EP1006033B1 - Anti-collision device for track guided vehicles for urban transport - Google Patents
Anti-collision device for track guided vehicles for urban transport Download PDFInfo
- Publication number
- EP1006033B1 EP1006033B1 EP99120340A EP99120340A EP1006033B1 EP 1006033 B1 EP1006033 B1 EP 1006033B1 EP 99120340 A EP99120340 A EP 99120340A EP 99120340 A EP99120340 A EP 99120340A EP 1006033 B1 EP1006033 B1 EP 1006033B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- deformation
- length
- bumper
- tear
- travel
- 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.)
- Expired - Lifetime
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 one subsequent guide is provided and from a deformable Stem exists.
- Track-guided city vehicles are much more common involved in accidents as vehicles on railway lines, which is why there is a particular need for action regarding improvement collision protection.
- partner protection should be considered as it is common are accidents with other road users. From accident analyzes is known that the existing solutions for collision protection is not sufficient. This relates on accidents with all road users.
- a device is known from DE 38 18 839 C2 which is a removable head of a middle buffer coupling against one comprehensive space protection rod is replaced.
- the room protection bar is by a swivel lock at the ends established.
- 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 eccentric 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.
- a facility is from practice 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 exhausting the stroke, 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 that is carried by reversible shock absorbers.
- the shock absorbers extend beyond the structure by the length Y. 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, pushes 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 , As a result, 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 absorber 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 on 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.
- 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 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 a variant is shown 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)
- Transportation (AREA)
- Life Sciences & Earth Sciences (AREA)
- Wood Science & Technology (AREA)
- Vibration Dampers (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Body Structure For Vehicles (AREA)
- Ceramic Products (AREA)
- Transition And Organic Metals Composition Catalysts For Addition Polymerization (AREA)
- Cleaning Of Streets, Tracks, Or Beaches (AREA)
- Platform Screen Doors And Railroad Systems (AREA)
- Steering Controls (AREA)
- Air Bags (AREA)
Abstract
Description
Die Erfindung bezieht sich auf eine Kollisionsschutzeinrichtung für spurgeführte Stadtverkehrsfahrzeuge, die an den Fahrzeugenden im Bereich des Fahrzeugkopfes angeordnet ist und aus einer Stoßstange, die durch zwei reversibel arbeitende Stoßdämpfer getragen wird und mit einer Abrißverbindung und einer anschließenden Führung versehen ist und aus einem deformierbaren Vorbau besteht.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 one subsequent guide is provided and from a deformable Stem exists.
Spurgeführte Stadtverkehrsfahrzeuge sind wesentlich häufiger in Unfälle verwickelt als Fahrzeuge auf Vollbahnstrecken, weshalb besonderer Handlungsbedarf hinsichtlich der Verbesserung des Kollisionsschutzes besteht. Dabei sind auch die Aspekte des Partnerschutzes zu berücksichtigen, da es sich häufig um Unfälle mit anderen Verkehrsteilnehmern handelt. Aus Unfallanalysen ist bekannt, daß die vorhandenen Lösungen für einen Kollisionsschutz nicht ausreichend sind. Dies bezieht sich auf Unfälle mit allen Verkehrsteilnehmern.Track-guided city vehicles are much more common involved in accidents as vehicles on railway lines, which is why there is a particular need for action regarding improvement collision protection. There are also aspects of partner protection should be considered as it is common are accidents with other road users. From accident analyzes is known that the existing solutions for collision protection is not sufficient. This relates on accidents with all road users.
Durch die DE 38 18 839 C2 ist eine Vorrichtung bekannt, bei der ein abnehmbarer Kopf einer Mittelpufferkupplung gegen eine umgreifende Raumschutzstange ausgetauscht wird. Die Raumschutzstange wird dabei durch eine Schwenksicherung an den Enden festgelegt. Auf das gleiche Prinzip baut die beschriebene Vorrichtung nach DE 39 31 171 C2 auf. Der Unterschied besteht in der Lösung der Schwenksicherung. Ein Nachteil dieses Prinzips ist, daß nach Erschöpfung des Hubes der Stoßsicherung die Vorrichtung eine Deformation des Vorbaus behindert, da sie sich nicht aus der Verformungszone verschieben läßt. Ein weiterer Nachteil ist, daß bei außermittigem Aufprall, der beim Zusammenstoß mit Personenkraftwagen laut Unfallanalysen der häufigste Fall ist, eine reversible Energieaufnahme über die mittig angeordnete Kupplungspatrone aufgrund der hohen Momente kaum möglich ist. Aus der Praxis ist eine Einrichtung bekannt, ausgeführt bei der Straßenbahn Dresden Typ NGT6 DD, bei der ein Raumschutzträger von zwei Stoßdämpfern getragen wird. Auch bei dieser Lösung besteht das Problem, daß die Kollisionschutzeinrichtung nach Ausschöpfung des Hubes die Deformation behindert.A device is known from DE 38 18 839 C2 which is a removable head of a middle buffer coupling against one comprehensive space protection rod is replaced. The room protection bar is by a swivel lock at the ends established. 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. On Another disadvantage is that in the event of an eccentric 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. A facility is from practice 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 exhausting the stroke, the deformation with special needs.
Der Erfindung liegt das Problem zugrunde, eine Kollisionsschutzeinrichtung für spurgeführte Stadtverkehrsfahrzeuge zu schaffen, welche die Nachteile bekannter Lösungen überwindet, indem sie eine lokale Deformation im Frontbereich ermöglicht und die Auswirkungen auf Fahrzeug und Insassen beim Zusammenstoß mit anderen Verkehrsteilnehmern reduziert.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.
Die Aufgabe wird erfindungsgemäß durch die Merkmale des Patentanspruchs
1 gelöst. Vorteilhafte Weiterbildungen der Erfindung
gehen aus dem Unteranspruch 2 hervor. Die Kollisionsschutzeinrichtung
besteht in der ersten Stufe aus einer Stoßstange, die
von reversibel arbeitenden Stoßdämpfern getragen wird. Die
Stoßdämpfer ragen um die Länge Y über die Struktur hinaus.
Diese ergibt sich aus dem Hub Z und dem Abrißweg Q. Durch die
Stoßdämpfer werden Zusammenstöße mit geringer kinetischer
Energie abgefangen. Nach Ausschöpfung des Hubes der Stoßdämpfer
kommt es zum Versagen der Abreißverbindungen. Der feststehende
Teil der Stoßdämpfer, dessen Länge W sich aus dem gewünschten
Deformationsweg X des Vorbaus und dem Abrißweg Q
ergibt, schiebt sich in die Führungen, wobei die Länge T des
Freiraums hinter der Abreißverbindung genauso groß ist wie die
Länge W des feststehenden Teils der Stoßdämpfer. Dadurch
weicht die Stoßstange nahezu kraftlos und geführt zurück. In
der zweiten Stufe werden die Kräfte ausschließlich in den
Vorbau eingeleitet, der sich direkt von der Front aus deformieren
kann. Wahlweise kann diesem ein Deformationselement
vorgeschaltet werden, wobei die Stoßstange dann um die Länge Y
plus dem Deformationsweg V des Deformationselementes hervorstehen
muß. Die Länge W des feststehenden Teils der Stoßdämpfer
und die Länge T des Freiraums der Führungen ergibt sich dann
aus dem Deformationsweg X des Vorbaus, dem Abrißweg Q und dem
Deformationsweg V des Verformungselements.
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.The object is achieved by the features of
The advantages of the solution are that the deformation to be expected in crash situations is realized in a controlled manner in the front area of the vehicle. This significantly reduces repair costs and protects the passenger compartment from deformation. The tear-off connection on the shock absorbers and the subsequent powerless guidance ensure that the stem can deform undisturbed in the front area. By arranging the bumper below the stem, it can be deformed directly on 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.
Ein Ausführungsbeispiel der Erfindung soll anhand der Zeichnungen näher erläutert werden. Die Zeichnungen zeigen in:
- Figur 1:
- eine Seitenansicht der Kollisionsschutzeinrichtung
nach
Anspruch 1, - Figur 2:
- eine Seitenansicht der Kollisionsschutzeinrichtung
nach
Anspruch 1 und 2.
- Figure 1:
- a side view of the collision protection device according to
claim 1, - Figure 2:
- a side view of the collision protection device according to
1 and 2.claim
Aus Figur 1 ist ersichtlich, daß eine Sroßstange 1 von Stoßdämpfern
2 getragen wird. Die Stoßdämpfer 2 sind an einer
Abreißverbindung 3 festgemacht, z.B. angeschraubt. Die Abreißverbindung
3 steckt in einer Führung 4 und ist mit einem Scherbund
an dessen Flansch befestigt. Ein Vorbau 5 und die Führung
4 münden in einer Fahrzeugstruktur 6, die in der Zeichnung
schematisch angedeutet ist. Beim Zusammenstoß wird zunächst
die Stoßstange 1 um einen Hub Z der Stoßdämpfer 2 zurückgeschoben,
nach Erschöpfung des Hubes Z steigt die Kraft an und der
Scherbund der Abreißverbindung 3 schert am Flansch der Führung
4 ab. Während des Abrißvorganges wird die Stoßstange 1 um
einen Abrißweg Q verschoben. Danach kommt es zur Krafteinleitung
in den Vorbau 5 und dieser wird um einen erforderlichen
Deformationsweg X deformiert. Der feststehende Teil der Stoßdämpfer
2 wird dabei um die Länge des Abrißweges Q plus den Deformationsweg
X in die Führungen 4 verschoben. In Figur 2 ist
eine Variante dargestellt, bei der zusätzlich ein Deformationselement
7 vor dem Vorbau 5 angeordnet ist. Die Stoßstange 1
steht somit um eine Länge Y plus Deformationsweg V hervor. Entsprechend
ergibt sich eine Länge W des feststehenden Teils
der Stoßdämpfer 2 und eine Länge T des Freiraums in den Führungen
4 aus dem Deformationsweg X des Vorbaus 5, dem Abrißweg Q
und des Deformationsweges V des Deformationselementes 7. From Figure 1 it can be seen that a
- 11
- Stoßstangebumper
- 22
- Stoßdämpfershock absorber
- 33
- Abreißverbindungbreak-away
- 44
- Führungguide
- 55
- Vorbau (mit integrierter Verformungszone)Stem (with integrated deformation zone)
- 66
- Fahrzeugstrukturvehicle structure
- 77
- Deformationselementdeformation element
- AbrißwegAbrißweg
- TT
- Längelength
- VV
- Deformationswegdeformation
- WW
- Längelength
- XX
- Deformationswegdeformation
- YY
- Längelength
- ZZ
- Hubstroke
Claims (2)
- Collision protection device for track-guided city transport vehicles, arranged on the vehicle ends in the vicinity of the vehicle head, comprising a bumper carried by two impact absorbers, characterised in that the bumper is arranged under a projecting element (5) of the vehicle structure with integrated deformation zone and that the bumper (1) protrudes over the projecting element (5) by a length (Y) resulting from a travel (Z) of the impact absorber (2) and a tear-off distance (Q), that after exhaustion of the travel (Z) of the impact absorber (2), tear-off connections (3) fail whereby the bumper (1) deflects back under force-free movement of the impact absorbers (2) in guides (4) so that the projecting element (5) with an integral deformation zone takes over the impact distortion and can deform by a deformation distance (X), where a length (W) of the fixed part of the impact absorber (2) and a length (T) of the clear space in the guides (4) must be at least as large as the deformation distance (X) of the desired deformation travel of the projecting element (5) plus the tear-off distance (Q).
- Collision protection device according to Claim 1, characterised in that before the projecting element (5) over the bumper (1) is arranged a deformation element (7) which has a deformation travel (V), that the bumper (1) protrudes by the length (Y) plus the deformation travel (V) of the deformation element (7) and that the length (W) of the fixed part of the impact absorber (2) and the length (T) of the clear space in the guides (4) must be at least as large as the deformation distance (X) of the projecting element (5), the tear-off distance (Q) and the deformation travel (V) of the deformation element (7).
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE19855830 | 1998-12-03 | ||
DE19855830A DE19855830C1 (en) | 1998-12-03 | 1998-12-03 | Collision absorber for tram has shock absorber and crumple zone in from of chassis to support buffer |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1006033A1 EP1006033A1 (en) | 2000-06-07 |
EP1006033B1 true EP1006033B1 (en) | 2004-08-18 |
Family
ID=7889876
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP99120340A Expired - Lifetime EP1006033B1 (en) | 1998-12-03 | 1999-10-12 | Anti-collision device for track guided vehicles for urban transport |
Country Status (7)
Country | Link |
---|---|
EP (1) | EP1006033B1 (en) |
AT (1) | ATE273819T1 (en) |
CZ (1) | CZ292681B6 (en) |
DE (2) | DE19855830C1 (en) |
ES (1) | ES2230782T3 (en) |
PL (1) | PL194196B1 (en) |
PT (1) | PT1006033E (en) |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE10349514B3 (en) * | 2003-10-23 | 2005-07-14 | Ifa-Technologies Gmbh | Two-part drive shaft for vehicle has shear link at the circumference of one of its two parts |
EP2078657B1 (en) * | 2008-01-10 | 2010-10-13 | ALSTOM Transport SA | Rail vehicle with multilayered impact absorber |
FR3056541B1 (en) * | 2016-09-23 | 2018-10-26 | Alstom Transp Tech | SLEEVE SLEEVE OF RAIL CONNECTION |
Family Cites Families (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE635018C (en) * | 1933-01-14 | 1936-09-14 | Curt Stedefeld Dipl Ing | Streamlined head part with a rear-mounted driver's cab structure for high-speed railcars |
CH265703A (en) * | 1948-03-03 | 1949-12-15 | Schweiz Wagons Aufzuegefab | Buffers on rail vehicles. |
DE3228942A1 (en) * | 1982-08-03 | 1984-02-09 | Scharfenbergkupplung Gmbh, 3320 Salzgitter | Anti-climbing protection for rail vehicles |
DE3931171A1 (en) | 1988-06-03 | 1991-04-04 | Messerschmitt Boelkow Blohm | Tram car with central coupler buffer - has pairs of guide faces in opposite transverse directions, each with one force transmission side |
DE3818839A1 (en) * | 1988-06-03 | 1989-12-07 | Messerschmitt Boelkow Blohm | RAIL VEHICLE |
DE4305490A1 (en) * | 1993-02-23 | 1994-08-25 | Porsche Ag | Impact absorber |
FR2715904A1 (en) * | 1994-02-08 | 1995-08-11 | Sardou Max | Vehicle chassis construction for use in train locomotives |
-
1998
- 1998-12-03 DE DE19855830A patent/DE19855830C1/en not_active Expired - Fee Related
-
1999
- 1999-10-12 PT PT99120340T patent/PT1006033E/en unknown
- 1999-10-12 AT AT99120340T patent/ATE273819T1/en active
- 1999-10-12 DE DE59910266T patent/DE59910266D1/en not_active Expired - Lifetime
- 1999-10-12 ES ES99120340T patent/ES2230782T3/en not_active Expired - Lifetime
- 1999-10-12 EP EP99120340A patent/EP1006033B1/en not_active Expired - Lifetime
- 1999-11-09 CZ CZ19993955A patent/CZ292681B6/en not_active IP Right Cessation
- 1999-11-26 PL PL336781A patent/PL194196B1/en unknown
Also Published As
Publication number | Publication date |
---|---|
CZ292681B6 (en) | 2003-11-12 |
DE19855830C1 (en) | 2000-02-24 |
EP1006033A1 (en) | 2000-06-07 |
ATE273819T1 (en) | 2004-09-15 |
DE59910266D1 (en) | 2004-09-23 |
ES2230782T3 (en) | 2005-05-01 |
CZ395599A3 (en) | 2000-08-16 |
PT1006033E (en) | 2004-12-31 |
PL336781A1 (en) | 2000-06-05 |
PL194196B1 (en) | 2007-05-31 |
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