EP2064104A1 - Head module for a rail vehicle - Google Patents
Head module for a rail vehicleInfo
- Publication number
- EP2064104A1 EP2064104A1 EP07803410A EP07803410A EP2064104A1 EP 2064104 A1 EP2064104 A1 EP 2064104A1 EP 07803410 A EP07803410 A EP 07803410A EP 07803410 A EP07803410 A EP 07803410A EP 2064104 A1 EP2064104 A1 EP 2064104A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- rail vehicle
- head module
- frontal
- module according
- longitudinal direction
- 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
- 230000008878 coupling Effects 0.000 claims description 21
- 238000010168 coupling process Methods 0.000 claims description 21
- 238000005859 coupling reaction Methods 0.000 claims description 21
- 238000005265 energy consumption Methods 0.000 claims description 7
- 238000005096 rolling process Methods 0.000 description 12
- 230000021715 photosynthesis, light harvesting Effects 0.000 description 11
- 230000002349 favourable effect Effects 0.000 description 6
- 230000004083 survival effect Effects 0.000 description 5
- 230000009194 climbing Effects 0.000 description 3
- 230000035939 shock Effects 0.000 description 3
- 230000000694 effects Effects 0.000 description 2
- 230000000977 initiatory effect Effects 0.000 description 2
- 238000010521 absorption reaction Methods 0.000 description 1
- XAGFODPZIPBFFR-UHFFFAOYSA-N aluminium Chemical compound [Al] XAGFODPZIPBFFR-UHFFFAOYSA-N 0.000 description 1
- 229910052782 aluminium Inorganic materials 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 230000035515 penetration Effects 0.000 description 1
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
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
- B61C17/04—Arrangement or disposition of driving cabins, footplates or engine rooms; Ventilation thereof
-
- 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 present invention relates to a head module for a rail vehicle, in particular for high-speed traffic, with a safety cell for the driver, which comprises a frontal structure, a spaced rearward structure in the longitudinal direction of the rail vehicle and on both longitudinal sides of the rail vehicle each having a lateral framework structure, wherein the frontal structure extends in the center region of the rail vehicle in the direction of the vertical axis of the rail vehicle to the height range defined by the lower edge of the windshield of the rail vehicle, and the respective lateral truss structure in the event of a crash supports the frontal structure against the rear second structure.
- the invention further relates to a rail vehicle with a head module according to the invention.
- Such a head module is known, for example, from EP 0 888 946 B1.
- the frontal structure and the front half of the lateral truss structures of the safety cell extend in the direction of the vertical axis of the rail vehicle to approximately the height range of the lower edge of the windshield of the rail vehicle.
- the safety cell surrounds the cab of the driver or is a component of this cabin.
- a central function of the safety cell is to provide the driver in the event of a crash sufficiently large survival space in the event that he is no longer able to leave the driver's cab in time for an obstacle to the impact.
- the safety cell is also plastically deformed to a certain extent in order to absorb part of the impact energy.
- the TSI High-Speed Rolling Stock proposes three different crash scenarios: Scenario 1: Passenger train versus passenger train at a relative speed of 36 km / h; Scenario 2: Passenger train towards the end of a freight train (mass 80 t) at a relative speed of 36 km / h; Scenario 3: Passenger train against a rigid block (mass 15 t) at a relative speed of 1 10 km / h.
- Scenario 3 is intended to simulate a collision with an obstacle standing on a railroad crossing, such as a loaded truck. However, this scenario has shown that this scenario only incorrectly simulates the actual conditions in the event of a collision with such an obstacle. Therefore, it is intended to modify this scenario so that the passenger train collides with a deformable obstacle in the form of a tank truck of mass 15 t.
- the known safety cells provide insufficient protection for the vehicle driver.
- the deforming obstacle rolls on the vehicle head and deformed areas of the obstacle penetrate deep into the driver's cab, for example via the opening of the windshield.
- arise in the rolling movement of the obstacle on the vehicle head unlike the previous rigid block in the upper half of the head module obliquely downward loads, for which the structures of the previous vehicle heads are not designed, so that there is a strong deformation of the head module can come, which does not provide sufficient survival space for the driver.
- the present invention is therefore based on the object to provide a head module or a rail vehicle of the type mentioned above, which does not have the disadvantages mentioned above, or at least to a much lesser extent and in particular under real crash situations sufficient protection for the driver allows ,
- the present invention solves this problem, starting from a head module according to the preamble of claim 1 by the features stated in the characterizing part of claim 1.
- the present invention is based on the technical teaching that, under real crash situations, adequate protection is achieved for the vehicle driver when the frontal structure on both longitudinal sides of the rail vehicle respectively comprises a pillar element which extends in the direction of the vertical axis of the rail vehicle Lower edge of the windshield also extends, and the respective pillar element is rigidly supported in the region of its upper end in the event of a crash by the associated lateral truss structure against the rear second structure.
- the truss structures can be designed so that they undergo a certain plastic deformation in certain areas, which, however, may in any case only be so small that the driver still has sufficient survival space available.
- the respective truss structure is designed in such a way that, in a given crash situation, it is not plastically deformed substantially with a lateral impact on a standard deformable obstacle simulating a loaded truck.
- the survival space for the vehicle driver is ensured in an advantageous manner. It is preferably provided that these conditions are met at least for a crash, in which the lateral impact occurs at a relative speed of 1 10 km / h and the deformable obstacle has a mass of 15 t.
- the rigid support in the column elements can be done in any suitable manner. It is preferably provided that at least one of the truss structures has a first support element which extends from the upper end region of the associated pillar element downwards in the direction of the rear structure. This is particularly in connection with the support of the obliquely downwardly acting loads by tending to roll obstacle of advantage.
- the first carrier element may extend as far as a further carrier element, for example a carrier of the truss structure extending in the longitudinal direction of the rail vehicle.
- the first support element extends to the rear structure, so that a simple and reliable support is ensured on the rear structure.
- At least one of the truss structures has a second carrier element which extends from the upper end region of the associated pillar element upwards in the direction of the rear structure.
- the second support element extends only to a further carrier element, for example a further carrier of the truss structure extending in the longitudinal direction of the rail vehicle.
- the second carrier element extends up to the rear structure, in order to ensure reliable support on the rear structure in a simple manner.
- the frontal structure has at least one frontal coupling device which defines a front coupling plane extending in the direction of the vertical axis of the rail vehicle, in whose region at least one impact energy absorbing element pointing forwards in the longitudinal direction of the rail vehicle frontal structure can be coupled.
- the respective pillar element has a projection which points forwards in the longitudinal direction of the rail vehicle and projects beyond the coupling plane in the longitudinal direction of the rail vehicle to the front. This makes it possible in an advantageous manner to shift the initiation of the counter-pulse on the obstacle forward, so that the rolling movement of the obstacle is counteracted even earlier.
- the projection is made for the projection to have a contact region located in the longitudinal direction of the rail vehicle and the distance between the contact region of the projection and the coupling plane in the longitudinal direction of the rail vehicle to be greater than the final length of an im Area of the coupling plane mounted impact energy dissipation element in the state of fully utilized energy consumption.
- the front upper edge of the projection is preferably arranged as high as possible in order to achieve a favorable, possible high-lying introduction of the counter-pulse in the obstacle.
- the projection extends in the direction of the vertical axis of the rail vehicle from the height region of the lower edge of the windshield to the upper end of the pillar element.
- At least one first impact energy dissipation element pointing forwards in the longitudinal direction of the rail vehicle is fastened to the frontal structure.
- the first impact energy consumption element is arranged centrally in the direction of the transverse axis of the rail vehicle in order to achieve a favorable deformation behavior of the obstacle.
- the first impact energy absorbing element extends in the direction of the vertical axis of the rail vehicle into the region of the lower edge of the windshield, in order to achieve the most favorable leverage conditions on the obstacle as low as possible during the impact energy consumption.
- a central vehicle coupling unit is provided. At the side of the vehicle coupling unit, a second impact energy dissipation element pointing forwards in the longitudinal direction of the rail vehicle is then attached to the frontal structure. To achieve the best possible low energy consumption of impact energy. It is preferably provided that the second impact energy absorbing element has at its front end means for preventing climbing up.
- the rear structure can basically be constructed in any suitable manner. It preferably comprises a ring frame of the rail vehicle, which can be used to achieve a particularly simple and reliable configuration.
- the present invention further relates to a rail vehicle with a head module according to the invention.
- the present invention can be used particularly advantageously in connection with rail vehicles for high-speed traffic. It goes without saying, that they can also be used for rail vehicles for any other speed ranges, so both in long-distance and in local transport in an advantageous manner.
- Figure 1 is a schematic perspective view of part of a preferred embodiment
- Embodiment of the rail vehicle according to the invention with a head module according to the invention Embodiment of the rail vehicle according to the invention with a head module according to the invention.
- FIG. 2 shows a schematic perspective view of the security cell of the head module from FIG. 1.
- FIG. 1 shows a schematic perspective view of part of a preferred embodiment of the high-speed rail vehicle 101 according to the invention with a head module 102 according to the invention
- FIG. 2 shows a schematic perspective view of the safety cell 103 of the head module 102 of FIG.
- the safety cell 103 accommodates the car 101.1 for the driver of the rail vehicle 101.
- the head module 102 has a covering or outer skin 104 surrounding the safety cell 103 into which the windshield 105 of the rail vehicle is inserted.
- the safety cell 103 has a front or frontal structure 103. 1 and a rearward structure 103. 2 spaced apart in the direction of the longitudinal axis L of the rail vehicle 101. Furthermore, the safety cell 103 on both longitudinal sides of the rail vehicle 101 in each case a truss structure 103.3, which connects the front panel 103.1 respectively with the rear structure 103.2.
- the frontal structure 103.1 comprises a substantially rectangular front plate 103.4, which extends in the direction of the vertical axis H of the rail vehicle approximately to the level of the lower edge of the windshield 105. In the region of the longitudinal sides of the rail vehicle 101, the frontal structure 103.1 furthermore has a respective pillar element 103.5 extending in the direction of the vertical axis H of the rail vehicle 101.
- the respective column element 103.5 is placed on the front plate 103.4 and firmly connected thereto. Furthermore, the respective column element 103.5, as will be explained in more detail below, is rigidly supported in the region of its upper end against the rear structure 103.2.
- the respective column element 103.5 has a height (ie a dimension in the direction of the vertical axis H) which corresponds to approximately 75% of the height of the front plate 103.4, so that the safety cell 103 on the longitudinal sides of the rail vehicle 101 extends far above the lower edge of the windshield 105, extending approximately to half the height of the windshield. It is understood, however, that in other variants of the invention, a different height of the column elements may be provided.
- the respective truss structure 103.3 is designed in such a way that, in such a predetermined crash situation, it is essentially not plastically deformed with a lateral impact on a standard deformable obstacle simulating a loaded truck. As a result, the survival space for the vehicle driver is advantageously ensured since the cabin 101.1 remains essentially undeformed.
- the truss structures 103.3 are dimensioned so that these conditions are met at least for a crash, in which the lateral impact occurs at a relative speed of 1 10 km / h and the deformable obstacle has a mass of 15 t.
- the respective column element 103.5 is rigidly supported for this purpose in the region of its upper end in each case via a first carrier element 103.6 and a second carrier element 103.7 against the rearward structure 103.2.
- the first carrier element 103.6 extends from the upper end region of the associated column element 103.5 obliquely downwards in the direction of the rear structure 103.2. This is particularly in connection with the support of the obliquely downwardly acting loads by tending to roll obstacle of advantage.
- the first carrier element 103.6 extends up to the rear structure 103.2, so that a simple and reliable support is provided on the rear structure 103.2. Here, it is supported by two extending in the direction of the longitudinal axis L of the rail vehicle 101 support members 103.8 and secured against buckling.
- the respective second carrier element 103.7 extends obliquely upward from the upper end region of the associated column element 103.5 of the rear structure 103.2. As a result, an advantageous further stiffening of the truss structure 103.3 is achieved in a simple manner.
- the rear structure 103.2 comprises two annular frames interconnected in the longitudinal direction L of the rail vehicle 101, which are achieved by a particularly simple and reliable design with reliable support and transmission of the crash loads into the underlying vehicle structure of the rail vehicle 101. It is understood, however, that in other variants of the invention it may also be constructed in any other suitable manner.
- the safety cell 103 has on the front side 103.9 of the front plate 103.4 a plurality of frontal coupling devices defining a running in the direction of the vertical axis of the rail vehicle frontal coupling plane, which coincides in the present example with the plane of the front 103.9 of the front panel 103.4.
- a plurality of impact energy absorbing elements 106, 107 pointing forwardly in the longitudinal direction L of the rail vehicle 101 are coupled to the frontal structure 103.1.
- the respective pillar element 103.5 has a projection 103.10 which projects forwards in the longitudinal direction L of the rail vehicle 101 and projects beyond the coupling plane in the longitudinal direction of the rail vehicle to the front.
- the respective projection 103.10 has a front in the longitudinal direction L of the rail vehicle contact area 103.1 1.
- the distance D between the contact area 103.11 of the projection 103.10 and the coupling plane 103.9 in the longitudinal direction L of the rail vehicle is dimensioned such that it is greater than the final length of the impact energy absorbing elements 106, 107 in the state of fully utilized energy absorption capacity. This ensures that the obstacle contacts the projection 103.10 of the column elements 103.5 before the energy dissipation capability of the impact energy dissipation elements 106, 107 is completely utilized, for example the respective impact energy dissipation element 106, 107 is completely compressed.
- the projection 103.10 extends in the direction of the vertical axis H of the rail vehicle from the height range of the lower edge of the windshield 105 to the upper end of the pillar element 103.5.
- the first impact energy absorbing element 106 is formed as a large-area, in the transverse direction Q of the rail vehicle 101 stepped aluminum honeycomb element. It is arranged centrally in the direction of the transverse axis Q of the rail vehicle 101 in order to achieve a favorable deformation behavior of the obstacle. In addition, the first shock energy absorbing element 106 extends in the direction of the vertical axis H of the rail vehicle into the region of the lower edge of the windshield 105 in order to achieve the most favorable leverage conditions on the obstacle, which are as favorable as possible during the energy consumption of the impact energy.
- a central vehicle coupling unit in the form of a central buffer coupling 108 is provided below the first impact energy absorbing element 106.
- the second impact energy absorbing elements 107 are attached to the front plate 103.4, in order to achieve the widest possible, low impact energy consumption.
- the second impact energy absorbing elements each have means for preventing them from climbing up in the form of ribs running in the transverse direction Q of the rail vehicle 101 at their front ends.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Life Sciences & Earth Sciences (AREA)
- Wood Science & Technology (AREA)
- Automation & Control Theory (AREA)
- Body Structure For Vehicles (AREA)
- Vibration Dampers (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102006044397A DE102006044397A1 (en) | 2006-09-18 | 2006-09-18 | Head module for a rail vehicle |
PCT/EP2007/059546 WO2008034745A1 (en) | 2006-09-18 | 2007-09-11 | Head module for a rail vehicle |
Publications (2)
Publication Number | Publication Date |
---|---|
EP2064104A1 true EP2064104A1 (en) | 2009-06-03 |
EP2064104B1 EP2064104B1 (en) | 2017-08-23 |
Family
ID=38814420
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP07803410.5A Active EP2064104B1 (en) | 2006-09-18 | 2007-09-11 | Head module for a rail vehicle |
Country Status (3)
Country | Link |
---|---|
EP (1) | EP2064104B1 (en) |
DE (1) | DE102006044397A1 (en) |
WO (1) | WO2008034745A1 (en) |
Families Citing this family (15)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2954929B1 (en) * | 2010-01-07 | 2014-06-20 | Philippe Dolliou | MODULAR DEVICE FOR RAILWAY TRANSPORT |
RU2558400C2 (en) * | 2010-09-20 | 2015-08-10 | Бомбардир Транспортацион Гмбх | Light composite structure of rail vehicle cabin |
DE102011007090A1 (en) * | 2011-04-08 | 2012-10-11 | Bombardier Transportation Gmbh | Front structure of a rail vehicle |
FR2988360A1 (en) * | 2012-03-20 | 2013-09-27 | Alstom Transport Sa | End structure for railway vehicle i.e. tram, has structural part having rigidity higher than that of absorption part to form rigid support for deformation of absorption part in event of impact against end structure |
DE102012212967A1 (en) * | 2012-07-24 | 2014-01-30 | Siemens Aktiengesellschaft | Zugkopfteil |
ES2939961T3 (en) * | 2013-03-18 | 2023-04-28 | Alstom Holdings | Vehicle structure for a rail vehicle |
RU2528511C1 (en) * | 2013-04-03 | 2014-09-20 | Открытое акционерное общество "МЕТРОВАГОНМАШ" | Railway vehicle (versions) and device for protection at emergent collision |
RU2528529C1 (en) * | 2013-04-03 | 2014-09-20 | Открытое акционерное общество "МЕТРОВАГОНМАШ" | Railway vehicle (versions) and device for protection at emergent collision |
DE102014204761A1 (en) * | 2014-03-14 | 2015-09-17 | Voith Patent Gmbh | Vehicle head for a track-bound vehicle, in particular rail vehicle with a reinforced frame structure for the windshield and front window for the vehicle head |
GB201522419D0 (en) * | 2015-12-18 | 2016-02-03 | Hitachi Ltd | Railway vehicle provided with collision energy absorption structure |
DE102016120799B3 (en) * | 2016-07-29 | 2017-12-28 | Rcs Gmbh Rail Components And Systems | vacuum hood |
DE102017102567A1 (en) * | 2017-02-09 | 2018-08-09 | CG Rail - Chinesisch-Deutsches Forschungs- und Entwicklungszentrum für Bahn- und Verkehrstechnik Dresden GmbH | Head module for rail vehicle |
CN107719406B (en) * | 2017-10-19 | 2023-10-27 | 中车青岛四方机车车辆股份有限公司 | Hierarchical energy-absorbing structure and rail vehicle |
CN112298259B (en) * | 2020-10-27 | 2022-03-25 | 中车青岛四方机车车辆股份有限公司 | Car body collision energy-absorbing structure and railway vehicle |
CN112298227B (en) * | 2020-11-05 | 2022-02-15 | 中车青岛四方机车车辆股份有限公司 | Modular cab structure and rail vehicle |
Family Cites Families (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE608280C (en) * | 1929-12-08 | 1935-01-22 | Curt Stedefeld Dipl Ing | Rail cars for high speeds |
FR2698840B1 (en) * | 1992-12-08 | 1995-02-24 | Dietrich & Cie De | Railway vehicle with driver's cab having an energy absorbing structure. |
FR2747633B1 (en) * | 1996-04-19 | 2003-01-31 | Alstom Ddf | RAILWAY VEHICLE WITH DRIVING CABIN COMPRISING AN ENERGY ABSORBING STRUCTURE WITH PROGRESSIVE DEFORMATION |
IT1290299B1 (en) * | 1997-02-12 | 1998-10-22 | Costamasnaga Spa | RAILWAY VEHICLE INCLUDING A SUPERSTRUCTURE CARRIED BY A FRAME TO WHICH THE TROLLEYS ARE ASSOCIATED, SAID FRAME PRESENTING |
FR2765543B1 (en) * | 1997-07-02 | 2005-01-07 | Alstom Ddf | RAILWAY VEHICLE COMPRISING AT LEAST ONE INTERCHANGEABLE END MODULE |
FR2818224B1 (en) * | 2000-12-18 | 2003-01-24 | Alstom | RAIL VEHICLE WITH DRIVING CABIN COMPRISING AN ENERGY ABSORBING STRUCTURE SUITABLE FOR COLLISION ABOVE THE VEHICLE CHASSIS |
-
2006
- 2006-09-18 DE DE102006044397A patent/DE102006044397A1/en not_active Withdrawn
-
2007
- 2007-09-11 WO PCT/EP2007/059546 patent/WO2008034745A1/en active Application Filing
- 2007-09-11 EP EP07803410.5A patent/EP2064104B1/en active Active
Non-Patent Citations (1)
Title |
---|
See references of WO2008034745A1 * |
Also Published As
Publication number | Publication date |
---|---|
EP2064104B1 (en) | 2017-08-23 |
WO2008034745A1 (en) | 2008-03-27 |
DE102006044397A1 (en) | 2008-03-27 |
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