsque l'appareil de blocage (30) est activé.
  2. Dispositif de protection contre l'écrasement (10) selon la revendication 1, présentant en outre un appareil de compensation coopérant avec l'élément de collision (15) et avec l'appareil de blocage (30), dans lequel l'appareil de compensation est conçu pour permettre une transmission de force dans le sens de collision (11) et le mouvement de compensation (13) dans le sens de compensation (12).
  3. Dispositif de protection contre l'écrasement (10) selon l'une des revendications précédentes, dans lequel le dispositif formant palier (20) est conçu de telle sorte que l'appareil de blocage (30) peut être activé par un événement de collision ayant lieu ou imminent.
  4. Dispositif de protection contre l'écrasement (10) selon la revendication 3, présentant des moyens de détection permettant de détecter un événement de collision ayant lieu ou imminent, en particulier des moyens de détection sans contact et/ou des capteurs de force, lesquels sont prévus dans et/ou sur l'élément de collision.
  5. Dispositif de protection contre l'écrasement (10) selon l'une des revendications précédentes, dans lequel l'appareil de blocage (30) présente un mécanisme de blocage qui peut être actionné par une sollicitation par une force au moyen de l'élément de collision (15).
  6. Dispositif de protection contre l'écrasement (10) selon la revendication 5, dans lequel le mécanisme de blocage est basé sur un principe d'action par complémentarité de forme.
  7. Dispositif de protection contre l'écrasement (10) selon la revendication 5 ou 6, dans lequel le mécanisme de blocage est basé sur un principe d'action par friction.
  8. Dispositif de protection contre l'écrasement (10) selon l'une des revendications précédentes, dans lequel l'appareil de blocage (30) présente une fermeture de blocage (33) qui peut être amenée en prise par une sollicitation par une force et/ou par une introduction d'un déplacement d'activation au moyen de l'élément de collision (15).
  9. Dispositif de protection contre l'écrasement (10) selon l'une des revendications précédentes 2 à 8, dans lequel l'appareil de compensation présente un bras pivotant (16), un palier pivotant (22) et un axe de pivotement (21), en particulier dans lequel le bras pivotant (16) est orienté sensiblement dans le sens de collision (11).
  10. Dispositif de protection contre l'écrasement (10) selon l'une des revendications précédentes, dans lequel l'élément de collision (15) présente une section de collision (17) dans le sens de collision (11) et une section de contact (18) dans le sens de compensation (12).
  11. Dispositif de protection contre l'écrasement (10) selon la revendication 10, dans lequel la section de contact (18) présente une couche d'abrasion.
  12. Véhicule comportant un châssis de véhicule (103) et un dispositif de protection contre l'écrasement (10) selon l'une des revendications précédentes.
  13. Véhicule selon la revendication 12, dans lequel le dispositif de protection contre l'écrasement (10) est fixé au véhicule de telle sorte qu'une distance minimale par rapport au sol (104) dans un sens vertical (102) du véhicule ferroviaire (100) ne dépasse pas 150 mm, en particulier ne dépasse pas 120 mm, de préférence ne dépasse pas 100 mm.
  14. Véhicule selon la revendication 12 ou 13, formé en tant que véhicule ferroviaire (100) présentant un palier d'accouplement (105) conçu pour le support d'un dispositif d'accouplement (106), dans lequel, dans le sens longitudinal (101) du véhicule ferroviaire (100), l'agencement formant palier (20) est fixé au véhicule dans une zone du palier d'accouplement (105).
  15. Véhicule selon la revendication 14, dans lequel le dispositif de protection contre l'écrasement (10) est conçu de telle sorte que, dans le sens longitudinal (101), l'élément de collision (15) est disposé dans la zone d'un bord avant de véhicule (111).
EP22167903.8A 2021-04-12 2022-04-12 Dispositif de protection des piétons et véhicule doté d'un tel dispositif de protection des piétons Active EP4074574B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102021109054.7A DE102021109054A1 (de) 2021-04-12 2021-04-12 Überfahrschutzvorrichtung und fahrzeug mit einer überfahrschutzvorrichtung

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EP4074574A1 EP4074574A1 (fr) 2022-10-19
EP4074574B1 true EP4074574B1 (fr) 2024-01-31

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EP (1) EP4074574B1 (fr)
DE (1) DE102021109054A1 (fr)
ES (1) ES2977413T3 (fr)
PL (1) PL4074574T3 (fr)

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10005683A1 (de) 2000-02-09 2001-08-16 Siemens Duewag Gmbh Schienenfahrzeug, insbesondere Straßen- oder Stadtbahnwagen für den Nahverkehr
KR100837174B1 (ko) * 2007-03-05 2008-06-11 현대로템 주식회사 장애물 감지장치
DE102011052070A1 (de) * 2011-07-22 2013-01-24 Bombardier Transportation Gmbh Kollisionserfassung bei einem Fahrzeug
DE102015205283A1 (de) 2015-03-24 2016-09-29 Bombardier Transportation Gmbh Frontanordnung eines Schienenfahrzeugs sowie Verfahren zum Betreiben und Herstellen des Schienenfahrzeugs
JP6499759B2 (ja) * 2015-07-23 2019-04-10 川崎重工業株式会社 鉄道車両の排障装置
FR3056177B1 (fr) * 2016-09-21 2020-03-13 Alstom Transport Technologies Dispositif de detection d'obstacle pour un vehicule ferroviaire
DE102018133181B3 (de) 2018-12-20 2020-04-16 Bombardier Transportation Gmbh Personenschutzeinrichtung zum Befestigen an der Unterseite eines Schienenfahrzeuges
FR3100209B1 (fr) 2019-09-03 2022-01-07 Alstom Transp Tech Dispositif de protection pour véhicule ferroviaire

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PL4074574T3 (pl) 2024-06-10
EP4074574A1 (fr) 2022-10-19
DE102021109054A1 (de) 2022-10-13
ES2977413T3 (es) 2024-08-23

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