WO2014122212A1

WO2014122212A1 - Rail vehicle having a device for pedestrian protection and device for pedestrian protection

Info

Publication number: WO2014122212A1
Application number: PCT/EP2014/052324
Authority: WO
Inventors: Michael Fischer; Gerald Newesely; Pavel Hora
Original assignee: Bombardier Transportation Gmbh; ETH Zürich
Priority date: 2013-02-07
Filing date: 2014-02-06
Publication date: 2014-08-14
Also published as: CN105189211A; EP2953819A1; EP2953819B1; CA2898645A1; CA2898645C; PL2953819T3; ES2865416T3; RU2015135224A; AU2014213989A1

Abstract

A rail vehicle (1) having a device for pedestrian protection in the event of a collision with the front of the vehicle, said device (4) being provided on the underside of the rail vehicle front, the device (4) consisting of at least one structure (7) which can be inflated by means of a gaseous medium (6) in order to remain dimensionally stable during the time it takes to bring the vehicle to a standstill.

Description

Rail vehicle with a device for the protection of passers-by and a device for the protection of passers-by

The invention relates to a rail vehicle with a device for the protection of pedestrians in the event of a collision with the vehicle front of the vehicle according to the preamble of claim 1, as well as a device for pedestrian protection for use

Rail vehicles according to the preamble of claim 7.

Rail vehicles, such as Low or medium-floor trams or light rail vehicles, usually run in mixed driving. This means that they represent participants in public transport and thus interact with people as road users.

Since time immemorial, driving over persons directly in front of the vehicle poses a problem because e.g. Personenbefördernde rail vehicles through the Aufstandssparung metal-metal between the wheel and rail, in conjunction with the high vehicle mass, come to a standstill in a longer than, e.g. Automobiles that have both a lower mass and a higher friction due to the uprising rubber asphalt between the wheel and the track.

Driving over people is problematic in several areas.

On the one hand, there is already a significant risk of injury when the person is "pulled in" into the gap at the front of the vehicle. Furthermore, injuries when rolling over the retracted person or parts of the person through the wheels can hardly be avoided. In addition, an open coupling area on the vehicle carries an additional high risk of injury. If a rail vehicle comes to a standstill, even before a person who has already gotten under the vehicle gets into the immediate danger zone of the wheels, one can reduce life-threatening injuries to a minimum, though never completely exclude them.

Protection systems, which fall into the term "deflector - obstacle deflector", have been known since the beginning of rail vehicle history and have already been implemented in various forms. Known devices or solutions in the area deflector obstacle deflector work on the basis of minimizing the risk of injury in the case of pulling or driving over a person in the gap on the vehicle front between the subfloor and infrastructure. In the area of purely mechanically repellent protective systems and facilities, the focus was and is on minimizing injuries to a person by means of measures which are intended to limit or prevent as far as possible the entry of the partially overrun person into the contact area between the wheel and the rail. The basic idea of these systems is the goal of keeping people away from the immediate danger area until the vehicle has come to a standstill. The gap between the vehicle chassis and the track at the front of the vehicle plays a decisive role. If the gap is sufficiently narrow, it should not even be able to come to a pulling a person under the vehicle.

However, the operating conditions of the vehicle make geometric demands on this gap: assured available ground clearance when driving on vertical radii (dome and trough) in connection with the kinematic conditions of the vehicle

Chassis distances to the front overhang. Many realized solutions of the

Personal protection provides that an obstacle of appropriate size, e.g. represents a person lying in front of the vehicle, on a directly at the beginning of the gap on the vehicle front hanging vertically hangs structure. This structure is designed to hinder obstacles to a certain extent. However, if an obstacle is such that it can not be pushed further either for reasons of too great mass or too much friction against the direction of travel, this structure allows another structure to be folded down from the underbody onto the roadway before the first one threatens to break. In this case, this second down-folding structure forms a "ramp" immediately in front of the first chassis, so that in case of breaking through the

Obstacle at the first structure a "reading up" can still take place before the danger area. Such a system is widely known from the application to, for example, high-floor trams, such as the "DUEWAG" brand, since the 1960's.

However, these systems find meaningful use only if a sufficiently large ground clearance exists on the vehicle, which can dismiss an obstacle of the size of a person who has been driven over in any meaningful way before the danger zone, without the person who has already traveled having already suffered great damage.

A disadvantage of these protective systems is therefore that the majority of vehicle types using them are high or medium floor vehicles, which are usually equipped with a suitable ground clearance. Another disadvantage is that it can come to sharp-edged deformations or fractures of the existing protective structures, if they can not support the burden of the "person to be pushed".

Other purely mechanical solutions for rollover protection in the range of

Low-floor vehicles are used, similar to the above-mentioned principle for middle and high-floor railways with the difference that the first

Protective structure is not "carrying" executed. In addition, these first structures or brackets are already at a significant distance from the front of the vehicle. On the one hand, this means that an overridden person must have already gotten far enough under the vehicle before coming into contact with the first structure. On the other hand, this structure is not designed to push the person further in front of him, but merely to let down the final "catching structure".

The use of airbags in a protection system located in front of the vehicle

Although persons have been described by the rail vehicle industry, they have so far only reacted cautiously - mostly on the grounds that a protection system consisting exclusively of airbag applications can not be reversibly returned to its original position after the airbag deployment. Such a solution is for example u.a. described in DE 102013204555 A1.

Another difficulty is the shape of these airbags, which should also ensure protection against retraction in or driving over under the vehicle in the gap between the underbody at the front of the vehicle and the track.

Known airbag technologies slacken after inflation by pressure drop. This raises the problem of dimensional stability - the air bag should last in the inflated state, at least after inflation, at least dimensionally stable those time range in which a vehicle can be brought to a standstill.

Relatively widespread systems for the protection of people in front of the vehicle represent so-called "soft-noses". Here, a damping soft layer, such as a polyurethane (PU) -containing plastic, attached to the frontmost vehicle contour to maximize damping of Impact of a colliding person with the vehicle to allow. However, these systems offer no protection against the pulling or driving over of persons under the vehicle. Such a solution is for example in the "Hermelijn" -Liederflur trams of the operator "De Lijn" in the Belgian Ghent and Antwerp known.

Furthermore, the vehicle manufacturers are already trying to keep the opening on the vehicle front between the underbody and the travel path as small as possible in order to prevent as far as possible the entry of persons under the vehicle. Here, however, there is the conflict of not only required by the operator minimum ground clearance of the vehicle, but also kinematic boundary conditions in all conditions of use, especially so-called "tub rides". In these states, the vehicle passes through a vertical radius of increasing gradient ("pan" as opposed to "dome") which minimizes the vertical free distance of the foremost vehicle point to the travel path. This effect depends on the kinematic relationships between the distances of the foremost vehicle point to the fulcrum of the first chassis in combination of the distance of this fulcrum to the fulcrum of the next chassis or carriage joint.

The majority of existing protective devices that are intended to prevent a person from driving over, aims to the person in front of the direct danger area, the footprint of the wheel and rail, reject and thus keep away. These mostly multi-stage deflector systems (e.g., DE 102013204555 A1) do not initiate the protection mechanism until physical contact with the overrun obstacle triggers the deflector mechanism in the under-vehicle area. However, this already requires a partial overrunning of the person by the vehicle. An advantage of pure

However, mechanical systems have their immediate and easy re-initialisation capability after successful application, provided that no damage has occurred to the system.

Other known solutions consist of a Abweiserstruktur, which is located immediately behind the vehicle leading edge and, as a "carts" formed on their own roles, permanently activated by means of shear-resistant connection to the substructure. This structure is shear-resistant but height-variable attached to the substructure and can therefore compensate for differences in height, which performs the stem while driving, and has its own roles while a constant distance from the track on. Disadvantage of this solution is that especially in changing weather conditions such as snow and ice, sand and stones, the "Wägelchen" affected and more of an obstacle to the operation is. Such devices are mounted, for example, on trams in Seville or Zaragoza. The object of the invention is to provide a rail vehicle with a device that the complete "rejection" from the danger zone of a before the

Vehicle advised person allows. The aim is to completely prevent the passing of a passerby.

According to the invention, this object is solved by the features of claims 1 and 13. The invention includes a rail vehicle with a device or a

Device per se, which consists of an arrangement of one or more inflatable structures in an area under the front panel, which is inflatable by means of a gas medium. Advantageously, it is provided that the respective structure can not only open, but also represent a closed body. It is also advantageous that, in addition to other materials used, the structures may consist of metallic materials. It is also advantageously provided that, in the case of metallic materials used, the structure consists of a welded, flexible double plate which can be inflated by internal pressure deformation via a feed line or a gas generator connected directly to the structure with a gas medium. In optimization steps, the metal structure can be changed either by choosing the wall thickness or substituting it with other flexible metal structures.

In the following, the invention describes a selected embodiment of the inflatable structure as a closed welded metallic double board with a small wall thickness. This choice represents only one of the possible combinations of the invention and is not limited to this selection. In order to achieve a high Bingenachgiebigkeit with a high crack resistance, a special metallic diaphragm material is to be used, which consists primarily of a metallic, fine-meshed wire mesh.

It is advantageously provided that the structure has flexible, inflatable, crack-resistant and contact-resistant properties. In this case, the structure may consist of a metallic membrane material, which has a meshed wire structure, wherein the meshed wire structure can be formed in one or more layers. It is particularly advantageously provided that the meshed wire structure has inner and / or outer protective layers of elastic materials. To control the pressure curve, the structure is laminated from the inside with an elastic film, which reduces or completely prevents the gas outlet. For very close-meshed network structures, this inner film, depending on the required

Pressure drop specifications, also eliminated. In order to additionally improve the resistance to cracks, it is possible to apply additional protective films to the outer skin over the full surface or partially. According to another particular feature, the inflation of the metal structure is triggered by a sensor, which is arranged on the vehicle front. Advantageously, the sensor system is provided with measuring means which detect and / or detect the frontal impact of a person on the vehicle front. According to a special feature, it is provided that the metal structure in the activated state forms a geometrieadaptiven shaped body, which fills the cavity between the vehicle body and the rail. The inflation of the metal structure is advantageously carried out with a corresponding expansion speed, which prevents the risk of pulling a person under the vehicle.

Advantageously, the invention combines the basic principle of the complete "rejection" from the danger zone of a person in front of the vehicle by using a

closed metal structure, which is activated by inflation. The teaching is based on the interaction of electromechanical-pneumatic

Functioning. The invention prevents both the retraction / driving over an unexpected and immediately before the vehicle front on the driveway coming to rest person in the nominal gap on the front of the vehicle, as well as any further risk of rolling over the rail wheels. Once activated, the closed metal structure may remain under the vehicle as it adapts to changing ground clearance.

The present invention can be integrated in all rail vehicles with front panel. It is basically irrelevant, whether it is low-floor, mid-floor or high-floor vehicles. The protection system according to the invention can be installed in all new rail vehicles and also in all in use

Rail vehicles to be retrofitted.

Since the features of the device described in claim 13 and the associated subclaims already emerge from the above description, is

Avoid repetition of a separate description of the device.

The invention will be described with reference to the drawings

Embodiments will be described in more detail. In the drawings show

1 a: a rail vehicle in a side view with a person in the front area, Fig. 1 b: a rail vehicle in a front view with a person in the front area, Fig. 2a: a rail vehicle in a side view with one with a device for pedestrian protection,

Fig. 2b: a rail vehicle in a front view with a device for

Pedestrian protection,

3a shows a rail vehicle in a side view with one with a device for passers-by protection in the activated state,

3b: a rail vehicle in a front view with a device for

Passover protection in the activated state,

4a-c: a schematic representation of the operation of a device for

Pedestrian protection,

5a-5c show schematically the structure of the inflatable structure, in Fig. 5b with only a single-layered structure (5b) and with an additional optional tear-resistant layer (5c),

FIGS. 6a-c show various forms of formation of the structure in FIG

schematic representation.

In rail traffic, especially in inner-city tram traffic, collisions between a rail vehicle 1 and persons (pedestrians) 2 are not uncommon.

Especially in the frontal impact it comes to serious and deadly

Injuries, if the person 2 after the impact into the cavity between

Rail vehicle 1 and underground 3 device. The device 4 consists of at least one structure 7, which is inflatable by means of a gas medium 6 in order to survive in that dimensionally stable form in which the vehicle can be brought to a standstill.

By means of the device according to the invention, the risk of injury is to be significantly reduced by filling the cavity between rail vehicle 1 and ground 3 immediately before or after the collision by the device 4 mounted on the underside of the rail vehicle front such that the person 2 involved in the collision does not can fall under the rail vehicle 1 and preferably in addition to the

Vehicle tracks is distracted. In this case, injuries can not be ruled out, but these should be much smaller and without endangering life (see FIGS. 1 and 2).

A structure material selection of the device according to the invention is based on a structure 7, pronounced as a metal structure, namely on a thin sheet structure, which is expanded or inflated by a gas medium 6 introduced via feed lines 11 (different inflator states 8, 9, FIGS. 3 and 4) ). The structure can also be connected directly to a gas generator (not shown). It is advantageous that the flexibility of the metal structure can be set by the wall thickness and this structure can be in the form of "tailored blank" in the form of welded double plates, whereby alternative, softer metal materials are also conceivable. The device is triggered by a sensor system 10, which is adapted to the rail vehicle front and which detects the frontal impact of a person 2 or predicts the impact by optical, mechanical or other measurement principles is with respect to the

Expansionsgeschwindigkeit designed so that the complete final geometry of the molding is already reached before the risk of "pulling in" of the person arises. These are usually a few milliseconds.

To meet the requirement of permanently secure functionality

To be able to comply with the personal protection component, the structure must have flexible, inflatable, crack-resistant and contact-resistant properties.

In order to achieve a high Bingenachgiebigkeit with a high crack resistance, a special metallic diaphragm material is to be used, which consists primarily of a metallic, fine-meshed wire mesh. The meshed wire structure 12 may be single-layered or multi-layered and have inner and / or outer layers of elastic materials.

To control the pressure curve, the structure can be laminated from the inside with an elastic film 13, which reduces or completely prevents the gas outlet. At very

close-meshed network structures, this inner film, depending on the required

Pressure drop specifications, also eliminated. In order to additionally improve the resistance to cracks, the full-area or partial attachment of additional protective films 14 on the outer skin is possible. FIGS. 5a to 5c schematically show the structure of the inflatable structure 7. FIG. 5b shows a single-layer structure net structure 12 - gas barrier foil 13 and in FIG. 5c a multilayer construction with an additional optional tear protection layer 14, which may also be only partially attached can.

For the structure 7 according to the invention, in particular the following wire nets are used:

Stainless steel wire mesh: high strength stainless materials (materials 1 .4306, 1 .4301 or similar, HSS and UHSS)

Mesh density: the structure of the wire mesh (mesh density, Wire diameter, weave pattern) is case-specific too

choose. For single layer structures, e.g. Wire mesh with a mesh density of about 45x46 mesh per inch and a wire diameter of about 200 μηι be used. The use of even finer structures (mesh size up to 5 μηι, for example, as additional gas barrier foil (second layer)) as well as coarser structures for the supporting layer with

Mesh sizes up to 5 mm are application-specific

set.

Structure of the nets: Applicable are probably orthogonal woven nets ("plane weave") as well as nets with other weave patterns. These are made according to the required in-plane stiffnesses

(Directional behavior on train and thrust) selected.

To achieve a high ductility, the nets can also be annealed after weaving. For the production of the structure can

planar wire nets are placed one on top of the other and joined together (FIG. 6a), toric wire nets are joined at both ends (FIG. 6b)

or pillow-like structures that are woven directly (Figure 6c).

The rail vehicle 1 according to the invention comprises a device (deflector obstacle deflector), which is upstream of the shock absorption system of the vehicle and which does not respond without triggering by an activation device. This should be the full

Functioning of the overlying shock absorption system in crashes without

Ensure a person's ride-over risk.

The triggering of the deflector obstacle deflector is either by the driver by means of a device on the driver's desk or by the automatic

Detection technology (not content of this invention) of the integrated in advance of the rail vehicle detection device. In any case, the first response of one of these devices triggers the deflector obstacle deflector. In this case, a gas generator inflates the closed metal structure, which lies folded in the starting position. Depending on the geometry of the closed, folded metal structure, an additional deflecting movement is performed during inflation and deployment in the direction of the travel path, which moves the person (s) who are being driven over, so to speak under the vehicle. Of course, this requires a coordination of the geometry of the closed metal structure to the relationships between the front panel and the track. The closed, folded attached metal structure can also be designed in several parts to compensate for particular curvatures of the shock bar.

A special feature of the activated (= inflated) closed metal structure and thus a significant improvement over known airbag technologies is that it remains dimensionally stable in position and position after the inflation process. This means that after pressurization (= inflation) per se no (constant) pressure in the structure must be more to keep them in the inflated state. The closed

However, metal structure can rather be adapted to changing vertical space conditions such as e.g. to adapt to a reduction in nominal ground clearance between bumper and track: it is quite simple by the weight of the vehicle

pressed together. After this reduction in the height of the closed metal structure remains in the state of reduced height.

The entire process of obstacle detection and triggering and inflating the closed metal structure should be done in real time. In any case, the present invention is intended to supplement the parallel action for the protection of persons with regard to overrunning: the timely stopping of the override

Rail vehicle before a person can be injured by pulling / driving under the vehicle.

Claims

claims

1 . Railway vehicle (1) with a device for pedestrian protection in the case of

Collision with the vehicle front of the vehicle, wherein the device (4) is arranged on the underside of the rail vehicle front,

characterized in that

the device (4) consists of at least one structure (7) which can be inflated by means of a gas medium (6) in order to survive in a dimensionally stable manner that time range in which the vehicle can be brought to a standstill.

2. Rail vehicle according to claim 1, characterized in that the structure (7) consists of a metal structure, which via a feed line (1 1) or a gas generator connected directly to the structure with a gas medium (6)

Internal pressure deformation is inflatable.

3. Rail vehicle according to claim 1, characterized in that the structure (7) consists of a closed structure which is inflatable via a feed line (1 1) with a gas medium (6) by internal pressure deformation.

4. Rail vehicle according to one of claims 1 to 3, characterized in that the structure (7) is formed as a closed metal structure and consists of a welded double board, via a feed line (1 1) or a gas generator connected directly to the structure with a Gas medium (6) through

Internal pressure deformation is inflatable.

5. Rail vehicle according to one of claims 1 to 4, characterized in that the inflation of the structure (7) via a sensor (10) is triggered, which is arranged on the vehicle front.

6. Rail vehicle according to claim 5, characterized in that the sensor system (10) has measuring means which detect and / or detect the frontal impact of a person (2) on the vehicle front.

7. Rail vehicle according to one of claims 1 to 6, characterized in that the structure (7) in the activated state, a geometrieadaptiven shaped body (5) which forms the cavity between the vehicle body and the Railway track surface (3) fills out.

8. Rail vehicle according to one of claims 1 to 7, characterized in that the inflation of the structure (7) takes place at an expansion speed, which prevents the risk of pulling a person (2) under the vehicle (1).

9. Rail vehicle according to one of claims 1 to 8, characterized in that the structure (7) has flexible, inflatable, crack-resistant and kontaktresistente properties.

10. Rail vehicle according to one of claims 1 to 9, characterized in that the structure (7) consists of a metallic membrane material, which has a meshed wire structure (12).

1 1. Rail vehicle according to claim 10, characterized in that the meshed wire structure (12) is formed in one or more layers.

12. Rail vehicle according to claims 10 and 1 1, characterized in that the meshed wire structure (12) inner and / or outer partial or full-surface

Protective layers (13, 14) made of elastic materials.

13. Device for the protection of pedestrians in the event of a collision with the vehicle front of a rail vehicle (1), wherein the device (4) at the bottom of

Rail vehicle front is arranged,

characterized in that

this comprises at least one structure (7), which is inflatable by means of a gas medium (6) in order to survive in a dimensionally stable manner that time range in which the vehicle can be brought to a standstill.

14. Device according to claim 13, characterized in that the structure (7) as

Metal structure, which through a supply line (1 1) or directly connected to the structure of a gas generator with a gas medium (6)

Internal pressure deformation is inflatable.

15. Device according to claim 13, characterized in that the structure (7) as

closed structure is made, which is inflatable via a feed line (1 1) with a gas medium (6) by internal pressure deformation.

16. Device according to one of claims 13 to 15, characterized in that the structure (7) is designed as a closed metal structure and from a

welded double board, which is inflatable via a supply line (1 1) or directly connected to the structure of a gas generator with a gas medium (6).

17. Device according to claims 13 to 16, characterized in that the

Inflation of the structure (7) via a sensor (10) is triggered, which is arranged on the vehicle front of the rail vehicle (1).

18. Device according to claim 17, characterized in that the sensor system (10)

Measuring means which detect the frontal impact of a person (2) on the vehicle front of the rail vehicle (1) and / or detect.

19. Device according to one of claims 13 to 18, characterized in that the structure (7) in the activated state forms a geometrieadaptiven shaped body (5), the cavity between the vehicle body in the front region of the

Rail vehicle (1) and the track underground (3) fills.

20. Device according to one of claims 13 to 19, characterized in that the inflation of the structure (7) takes place at an expansion speed, the risk of pulling a person (2) under the vehicle (1) prevented.

21. Device according to one of Claims 13 to 20, characterized in that the structure (7) has flexible, inflatable, crack-resistant and contact-resistant properties.

22. Device according to one of claims 13 to 21, characterized in that the structure (7) consists of a metallic membrane material, which has a meshed wire structure (12).

23. Device according to claim 22, characterized in that the mesh

Wire structure (12) is formed one or more layers.

24. Device according to claims 22 and 23, characterized in that the

mesh wire structure (12) inner and / or outer partial or full-surface

Protective layers (13, 14) made of elastic materials.