RU2643859C2 - Protective device for railway vehicle - Google Patents

Abstract

FIELD: transportation.

SUBSTANCE: safety device for protecting people is located under the car body in front of the first wheel pair of a rail vehicle, including a low-floor vehicle. The device contains two functional elements that are connected to each other and are in operational interaction. The first element is made in the form of a discharge device, which in the rest position is located in a horizontal position. The first element after activation is translatable from the horizontal position to the vertical position. The second functional element is fixed to the first functional element and acts as a braking device. The braking device comprises a mechanical structure or an airbag that are activated to move or expand in the direction of movement. The safety device is activated in two stages: in the first stage, the tapping device is activated, and in the second stage, the braking device is activated.

EFFECT: improving the safety of the rail vehicle.

13 cl, 9 dwg

Description

The invention relates to a safety device for protecting a person according to the preamble of claim 1, which is located under the car body in front of the first wheelset of a vehicle, in particular a rail vehicle. The invention also relates to a rail vehicle that is equipped with a similar safety device, as well as to a method of protecting a person after a collision with a rail vehicle.

Thanks to the safety device according to the invention, it is not only prevented that a person who has already partially fallen under the vehicle will fall further under the vehicle in the direction of the wheels, but also that a person who is at risk of falling under the vehicle even before contact with the safety device due to the use of additional measures that are connected with the activation of the safety device, it will be gently grabbed and, at best, will again be pushed forward from under the vehicle a.

In this case, the safety device operates in stages and is activated by a logic trigger, which, however, is not part of the present invention.

A large number of safety devices are known from the prior art in related fields of technology, which, however, are generally aimed at mitigating or even preventing an initial impact - the first collision of a pedestrian with a vehicle, i.e. the pedestrian does not even come into contact with the vehicle structures .

In contrast, the present invention is primarily aimed at preventing additional injuries to the pedestrian after a secondary collision - the pedestrian after collision with a vehicle and under certain conditions of the flight phase is lying on the ground and is in danger of collision.

In addition, mechanical tapping devices are known from the prior art in the rail vehicle industry, which, by means of appropriate mechanisms, are driven by a pedestrian after a secondary impact. In most cases, these mechanisms are also mounted on / under the front of the vehicle and are triggered when the actual return device is activated with a “kinematic delay”, that is, depending on the distance between the two mechanisms. This means that there must necessarily be a certain distance between the two mechanisms in order to make it possible to extend the retractor itself after activating the trigger mechanism at any speed. Similar safety devices are already described in DE 255173 and DE 166218. This is therefore a necessary installation space for modern low-floor trams, which is often problematic because often there is not enough “free distance” under the front part.

On the other hand, more and more often the forms of modern driver's cabs / front parts in the direction of movement “in fashion” or in accordance with the kinematic features of the clearance of the road are more or less swept. This reduces the available space for recessing in width. If the exhaust device does not extend beyond the contour of the vehicle, the exhaust means therefore does not overlap the maximum width of the vehicle. Thus, there remains the risk that a pedestrian in an unprotected side area may fall under the vehicle.

Further, tapping mechanisms are known which are mounted directly behind the front of the vehicle on the bottom of the vehicle and are constantly in operation. These exhaust mechanisms can be made as elastic or elastically mounted on the bottom of the vehicle structure, having a "residual gap" relative to the roadway. This remaining “residual clearance” critical for operation is, however, an uncertainty regarding small obstacles.

In addition, there are known airbags that are mounted on the front of the vehicle and, due to the large braking distance and the braking time of the tram, must retain internal pressure longer. For this, various exhaust valve control systems are known. A similar device is disclosed, for example, in EP 1172261 A1.

Airbags are known from related branches of technology, the activation of which should lead to the interception of a pedestrian even before the collision process in front of the front of the vehicle. Moreover, there are many forms of airbags that are mounted on the front of the vehicle to mitigate or prevent the initial collision of a pedestrian with the front structure of the vehicle. In this case, reference is made primarily to DE 10233593 A1 and DE 102006057655 A1.

For mechanical diverting mechanisms, which are transferred from a rest position to an active position by mechanical start, the focus on design is the “kinematic” distance of the start process for full activation. This should be specifically tailored to the infrastructure.

For permanently active and operating exhaust mechanisms, it is necessary to determine the “residual clearance” to the roadway in order to make possible all traffic conditions with respect to vertical radii (passage of protrusions and recesses) without too much restriction of the planned principle of operation due to the excessively large available clearance.

The objective of the present invention is to develop a safety device, which is primarily applicable to modern rail vehicles and with which it is possible not only to prevent that a person who has partially fallen under the vehicle will fall further under the vehicle in the direction of the wheels, but also that in danger of getting under the vehicle, a person even before contact with the safety device due to the use of additional measures that are associated with her safety device will be gently captured and under certain conditions will again be pushed out forward from under the vehicle. Another objective is to offer a rail vehicle with a similar device, as well as a method for protecting a person after a collision with a vehicle. According to the invention, this problem is solved by the features of paragraphs 1, 12 and 13 of the claims. Preferred improvements of the invention are contained in the additional claims.

According to this, the invention includes a safety device for protecting people, which is located under the car body in front of a front pair of wheels of a vehicle, in particular a rail vehicle. The safety device includes, according to the invention, two functional elements connected to each other and in working interaction, the first functional element being made in the form of a diverting device, which is in the resting position in the horizontal direction and perpendicular to the direction of movement under the car body, and after activation is translatable from a horizontal position to a vertical position, and in this position by a gap is at a certain distance from olotna road. The second functional element is fixed to the first functional element and acts as a braking device, wherein the braking device includes a mechanical structure or airbags that are activated to move or expand in the direction of travel. Preferably, it is provided that the functional element made in the form of a diverting device is foldable, rotatable or movable and is rigidly fixed against the direction of movement on the lower part of the car body. According to yet another feature, it is provided that the functional element made in the form of a diverting device after activation is again translatable by the mechanical returning device to the idle state.

Particularly preferably, it is provided that the mechanical structure comprising the second functional element includes mechanical translational motion technology and, by means of prestressing, preferably a spring tension force, hydraulic force, pneumatic force, pyrotechnic force, electrical / electronic force, or a combination of the aforementioned forces, is driven by in the direction of the vehicle's start, the end position. It is further provided that the mechanical structure containing the second functional element is again transferred from the end position by means of a mechanical returning device to its original position.

According to one preferred feature of the invention, it is provided that a lead device is used located laterally and across the entire width of this functional element, whereby lateral and frontal braking of the pressed person can be realized. Preferably, both functional elements are mechanically and / or electronically activated.

In this case, it is first provided that the first functional element is driven by rotary-mechanical or linear motion, and the activation of the mechanical structure of the second functional element occurs linearly-mechanically.

According to another preferred feature of the invention, it is provided that as a second functional element, several airbags are used, which are located laterally and across the entire width of the functional element.

The invention also includes a rail vehicle, in particular a low-floor vehicle, with a safety device for protecting people, the safety device is located under the car body in front of the first wheelset of the rail vehicle and is made according to the features described above. Therefore, to prevent repetitions, it is recommended that you refer to the above descriptions. The invention also relates to a method of protecting people after a collision with a vehicle, in particular a rail vehicle, and under the vehicle’s car body, the safety device according to the above-mentioned signs is activated in two stages: in the first stage, the tapping device is activated, and in the second stage, the braking device .

Below the invention will be explained in more detail in the example implementation and the relevant drawings, in which:

FIG. 1 is a schematic illustration of the front of a rail vehicle with a schematic illustration of a safety device in a resting position;

FIG. 2 is a schematic illustration of the front of a rail vehicle with a schematic illustration of a safety device in an upright position;

FIG. 3 is a schematic illustration of the front of a rail vehicle with a schematic illustration of safety devices after it is fully activated;

FIG. 4A-B is a perspective view of the front of a rail vehicle with a safety device that includes a mechanical structure in separate activation stages;

FIG. 5A-B is a perspective view of the front of a rail vehicle with a safety device with airbags in separate activation stages.

In FIG. 1 is a schematic representation of the front of a rail vehicle 10 with a safety device 1 indicated at rest, which is located under the wagon body in front of the first wheelset of the rail vehicle 10.

In FIG. 2 shows the front of a rail vehicle with a schematic illustration of a safety device in an upright position (activated functional element 2), and it becomes clear that the safety device 1 contains two functional elements 2, 3 connected to each other and in working interaction, the first functional 2 is made in the form of a diverting device, which in the resting position is located in a horizontal position and transversely to the direction of movement under the body m wagon, and after activation is transferable from a horizontal position to a vertical position and in this position is at a distance from the roadway.

Both functional elements 2, 3 do not physically form a single whole, but are activated independently of each other. However, they are in working interaction in such a way that the second stage (functional element 3) is mechanically connected in the first stage (functional element 2), and the second stage is activated only after the activation of the first stage.

In FIG. 3 shows a schematic representation of the front of a rail vehicle with a schematic illustration of a safety device after the complete activation of both functional elements 2 and 3.

In FIG. 4A-4B and FIG. 5A-5B respectively show various embodiments of the invention, with FIGS. 4A-4B, a functional element 3 is used, which comprises a mechanical structure, and in FIG. 5A-5B, functional element 3 is used, which contains airbags. Moreover, in FIG. 4A and FIG. 5A shows the resting position of the safety device. In FIG. 4B and FIG. 5B shows the activation of functional element 2 in the first stage, and in FIG. 4B and 5B show the complete activation of the safety device.

In the first step, after actuation, the first part of the safety device 1 is activated, that is, the first functional element 2, which is made in the form of a tapping device and is located transverse to the direction of movement under the car body of the rail vehicle 10, that is, from its horizontal resting position is brought into vertical end position. This first activation can take place mechanically or through rectilinear movement. In the second step, the second functional element 3 is activated, which acts as a braking device and is mounted on the first functional element 2, and the mechanical structure 4 located in the vertical end position is advanced in the direction of movement. This rectilinear mechanical action can be realized by many known alternative actions . After the activation of both functional elements 2, 3 of the safety device 1 (“full activation”), the safety device, depending on the characteristics of the second step, can be mechanically retracted again.

The first part (functional element 2) of the safety device 1 according to this is implemented by means of a step, which provides a horizontal resting position and a vertical working position. It is located under the driver’s cab of the rail vehicle, noticeably in front of the first wheelset, and is mounted on the bottom. This first part can be similar to the already well-known “rail cleaner” part, which in the final position / “working position” is located as perpendicular to the roadway as possible, therefore it must be consistent with the mounting height and the “gap” between the roadway and the bottom of the vehicle and rigidly fixed in the direction of movement. The second part of the safety device 1 (functional element 3) is implemented through another step, which begins by moving from the operating position of the first step in the direction of movement by means of expansion or also “forward movement”. The purpose of this extension or movement is to inhibit or protect the pedestrian during the collision process from contact with the first part of the device. Perhaps the pedestrian may even be squeezed out from under the vehicle again, this is a side effect of the invention. Another advantage of the invention is that in case of failure of the functional element 3, at least the functional element 2 will manifest its effect.

A possible principle of the activation of the first functional element 2 may be a rotational folding of the mechanical diverting device, which from a horizontal resting position is translated into a vertical final position. In this case, the “residual gap” of the part that can be tilted or shifted to the final position relative to the roadbed can be maintained, since the main purpose of this measure is not primarily to “geometrically close” the tapping device with the roadway, but to act as a carrier for the second stage or for the second element, as well as to protect the pedestrian already under the vehicle from falling under the tram undercarriage. Ideally, the “residual clearance” to the roadway can, however, be minimized in order to maximize the “diverting effect”.

The second stage implements a measure in the horizontal plane that serves the purpose of not only catching a pedestrian in the process of hitting in front of the first stage, but ideally also preventing him from running over or even falling under the front of the rail vehicle.

This second stage can be implemented through various technologies. Two technologies will be put forward below that are only superseding other technologies.

A possible embodiment of the second stage (functional element 3) is the linear-mechanical displacement technology in the form of a mechanical structure 4, which is mounted on the first stage and by means of prestressing, for example by means of the spring tension force, hydraulic force, pneumatic force, pyrotechnic force, electrical / electronic forces or combinations of all these forces, is transferred from the resting position to the final position.

Another embodiment is implemented using airbag technology 5. In this case, it should begin to act under the vehicle, and it should begin to act in the direction of movement in order to influence in the direction of movement and gently catch the pedestrian before contacting the first stage of the safety device 1. Ideally, pedestrians who are already partially pulled under the vehicle or are in the process of hitting, will again be squeezed out from under the vehicle. After full activation, the safety device 1 can be mechanically returned to its original position:

- the first stage by mechanical return to the starting position;

- second stage, depending on the technology used.

When using a linear-mechanical system, a return to the initial position occurs, or with the technology of airbags, a deflated airbag must be removed and a spare system built in. As additional advantages of the described invention, it is necessary to emphasize the particularly simple, reliable principle of operation of the rotary-mechanical or linear-mechanical functional element 2 (1 stage), as well as the reliable operation of the braking mechanism (2 stage, functional element 3) due to the protected space for mounting on the functional element 2 at rest.

In the case of using the mechanical structure 4 as a second stage, the braking is carried out purely mechanically, for example, by means of the spring tension force, hydraulic force, pneumatic force, pyrotechnic force, electrical / electronic force, or a combination of them. This embodiment should not only be considered as particularly simple, but also reversible and yet easily returned to its original state.

In the case of using the technology of the airbags 5 as the second stage of the airbag, they are inflated to the left and right of the functional element 2 (1 stage) by means of a special device and thus prevent frontal or possible lateral penetration of the pedestrian. This actuation of both stages can occur both mechanically and electronically. In the case of electronic activation, the airbag can take on the function of a deploying mechanism, and in this function it could be an additional first upstream braking mechanism.

Claims (13)

1. A safety device (1) for protecting people, which is located under the wagon body in front of the first wheelset of a vehicle, especially a rail vehicle (10), characterized in that it contains two functional elements connected to each other and in working interaction (2, 3), and the first functional element (2) is made in the form of a diverting device, which in the resting position is located in a horizontal position and across the direction of movement under the car body, and after activation and is translatable from a horizontal position to a vertical position, and in this position is located at a distance from the roadway, the second functional element (3) is mounted on the first functional element (2) and acts as a braking device, and the braking device contains a mechanical structure (4 ) or at least one airbag (5) that are activated to move or expand in the direction of travel. 2. The safety device (1) according to claim 1, characterized in that the functional element (2), made in the form of a return device, is tilted, pivoted or shifted from a horizontal position to a vertical position and is rigidly mounted, acting against the direction of movement, on the lower part car body. 3. A safety device (1) according to claim 1, characterized in that the functional element (2) made in the form of a return device is activated after being activated and is returned back to the rest position by means of mechanical installation in the initial position. 4. The safety device (1) according to claim 2, characterized in that the functional element (2) made in the form of a diverting device, after activation, is again returned back to the rest position by means of mechanical installation in the initial position. 5. The safety device (1) according to one of paragraphs. 1-4, characterized in that the mechanical structure containing the second functional element (2) (4) includes the technology of mechanical linear displacement and by means of prestressing, preferably by spring tension, hydraulic force, pneumatic force, pyrotechnic force, electrical / electronic force or a combination of the aforementioned forces, is driven to the end position in the vehicle starting direction. 6. A safety device (1) according to claim 5, characterized in that the mechanical structure (4) containing the second functional element (2) is again returned from the end position to the initial position by mechanical installation in the initial position. 7. A safety device (1) according to claim 1, characterized in that at least one airbag (5) is located laterally and transversely over the entire width of the functional element (2), due to which lateral and frontal braking of the pressed person is realized. 8. Safety device (1) according to one of paragraphs. 1-4, 6, 7, characterized in that both functional elements (2, 3) are made with the possibility of mechanical and / or electronic activation. 9. A safety device (1) according to claim 5, characterized in that both functional elements (2, 3) are made with the possibility of mechanical and / or electronic activation. 10. The safety device (1) according to claim 8, characterized in that the functional element (2) is made with the possibility of rotary-mechanical or linear-mechanical activation and the activation of the mechanical structure (4) of the functional element (3) occurs linearly-mechanically. 11. The safety device (1) according to claim 9, characterized in that the functional element (2) is made with the possibility of rotary-mechanical or linear-mechanical activation and the activation of the mechanical structure (4) of the functional element (3) occurs linearly-mechanically. 12. A rail vehicle, in particular a low-floor vehicle, with a safety device (1) for protecting people, the safety device (1) located under the carriage in front of the first wheelset of the rail vehicle (10), characterized in that the safety device ( 1) performed according to the characteristics of one of paragraphs. 1-11. 13. A method of protecting people after a collision with a vehicle, primarily a rail vehicle, characterized in that a safety device (1) is provided under the vehicle body according to the characteristics of one of paragraphs. 1-11, which are actuated in two stages, wherein in the first stage the outlet device is activated, and in the second stage, the braking device.

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