EP1006033A1 - Kollisionsschutzeinrichtung für spurgeführte Stadtverkehrsfahrzeuge - Google Patents
Kollisionsschutzeinrichtung für spurgeführte Stadtverkehrsfahrzeuge Download PDFInfo
- Publication number
- EP1006033A1 EP1006033A1 EP99120340A EP99120340A EP1006033A1 EP 1006033 A1 EP1006033 A1 EP 1006033A1 EP 99120340 A EP99120340 A EP 99120340A EP 99120340 A EP99120340 A EP 99120340A EP 1006033 A1 EP1006033 A1 EP 1006033A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- length
- path
- deformation
- stem
- bumper
- 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.)
- Granted
Links
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G11/00—Buffers
- B61G11/16—Buffers absorbing shocks by permanent deformation of buffer element
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
- B61D15/06—Buffer cars; Arrangements or construction of railway vehicles for protecting them in case of collisions
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D17/00—Construction details of vehicle bodies
- B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
- B61D17/06—End walls
Definitions
- the invention relates to a collision protection device for track-guided city vehicles that are at the vehicle ends is arranged in the area of the vehicle head and from a bumper by two reversible shock absorbers is worn and with a tear-off connection and subsequent guide is provided and from a deformable Stem exists.
- a device is known from DE 38 18 839 C2 which is a removable head of a central buffer coupling against one comprehensive room protection bar is replaced.
- the room protection bar is secured by a swivel lock at the ends fixed.
- the device described is based on the same principle according to DE 39 31 171 C2. The difference is in the solution of the swivel lock.
- a disadvantage of this principle is that after exhausting the stroke of the shock protection Device hinders deformation of the stem as it cannot be moved out of the deformation zone.
- Another disadvantage is that in the event of an off-center impact, the when colliding with passenger cars according to accident analyzes the most common case is a reversible energy intake the centrally located clutch cartridge due to the high Moments is hardly possible.
- In practice is an institution known, executed on the tram Dresden type NGT6 DD, in which a space support is carried by two shock absorbers becomes. This solution also has the problem that the collision protection device after the stroke has been exhausted, the deformation with special needs.
- the invention is based on the problem of a collision protection device for track-guided city vehicles create, which overcomes the disadvantages of known solutions, by allowing local deformation in the front area and the impact on vehicle and occupants in the collision reduced with other road users.
- the collision protection device consists of a bumper which is carried by reversible shock absorbers.
- the shock absorbers protrude by the length Y beyond the structure. This results from the stroke Z and the demolition distance Q.
- the shock absorbers absorb collisions with low kinetic energy.
- the tear-off connections fail.
- the fixed part of the shock absorber whose length W results from the desired deformation path X of the stem and the tear-off path Q, slides into the guides, the length T of the free space behind the tear-off connection being as great as the length W of the fixed part of the shock absorber .
- the bumper retreats almost without power and guided.
- the forces are only introduced into the stem, which can deform directly from the front.
- this can be preceded by a deformation element, the bumper then having to protrude by the length Y plus the deformation path V of the deformation element.
- the length W of the fixed part of the shock absorbers and the length T of the free space of the guides then result from the deformation path X of the stem, the tear path Q and the deformation path V of the deformation element.
- the tear-off connection on the shock absorbers and the subsequent powerless guidance ensure that the stem can deform undisturbed in the front area.
- the bumper By arranging the bumper below the stem, it can be deformed directly at the front after the shock absorbers have been torn off. Thanks to the additional deformation element in front of the stem, collisions with vehicles whose protruding structure lies above the bumper can be absorbed up to a certain kinetic energy without deformation of the stem.
- a batten 1 of shock absorbers 2 is worn.
- the shock absorbers 2 are on one Tear-off connection 3 fixed, e.g. screwed on.
- the tear-off connection 3 is in a guide 4 and is with a shear collar attached to its flange.
- a stem 5 and the guide 4 open into a vehicle structure 6, which in the drawing is indicated schematically.
- the bumper 1 is pushed back by a stroke Z of the shock absorbers 2, after the stroke Z is exhausted, the force increases and the Shear collar of the tear-off connection 3 shears on the flange of the guide 4 from.
- the bumper 1 is around a demolition path Q shifted.
- the fixed part of the shock absorber 2 is the length of the tear-off path Q plus the deformation path X moved into the guides 4.
- Figure 2 is shown a variant in which an additional deformation element 7 is arranged in front of the stem 5.
- the bumper 1 stands out by a length Y plus deformation path V.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Wood Science & Technology (AREA)
- Transportation (AREA)
- Life Sciences & Earth Sciences (AREA)
- Vibration Dampers (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Body Structure For Vehicles (AREA)
- Platform Screen Doors And Railroad Systems (AREA)
- Steering Controls (AREA)
- Air Bags (AREA)
- Ceramic Products (AREA)
- Transition And Organic Metals Composition Catalysts For Addition Polymerization (AREA)
- Cleaning Of Streets, Tracks, Or Beaches (AREA)
Abstract
Description
Die Vorteile der Lösung bestehen darin, daß die in Crashsituationen zu erwartende Deformation im Frontbereich des Fahrzeuges kontrolliert realisiert wird. Dadurch reduzieren sich die Reparaturkosten erheblich und der Fahrgastraum wird vor Deformationen geschützt. Die Abreißverbindung an den Stoßdämpfern und die anschließende kraftlose Führung sorgen dafür, daß der Vorbau sich im Frontbereich ungestört deformieren kann. Durch Anordnung der Stoßstange unterhalb des Vorbaus, kann dieser nach dem Abreißen der Stoßdämpfer direkt an der Front verformt werden. Durch das zusätzliche Deformationselement vor dem Vorbau können Zusammenstöße mit Fahrzeugen, deren hervorstehende Struktur oberhalb der Stoßstange liegt, bis zu einer bestimmten kinetischen Energie ohne Verformung des Vorbaus abgefangen werden.
- Figur 1:
- eine Seitenansicht der Kollisionsschutzeinrichtung nach Anspruch 1,
- Figur 2:
- eine Seitenansicht der Kollisionsschutzeinrichtung nach Anspruch 1 und 2.
- 1
- Stoßstange
- 2
- Stoßdämpfer
- 3
- Abreißverbindung
- 4
- Führung
- 5
- Vorbau (mit integrierter Verformungszone)
- 6
- Fahrzeugstruktur
- 7
- Deformationselement
- Q
- Abrißweg
- T
- Länge
- V
- Deformationsweg
- W
- Länge
- X
- Deformationsweg
- Y
- Länge
- Z
- Hub
Claims (2)
- Kollisionsschutzeinrichtung für spurgeführte Stadtverkehrsfahrzeugen angeordnet an den Fahrzeugenden im Bereich des Fahrzeugkopfes, bestehend aus einer Stoßstange, die von zwei Stoßdämpfern getragen wird und unter einem Vorbau (5) mit integrierter Verformungszone angeordnet ist, dadurch gekennzeichnet, daß eine Stoßstange (1) um eine Länge (Y) über den Vorbau (5) hervorsteht, wobei die Länge (Y) sich aus einem Hub (Z) der Stoßdämpfer (2) und einem Abrißweg (Q) ergibt, daß nach Ausschöpfung des Hubes (Z) der Stoßdämpfer (2) Abreißverbindungen (3) versagen, wodurch die Stoßstange (1) durch kraftlose Verschiebung der Stoßdämpfer (2) in Führungen (4) zurückweicht, so daß der Vorbau (5) mit einer integrierten Verformungszone sich um den Deformationsweg (X) deformieren kann, wobei eine Länge (W) des feststehenden Teils der Stoßdämpfer (2) und eine Länge (T) des Freiraums in den Führungen (4) mindestens so groß sein müssen wie der Deformationsweg (X) des gewünschten Verformungsweges des Vorbaus (5) plus dem Abrißweg (Q).
- Kollisionsschutzeinrichtung nach Anspruch 1, dadurch gekennzeichnet, daß vor dem Vorbau (5) über der Stoßstange (1) ein Deformationselement (7) angeordnet ist, welches einen Deformationsweg (V) aufweist, daß die Stoßstange (1) um die Länge (Y) plus Deformationsweg (V) des Deformationselementes (7) hervorsteht und daß die Länge (W) des feststehenden Teils der Stoßdämpfer (2) und die Länge (T) des Freiraumes in den Führungen (4) mindestens so groß sein müssen wie der Deformationsweg (X) des Vorbaus (5), der Abrißweg (Q) und der Deformationsweg (V) des Deformationselementes (7).
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE19855830 | 1998-12-03 | ||
DE19855830A DE19855830C1 (de) | 1998-12-03 | 1998-12-03 | Kollisionsschutzeinrichtung für spurgeführte Stadtverkehrsfahrzeuge |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1006033A1 true EP1006033A1 (de) | 2000-06-07 |
EP1006033B1 EP1006033B1 (de) | 2004-08-18 |
Family
ID=7889876
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP99120340A Expired - Lifetime EP1006033B1 (de) | 1998-12-03 | 1999-10-12 | Kollisionsschutzeinrichtung für spurgeführte Stadtverkehrsfahrzeuge |
Country Status (7)
Country | Link |
---|---|
EP (1) | EP1006033B1 (de) |
AT (1) | ATE273819T1 (de) |
CZ (1) | CZ292681B6 (de) |
DE (2) | DE19855830C1 (de) |
ES (1) | ES2230782T3 (de) |
PL (1) | PL194196B1 (de) |
PT (1) | PT1006033E (de) |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE10349514B3 (de) * | 2003-10-23 | 2005-07-14 | Ifa-Technologies Gmbh | Axial ineinanderschiebbare Kraftfahrzeug-Antriebswelle |
EP2078657B1 (de) * | 2008-01-10 | 2010-10-13 | ALSTOM Transport SA | Schienenfahrzeug mit mehrstufiger Stossverzehreinrichtung |
FR3056541B1 (fr) * | 2016-09-23 | 2018-10-26 | Alstom Transp Tech | Douille cisaillable d'attelage ferroviaire |
Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE635018C (de) * | 1933-01-14 | 1936-09-14 | Curt Stedefeld Dipl Ing | Stromlinienfoermiger Kopfteil mit zurueckliegendem Fuehrerstandsaufbau fuer Triebwagen mit hohen Geschwindigkeiten |
CH265703A (de) * | 1948-03-03 | 1949-12-15 | Schweiz Wagons Aufzuegefab | Puffer an Schienenfahrzeugen. |
DE3818839A1 (de) | 1988-06-03 | 1989-12-07 | Messerschmitt Boelkow Blohm | Schienenfahrzeug |
DE3931171A1 (de) | 1988-06-03 | 1991-04-04 | Messerschmitt Boelkow Blohm | Schienenfahrzeug |
DE4305490A1 (de) * | 1993-02-23 | 1994-08-25 | Porsche Ag | Pralldämpfer |
FR2715904A1 (fr) * | 1994-02-08 | 1995-08-11 | Sardou Max | Structure de véhicule, notamment de locomotive de train. |
Family Cites Families (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE3228942A1 (de) * | 1982-08-03 | 1984-02-09 | Scharfenbergkupplung Gmbh, 3320 Salzgitter | Kletterschutz fuer schienenfahrzeuge |
-
1998
- 1998-12-03 DE DE19855830A patent/DE19855830C1/de not_active Expired - Fee Related
-
1999
- 1999-10-12 PT PT99120340T patent/PT1006033E/pt unknown
- 1999-10-12 AT AT99120340T patent/ATE273819T1/de active
- 1999-10-12 DE DE59910266T patent/DE59910266D1/de not_active Expired - Lifetime
- 1999-10-12 ES ES99120340T patent/ES2230782T3/es not_active Expired - Lifetime
- 1999-10-12 EP EP99120340A patent/EP1006033B1/de not_active Expired - Lifetime
- 1999-11-09 CZ CZ19993955A patent/CZ292681B6/cs not_active IP Right Cessation
- 1999-11-26 PL PL336781A patent/PL194196B1/pl unknown
Patent Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE635018C (de) * | 1933-01-14 | 1936-09-14 | Curt Stedefeld Dipl Ing | Stromlinienfoermiger Kopfteil mit zurueckliegendem Fuehrerstandsaufbau fuer Triebwagen mit hohen Geschwindigkeiten |
CH265703A (de) * | 1948-03-03 | 1949-12-15 | Schweiz Wagons Aufzuegefab | Puffer an Schienenfahrzeugen. |
DE3818839A1 (de) | 1988-06-03 | 1989-12-07 | Messerschmitt Boelkow Blohm | Schienenfahrzeug |
DE3931171A1 (de) | 1988-06-03 | 1991-04-04 | Messerschmitt Boelkow Blohm | Schienenfahrzeug |
DE4305490A1 (de) * | 1993-02-23 | 1994-08-25 | Porsche Ag | Pralldämpfer |
FR2715904A1 (fr) * | 1994-02-08 | 1995-08-11 | Sardou Max | Structure de véhicule, notamment de locomotive de train. |
Also Published As
Publication number | Publication date |
---|---|
CZ292681B6 (cs) | 2003-11-12 |
DE19855830C1 (de) | 2000-02-24 |
ATE273819T1 (de) | 2004-09-15 |
DE59910266D1 (de) | 2004-09-23 |
ES2230782T3 (es) | 2005-05-01 |
CZ395599A3 (cs) | 2000-08-16 |
PT1006033E (pt) | 2004-12-31 |
PL336781A1 (en) | 2000-06-05 |
PL194196B1 (pl) | 2007-05-31 |
EP1006033B1 (de) | 2004-08-18 |
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