EP4255788A1 - Agencement de rampe pour véhicule ferroviaire - Google Patents

Agencement de rampe pour véhicule ferroviaire

Info

Publication number
EP4255788A1
EP4255788A1 EP21836360.4A EP21836360A EP4255788A1 EP 4255788 A1 EP4255788 A1 EP 4255788A1 EP 21836360 A EP21836360 A EP 21836360A EP 4255788 A1 EP4255788 A1 EP 4255788A1
Authority
EP
European Patent Office
Prior art keywords
railing
rail vehicle
rotation
axis
arrangement
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
EP21836360.4A
Other languages
German (de)
English (en)
Inventor
Sebastian BLETH
Jörg MELDE
Jörg PFORR
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.)
Siemens Mobility GmbH
Original Assignee
Siemens Mobility GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens Mobility GmbH filed Critical Siemens Mobility GmbH
Publication of EP4255788A1 publication Critical patent/EP4255788A1/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D23/00—Construction of steps for railway vehicles

Definitions

  • the invention relates to a railing arrangement for a rail vehicle, in particular for a rail vehicle with an end driver's cab.
  • the invention also includes a rail vehicle with such a railing arrangement and a method for handling such a railing arrangement.
  • the invention includes a two-position handrail-kick combination.
  • the space available at the corners of the front area (or "the front areas" depending on the use) of a rail vehicle with a driver's cab at the end is so limited by various attachments, e.g Arrangement of steps and handrails for shunting purposes in accordance with a common standard (e.g. EN16116-1 or -2) and the resulting spaces for handrails and shunting steps that must be kept free are difficult or impossible to implement due to a lack of space.
  • a common standard e.g. EN16116-1 or -2
  • a railing arrangement according to the invention for a rail vehicle in particular a terminal driver's stand locomotive, comprises a railing element and a holding element in which the railing element is arranged (mounted) so that it can rotate about an axis of rotation.
  • the retaining element is designed in such a way that it is attached or can be attached as intended on the outside in the front area of a rail vehicle in such a way that the axis of rotation is aligned vertically.
  • a railing arrangement can also be referred to as a “handle bar arrangement” or “step bar arrangement”.
  • a low railing arrangement can also serve as a step and a high one as a handle.
  • a railing arrangement can also be used both as a grip and as a step, e.g. B. as a rung when the railing assembly serves as some form of ladder.
  • a rail vehicle according to the invention comprises a railing arrangement according to the invention, wherein the holding element in the outside area, in particular in the front area, or in the area of a buffer, is arranged in such a way that the axis of rotation is aligned vertically.
  • the railing arrangement is therefore rotatably attached to the rail vehicle and can thus be swiveled into different positions.
  • Preferred positions are a position for shunting purposes (“shunting position”) and a position for maintenance purposes (“maintenance position”).
  • the railing arrangement In the shunting position, the railing arrangement should be in such a way that it offers a grip to hold on to during the shunting process, especially when using a remote control. It would also be advantageous if, if a shunter's step is present in the front area, it would be delimited on one side by a railing element of the railing arrangement. In addition, the railing arrangement in the shunting position should block access to an upper level for occupational safety reasons. Such access is not necessary in shunting operations. The railing arrangement should be aligned in the shunting position in such a way that it offers protection to the front towards the buffer and additional possibility of assuming the safe shunting position.
  • a free space above the shunting step should be guaranteed according to the standard, i .e . H . the room is not through Steps installed on an upper step level. An embodiment that achieves this is described below.
  • the railing assembly should be capable of being rotated (and fixed if necessary) from the shunting position to the maintenance position, freeing up access to the top step.
  • the arrangement of the railings was intended to create a grip when getting on and off and a fall protection towards the buffer for reasons of occupational safety.
  • a railing element is preferably turned in such a way that it is now located in front of the upper step (on the side facing away from the rail vehicle). It would still be desirable if the railing arrangement in the maintenance position would provide additional steps for safe, occupational safety-related reaching of the upper step in the free space of the shunter's step. Such an embodiment is described further below.
  • a method according to the invention for handling a railing arrangement according to the invention on a rail vehicle according to the invention comprises the following steps.
  • one (or the) railing element of the railing arrangement can be fixed by means of a locking element.
  • the steps are :
  • the railing element which can represent a handrail or a step, can therefore be rotated into at least two positions in which it can be locked.
  • the two lockable positions should be the shunting position and the maintenance position.
  • the railing element comprises rods that are arranged parallel and/or orthogonally to the axis of rotation.
  • the poles should have a diameter of more than 2 cm, but less than 10 cm, so that you can grasp them easily or. so that they can serve as comfortable footholds. It is preferred that at least some of the bars arranged in parallel are designed as handle bars and/or at least some of the bars arranged orthogonally are designed as step bars. It should be noted that rotation about the vertical axis of rotation does not change the orientation of the rods (parallel or orthogonal) to it and the rods continue to act as handles or handles. Kick can be used or just for cordoning off.
  • the rods are preferably hollow.
  • a preferred embodiment of the railing arrangement comprises at least two railing elements on opposite sides of the holding element, preferably one (with respect to the rotational axis) above the support member and one below the support member.
  • the railing elements are preferably firmly connected to one another by a rigid rod and can be rotated together about the axis of rotation. Alternatively, they can also be unconnected and rotatable about the axis of rotation independently of one another.
  • the railing elements are preferably rotated or rotatable by 90° to one another about the axis of rotation, ie they are orthogonal to one another or can be aligned. So it is in the connected case z. B. It is possible that an (upper) railing element secures a shunter's step to the side (towards a buffer) and serves as a grip and a (lower) railing element secures the shunter's step to the front.
  • to the side means that the plane of a railing element is aligned vertically and parallel to the longitudinal axis of the rail vehicle and the term “forwards” means that the plane of a railing element is aligned vertically and orthogonally to the longitudinal axis of the rail vehicle.
  • At least one railing element can be locked or locked. fixable .
  • it preferably has a locking element in the area of the axis of rotation or at a distance from the axis of rotation.
  • the railing element can be in preferred positions, e.g. B. the above-mentioned shunting position and / or the maintenance position are fixed, whereby an unintentional rotation is prevented. This is for a secure hold or the guarantee of protection.
  • the locking element does not necessarily have to be part of the railing arrangement. It is sufficient if the railing arrangement is shaped at predetermined points in such a way that it can engage in a locking element, or can be held by this . For example, in a very simple case, a railing element have a vertical pipe end below, which can engage in a hole in a plate on the rail vehicle.
  • the railing arrangement is a tubular steel construction or a plastic tubular construction.
  • the tubes can be hollow or compact (i.e. rods made of solid material).
  • hollow elements are preferred because they have a lower weight with sufficient strength.
  • a preferred embodiment of the rail vehicle includes an end driver's cab, with the railing arrangement being attached in the area next to or in front of the end driver's cab, preferably in the area of the rail vehicle's buffers. These buffers are preferably attached in such a way that a shunter's stand according to an applicable standard, e.g. the standard EN16116-1, can be attached between the end driver's cab and the buffer plate.
  • a preferred end driver's cab locomotive for shunting operations comprises buffer systems, an end driver's cab and a shunter's step in front of the end driver's cab on the side of a first buffer system.
  • the shunter's step is arranged in such a way that when the buffer is completely elastically pressed in, the buffer level is in front of the shunter's step.
  • the space above the shunter's step ie the space that is spanned by the vertical projection of the shunter's step, is therefore outside the free space of the first buffer system.
  • the railing arrangement is preferably arranged on this rail vehicle in such a way that when the buffer is fully elastically pressed in, the buffer plane lies in front of the railing arrangement.
  • the railing arrangement is therefore preferably outside the free space of the buffers of the rail vehicle.
  • the (or a) railing element comprises rods which are parallel and/or are arranged orthogonally to the axis of rotation (see above). It is preferred that at least some of the rods arranged parallel to the axis of rotation, which are arranged above a buffer of the rail vehicle, are designed as handle bars. It is also preferred that at least some of the rods arranged orthogonally to the axis of rotation, which are arranged under a buffer of the rail vehicle, are designed as stepping rods. For a person standing on a shunter's step, this area is below the buffer in the area of the person's legs, so a step there is advantageous if the person wants to climb to an upper level. A railing above the buffers is in the area of the person's arms, so a grip there is an advantage.
  • a preferred embodiment of the rail vehicle comprises a number of locking elements which are designed and arranged in such a way that they can releasably fix a railing element of the railing arrangement in a predetermined position.
  • the locking elements do not necessarily have to be located on the railing arrangement, but can in particular be arranged on a step. In a simple case, they can be holes in a tread plate into which a tube end of a railing element can be inserted.
  • a number of the locking elements are preferably arranged in such a way that they can fix a part of the railing element that is remote from the axis of rotation. This increases the leverage of the locking elements.
  • a preferred embodiment of the rail vehicle is designed with a number of locking elements such that a (the) railing element can be fixed in two different positions. These positions preferably correspond to a rotation angle of at least 70° the axis of rotation, particularly preferably of at least 80°. Preferred positions are, in particular, rotated by an angle of 90° about the axis of rotation with respect to one another.
  • a preferred embodiment of the rail vehicle also includes a step (e.g. for maintenance or shunting purposes), which is arranged in particular in the area of a buffer of the rail vehicle.
  • a step refers to a standing area. If a step has a railing or a handrail, this can also be referred to as a "stand”.
  • a shunter's step can be arranged slightly laterally offset under the buffer or a maintenance step can be on or above the buffer or be arranged a crash element on the buffer.
  • This step should be bounded on at least one side by a railing element of the railing arrangement (and thus in particular form a stand).
  • the rail vehicle preferably comprises at least two steps in the area of the buffer, e.g. B. above-mentioned shunter's step and maintenance step, which are jointly delimited on at least one of their sides by at least one railing element of the railing arrangement.
  • the invention is particularly advantageous for such an arrangement, since the railing arrangement can now be rotated for changing entrances or collateral can provide .
  • the delimitation by the railing element is preferably such that it forms a barrier in one position of the railing arrangement between the two steps and in particular lies on a vertically aligned plane which, in the case of the barrier, is preferably aligned parallel to the longitudinal axis of the rail vehicle.
  • a preferred embodiment of the rail vehicle includes an upper step (maintenance step) above a buffer rail vehicle (e.g. on or above the buffer or a crash element of the buffer) and a lower step (shunting step) below the buffer (and slightly offset to the side), which are jointly on at least one side of at least one (upper) railing element of the railing arrangement.
  • This railing element preferably reaches at least 70 cm, in particular at least 90 cm or even one meter above the upper step, so that it can be used as a railing and/or handle for both steps.
  • the railing element can be rotated about the axis of rotation into a first position (the maintenance position), in which it allows access from the lower step to the upper step and preferably also the upper step on its side facing away from the rail vehicle railing limited . Furthermore, it is preferred that the railing element can be rotated about the axis of rotation into a second position (the shunting position), in which it blocks access from the lower step to the upper step and preferably also as a grip for a person standing on the lower step can be used .
  • a preferred embodiment of the rail vehicle includes a (lower) railing element, which is arranged in the height range between the aforementioned steps and can be used as a railing and as a step or ladder can be used. It is preferred that this railing element can be rotated about the axis of rotation into a first position (maintenance position), in which it can serve as a step/ladder from the lower step to the upper step and preferably additionally as a railing from the lower step to the puf limited far from the rail vehicle, and can be turned into a second position (shunting position), in which it limits the lower step on its side facing away from the rail vehicle as a railing.
  • the (lower) railing element mentioned here is particularly advantageous in combination with the aforementioned (upper) railing element.
  • the two railing elements are each on a plane that is rotated 90° to one another about the axis of rotation. If the (upper) railing element is aligned parallel to the longitudinal axis of the rail vehicle, the (lower) railing element is preferably orthogonal to it and vice versa.
  • a preferred embodiment of the rail vehicle additionally includes a mounting interface for attaching the railing arrangement to a buffer of the rail vehicle, which includes a mounting body with a component-mounting area and a different mounting area, the component-mounting area being equipped with mounting elements and/or or holes for attaching the components and the attachment area is shaped to attach to at least two attachment points of a buffer flange of the buffer (also sometimes referred to as a "buffer base") with buffer screws (usually commercially available screws). can be . In this way, the available space is optimally utilized and thus the normative requirements for maneuvering are met.
  • An advantage of the invention is the guarantee of a secure hold for a person in the front area of a rail vehicle with end driver's cab during shunting, in particular combined with a simultaneous blocking of access to an upper step level for occupational safety reasons during shunting operations. Due to the possibility of movement of the railing arrangement, a further advantage is the guarantee of access (climbing and descending) to an upper step in the case of maintenance, in particular combined with a simultaneous fall protection to the front in the area of the buffer.
  • a standard locomotive can be converted from a mainline locomotive (not intended for shunting purposes) in such a way that it can also be used for shunting purposes.
  • Figure 1 shows a rail vehicle according to the prior art
  • FIG. 2 shows a rail vehicle with a preferred railing arrangement in the shunting position
  • FIG. 3 shows a rail vehicle with a preferred railing arrangement in the maintenance position
  • FIG. 4 shows a larger section of FIG.
  • FIG. 5 shows a rail vehicle with a preferred railing arrangement in relation to a human being.
  • FIG. 1 shows a rail vehicle 20 with an end driver's cab 25 according to the prior art from the front and its buffer area again in perspective for a better overview.
  • This is a typical embodiment of the front area of a rail vehicle 1 with a driver's cab 25 at the end.
  • the buffers 21 and the front apron 22 can be clearly seen.
  • an upper step level 23 is arranged on the buffers, which can be reached via steps 24 on the side of the rail vehicle 20 . Due to the limited space available, there is no space here for a shunter's step according to the EN16116 standard, but only for the steps and the step level (which in each case do not represent a shunter's step according to the EN16116 standard).
  • FIG. 2 shows a rail vehicle 20 with a preferred railing arrangement 1 in the shunting position.
  • a part of the perspective section of FIG. 1 can be seen from a slightly different perspective.
  • a preferred railing arrangement 1 according to the invention is shown with an upper railing element 2a and a lower railing element 2b, both of which are rotatably mounted opposite one another in a holding element 3 (one above the holding element 3 and one below), so that they rotate about a vertical axis of rotation D ( dash-dotted) can rotate.
  • the upper railing element 2a is firmly connected to the lower railing element 2b via a continuous rod, so that when the upper railing element 2a rotates, the lower Railing element 2b rotates accordingly.
  • the rail vehicle 20 has a maintenance step 5 as the upper step and a shunter step 6 mounted on a bracket 7 as the lower step.
  • On the maintenance step 5 one can, for example, reach the windows of the end driver's cab 25 of the rail vehicle (20) in order to clean them.
  • a person can stand on the shunting step 6 during shunting operation. It corresponds to the requirements of the EN16116-2 standard.
  • Bracket interface 8 is located between the Buffer flange of the buffer 21 and a (unspecified) crash element and is fixed there with the buffer screws.
  • the railing elements 2a, 2b of the railing arrangement 1 are made here from rods (or tubes), which are preferably hollow and preferably have a tubular steel construction.
  • rods or tubes
  • the rods run largely parallel to the axis of rotation D, so that they can serve well as gripping rods.
  • the rods run orthogonally to the axis of rotation D in large areas, so that they can serve well as stepping rods.
  • the railing arrangement 1 is positioned in such a way that it delimits the two steps 5, 6 on at least one of its sides with a railing element 2a, 2b.
  • the railing arrangement 1 can be turned into a shunting position and into a maintenance position and fixed there (see FIG. 4).
  • Figure 2 shows the railing assembly 1 in the shunting position. In this position, access from the shunter's step 6 to the maintenance step 5 is blocked by the upper railing element 2a, which can also be used as a grip for a person standing on the shunter's step 6 .
  • the lower railing element 2b which is arranged at a height between the steps 5, 6, is used here as a railing and delimits the shunter's step 6 on its side facing away from the rail vehicle 20.
  • FIG. 3 corresponds to FIG. 2 with the difference that there the railing arrangement 1 is rotated into the maintenance position.
  • the maintenance position access from the shunter's step 6 to the maintenance step 5 is permitted, since the upper railing element is now pivoted forward and the front one Side of the maintenance step 5 limited to the front (against falling).
  • the transition between the shunter's step 6 and the maintenance step 5 is free and the lower railing element 2b can serve as a step from the shunter's step 6 to the maintenance step 5 and also serves as a railing to limit the shunter's step 6 to the buffers 21 of the rail vehicle 20 .
  • FIG. 4 shows a larger section of FIG.
  • locking elements 4 are indicated, by means of which the upper railing element 2a can be fixed.
  • the movable handrail, which forms the upper railing element 2a here can be locked in two positions, the shunting position and the maintenance position, and an unintentional turning movement can thus be prevented.
  • the lower railing element 2b is connected to the upper railing element 2a via a rod, it is automatically fixed with the locking of the upper railing element 2a.
  • a locking element 4 can simply be a hole in the maintenance step 5 .
  • the railing assembly can then simply be lifted, rotated and plugged into the nearest hole with a vertical rod of the top railing member 2a for fixation.
  • FIG. 5 shows a rail vehicle 20 with a preferred railing arrangement 1 in the shunting position A and the maintenance position B, as shown in FIGS. 2 and 3, in relation to a person.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Step Arrangements And Article Storage (AREA)
  • Automatic Cycles, And Cycles In General (AREA)

Abstract

L'invention concerne un agencement de rampe (1) pour un véhicule ferroviaire (20), comprenant un élément de rampe (2a, 2b) et un élément de maintien (3), l'élément de rampe (2a, 2b) pouvant tourner autour d'un axe de rotation (D), l'élément de maintien (3) étant conçu de manière à être fixé ou à pouvoir être fixé comme prévu à l'extérieur d'un véhicule ferroviaire (20) de telle manière que l'axe de rotation (D) est aligné verticalement. L'invention concerne en outre un véhicule ferroviaire comprenant un tel agencement de rampe et un procédé de fonctionnement d'un tel agencement de rampe.
EP21836360.4A 2021-02-01 2021-12-06 Agencement de rampe pour véhicule ferroviaire Pending EP4255788A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102021200873.9A DE102021200873A1 (de) 2021-02-01 2021-02-01 Geländeranordnung für ein Schienenfahrzeug
PCT/EP2021/084377 WO2022161673A1 (fr) 2021-02-01 2021-12-06 Agencement de rampe pour véhicule ferroviaire

Publications (1)

Publication Number Publication Date
EP4255788A1 true EP4255788A1 (fr) 2023-10-11

Family

ID=79259324

Family Applications (1)

Application Number Title Priority Date Filing Date
EP21836360.4A Pending EP4255788A1 (fr) 2021-02-01 2021-12-06 Agencement de rampe pour véhicule ferroviaire

Country Status (5)

Country Link
US (1) US20240140499A1 (fr)
EP (1) EP4255788A1 (fr)
CN (1) CN116963953A (fr)
DE (1) DE102021200873A1 (fr)
WO (1) WO2022161673A1 (fr)

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5046582A (en) * 1990-10-03 1991-09-10 Albrecht Leonard N Foldable ladder combination with truck cargo carrier
DE19928494C2 (de) 1999-06-22 2003-12-18 Db Cargo Ag Handgriff für Eisenbahngüterwagen
DE202006000455U1 (de) * 2006-01-12 2007-05-24 WEW Westerwälder Eisenwerk GmbH Geländeranordnung
US8250992B2 (en) * 2010-04-29 2012-08-28 Savannah River Nuclear Solutions, Llc Ladder attachment platform
US8801041B2 (en) * 2012-07-30 2014-08-12 Pinnacle Companies, Inc. Fluid storage container and method
US9045906B1 (en) * 2014-04-23 2015-06-02 Precision Ladders, Llc Roof opening guard rail system
FR3113017B1 (fr) * 2020-07-31 2022-08-05 Fret Sncf Dispositif de bridage d’un garde-corps amovible sécurisé sur un marchepied d’un wagon d’un véhicule de transport ferroviaire et garde-corps équipé d’un tel dispositif de bridage

Also Published As

Publication number Publication date
CN116963953A (zh) 2023-10-27
DE102021200873A1 (de) 2022-08-04
US20240140499A1 (en) 2024-05-02
WO2022161673A1 (fr) 2022-08-04

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