EP1186508A2 - Shock energy absorbing device for vehicles - Google Patents

Shock energy absorbing device for vehicles Download PDF

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Publication number
EP1186508A2
EP1186508A2 EP01121535A EP01121535A EP1186508A2 EP 1186508 A2 EP1186508 A2 EP 1186508A2 EP 01121535 A EP01121535 A EP 01121535A EP 01121535 A EP01121535 A EP 01121535A EP 1186508 A2 EP1186508 A2 EP 1186508A2
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EP
European Patent Office
Prior art keywords
buffer
vehicle
impact energy
energy consumption
locked
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
Application number
EP01121535A
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German (de)
French (fr)
Other versions
EP1186508B1 (en
EP1186508A3 (en
Inventor
Lothar Klein
Matthias Marggraf
Hartmut Carstensen
Kerstin Hoppe
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Alstom Transportation Germany GmbH
Original Assignee
DaimlerChrysler Rail Systems GmbH
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Application filed by DaimlerChrysler Rail Systems GmbH filed Critical DaimlerChrysler Rail Systems GmbH
Publication of EP1186508A2 publication Critical patent/EP1186508A2/en
Publication of EP1186508A3 publication Critical patent/EP1186508A3/en
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Publication of EP1186508B1 publication Critical patent/EP1186508B1/en
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Classifications

    • 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
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G11/00—Buffers

Definitions

  • the invention relates to an impact energy consumption device for vehicles according to the Preamble of claim 1.
  • the invention is suitable for - but not limited to - the Use in rail vehicles for passenger transport.
  • the object of the invention is to overcome the disadvantages of the prior art described eliminate and in particular propose an impact energy consumption device, which also future requirements regarding crash safety are sufficient.
  • At least one buffer and / or at least one consumption element at the vehicle end is in a position further away from the vehicle than a buffer and / or a consumption element between two adjacent, coupled vehicles.
  • the clutch preferably remains centered.
  • the swivel range of the coupling is not required. If two trains are coupled, the buffers that have been moved out by an additional path, for example, with or without an integrated consumption element, must be retracted and locked. The kinematic freedom required for two coupled trains is given again in this position.
  • the invention is not limited to a special embodiment of the consumption elements. Both reversible and irreversible primary and / or secondary consumption elements are possible.
  • the advantages of the invention are that, for example, the crash scenarios according to STI 1 and CEN 1, in which there is a collision at a speed of 36 km / h on an identical, stationary vehicle, with an unchanged level of force by extending the commute the coupling surface or buffer surface are also fulfilled. It is also advantageous that the future crash requirements are met on multiple units for passenger transport without having to lengthen the head. Retrofitting vehicles is also possible.
  • a central coupling and two buffers are arranged to the left and right of the central coupling on a vehicle head of an electrically powered multiple unit.
  • the buffer lengths are less than the length of the center coupling so that it can be pivoted. This is necessary in the event that two vehicles have to be coupled and driven in a coupled state.
  • the vehicle head is at the end of the vehicle, the coupling and pivoting functions of the center coupling can be dispensed with.
  • the buffers located in a guide can be moved out and locked into a position further away from the vehicle.
  • the buffers of conventional length can be exchanged for buffers of longer length.
  • the buffers or the consumption elements can be extended independently of one another and / or individually.
  • An adaptation to the crushable crash energy can, for. B. done in that only part of the extendable elements, namely buffers or consumable elements are extended and locked.
  • the buffers and / or consumption elements could be extended and locked in positions that are at different distances.
  • the extendable buffers with the consumption elements are constantly in the position farther away from the vehicle when driving. This has the advantage that the energy dissipation device does not have to recognize a crash in advance.
  • the mechanically simple construction enables an economically favorable solution that can be retrofitted to existing vehicles. Furthermore, the solution according to the invention is simple to maintain and error-prone due to the simple structure, in particular in contrast to energy dissipation elements which are extended in the event of danger.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Vibration Dampers (AREA)
  • Vehicle Body Suspensions (AREA)
  • Body Structure For Vehicles (AREA)
  • Air Bags (AREA)

Abstract

The impact energy absorption device is particularly for a passenger traffic rail vehicle and has at least one buffer at least one end of the vehicle at at least one absorption component. The buffer and/or absorption component are between two adjacently coupled vehicles. They are outwardly movable in travel operation and are secured permanently in the position away from the vehicle. The buffer and the absorption component are both exchangeable. At least one absorption component is arranged on at least one buffer.

Description

Die Erfindung betrifft eine Stoßenergie-Verzehrvorrichtung für Fahrzeuge gemäß dem Oberbegriff des Anspruchs 1. Die Erfindung ist geeignet für - aber nicht beschränkt auf - den Einsatz in Schienenfahrzeugen für den Personenverkehr.The invention relates to an impact energy consumption device for vehicles according to the Preamble of claim 1. The invention is suitable for - but not limited to - the Use in rail vehicles for passenger transport.

In Zukunft werden immer höhere Anforderungen an die Crash-Sicherheit von z. B. elektrisch betriebenen oder dieselbetriebenen Triebzügen gestellt. Die Größe der zu vernichtenden Crash-Energie ist durch die Parameter Masse und Geschwindigkeit bestimmt. Die zu leistende Formänderungsarbeit ergibt sich aus den Parametern Kraft und Weg. Die Kraft ist in der Regel durch historisch definierte Lastannahmen (UIC 566/ DIN EN 12663) wie z. B. 1500 kN Druckkraft auf den Kupplungsträger begrenzt. Eine möglichst gleichmäßige Verteilung der Kraft auf den Wagenquerschnitt hat konstruktive Grenzen und ist nur eingeschränkt möglich. Den Wagenkasten bzw. dessen Querschnitt für größere Lastannahmen zu dimensionieren hat sowohl wirtschaftliche Grenzen, als auch Grenzen hinsichtlich des Gewichtes.
Bisher werden fest montierte Verzehrvorrichtungen am Schienenfahrzeug befestigt, die sich reversibel oder irreversibel verformen und dabei die Crash-Energie vernichten, d. h. es wird Verformungsarbeit geleistet und die kinetische Energie in Wärme umgewandelt. Bei federnden Verzehrvorrichtungen, z. B. Puffern, wird die Crash-Energie in Federelementen gespeichert und anschließend ebenfalls in Wärme umgewandelt.
Nachteil dieser Lösungen ist die begrenzte Aufnahmefähigkeit von zu vernichtender Stoßenergie. Eine Erhöhung der Aufnahmefähigkeit ist zum einen durch das Gewicht und zum anderen durch die Dimensionen der Verzehrvorrichtungen und des Fahrzeugs begrenzt. Dies wäre zudem mit erhöhten Kosten bei der Herstellung und im Betrieb verbunden.
Weiterhin begrenzt das Außendesign den Bauraum für Verzehrvorrichtungen oder es muß das Außendesign mit Rücksicht auf die Verzehrvorrichtungen verändert werden. In the future, ever higher requirements for crash safety from e.g. B. electrically powered or diesel-powered multiple units. The size of the crash energy to be destroyed is determined by the parameters of mass and speed. The deformation work to be performed results from the parameters force and displacement. The force is usually determined by historically defined load assumptions (UIC 566 / DIN EN 12663) such as B. 1500 kN compressive force limited to the clutch carrier. The most even distribution of the force over the cross section of the car has design limits and is only possible to a limited extent. Dimensioning the car body or its cross-section for larger load assumptions has both economic limits and weight limits.
So far, permanently installed consumption devices have been attached to the rail vehicle, which deform reversibly or irreversibly and thereby destroy the crash energy, ie deformation work is performed and the kinetic energy is converted into heat. With resilient consumption devices, e.g. B. buffers, the crash energy is stored in spring elements and then also converted into heat.
The disadvantage of these solutions is the limited absorption capacity of impact energy to be destroyed. An increase in absorption capacity is limited on the one hand by the weight and on the other hand by the dimensions of the consumption devices and the vehicle. This would also entail increased production and operating costs.
Furthermore, the exterior design limits the installation space for consumption devices or the exterior design must be changed in consideration of the consumption devices.

In der DE 197 05 226 A1 wird eine Überstoß-Energieverzehreinrichtung für Schienenfahrzeuge beschrieben, bei der über einen Auslösemechanismus Überstoß-Energieverzehrelemente gegen die Stoßrichtung nach vorn außerhalb der stirnseitigen Fahrzeugkontur verschoben wird und mit gleichartigen Überstoß-Energieverzehrelementen von gekuppelten Nachbarfahrzeugen zur Anlage gelangt. Nachteilig hierbei ist, daß der Weg, den die Energieverzehrelemente gegen die Stoßrichtung verschoben werden können, begrenzt ist. Sie beträgt maximal dem Abstand zwischen zwei gekuppelten, benachbarten Fahrzeugen im Bereich der Energieverzehrelemente. Dadurch ist auch die Aufnahmefähigkeit von zu vernichtender Stoßenergie stark begrenzt. Des weiteren haftet dieser Lösung der Nachteil an, daß die Verschiebung der Energieverzehrelemente rechtzeitig und nur im Gefahrenfall erfolgen darf. Ein fehlerhaftes Auslösen muß aus sicherheitstechnischen und ökonomischen Gründen vermieden werden. Während eines Crashs müssen die Energieverzehrelemente und ihre Verschiebungskonstruktion sicher arretiert sein, was den konstruktiven Aufbau kompliziert macht und den Materialeinsatz erheblich erhöht.DE 197 05 226 A1 describes an overrun energy consuming device for Rail vehicles described in which a trigger mechanism overruns energy dissipation elements against the direction of thrust forward outside the front Vehicle contour is shifted and with similar impact energy consumption elements from coupled neighboring vehicles to the system. The disadvantage here is that the way which the energy dissipation elements can be moved against the direction of impact is. It is a maximum of the distance between two coupled, adjacent vehicles in the field of energy consumption elements. This also increases the absorption capacity destructive impact energy is very limited. Furthermore, this solution has the disadvantage that that the displacement of the energy consumption elements in good time and only in the event of danger may take place. Faulty triggering must result from safety-related and economic ones Reasons should be avoided. During a crash, the energy consumption elements and their displacement construction must be securely locked, which is the constructive structure complicates and considerably increases the use of materials.

Aufgabe der Erfindung ist es, die beschriebenen Nachteile des Standes der Technik zu beseitigen und insbesondere eine Stoßenergie-Verzehrvorrichtung vorzuschlagen, die auch zukünftigen Anforderungen bezüglich der Crash-Sicherheit genügen.The object of the invention is to overcome the disadvantages of the prior art described eliminate and in particular propose an impact energy consumption device, which also future requirements regarding crash safety are sufficient.

Diese Aufgabe wird durch eine Stoßenergie-Verzehrvorrichtung gemäß den Merkmalen des Anspruchs 1 gelöst.
Zweckmäßige Ausgestaltungen und Weiterbildungen der Erfindung sind in den Unteransprüchen angegeben.
Alle bisher bekannten Stoßenergie-Verzehrelemente bzw. Systeme machen keinen Unterschied zwischen Dimension und Funktion am Zugende und zwischen gekuppelten Zügen. Als Arbeitsweg für die bei einem Crash zu vernichtende Crash-Energie steht in der Regel nur der Weg zwischen Kupplungsfläche und/oder Pufferfläche und dem Beginn des inneren Führerraumes zur Verfügung. Eine Verlängerung des Kopfes vor der Führerkabine beeinträchtigt das Sichtfeld des Fahrers und verlängert den Zug, ohne die Transportleistung zu verbessern. Um einen größeren Arbeitsweg zu ermöglichen, ohne die Kraft erhöhen zu müssen, wird daher erfindungsgemäß der Energieverzehrvorgang räumlich verlagert. Ein längerer Arbeitsweg wird erfindungsgemäß nur an den Enden eines Zuges benötigt, nicht aber zwischen zwei gekuppelten, gleichen Zügen. This object is achieved by an impact energy consumption device according to the features of claim 1.
Expedient refinements and developments of the invention are specified in the subclaims.
All previously known impact energy consumption elements or systems make no difference between dimension and function at the end of the train and between coupled trains. As a work route for the crash energy to be destroyed in a crash, usually only the route between the coupling surface and / or buffer surface and the beginning of the inner driver's compartment is available. Extending the head in front of the driver's cab affects the driver's field of vision and lengthens the train without improving transport performance. In order to enable a longer commute without having to increase the force, the energy consumption process is therefore spatially shifted according to the invention. According to the invention, a longer commute is only required at the ends of a train, but not between two coupled, identical trains.

Gemäß der Erfindung befindet sich mindestens ein Puffer und/oder mindestens ein Verzehrelement am Fahrzeugende in einer vom Fahrzeug entfernteren Position, als ein Puffer und/oder ein Verzehrelement zwischen zwei benachbarten, gekuppelten Fahrzeugen.
In diesem Betriebszustand bleibt die Kupplung vorzugsweise zentriert. Der Schwenkbereich der Kupplung wird nicht benötigt. Werden zwei Züge gekuppelt, müssen vorher die um einen zusätzlichen Weg beispielsweise herausgefahrenen Puffer mit oder ohne integriertem Verzehrelement gesteuert eingefahren und verriegelt werden. Die für zwei gekuppelte Züge erforderliche kinematische Freiheit ist in dieser Position wieder gegeben.
Die Erfindung beschränkt sich nicht auf eine spezielle Ausführungsform der Verzehrelemente. Möglich sind sowohl reversible als auch irreversibel arbeitende, primäre und/oder sekundäre Verzehrelemente.
Die Vorteile der Erfindung bestehen darin, daß beispielsweise die Crash-Szenarios nach STI 1 und CEN 1, bei der es zu einer Kollision mit einer Geschwindigkeit von 36 km/h auf ein gleiches, stehendes Fahrzeug kommt, bei unverändertem Kraftniveau durch Verlängerung des Arbeitsweges über die Kupplungsfläche bzw. Pufferfläche hinaus erfüllt werden. Weiterhin vorteilhaft ist, daß an Triebzügen für den Personenverkehr die zukünftigen Crashanforderungen erfüllt werden, ohne den Kopf verlängern zu müssen. Ein Nachrüsten von Fahrzeugen ist ebenfalls möglich.According to the invention, at least one buffer and / or at least one consumption element at the vehicle end is in a position further away from the vehicle than a buffer and / or a consumption element between two adjacent, coupled vehicles.
In this operating state, the clutch preferably remains centered. The swivel range of the coupling is not required. If two trains are coupled, the buffers that have been moved out by an additional path, for example, with or without an integrated consumption element, must be retracted and locked. The kinematic freedom required for two coupled trains is given again in this position.
The invention is not limited to a special embodiment of the consumption elements. Both reversible and irreversible primary and / or secondary consumption elements are possible.
The advantages of the invention are that, for example, the crash scenarios according to STI 1 and CEN 1, in which there is a collision at a speed of 36 km / h on an identical, stationary vehicle, with an unchanged level of force by extending the commute the coupling surface or buffer surface are also fulfilled. It is also advantageous that the future crash requirements are met on multiple units for passenger transport without having to lengthen the head. Retrofitting vehicles is also possible.

Die Erfindung wird anhand eines Ausführungsbeispiels nachfolgend näher erläutert.
An einem Fahrzeugkopf eines elektrisch angetriebenen Triebzuges sind eine Mittelkupplung und links und rechts von der Mittelkupplung zwei Puffer angeordnet. In einer ersten Position sind die Pufferlängen geringer als die Länge der Mittelkupplung, so daß diese geschwenkt werden kann. Dies ist für den Fall erforderlich, daß zwei Fahrzeuge gekuppelt und in gekuppeltem Zustand gefahren werden müssen.
Befindet sich dagegen der Fahrzeugkopf am Fahrzeugende, so kann auf die Kuppel- und auf die Schwenkfunktion der Mittelkupplung verzichtet werden. Die sich in einer Führung befindlichen Puffer werden in diesem Fall in eine vom Fahrzeug vom Fahrzeug entferntere Position herausgefahren und verriegelt werden kann. Alternativ dazu können die Puffer herkömmlicher Länge gegen Puffer mit größerer Länge ausgetauscht werden.
An den Puffern befinden sich zusätzlich Energieverzehrelemente, die zusammen mit den Puffern ausgefahren werden. Alternativ dazu können die Puffer oder die Verzehrelemente unabhängig voneinander und/oder einzeln ausgefahren werden. Beispielsweise im Rangierbetrieb, bei dem nur mit geringen Geschwindigkeiten gefahren wird, ist demzufolge auch eine geringere Crash-Energie zu vernichten als bei höheren Geschwindigkeiten. Eine Anpassung an die vernichtbare Crash-Energie kann daher z. B. dadurch erfolgen, daß nur ein Teil der ausfahrbaren Elemente, nämlich Puffer oder Verzehrelemente ausgefahren und verriegelt werden. In einer Abwandlung dazu könnten die Puffer und/oder Verzehrelemente in unterschiedlich entferntere Positionen ausgefahren und verriegelt werden.
Die ausfahrbaren Puffer mit den Verzehrelementen befinden sich dabei im Fahrbetrieb ständig in der vom Fahrzeug entfernteren Position.
Dies hat den Vorteil, daß die Energieverzehrvorrichtung einen Crash im Voraus nicht erkennen muß. Eine Fehlauslösung ist damit ausgeschlossen. Durch den mechanisch einfachen Aufbau ist eine ökonomisch günstige und für bereits vorhandene Fahrzeuge nachrüstbare Lösung möglich. Des weiteren ist die erfindungsgemäße Lösung durch den einfachen Aufbau wartungsarm und fehlerunanfällig, insbesondere im Gegensatz zu Energieverzehrelementen, die im Gefahrenfall ausgefahren werden.The invention is explained in more detail below using an exemplary embodiment.
A central coupling and two buffers are arranged to the left and right of the central coupling on a vehicle head of an electrically powered multiple unit. In a first position, the buffer lengths are less than the length of the center coupling so that it can be pivoted. This is necessary in the event that two vehicles have to be coupled and driven in a coupled state.
If, on the other hand, the vehicle head is at the end of the vehicle, the coupling and pivoting functions of the center coupling can be dispensed with. In this case, the buffers located in a guide can be moved out and locked into a position further away from the vehicle. Alternatively, the buffers of conventional length can be exchanged for buffers of longer length.
There are additional energy consumption elements on the buffers, which are extended together with the buffers. Alternatively, the buffers or the consumption elements can be extended independently of one another and / or individually. For example, in maneuvering mode, in which driving is only carried out at low speeds, less crash energy has to be destroyed than at higher speeds. An adaptation to the crushable crash energy can, for. B. done in that only part of the extendable elements, namely buffers or consumable elements are extended and locked. In a modification to this, the buffers and / or consumption elements could be extended and locked in positions that are at different distances.
The extendable buffers with the consumption elements are constantly in the position farther away from the vehicle when driving.
This has the advantage that the energy dissipation device does not have to recognize a crash in advance. A false trigger is therefore excluded. The mechanically simple construction enables an economically favorable solution that can be retrofitted to existing vehicles. Furthermore, the solution according to the invention is simple to maintain and error-prone due to the simple structure, in particular in contrast to energy dissipation elements which are extended in the event of danger.

Claims (13)

Stoßenergie-Verzehrvorrichtung für Fahrzeuge, insbesondere für Schienenfahrzeuge für den Personenverkehr mit mindestens einem Puffer an mindestens einem Ende des Fahrzeugs und mindestens einem Verzehrelement, dadurch gekennzeichnet, daß sich mindestens ein Puffer und/oder mindestens ein Verzehrelement am Fahrzeugende in einer vom Fahrzeug entfernteren Position befinden, als ein Puffer und/oder ein Verzehrelement zwischen zwei benachbarten, gekuppelten Fahrzeugen.Impact energy consumption device for vehicles, in particular for rail vehicles for passenger transport, with at least one buffer at at least one end of the vehicle and at least one consumption element, characterized in that at least one buffer and / or at least one consumption element at the end of the vehicle are in a position further away from the vehicle , as a buffer and / or a consumption element between two adjacent, coupled vehicles. Stoßenergie-Verzehrvorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß mindestens ein ausfahrbarer Puffer im Fahrbetrieb ständig in der vom Fahrzeug entfernteren Position arretiert ist.Impact energy consumption device according to claim 1, characterized in that at least one extendable buffer is constantly locked in the driving mode in the position farther away from the vehicle. Stoßenergie-Verzehrvorrichtung nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß mindestens ein ausfahrbares Verzehrelement im Fahrbetrieb ständig in der vom Fahrzeug entfernteren Position arretiert ist.Impact energy consumption device according to claim 1 or 2, characterized in that at least one extendable consumption element is constantly locked in the driving position in the position farther away from the vehicle. Stoßenergie-Verzehrvorrichtung nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, daß mindestens ein austauschbarer Puffer im Fahrbetrieb ständig in der vom Fahrzeug entfernteren Position arretiert ist.Impact energy consumption device according to one of claims 1 to 3, characterized in that at least one interchangeable buffer is constantly locked in the driving position in the position farther away from the vehicle. Stoßenergie-Verzehrvorrichtung nach einem der Ansprüche 1 bis 4, dadurch gekennzeichnet, daß ein mindestens austauschbares Verzehrelement im Fahrbetrieb ständig in der vom Fahrzeug entfernteren Position arretiert ist.Impact energy consumption device according to one of claims 1 to 4, characterized in that an at least interchangeable consumption element is constantly locked in the driving position in the position farther away from the vehicle. Stoßenergie-Verzehrvorrichtung nach einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, daß mindestens ein Verzehrelement an mindestens einem Puffer angeordnet ist.Impact energy consumption device according to one of Claims 1 to 5, characterized in that at least one consumption element is arranged on at least one buffer. Stoßenergie-Verzehrvorrichtung nach einem der Ansprüche 1 bis 6, dadurch gekennzeichnet, daß mindestens ein Puffer und/oder mindestens ein Verzehrelement am Fahrzeugende in Fahrtrichtung vorn im Fahrbetrieb herausgefahren und verriegelt sind.Impact energy consumption device according to one of claims 1 to 6, characterized in that at least one buffer and / or at least one consumption element at the end of the vehicle are moved out and locked in the driving direction at the front in driving mode. Stoßenergie-Verzehrvorrichtung nach einem der Ansprüche 1 bis 7, dadurch gekennzeichnet, daß mindestens ein Puffer und/oder mindestens ein Verzehrelement am Fahrzeugende in Fahrtrichtung hinten im Fahrbetrieb herausgefahren und verriegelt sind.Impact energy consumption device according to one of claims 1 to 7, characterized in that at least one buffer and / or at least one consumption element at the end of the vehicle are moved out and locked in the driving direction at the rear in driving mode. Stoßenergie-Verzehrvorrichtung nach einem der Ansprüche 1 bis 8, dadurch gekennzeichnet, daß der Puffer und/oder das Verzehrelement mindestens um die Länge der Puffer in nicht ausgefahrenem Zustand herausgefahren und verriegelt sind.Impact energy consumption device according to one of claims 1 to 8, characterized in that the buffer and / or the consumption element are extended and locked at least by the length of the buffer in the non-extended state. Stoßenergie-Verzehrvorrichtung nach einem der Ansprüche 1 bis 9, dadurch gekennzeichnet, daß der Puffer und/oder das Verzehrelement mindestens um die doppelte Länge der Puffer in nicht ausgefahrenem Zustand herausgefahren und verriegelt sind.Impact energy consumption device according to one of Claims 1 to 9, characterized in that the buffer and / or the consumption element are moved out and locked at least twice the length of the buffer in the non-extended state. Stoßenergie-Verzehrvorrichtung nach einem der Ansprüche 1 bis 10, dadurch gekennzeichnet, daß der Puffer und/oder das Verzehrelement mindestens soweit herausgefahren und verriegelt sind, daß sich eine Kupplung, insbesondere eine Mittelkupplung nicht mehr frei bewegen kann.Impact energy consumption device according to one of Claims 1 to 10, characterized in that the buffer and / or the consumption element are moved out and locked at least to the extent that a clutch, in particular a center clutch, can no longer move freely. Stoßenergie-Verzehrvorrichtung nach einem der Ansprüche 1 bis 11, dadurch gekennzeichnet, daß sich mindestens ein Puffer und mindestens ein Verzehrelement unabhängig voneinander am Fahrzeugende in einer vom Fahrzeug entfernteren Position befinden, als ein Puffer und/oder Verzehrelement zwischen zwei benachbarten, gekuppelten Fahrzeugen.Impact energy consumption device according to one of Claims 1 to 11, characterized in that at least one buffer and at least one consumption element are located independently of one another at the end of the vehicle in a position further away from the vehicle than a buffer and / or consumption element between two adjacent, coupled vehicles. Stoßenergie-Verzehrvorrichtung nach einem der Ansprüche 1 bis 12, dadurch gekennzeichnet, daß sich mindestens ein Puffer und/oder mindestens ein Verzehrelement am Fahrzeugende in einer vom Fahrzeug entfernteren Position befinden, als ein Puffer und/oder ein Verzehrelement zwischen zwei benachbarten, gekuppelten Fahrzeugen, wobei die Entfernung zwischen normaler und entfernterer Position einstellbar ist.Impact energy consumption device according to one of Claims 1 to 12, characterized in that at least one buffer and / or at least one consumption element at the end of the vehicle are in a position further away from the vehicle than a buffer and / or a consumption element between two adjacent, coupled vehicles, the distance between normal and distant position is adjustable.
EP01121535A 2000-09-11 2001-09-10 Vehicle with a shock energie absorbing device Revoked EP1186508B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10045780 2000-09-11
DE10045780A DE10045780A1 (en) 2000-09-11 2000-09-11 Impact energy consumption device for vehicles

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EP1186508A2 true EP1186508A2 (en) 2002-03-13
EP1186508A3 EP1186508A3 (en) 2002-10-30
EP1186508B1 EP1186508B1 (en) 2007-04-04

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EP01121535A Revoked EP1186508B1 (en) 2000-09-11 2001-09-10 Vehicle with a shock energie absorbing device

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AT (1) ATE358618T1 (en)
DE (2) DE10045780A1 (en)
ES (1) ES2284572T3 (en)

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DE19705226A1 (en) 1997-02-12 1998-08-13 Linke Hofmann Busch Bump energy absorption device for rail vehicles

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DE422907C (en) * 1925-12-18 Carl Lang Auxiliary buffer for railway vehicles
US1893634A (en) * 1931-05-25 1933-01-10 Roch Despatis Safety device for vehicles
DE4226731A1 (en) * 1992-08-14 1994-02-17 Linke Hofmann Busch Railway freight wagons, in particular flat wagons, each with a chassis arranged in the end regions of the underframe
DE19502217C2 (en) * 1995-01-25 1997-08-28 Deutsche Waggonbau Ag Energy consumption system for local rail vehicles, in particular for urban express railways
DE19546729A1 (en) * 1995-12-14 1997-06-19 Deutsche Bahn Ag Railway goods vehicle impact buffer

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19705226A1 (en) 1997-02-12 1998-08-13 Linke Hofmann Busch Bump energy absorption device for rail vehicles

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EP1186508B1 (en) 2007-04-04
ES2284572T3 (en) 2007-11-16
DE50112282D1 (en) 2007-05-16
EP1186508A3 (en) 2002-10-30
ATE358618T1 (en) 2007-04-15
DE10045780A1 (en) 2002-04-18

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