WO2014140074A1 - Sicherheitsvorrichtung für schienenfahrzeuge - Google Patents
Sicherheitsvorrichtung für schienenfahrzeuge Download PDFInfo
- Publication number
- WO2014140074A1 WO2014140074A1 PCT/EP2014/054790 EP2014054790W WO2014140074A1 WO 2014140074 A1 WO2014140074 A1 WO 2014140074A1 EP 2014054790 W EP2014054790 W EP 2014054790W WO 2014140074 A1 WO2014140074 A1 WO 2014140074A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- safety device
- functional element
- vehicle
- mechanical
- car body
- Prior art date
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F19/00—Wheel guards; Bumpers; Obstruction removers or the like
- B61F19/04—Bumpers or like collision guards
Definitions
- the invention relates to a safety device for the protection of persons according to the preamble of claim 1, which below the car body before the first
- Wheel set of a vehicle in particular a rail vehicle is arranged. Furthermore, the invention relates to a rail vehicle, which with such
- Safety device is equipped, as well as a method for protecting persons after impact on a vehicle.
- the safety device not only prevents an already partially overridden person continues to get under the vehicle in the direction of wheels, but also that a person in the concept of overrun even before contact with the safety device by using other measures that with the Activation of the safety device are connected, is gently intercepted and in the best case again pressed under the vehicle.
- the safety device works in multiple stages and is triggered by an independent tripping logic, which is not part of the present invention.
- the present invention is primarily concerned with avoiding further damage to passers-by after the secondary impact. Passer-by comes to rest on the ground after an impact with the vehicle and possibly a flight phase and threatens to be run over.
- deflector mechanisms which are mounted directly behind the vehicle front on the vehicle body and are permanently acting in operation. These deflectors can be constructed as elastic constructions or elastically mounted on the substructure, having a "residual gap" to the guideway.
- this residual, operational residual gap presents uncertainty about small obstacles.
- airbags which are mounted on the front of the vehicle and due to the longer stopping distances and times of the trains need to maintain the internal pressure longer.
- various exhaust valve controls are known. Such a device is disclosed for example in EP 1 172261 A1.
- the "kinematic" distance of the triggering process for complete activation is the focus of the design. This is specific to the infrastructure.
- the minimum possible “residual gap" to the travel path must be defined in order to enable all driving conditions with regard to vertical radii (dome or trough movements) without unduly diminishing the planned mode of action due to an excessively large gap.
- the object of the present invention is to develop a safety device which can be used in particular for modern rail vehicles and with which not only can prevent an already partially overridden person continues under the vehicle in the direction of wheels, but also that in the Concept of overrun person before contact with the safety device by using other measures that are associated with the activation of the safety device, is gently intercepted and, if necessary, can be pushed back under the vehicle.
- a further object is to present a rail vehicle with such a device, as well as a method for protecting persons after the impact on a vehicle. According to the invention this object is solved by the features of claims 1, 9 and 10. Advantageous developments of the invention are contained in the appended subclaims.
- the invention includes a safety device for the protection of persons, which is arranged below the car body in front of the first gear set of a vehicle, in particular a rail vehicle.
- the security device according to the invention comprises two interconnected and in one
- a first functional element is designed as a deflector device, which is arranged in the rest position in a horizontal position and transverse to the direction of travel below the car body and after a
- Activation from the horizontal position can be brought into a vertical position, and is spaced in this position by a gap from the guideway.
- the second functional element is attached to the first functional element and acts as a braking device, wherein the
- Abbrems device comprises a mechanical structure or an airbag technology that can be activated for movement or propagation in the direction of travel.
- the functional element embodied as a deflector device can be folded, swiveled or displaced from the horizontal position into a vertical position and is mounted firmly against the direction of travel on the substructure of the vehicle body.
- the functional element embodied as a deflector device can be reset to the rest position after activation by a mechanical reset.
- the mechanical structure comprising the second functional element comprises a translatory-mechanical technology and by bias, preferably by spring force, hydraulic force, pneumatic force, pyrotechnic force, electrotechnical / electronic force or a combination of the aforementioned forces in a direction Vehicle start lying end position can be brought. It is further provided that the comprehensive the second functional element
- the first functional element is rotationally or translatorily activated and the activation of the mechanical structure of the second functional element is translational-mechanical.
- a plurality of airbag technologies are used as second functional elements, which are arranged laterally and transversely over the entire width of the functional element.
- the invention further includes a rail vehicle, in particular a low-floor vehicle, with a safety device for protecting persons, wherein the safety device is arranged below the car body in front of the first wheel set of the rail vehicle and is designed according to the features described above.
- the scope of the invention further includes a method for protecting persons after an impact on a vehicle, in particular a rail vehicle, below the car body of the vehicle, a safety device is triggered according to the above features in two stages and in a first stage a deflector device and in a second stage, a deceleration device is activated.
- Fig. 1 is a schematic representation of the front portion of a
- Fig. 2 is a schematic representation of the front portion of a
- Fig. 3 is a schematic representation of the front portion of a
- 4a-c is a perspective view of the front portion of a
- Rail vehicle with a safety device which comprises a mechanical structure, in the individual activation stages;
- 5a-c is a perspective view of the front portion of a
- FIG. 1 is a schematic representation of the front portion of a
- Rail vehicle 10 with an indicated, in rest position
- Safety device 1 which is arranged below the car body in front of the first wheelset of the rail vehicle 10.
- Fig. 2 the front portion of a rail vehicle with a schematic representation of the safety device in a vertical position (activated functional element 2) is shown, it being understood that the safety device 1 comprises two interconnected and functionally related functional elements 2, 3, wherein the first functional element 2 is designed as a deflector device, which is arranged in the rest position in a horizontal position and transverse to the direction of travel below the car body and after activation from the horizontal position can be brought into a vertical position and is spaced in this position from the travel.
- the first functional element 2 is designed as a deflector device, which is arranged in the rest position in a horizontal position and transverse to the direction of travel below the car body and after activation from the horizontal position can be brought into a vertical position and is spaced in this position from the travel.
- the two functional elements 2, 3 do not physically form a unit but can be activated independently of one another. However, they are in an operative relationship such that the second stage (functional element 3) is mechanically connected to the first stage (functional element 2), wherein the second stage can be activated only after activation of the first stage is.
- Fig. 3 is a schematic representation of the front portion of
- Rail vehicle with a schematic representation of the safety device after the complete activation of the two functional elements 2 and 3 shown.
- FIGS. 4a-4c and FIGS. 5a-5c each show different embodiments of the invention, wherein FIGS. 4a-4c show a functional element 3 which comprises a mechanical structure and in FIGS. 5a-5c a functional element 3 is used, which includes an airbag technology.
- FIGS. 4a and 5a show the rest position of the safety device.
- FIGS. 4b and 5b show the activation of the functional element 2 in a first stage, and FIGS. 4c and 5c respectively show the full activation of the safety device.
- the first part of the security device 1 i. the first functional element 2, which is designed as a deflector device and is arranged transversely to the direction of travel below the car body of a rail vehicle 10, activated, that is, brought from its horizontal rest position to a vertical end position.
- This first activation can be rotary-mechanical or translatory.
- the second functional element 3 which acts as a deceleration device and is fastened to the first functional element 2, is activated, a mechanical structure 4 located in the vertical end position being extended in the direction of travel.
- This translational-mechanical measure can be achieved by several known, alternative
- the first part (functional element 2) of the safety device 1 is therefore realized by a measure which records a horizontal rest position and a vertical active position. It is located below the driver's cab of the rail vehicle 10, well ahead of the first set of wheels, and is mounted on the substructure.
- This first part may be a well-known "wrecking" similar part, but in the
- the second part of the safety device 1 (functional element 3) is realized by a further measure, which differs from the first Measure with active position spreading in the direction of travel or "moving forward" begins to move away.
- the purpose of this propagation or movement is to decelerate or preserve a person passing by in the concept of being overrun before contact with the first stage of the device. Possibly even said passer can be pushed out even under the vehicle again, which is a side effect of the invention.
- Another advantage of the invention is that at least the functional element 2 develops its effect in the event of failure of the functional element 3.
- a possible mode of operation of the activation of the first functional element 2 may be a rotary opening of a mechanical deflector, which is brought from a horizontal rest position into a vertical end position.
- Another mode of operation may be a shift from a rest position to the vertical end position.
- there may be a "residual gap" of the part to be folded or sliding in the end position to the track, since the main purpose of this measure is not primarily the "positive engagement" of the deflector with the track, but primarily the purpose as a support for a second stage or to act as a second element, and to prevent passersby who have already gotten under the vehicle from getting under the bogie of the train.
- the "residual gap" to the driveway can be minimized to maximize the "rejection function”.
- a second stage realizes a horizontal action which serves the purpose of not only gently stopping passersby passing over before the first stage, but ideally also preventing them from being run over at all or even under the vehicle head of a rail vehicle reach.
- This second stage can be realized by different technologies. Subsequently, two technologies are highlighted, but are only representative of different technologies.
- a possible embodiment of the second stage is a mechanical translatory technology in the form of a mechanical structure 4, which is mounted on the first stage and by biasing e.g. with spring force, hydraulic force, pneumatic force, pyrotechnic force, electrotechnical / electronic force or a combination of all said forces from the rest position is brought into an end position.
- Another embodiment is realized by using an airbag technology 5. It should be triggered under the vehicle and it should be triggered in the direction of travel with the goal of acting in the direction of travel and to catch passersby gently before contact with the first stage of the safety device 1. Ideally, passers-by who are already partially retracted under the vehicle or over-riding can be pushed out under the vehicle again. After full activation, the
- Safety device 1 are mechanically returned to the starting position:
- deceleration is accomplished purely by mechanical means, e.g. by spring force, hydraulic force, pneumatic force, pyrotechnic force, electrotechnical / electronic force or a combination thereof.
- mechanical means e.g. by spring force, hydraulic force, pneumatic force, pyrotechnic force, electrotechnical / electronic force or a combination thereof.
- This version is not only particularly easy, but also reversible and easy to reset.
- the airbag inflates on the left and on the right of the functional element 2 (1st stage) in the horizontal direction due to the special arrangement and thus prevents the frontal or possible lateral movement
- Intrusion of a passerby can be done both mechanically and electronically.
- an airbag could also take over the function of the unfolding mechanisms and in this function would be an additional first, upstream braking mechanism.
Abstract
Description
Claims
Priority Applications (6)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN201480011418.0A CN105008206B (zh) | 2013-03-15 | 2014-03-12 | 用于轨道车辆的安全装置 |
AU2014230813A AU2014230813B2 (en) | 2013-03-15 | 2014-03-12 | Safety device for rail vehicles |
RU2015144102A RU2643859C2 (ru) | 2013-03-15 | 2014-03-12 | Предохранительное устройство для рельсового транспортного средства |
ES14711469.8T ES2622159T3 (es) | 2013-03-15 | 2014-03-12 | Dispositivo de seguridad para vehículos sobre carriles |
EP14711469.8A EP2969700B1 (de) | 2013-03-15 | 2014-03-12 | Sicherheitsvorrichtung für schienenfahrzeuge |
CA2901878A CA2901878C (en) | 2013-03-15 | 2014-03-12 | Safety device for rail vehicles |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102013204555.7 | 2013-03-15 | ||
DE102013204555.7A DE102013204555A1 (de) | 2013-03-15 | 2013-03-15 | Sicherheitsvorrichtung für Schienenfahrzeuge |
Publications (2)
Publication Number | Publication Date |
---|---|
WO2014140074A1 true WO2014140074A1 (de) | 2014-09-18 |
WO2014140074A8 WO2014140074A8 (de) | 2015-10-29 |
Family
ID=50342289
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/EP2014/054790 WO2014140074A1 (de) | 2013-03-15 | 2014-03-12 | Sicherheitsvorrichtung für schienenfahrzeuge |
Country Status (9)
Country | Link |
---|---|
EP (1) | EP2969700B1 (de) |
CN (1) | CN105008206B (de) |
AU (1) | AU2014230813B2 (de) |
CA (1) | CA2901878C (de) |
DE (1) | DE102013204555A1 (de) |
ES (1) | ES2622159T3 (de) |
PL (1) | PL2969700T3 (de) |
RU (1) | RU2643859C2 (de) |
WO (1) | WO2014140074A1 (de) |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102018133181B3 (de) * | 2018-12-20 | 2020-04-16 | Bombardier Transportation Gmbh | Personenschutzeinrichtung zum Befestigen an der Unterseite eines Schienenfahrzeuges |
DE102018133177B3 (de) * | 2018-12-20 | 2020-04-16 | Bombardier Transportation Gmbh | Modulare Personenschutzeinrichtung unter dem Fahrzeug |
US10822002B1 (en) * | 2019-05-29 | 2020-11-03 | Bombardier Transportation Gmbh | External airbag assembly for a rail vehicle |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102013211273A1 (de) | 2013-06-17 | 2014-12-18 | Bombardier Transportation Gmbh | Schienenfahrzeug mit einer Einrichtung zum Passantenschutz sowie Einrichtung zum Passantenschutz |
DE102014204271A1 (de) | 2014-03-07 | 2015-09-10 | Bombardier Transportation Gmbh | Schienenfahrzeug mit einer Einrichtung zum Passantenschutz sowie Einrichtung zum Passantenschutz |
DE102016213777B3 (de) * | 2016-07-27 | 2017-08-31 | Siemens Aktiengesellschaft | Personenschutzvorrichtung für ein Fahrzeug |
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WO1998013231A1 (en) * | 1996-09-26 | 1998-04-02 | Peter Hoyaukin | A vehicle-mounted crash energy absorbing arrangement |
CA2201980A1 (en) * | 1997-04-07 | 1998-10-07 | Henry Shooflar | Airbag safety & deployment program for transportation vehicles |
US20030047370A1 (en) * | 1998-12-30 | 2003-03-13 | Gibbs John H. | Bumper device for existing trains |
FR2914611A1 (fr) * | 2007-04-03 | 2008-10-10 | Alstom Transport Sa | Vehicule ferroviaire |
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2013
- 2013-03-15 DE DE102013204555.7A patent/DE102013204555A1/de not_active Ceased
-
2014
- 2014-03-12 AU AU2014230813A patent/AU2014230813B2/en active Active
- 2014-03-12 WO PCT/EP2014/054790 patent/WO2014140074A1/de active Application Filing
- 2014-03-12 EP EP14711469.8A patent/EP2969700B1/de active Active
- 2014-03-12 ES ES14711469.8T patent/ES2622159T3/es active Active
- 2014-03-12 PL PL14711469T patent/PL2969700T3/pl unknown
- 2014-03-12 RU RU2015144102A patent/RU2643859C2/ru active
- 2014-03-12 CA CA2901878A patent/CA2901878C/en active Active
- 2014-03-12 CN CN201480011418.0A patent/CN105008206B/zh active Active
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
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WO1998013231A1 (en) * | 1996-09-26 | 1998-04-02 | Peter Hoyaukin | A vehicle-mounted crash energy absorbing arrangement |
CA2201980A1 (en) * | 1997-04-07 | 1998-10-07 | Henry Shooflar | Airbag safety & deployment program for transportation vehicles |
US20030047370A1 (en) * | 1998-12-30 | 2003-03-13 | Gibbs John H. | Bumper device for existing trains |
FR2914611A1 (fr) * | 2007-04-03 | 2008-10-10 | Alstom Transport Sa | Vehicule ferroviaire |
Cited By (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102018133181B3 (de) * | 2018-12-20 | 2020-04-16 | Bombardier Transportation Gmbh | Personenschutzeinrichtung zum Befestigen an der Unterseite eines Schienenfahrzeuges |
DE102018133177B3 (de) * | 2018-12-20 | 2020-04-16 | Bombardier Transportation Gmbh | Modulare Personenschutzeinrichtung unter dem Fahrzeug |
EP3670290A1 (de) | 2018-12-20 | 2020-06-24 | Bombardier Transportation GmbH | Modulare persönliche schutzvorrichtung unter dem fahrzeug |
EP3670289A1 (de) | 2018-12-20 | 2020-06-24 | Bombardier Transportation GmbH | Persönliche schutzvorrichtung zur befestigung an der unterseite eines schienenfahrzeugs |
US10960905B2 (en) | 2018-12-20 | 2021-03-30 | Bombardier Transportation Gmbh | Personal protection device for fixing on the underside of a rail vehicle |
US11097753B2 (en) | 2018-12-20 | 2021-08-24 | Bombardier Transportation Gmbh | Modular personal protection device under the vehicle |
US10822002B1 (en) * | 2019-05-29 | 2020-11-03 | Bombardier Transportation Gmbh | External airbag assembly for a rail vehicle |
Also Published As
Publication number | Publication date |
---|---|
PL2969700T3 (pl) | 2017-08-31 |
RU2643859C2 (ru) | 2018-02-06 |
CA2901878C (en) | 2021-01-26 |
EP2969700B1 (de) | 2017-02-22 |
ES2622159T3 (es) | 2017-07-05 |
DE102013204555A1 (de) | 2014-10-02 |
EP2969700A1 (de) | 2016-01-20 |
WO2014140074A8 (de) | 2015-10-29 |
RU2015144102A (ru) | 2017-04-24 |
AU2014230813B2 (en) | 2017-09-07 |
CA2901878A1 (en) | 2014-09-18 |
CN105008206A (zh) | 2015-10-28 |
CN105008206B (zh) | 2019-10-25 |
AU2014230813A1 (en) | 2015-09-10 |
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