EP1186508B1 - Vehicle with a shock energie absorbing device - Google Patents
Vehicle with a shock energie absorbing device Download PDFInfo
- Publication number
- EP1186508B1 EP1186508B1 EP01121535A EP01121535A EP1186508B1 EP 1186508 B1 EP1186508 B1 EP 1186508B1 EP 01121535 A EP01121535 A EP 01121535A EP 01121535 A EP01121535 A EP 01121535A EP 1186508 B1 EP1186508 B1 EP 1186508B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- vehicle
- buffer
- absorption element
- extended
- 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.)
- Revoked
Links
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 vehicles with a surge energy-consuming device according to the preamble of claim 1.
- the invention is suitable for - but not limited to - rail vehicles for passenger transport.
- At least one buffer and / or at least one consumer element is located at the vehicle end in a position farther away from the vehicle, as a buffer and / or a consumer element between two adjacent, coupled vehicles.
- the coupling is preferably centered.
- the swivel range of the coupling is not required. If two trains are coupled, the buffers, which have been moved out by an additional path, for example, must be retracted and locked in a controlled manner with or without an integrated consumption element. The required for two coupled trains kinematic freedom is given in this position again.
- the invention is not limited to a specific embodiment of the consuming 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 with a speed of 36 km / h on a same, stationary vehicle, with unchanged force level by extending the working path over the coupling surface or buffer surface are also met. It is also advantageous that trainsets for passenger transport, the future crash requirements are met without having to extend the head. A retrofitting of vehicles is also possible.
- a center clutch and two buffers are arranged left and right of the center clutch.
- the buffer lengths are less than the length of the center clutch, so that it can be pivoted. This is necessary in the event that two vehicles must be coupled and driven in the coupled state.
- the vehicle head is located at the vehicle end, then the coupling and the pivoting function of the middle coupling can be dispensed with.
- the buffers located in a guide are in this case moved out to a position farther away from the vehicle and can be locked.
- the conventional length buffers can be replaced with larger length buffers.
- the buffers also contain energy-consuming elements that are extended along with the buffers.
- the buffers or the consuming elements may be extended independently and / or individually.
- An adaptation to the crushable crash energy can therefore z. B. take place in that only a part of the extendable elements, namely buffers or consuming elements are extended and locked.
- the buffers and / or food items could be extended and locked in positions farther apart.
- the extendable buffers with the consuming elements are doing while driving constantly in the front vehicle remote position. This has the advantage that the energy dissipation device does not have to detect a crash in advance. A false trip is thus excluded.
- the mechanically simple construction is an economically favorable and retrofittable for existing vehicles solution possible. Furthermore, the solution according to the invention is low maintenance and error-prone due to the simple structure, especially in contrast to energy-absorbing elements that are extended in the event of danger.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Vibration Dampers (AREA)
- Vehicle Body Suspensions (AREA)
- Air Bags (AREA)
- Body Structure For Vehicles (AREA)
Abstract
Description
Die Erfindung betrifft Fahrzeuge mit einer Stroßenergie-Verzehrvorrichtung gemäß dem Oberbegriff des Anspruchs 1. Die Erfindung ist geeignet für - aber nicht beschränkt auf - Schienenfahrzeuge für den Personenverkehr.The invention relates to vehicles with a surge energy-consuming device according to the preamble of claim 1. The invention is suitable for - but not limited to - 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 demands are placed on the crash safety of z. As electrically powered or diesel-powered multiple units. The size of the crash energy to be destroyed is determined by the parameters mass and velocity. The deformation work to be performed results from the parameters of force and displacement. The force is usually due to historically defined load assumptions (UIC 566 / DIN EN 12663) such. B. 1500 kN compression force limited to the coupling carrier. The most even distribution of the force on the car cross section has constructive limits and is only possible to a limited extent. To dimension the car body or its cross section for larger load assumptions has both economic limits and limits in terms of weight.
So far, fixed-mounted consuming devices are attached to the rail vehicle, which deform reversibly or irreversibly, thereby destroying the crash energy, ie it is done deformation work and the kinetic energy is converted into heat. In resilient consumption devices, for. B. buffers, the crash energy is stored in spring elements and then also converted into heat.
Disadvantage of these solutions is the limited capacity of crushing energy to be destroyed. An increase in the capacity is limited on the one hand by the weight and on the other by the dimensions of the consuming devices and the vehicle. This would also be associated with increased costs in manufacturing and operation.
Furthermore, the exterior design limits the space for consuming devices or the exterior design must be changed with respect to the consuming 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.In DE 197 05 226 A1, a surge energy dissipation device for rail vehicles is described in which over a trigger mechanism Überstoß-energy-consuming elements against the thrust forward outside the frontal vehicle contour is moved and arrives with similar Überstoß energy consumption elements of coupled vehicles adjacent to the plant. The disadvantage here is that the way that the energy dissipation elements can be moved against the impact direction is limited. It is at most the distance between two coupled, adjacent vehicles in the field of energy consumption elements. As a result, the capacity of the impact energy to be destroyed is severely limited. Furthermore, this solution has the disadvantage that the displacement of the energy-absorbing elements must be timely and only in case of danger. A faulty triggering must be avoided for safety and economic reasons. During a crash, the energy dissipation elements and their displacement design must be securely locked, which complicates the structural design and significantly increases the use of materials.
Eine Uberstoßenergieverzchreinrichtung ist ebenso durch die DE-A1-195 46 729 bekannt geworden, welche zwei seriell angeordnete Verzehrelemente aufweist.
Aufgabe der Erfindung ist es, die beschriebenen Nachteile des Standes der Technik zu beseitigen und insbesondere ein Fahrzeug mit eine Stoßenergie-Verzehrvorrichtung vorzuschlagen, das auch zukünftigen Anforderungen bezüglich der Crash-Sicherheit genügt.An Überstoßergieverzchreinrichtung has also become known from DE-A1-195 46 729, which has two serially arranged consumption elements.
The object of the invention is to eliminate the disadvantages of the prior art described and in particular to propose a vehicle with an impact energy-consuming device that meets future requirements in terms of crash safety.
Diese Aufgabe wird durch ein Fahrzeug 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 a vehicle according to the features of claim 1.
Advantageous embodiments and further developments of the invention are specified in the subclaims.
All previously known impact energy-consuming elements or systems make no difference between dimension and function at the end of the train and between coupled trains. As a commute for the crash energy to be destroyed in a crash energy is usually only the way between the clutch surface and / or buffer surface and the beginning of the inner cab compartment available. An extension of the head in front of the driver's cab affects the field of vision of the driver and extends the train without improving the transport performance. In order to enable a longer working path, without having to increase the force, therefore, the energy consumption process is spatially shifted according to the invention. A longer working distance is required according to the invention only at the ends of a train, but not between two coupled, same trains.
Gemäß der Erfindung befindet sich mindestens ein Puffer und/oder mindestens ein Verzehrelement am Fahrzeugende in einer vorn 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 consumer element is located at the vehicle end in a position farther away from the vehicle, as a buffer and / or a consumer element between two adjacent, coupled vehicles.
In this operating state, the coupling is preferably centered. The swivel range of the coupling is not required. If two trains are coupled, the buffers, which have been moved out by an additional path, for example, must be retracted and locked in a controlled manner with or without an integrated consumption element. The required for two coupled trains kinematic freedom is given in this position again.
The invention is not limited to a specific embodiment of the consuming 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 with a speed of 36 km / h on a same, stationary vehicle, with unchanged force level by extending the working path over the coupling surface or buffer surface are also met. It is also advantageous that trainsets for passenger transport, the future crash requirements are met without having to extend the head. A retrofitting of 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 vorn Fahrzeug entferntere Position herausgefahren und können verriegelt werden. 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 vorn 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 will be explained in more detail with reference to an embodiment below.
On a vehicle head of an electrically driven multiple unit a center clutch and two buffers are arranged left and right of the center clutch. In a first position, the buffer lengths are less than the length of the center clutch, so that it can be pivoted. This is necessary in the event that two vehicles must be coupled and driven in the coupled state.
If, on the other hand, the vehicle head is located at the vehicle end, then the coupling and the pivoting function of the middle coupling can be dispensed with. The buffers located in a guide are in this case moved out to a position farther away from the vehicle and can be locked. Alternatively, the conventional length buffers can be replaced with larger length buffers.
The buffers also contain energy-consuming elements that are extended along with the buffers. Alternatively, the buffers or the consuming elements may be extended independently and / or individually. For example, in Shunting operation, in which only driven at low speeds, is therefore also a lower crash energy to destroy than at higher speeds. An adaptation to the crushable crash energy can therefore z. B. take place in that only a part of the extendable elements, namely buffers or consuming elements are extended and locked. Alternatively, the buffers and / or food items could be extended and locked in positions farther apart.
The extendable buffers with the consuming elements are doing while driving constantly in the front vehicle remote position.
This has the advantage that the energy dissipation device does not have to detect a crash in advance. A false trip is thus excluded. The mechanically simple construction is an economically favorable and retrofittable for existing vehicles solution possible. Furthermore, the solution according to the invention is low maintenance and error-prone due to the simple structure, especially in contrast to energy-absorbing elements that are extended in the event of danger.
Claims (10)
- Vehicle, particularly rail vehicle for the transport of persons, with a crash energy absorption device with at least one buffer and at least one absorption element on at least one end of the vehicle, characterised in that the buffer and/or the absorption element can be extended from a first position into a position more distant from the vehicle, and can be locked constantly in this position more distant from the vehicle.
- Vehicle according to Claim 1, characterised in that at least one absorption element is arranged on at least one buffer.
- Vehicle according to Claim 1 or 2, characterised in that at least one buffer and/or at least one absorption element are extended from the vehicle end in the direction of travel at the front of the vehicle during driving operation, and locked.
- Vehicle according to any one of Claims 1 to 3, characterised in that at least one buffer and/or at least one absorption element are extended from the vehicle end in the direction of travel at the rear of the vehicle during driving operation, and locked.
- Vehicle according to any one of Claims 1 to 4, characterised in that the buffer and/or the absorption element are extended by at least the length of the buffers in their non-extended position, and locked.
- Vehicle according to any one of Claims 1 to 5, characterised in that the buffer and/or the absorption element are extended by at least twice the length of the buffers in their non-extended position, and locked.
- Vehicle according to any one of Claims 1 to 6, characterised in that the buffer and/or the absorption element are extended at least far enough out and locked so that a coupling, particularly a central coupling, can no longer move freely.
- Vehicle according to any one of Claims 1 to 7, characterised in that the buffer and the absorption element are extensible independently of each other.
- Vehicle according to any one of Claims 1 to 8, characterised in that for the buffer and/or the absorption element the distance between the normal and the more distant position can be adjusted.
- Vehicle combination between at least one vehicle according to one of Claims 1 to 9 and an adjacent vehicle which is coupled to it, characterised in that the buffer and/or the absorption element are located at the end of the vehicle combination in a position which is more distant from the vehicle than a buffer and/or an absorption element between the vehicle and the adjacent vehicle.
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 |
Publications (3)
Publication Number | Publication Date |
---|---|
EP1186508A2 EP1186508A2 (en) | 2002-03-13 |
EP1186508A3 EP1186508A3 (en) | 2002-10-30 |
EP1186508B1 true EP1186508B1 (en) | 2007-04-04 |
Family
ID=7656396
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP01121535A Revoked EP1186508B1 (en) | 2000-09-11 | 2001-09-10 | Vehicle with a shock energie absorbing device |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP1186508B1 (en) |
AT (1) | ATE358618T1 (en) |
DE (2) | DE10045780A1 (en) |
ES (1) | ES2284572T3 (en) |
Family Cites Families (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
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 |
DE19705226A1 (en) * | 1997-02-12 | 1998-08-13 | Linke Hofmann Busch | Bump energy absorption device for rail vehicles |
-
2000
- 2000-09-11 DE DE10045780A patent/DE10045780A1/en not_active Withdrawn
-
2001
- 2001-09-10 DE DE50112282T patent/DE50112282D1/en not_active Expired - Lifetime
- 2001-09-10 ES ES01121535T patent/ES2284572T3/en not_active Expired - Lifetime
- 2001-09-10 EP EP01121535A patent/EP1186508B1/en not_active Revoked
- 2001-09-10 AT AT01121535T patent/ATE358618T1/en active
Also Published As
Publication number | Publication date |
---|---|
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 |
EP1186508A2 (en) | 2002-03-13 |
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