EP4204273A1 - Protection prioritaire à consommation d'énergie réduite - Google Patents

Protection prioritaire à consommation d'énergie réduite

Info

Publication number
EP4204273A1
EP4204273A1 EP20789021.1A EP20789021A EP4204273A1 EP 4204273 A1 EP4204273 A1 EP 4204273A1 EP 20789021 A EP20789021 A EP 20789021A EP 4204273 A1 EP4204273 A1 EP 4204273A1
Authority
EP
European Patent Office
Prior art keywords
buffer
energy
rail vehicle
section
contact
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.)
Pending
Application number
EP20789021.1A
Other languages
German (de)
English (en)
Inventor
Falk Schneider
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.)
Individual
Original Assignee
Individual
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 Individual filed Critical Individual
Publication of EP4204273A1 publication Critical patent/EP4204273A1/fr
Pending legal-status Critical Current

Links

Classifications

    • 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
    • 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
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G11/00—Buffers
    • B61G11/18—Details

Definitions

  • the invention relates to a reduced energy consumption
  • the energy-absorbing buffers serve to convert the kinetic energy introduced in a collision into deformation energy when the reversibly absorbable impact energy is exceeded by the buffer.
  • the structures of the rail vehicles are adapted to this and are designed to absorb certain forces. If higher forces are to be expected in a collision than are covered by the characteristic curve of the energy-absorbing buffer and/or other energy-absorbing elements, then the structures must be designed to be correspondingly stronger and therefore more expensive.
  • the invention relates to an energy-consumption-reduced anti-climbing device for rail vehicles, for arrangement on a rail vehicle in the area of a buffer of the rail vehicle and for preventing the car body of the rail vehicle from being pushed over the car body of a colliding rail vehicle or vice versa, comprising a fastening section for fastening the Climbing protection on the rail vehicle and/or on the buffer and a collision section for mechanical interaction with a climbing protection on the other colliding rail vehicle.
  • the energy absorption-reduced climbing protection z is characterized by the fact that the collision section has a section in the direction of travel or has a finger-like contact and guide section pointing counter to the direction of travel, and one, the contact and guide section with the fastening section connecting, vertically aligned to the direction of support section, wherein the contact and guide section and the support section together, have at least two finger-like structures, which emanate radiating in their extension from a common center.
  • the one in the direction of travel or The collision section pointing counter to the direction of travel with a finger-like contact and guide section forms a comparatively small end face. This creates a high probability that, in the event of a collision, a climbing protection device from the other colliding rail vehicle can drive past this end face and then get caught in the collision section and/or the buffer, or vice versa, its own contact and guide section with the collision section and/or the buffer of the other colliding rail vehicle without colliding with this end.
  • the supporting section which connects the contact and guide section to the fastening section and is aligned vertically to the direction of travel, absorbs the forces acting on the colliding rail vehicle in the event of a collision and transfers them to the car body of the host rail vehicle, either directly and/or via the fastening section and/or via the buffer .
  • Reduced energy consumption means that although a possible occurring encounter fen the front side of the
  • On climbing protection z is in use or not . And this in turn means that the anti-climbing device z does not generate any forces that would affect the energy absorption capacity of the rail vehicle's deformation system and thus its reproducibility.
  • the rail vehicle can be manufactured with the smallest required structural stability and thus in a way that conserves resources and is also cost-effective.
  • the at least two finger-like structures which radiate out from a common center in their extension, widen the capture area of the On anti-climbing protection compared to finger-like structures aligned in parallel.
  • the contact and guiding section and the supporting section together with the finger-like structures preferably form the cross-sectional shape of a hand with fingers arranged one behind the other and angled in the root area at an angle to the back of the hand.
  • This causes excellent mutual interlocking of the climbing protection with a similarly designed climbing protection, the contact and guide section of which should come into the area between its own contact and guide section and the buffer of the associated rail vehicle, or vice versa, for the own contact and guidance section, if this should get into the corresponding area of a colliding rail vehicle.
  • the contact and guide section preferably comprises a plurality of fingers, in particular three to five, arranged next to one another.
  • the finger-like structures or fingers can be connected to one another by means of at least one stiffening element.
  • stiffening element is connected to the fingers on the side of the fingers facing the buffer, e.g. B. in the form of a plate, this can form a sliding surface for another colliding protection against climbing, on which it is secured against climbing but is guided so that it can move freely in the direction of the collision.
  • At least one further stiffening element is formed between at least two fingers, preferably in a vertical alignment to the first stiffening element. This can bring about a further increase in the stiffening effect, in particular against twisting of the fingers.
  • the fingers can also have wedge-like tips at their ends remote from the support section, preferably with a slope pointing predominantly away from the buffer. Together they can form a so-called "arrow" in the transverse direction, i.e. basically a narrow front side of a wedge lying flat on its underside. As a result, they offer an even smaller frontal contact surface through the wedge tip and thus an improvement in the sliding past of two anti-climbing devices in the event of a collision, as well as the lifting of the locally higher positioned of the two colliding ones
  • At least one further stiffening element can be formed between at least two fingers, preferably in a vertical alignment with respect to the first stiffening element.
  • the finger-like contact and guide section viewed from the side, has a further angling, in the way compared to a hand and fingers arranged one behind the other and angled in the root area at an angle to the back of the hand, also angled fingers in the first phalanx, this has the effect an additional improvement in the derivation of the collision forces acting horizontally from the other colliding climbing protection towards the associated buffer.
  • the increase in the number of angles flattens the alignment of the respective adjoining areas with respect to one another and, on the other hand, in the given case of further driving against each other, the caught climber z repeatedly experiences a forced change of direction towards the buffer. This in turn improves the deflection effect of the second angle due to the previously forced change of direction of the trapped climber from the first angle and also increases the wedging effect for the Contact and guidance section of the other colliding
  • the contact and guide section is designed so that it can be arranged in relation to the buffer assigned to it and at a distance from it in the vertical direction, so that there is a free space between the contact and guide section and the buffer to accommodate an identically designed contact and guide section of a colliding, energy consumption-reduced climbing protection z for rail vehicles is designed, with the height of the free space approx. is in the range of 1.3 times to , in particular approximately 1.5 times the height .
  • the length ratio of the side of the contact and guide section facing the buffer and the side of the contact and guide section facing away from the buffer are in particular matched to one another in such a way that, in the event of a collision with another, similar climbing protection, the contact made in the free space - And guiding section of the colliding energy absorption reduced Aufkletterschut indices between the contact and guiding section and the Puf fer of the energy absorption reduced Aufkletterschut ZES is caught in the vertical direction.
  • the contact and guide section is designed so that it can be anodized in relation to the buffer on the rail vehicle assigned to it, so that its tip is positioned so far behind the buffer plate in the longitudinal direction of the buffer that it can develop its energy-absorbing effect unhindered by the energy-absorption-reduced anti-climbing device .
  • the fastening section is in relation to the buffer assigned to it on an energy absorbing element and/or the Buf fer of the rail vehicle formed anodable that the contact and guide section in collision-related deformation of the Puf fer and / or the energy absorbing element in its direction of travel or. against the direction of travel remains aligned, without a deformation of its structure in terms of energy absorption to reduce the collision energy.
  • the anti-climbing device In general, it has proven to be advantageous for the anti-climbing device to protrude forward over the buffer as far as possible, so that it can be mechanically coupled to a climbing collision partner, in particular its buffer, as early as possible and as comprehensively as possible can, or gets caught with the collision opponent.
  • a vertical wedge shape of fingers is provided and a sweep of the anti-climbing protection in the transverse direction in order to maximize the possible overlap length of the anti-climbing protection in the longitudinal direction.
  • the fingers are designed as a stiff, virtually non-deforming spike so that no additional energy input takes place.
  • the arrow at the front minimizes the theoretically possible case that the anti-climb systems meet at exactly the same height. In practice, this case is exacerbated because the vehicles always meet at different heights due to tolerances in the vehicle construction and in the fastening of the deformation systems, wheel set wear and, in particular, in the event of a collision due to dynamic deflection.
  • the anti-climbing device is essentially designed as a stiff spike. Vertically, it has a wedge shape at the top. The height of this wedge is provided as free space of the same size plus further free space for the deformation of the crash buffer. Laterally in the transverse direction, the climbing protection z is arrowed. Furthermore, the length ratios are precisely matched to each other so that they meet Can switch to climbing protection modules of exactly the same design and slide vertically past each other along the wedge shape, and can slide past each other due to the arrow shape in the transverse direction and the coordinated length ratios, and in this way enable or enable the deformation of the crash buffer in the longitudinal direction. do not impede/block .
  • the integrated anti-climbing protection develops almost no deformation and therefore almost no energy absorption.
  • the energy absorption of the deformation system is always sufficiently the same—regardless of whether the anti-climbing device is in use or not.
  • the forces of the anti-climbing device are supported by the tube in the absorber block, which protrudes beyond the level of the fastening flange and is guided through a sleeve, or is supported in an opening and a subsequent shaft in the vehicle.
  • the anti-climbing device were to be presented in such a way that it is vertically stiff but flexible (deformable) in the longitudinal direction, that would also work. In this case, however, the compliance would possibly generate a force that affects the energy absorption capacity. Such an influence can be negative because it affects the reproducibility and requires that the vehicle must be designed for higher forces.
  • a further stabilization, in particular against torques occurring in a collision, can be brought about by at least one finger having a support element on its end close to the support section.
  • the support section can be mechanically energy-transmittingly connected to the energy absorbing element (which is also referred to as a crash box) in such a way that the energy acting in the event of a possible collision of the rail vehicle with another rail vehicle can be transferred into the energy absorbing element ( the crash box ) is initiated .
  • the energy absorbing element which is also referred to as a crash box
  • At least one support element preferably in the form of an angle, can also be arranged on the housing of the energy absorbing element (the crash box), by means of which the area surrounding the connection point of the support element with the housing is protected against the effects of torques occurring in a collision is stabilized, wherein the support element is preferably also attached to a mounting and/or end plate and/or is designed to be able to be supported in relation to a system structure designed on the car body of the rail vehicle in the event of a crash.
  • FIG. 1 An example of a perspective view of an energy absorption-reduced anti-climbing device for rail vehicles, mounted on an energy absorption element and/or a buffer.
  • FIG. 2 The anti-climbing device with reduced energy consumption and the buffer from FIG.
  • FIG. 3 The energy absorbing protection against climbing and a part of the energy absorbing element from FIG. 1 in a side view.
  • Figure 4 A side view of an energy absorption-reduced anti-climbing device for rail vehicles, mounted on an energy absorbing element and/or a buffer, after a collision of the rail vehicle in question with another rail vehicle with a similarly constructed anti-climbing device for rail vehicles, also on an energy absorbing element and/or a buffer mounted.
  • FIG. 5 A perspective view of the arrangement according to FIG.
  • FIG. 6 An oblique top view of the arrangement according to FIG.
  • FIG. 7 A perspective side view of an anti-climbing device with reduced energy absorption, a buffer and a part of the energy absorption element according to FIG. 1, before a collision event.
  • Figure 8 Also a perspective side view of an energy absorption-reduced anti-climbing device, a buffer and part of the energy absorbing element according to Figure 1, before a collision event, but according to an alternative arrangement situation on the rail vehicle, with the energy-absorption-reduced anti-climbing device underneath the buffer arranged .
  • FIG. 1 shows a general representation of a possible arrangement of an energy-absorption-reduced anti-climbing device 1 for a rail vehicle to prevent the car body of the rail vehicle from being pushed over the car body of a colliding rail vehicle or vice versa.
  • This anti-climbing device z 1 is arranged on an energy absorbing element and/or on a buffer 9 in a manner suitable for transmitting forces occurring in the event of a collision between rail vehicles.
  • the buffer 9 can also be designed in such a way that it consumes energy in the event of a collision, in particular to reduce damage, e.g. B. by deformation of material and/or destruction of correspondingly designed structures.
  • the buffer 9 can be fastened to the energy absorbing element 10 and/or to the car body of the rail vehicle in a force-transmitting manner.
  • the energy absorption-reduced anti-climbing device z 1 also includes a collision section 3 for mechanical interaction with an anti-climbing device z on the other colliding rail vehicle.
  • the collision section 3 has a finger-like contact and guide section 4 in the direction of travel or opposite to the direction of travel, viewed from the side, and a support section 5, which connects the contact and guide section 4 to the fastening section 2 and is aligned vertically to the direction of travel.
  • the contact and guide section 4 and the support section 5 together with the finger-like structures form the cross-sectional shape of a hand with fingers arranged one behind the other and bent in the root area at an angle to the back of the hand (cf. FIG. 3).
  • the contact and guiding section 4 can comprise several, in particular three to five, fingers 4.1 arranged next to one another, in the exemplary embodiments shown here four fingers 4.1. These fingers 4.1 are connected to one another in their area facing the buffer by means of at least one stiffening element 4.2, preferably designed as a plate.
  • This stiffening element 4.2 thus forms a sliding surface for a colliding other climbing protection z, along which, in the event of a correspondingly large force against climbing, can slide along caught (see FIGS. 4, 5 and 6).
  • Further stiffening elements 4.3 are arranged vertically to the first stiffening element 4.2 between the fingers 4.1, in particular in order to stabilize them against tilting and/or to absorb or eliminate torques that may possibly occur.
  • the fingers 4 . 1 have wedge-like tips 4 .
  • this incline causes a colliding anti-climbing protection that is positioned locally higher on the one hand to be lifted.
  • it simultaneously causes a downward push of the anti-climbing protection itself to be caught between the other colliding anti-climbing protection and the anti-climbing buffer assigned to it, or in the case of reversed local height positioning with reversed effects.
  • the finger-like contact and guidance section 4 has a bend 4.5, in the same way as with a hand and fingers arranged one behind the other and bent in the root area at an angle to the back of the hand, fingers also bent in the first phalanx (see Fig Figure 3) .
  • the front end of the wedge-like tip 4.4 of the caught, colliding on-climbing protection can be guided to the buffer 9 in the event of a collision and if the energy has not yet been completely consumed.
  • the contact and guide section 4 can be arranged in relation to the buffer 9 assigned to it and at a distance from it in the vertical direction so that there is a free space 4.6 between the contact and guide section 4 and the buffer 9 is designed to accommodate an identically designed contact and guide section 4 of a colliding, energy-absorption-reduced climb-on protection z 1 for rail vehicles.
  • the height of the free space 4.6 is approximately in the range of 1.3 times the height, in particular approximately 1.5 times the height.
  • the length ratio of the side 4.1.1 of the contact and guide section 4 facing the buffer and the side 3.1.2 of the contact and guide section 4 facing away from the buffer are matched to one another in such a way that, in the event of a collision with another, similar climbing protection z, the recorded in the free space 4.6 contact and guide section 4 of the colliding energy absorption reduced on climbing protection indices between the contact and guide section 4 and the buffer 9 of the energy absorption reduced on climbing protection indices in the vertical direction is caught (cf. Figures 4 to 6).
  • the contact and guide section 4 can be anodized in relation to the buffer 9 assigned to it on the rail vehicle (see Figures 1, 2, 7 and 8) such that its tip is positioned so far behind the buffer plate in the longitudinal direction of the buffer 9 that this from the energy consumption-reduced climbing protection z 1 can develop its energy-absorbing effect unhindered (cf. FIGS. 4 to 6).
  • FIG. 3 also shows a further stabilization option, in particular against torques occurring in a collision, in that at least one finger 4.1 has a support element 4.1.0 on its end close to the support section 5. Eg in the form of a structure pointing backwards, viewed in the direction of the fingers. This is supported on an abutment 10.1. The abutment is formed on an energy absorbing element 10 (a so-called crash box). In the example shown as part of the housing wall 10.3, in particular for torque support.
  • the support section 5 can be mechanically energy-transmittingly connected to the energy absorbing element 10 (the crash box) in such a way that the energy acting in the event of a possible collision of the rail vehicle with another rail vehicle can be absorbed without deformation of the contact and guide section 4 or the support section 5 is introduced into the energy absorbing element 10 (crash box).
  • Figures 1, 4 to 6 show an example of several support elements 10.2 on the housing 10.3 of the energy absorbing element 10, each in the form of an angle 10.2.
  • these support elements 10.2 are also fastened to a mounting and/or end plate 10.4 and/or designed to be supportable in the event of a crash in relation to a system structure formed on the car body of the rail vehicle in order to further increase the stability effect.
  • Figures 4 and 5 show the rotation-stabilizing effectiveness of these support elements 4.1.0 and 10.2 and their complementary elements, abutment 10.1 and assembly and / or end plate 10.4 after a crash. Both energy absorption-reduced climbing protections are after the crash continue to be essentially unchanged in their horizontal orientation. The energy dissipated during this crash was dissipated by the energy absorbing element 10 and the buffer 9 by the deformation and machining provided for this purpose.
  • FIG. 1 Correspondingly, only the left half of the energy absorbing element 10 from FIG. 1 is shown in FIG.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Vibration Dampers (AREA)

Abstract

L'invention concerne une protection prioritaire à consommation d'énergie réduite pour véhicules ferroviaires, destinée à être montée sur un véhicule ferroviaire dans la zone d'un tampon de choc du véhicule ferroviaire et à empêcher la carrosserie du véhicule ferroviaire de se déplacer sur la carrosserie d'un véhicule ferroviaire en collision ou vice versa, comprenant une section de fixation permettant de fixer la protection prioritaire au véhicule ferroviaire et/ou au tampon de choc et comprenant une section de collision permettant d'interagir mécaniquement avec une protection prioritaire sur l'autre véhicule ferroviaire en collision. L'invention est caractérisée en ce que la section de collision présente une section de contact et de guidage dotée d'une conception de type doigt qui pointe dans la direction de déplacement ou à l'opposé de la direction de déplacement et une section de support qui relie la section de contact et de guidage à la section de fixation et est orientée verticalement par rapport à la direction de déplacement, la section de contact et de guidage et la section de support ayant conjointement au moins deux structures de type doigt qui font saillie radialement à partir d'un centre commun sur leur extension.
EP20789021.1A 2020-10-01 2020-10-01 Protection prioritaire à consommation d'énergie réduite Pending EP4204273A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/EP2020/077571 WO2022069052A1 (fr) 2020-10-01 2020-10-01 Protection prioritaire à consommation d'énergie réduite

Publications (1)

Publication Number Publication Date
EP4204273A1 true EP4204273A1 (fr) 2023-07-05

Family

ID=72811802

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20789021.1A Pending EP4204273A1 (fr) 2020-10-01 2020-10-01 Protection prioritaire à consommation d'énergie réduite

Country Status (2)

Country Link
EP (1) EP4204273A1 (fr)
WO (1) WO2022069052A1 (fr)

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2681300B1 (fr) * 1991-09-12 1993-12-10 Dietrich Cie Sa De Dispositif d'antichevauchement et d'absorption d'energie pour vehicules ferroviaires.
EP2033868B1 (fr) * 2007-09-07 2012-04-25 Ateliers d'Orval Dispositif anti-chevauchement pour wagons de chemins de fer, en particulier wagons-citernes
PL222364B1 (pl) * 2012-11-06 2016-07-29 Axtone Spółka Z Ograniczoną Odpowiedzialnością Urządzenie zabezpieczające przed wspinaniem się wagonów kolejowych na siebie podczas zderzenia
DE102012221313B3 (de) * 2012-11-22 2014-01-02 Waggonbau Graaff Gmbh Überpufferungsschutz für Schienenfahrzeuge
DE102013009121B3 (de) * 2013-05-29 2014-07-31 Waggonbau Graaff Gmbh Überpufferungsschutz für Schienenfahrzeuge

Also Published As

Publication number Publication date
WO2022069052A1 (fr) 2022-04-07

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