EP2078657A1 - Rail vehicle with multilayered impact absorber - Google Patents

Rail vehicle with multilayered impact absorber Download PDF

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Publication number
EP2078657A1
EP2078657A1 EP08000339A EP08000339A EP2078657A1 EP 2078657 A1 EP2078657 A1 EP 2078657A1 EP 08000339 A EP08000339 A EP 08000339A EP 08000339 A EP08000339 A EP 08000339A EP 2078657 A1 EP2078657 A1 EP 2078657A1
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EP
European Patent Office
Prior art keywords
shock
absorbing element
rail vehicle
energy dissipation
deformation
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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
EP08000339A
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German (de)
French (fr)
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EP2078657B1 (en
Inventor
Nico Dipl.-Ing. Bohms
Michael Dipl.-Ing. Boos
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Alstom Transport SA
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Alstom Transport SA
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Publication date
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Priority to DE502008001516T priority Critical patent/DE502008001516D1/en
Priority to AT08000339T priority patent/ATE484438T1/en
Priority to ES08000339T priority patent/ES2354325T3/en
Priority to EP08000339A priority patent/EP2078657B1/en
Publication of EP2078657A1 publication Critical patent/EP2078657A1/en
Application granted granted Critical
Publication of EP2078657B1 publication Critical patent/EP2078657B1/en
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    • 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

  • a railway vehicle which has Stoßverzehretti which are arranged in two different heights, hereinafter referred to as energy absorption levels.
  • the most projecting in a lower energy dissipation plane shock-absorbing element is activated on impact with a comparatively low-building vehicle first.
  • a second Stoßverzehrelement which is located in an upper energy dissipation level, activated. If the deformations and thus the possibility of energy absorption of these two shock-absorbing elements is exhausted, a third shock-absorbing element, which, viewed in the direction of travel, is arranged behind the two aforementioned shock-absorbing elements, is activated.
  • the third shock absorbing element extends in the vertical direction from the lower energy dissipation level to the upper energy dissipation level and is therefore very bulky and therefore can not be realized in all rail vehicles.
  • the center of gravity of the commercial vehicle is significantly higher than the lower energy absorption plane, so that the power transmission between the rail vehicle and the commercial vehicle in the region of the lower energy consumption level causes a tilting moment on the commercial vehicle, which rotates the commercial vehicle in the direction of the rail vehicle and thereby the forces between rail vehicle and commercial vehicle be increased in the upper energy level.
  • the invention has for its object to provide a rail vehicle that has a good energy absorption behavior even in collisions with commercial vehicles, the structure of the rail vehicle, in particular its car body, should be minimized. At the same time, the energy-absorbing devices should be space-saving and inexpensive to implement.
  • This object is achieved in a rail vehicle with a car body, on the front side a plurality of arranged at different heights Stoßverzehretti are provided, the Stoßverzehretti are activated in succession depending on the deformation of the front end substantially successively, wherein in a lower energy dissipation level a first shock-absorbing element and a third Stoßverzehrelement in the direction of travel of the rail vehicle are arranged one behind the other, wherein in an upper energy absorption plane, a second Stoßverzehrelement is provided, and wherein the first Stoßverzehrelement protrudes in the undeformed state in the direction of travel on the second Stoßverzehrelement, achieved by a deformation of the second Stoßverzehrelements at least partially on the third Push consumption element is transmitted.
  • the coupling according to the invention of the second shock-absorbing element and of the third shock-absorbing element ensures that whenever the forces in the region of the upper energy dissipation plane are much greater than in the region of the lower energy dissipation plane, part of the deformation work is transferred from the upper energy dissipation plane to the lower energy dissipation plane becomes.
  • This is firstly a Homogenization of the introduction of force and the stress of the shock-absorbing elements achieved. Since the lower energy dissipation level is usually approximately at the same height as the undercarriage of the car body, the structure of the car body or the rail vehicle is significantly less stressed when the resulting forces in the collision are introduced in the lower energy dissipation level in the rail vehicle.
  • the second shock-absorbing element and the third shock-absorbing element are coupled hydraulically and / or mechanically to one another.
  • a hydraulic coupling for example via a master cylinder and a slave cylinder
  • first very large forces can be reliably transmitted in the smallest space from the upper energy dissipation level in the lower energy dissipation level.
  • the coordination of the deformations or the transmission of impact energy from the upper energy dissipation level to the lower energy dissipation level can be optimized very simply by the choice of the diameter of master cylinder and slave cylinder.
  • master cylinder and / or slave cylinder are arranged coaxially with the relevant Stoßverzehrelement.
  • master cylinder or the slave cylinder laterally offset or offset parallel to the shock-absorbing elements. This also provides a further degree of freedom with regard to the structural design.
  • shock-absorbing elements are required for the coupling of shock-absorbing elements and master cylinders or slave cylinders. But it is also possible to achieve a purely mechanical transmission or coupling of the deformation paths of the second shock-absorbing element and the third shock-absorbing element. This variant is cheaper to implement and can also be realized very space-saving.
  • the deformation path or a part of the deformation path of the second shock-absorbing element is transmitted via a cable and corresponding rollers or deflection devices to the third shock-absorbing element.
  • This variant is very space-saving and cost feasible. Which of the variants alone or in combination with each other is given preference in individual cases depends on the other boundary conditions in the manufacture of the rail vehicle.
  • FIG. 1 shows in the left part of the front part of a rail vehicle 1 according to the invention cut and simplified.
  • a car body 3 with long beams 3.1 and roof struts 3.2 is just as hinted at the wheels 5.
  • the direction of travel of the rail vehicle 1 is indicated by an arrow 7.
  • the rails on which the rail vehicle 1 rolls are provided with the reference numeral 9.
  • Approximately at the height of the longitudinal beam 3.1 is a lower energy dissipation level 11, the Height above the rails 9 is indicated by a double arrow 13.
  • an upper energy dissipation level 15 is indicated, the height of which above the rails 9 is indicated by a double arrow 17.
  • a first shock-absorbing element 19 and a third shock-absorbing device 21 are arranged one behind the other in the direction of travel.
  • the length of the undeformed first Stoßverzehrelements 19 is in FIG. 3 provided with the reference numeral 23.
  • the length of the undeformed third Stoßverzehrelements 21 is provided with the reference numeral 25.
  • the deformation properties of the first shock-absorbing element 19 and the third shock-absorbing element 21 are matched to one another such that first the impact-absorbing element 19 deforms in the event of an impact, so that its length 23 is reduced and if appropriate subsequently the third shock-absorbing element 21 is deformed.
  • a second shock-absorbing element 27 is arranged, whose undeformed length has been designated by the reference numeral 29.
  • the second impact-absorbing element 27 and the third impact-absorbing element 21 are coupled together so that at least a part of the deformation of the second impact-absorbing element 27 is transmitted to the third impact-absorbing element 21, so that this third impact-absorbing element 21 also deforms and thus in a collision with a Vehicle partially absorbs energy to be absorbed. As a result, it will Impact energy from the upper energy dissipation level 15 is diverted to the lower energy dissipation level 11.
  • a master cylinder 31 is coupled via a boom 33 with the second shock-absorbing element 27.
  • the boom 33 is shown only schematically.
  • the longitudinal axis of the master cylinder 31 runs parallel to the longitudinal axis of the shock-absorbing element 27.
  • a slave cylinder 35 Coaxially with the third shock absorbing element 21, a slave cylinder 35 is arranged. A piston 37 of the slave cylinder 35 is coupled via a tie rod 39 with the front side of the third shock absorbing element 21 arranged in the direction of travel.
  • the mode of operation of the shock-absorbing elements according to the invention and their coupling will be explained in detail below.
  • FIG. 1 In the right part of the FIG. 1 is a rear view of a commercial vehicle 41 comprising a frame 43, a structure 45 and wheels 47 greatly simplified and shown schematically.
  • a center of gravity of the commercial vehicle 41 is indicated by the reference numeral 49. It is important in the context of the claimed invention that the center of gravity 49 of the commercial vehicle 41 is significantly higher than the lower energy dissipation level 11. This means that upon impact of the rail vehicle 1 on the Utility vehicle 41, for example, crosses a railroad crossing, the forces transmitted between the first shock-absorbing element 19 and the frame 43 of the utility vehicle 41 trigger a tilting movement of the utility vehicle 41 in the counterclockwise direction. This tilting movement is in FIG. 1 indicated by an arrow 51.
  • the rail vehicles 1 in the following figures have an identical or similar structure, so that not all components are provided with reference numerals for reasons of clarity. In this regard, however, is concerned with the explanation FIG. 1 directed.
  • FIG. 2 are the rail vehicle 1 and the utility vehicle 41 according to FIG. 1 shown in the moment in which the rail vehicle 1 impinges on the commercial vehicle 41. Due to the offset between the first shock-absorbing element 19 and the second shock-absorbing element 27 in the direction of travel, this occurs in the lower energy dissipation plane 11 (see FIG FIG. 1 ) arranged first shock absorbing element 19 first on the frame 43 of the utility vehicle 41 and thereby triggers the above-mentioned tilting movement (see the arrow 51) to the center of gravity 49 of the commercial vehicle 41 from. As a result, shortly thereafter the second impact-absorbing element 27 is acted upon by a very large force which has to be introduced into the rail vehicle 1 or the body 3 of the same.
  • a first deformation V 27.1 of the second shock-absorbing element 27 takes place.
  • the first shock-absorbing element 19 is also compressed and deformed in the axial direction.
  • the first deformation V 27.1 of the second shock-absorbing element 27 takes place substantially in the part of the second shock-absorbing element 27 located in front of the boom 33 in the direction of travel.
  • the boom 33 is displaced together with the deformed second Stoßverzehrelement 27 against the direction of travel relative to the car body 3.
  • the boom 33 is connected to a piston 53 of the master cylinder 31 and moves this piston 53 into the master cylinder 31.
  • a working chamber 55 of the master cylinder 31 via a hydraulic line 57 hydraulic fluid in the Working space (without reference numeral) of the slave cylinder 35 pressed.
  • the piston 37 of the slave cylinder moves in the same direction as the piston 53 of the master cylinder 31 and thereby pulls the armature 39 in the direction of the car body.
  • the armature 39 is coupled to the third shock-absorbing element 31, this also triggers deformation of the third shock-absorbing element 31.
  • the third shock absorbing member 21 takes over a substantial part of the work of deformation introduced into the second impact absorbing member 27.
  • the diameter of the master cylinder 31 and the slave cylinder 35 can be influenced within wide limits to what extent and with what "gear ratio", the deformation of the second Stoßverzehrelements 27 is transmitted to the third shock absorbing element 21.
  • the transmission of the deformations from the upper energy dissipation level 15 to the lower energy dissipation level 11 can be done not only hydraulically, but also purely mechanically.
  • FIG. 5 an embodiment is shown in which the transmission works purely mechanically. This is ensured by a transmission element 59, which is attached to the second shock-absorbing element 27 and engages in a groove 61 on the third shock-absorbing element 27.
  • a transmission element 59 which is attached to the second shock-absorbing element 27 and engages in a groove 61 on the third shock-absorbing element 27.
  • the length of the groove 61 can be set in a simple manner, from which deformation of the second Stoßverzehrelements 27, the deformation of the third Stoßverzehrelements 21 and thus the transmission from the upper energy dissipation level 15 to the lower energy dissipation level 11 begins.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Vibration Dampers (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)

Abstract

The vehicle (1) has two impact absorbing elements (19, 21), which are consecutively arranged in a lower energy absorber plane (11) in a driving direction (7) of the vehicle. An impact absorbing element (27) is provided an upper energy absorber plane (15), and the impact absorbing element (19) is projected over the impact absorbing element (27) at an undeformed condition in the driving direction. Deformation of the impact absorbing element (27) is partially transferred into the impact absorbing element (21). The impact absorbing elements (21, 27) are coupled together by a transmission element.

Description

Schienenfahrzeuge, an deren Stirnseite Stoßverzehrelemente angeordnet sind, um die Folgen von Zusammenstößen mit anderen Fahrzeugen zu beschränken, sind seit langem und in verschiedenen Ausführungsformen bekannt.Railway vehicles, on the front side of which impact-absorbing elements are arranged in order to limit the consequences of collisions with other vehicles, have been known for a long time and in various embodiments.

So ist beispielsweise aus der WO 2006/070103 A2 ein Schienenfahrzeug bekannt, welches über Stoßverzehrelemente verfügt, die in zwei verschiedenen Höhen, nachfolgend als Energieverzehrebenen bezeichnet, angeordnet sind. Das in einer unteren Energieverzehrebene am weitesten vorspringende Stoßverzehrelement wird beim Aufprall mit einem vergleichsweise nieder bauenden Fahrzeug zuerst aktiviert. Nach Erreichen einer vorgegebenen Verformung des ersten Stoßverzehrelements wird ein zweites Stoßverzehrelement, welches sich in einer oberen Energieverzehrebene befindet, aktiviert. Wenn die Verformungen und damit die Möglichkeit der Energieaufnahme dieser beiden Stoßverzehrelemente erschöpft ist, wird ein drittes Stoßverzehrelement, welches in Fahrtrichtung gesehen hinter den beiden genannten Stoßverzehrelementen angeordnet ist, aktiviert.For example, from the WO 2006/070103 A2 a railway vehicle is known which has Stoßverzehrelemente which are arranged in two different heights, hereinafter referred to as energy absorption levels. The most projecting in a lower energy dissipation plane shock-absorbing element is activated on impact with a comparatively low-building vehicle first. After reaching a predetermined deformation of the first Stoßverzehrelements becomes a second Stoßverzehrelement, which is located in an upper energy dissipation level, activated. If the deformations and thus the possibility of energy absorption of these two shock-absorbing elements is exhausted, a third shock-absorbing element, which, viewed in the direction of travel, is arranged behind the two aforementioned shock-absorbing elements, is activated.

Das dritte Stoßverzehrelement erstreckt sich in vertikaler Richtung von der unteren Energieverzehrebene bis zur oberen Energieverzehrebene und ist daher sehr voluminös und kann daher nicht bei allen Schienenfahrzeugen realisiert werden.The third shock absorbing element extends in the vertical direction from the lower energy dissipation level to the upper energy dissipation level and is therefore very bulky and therefore can not be realized in all rail vehicles.

Des Weiteren ist zu beobachten, dass insbesondere bei Zusammenstößen zwischen Schienenfahrzeugen und Nutzfahrzeugen die Einleitung der beim Aufprall auf das Nutzfahrzeug entstehenden Kräfte in den Wagenkasten des Schienenfahrzeugs und die Energieabsorption noch Optimierungspotenziale aufweisen. Insbesondere ist bei Zusammenstößen zwischen Nutzfahrzeugen und Schienenfahrzeugen problematisch, dass häufig das zweite Stoßverzehrelement in der oberen Verzehrebene einen sehr großen Anteil der Energieabsorption aufweist. Dies ist unter anderem durch die im Bereich der unteren Energieverzehrebene relativ weiche Struktur der Nutzfahrzeuge, insbesondere in dem Bereich zwischen den Achsen. Des Weiteren liegt der Schwerpunkt des Nutzfahrzeugs deutlich höher als die untere Energieverzehrebene, so dass die Kraftübertragung zwischen Schienenfahrzeug und Nutzfahrzeug im Bereich der unteren Energieverzehrebene ein Kippmoment auf das Nutzfahrzeug verursacht, welches das Nutzfahrzeug in Richtung des Schienenfahrzeugs dreht und dadurch die Kräfte zwischen Schienenfahrzeug und Nutzfahrzeug im Bereich der oberen Energieebene erhöht werden.Furthermore, it can be observed that, in particular in collisions between rail vehicles and commercial vehicles, the introduction of the forces arising in the car body of the rail vehicle upon impact with the commercial vehicle and the energy absorption still have potential for optimization. In particular, it is problematic in collisions between commercial vehicles and rail vehicles that often the second shock-absorbing element in the upper consumption level has a very large proportion of the energy absorption. This is due, among other things, to the relatively soft structure of the commercial vehicles in the region of the lower energy dissipation level, especially in the area between the axles. Furthermore, the center of gravity of the commercial vehicle is significantly higher than the lower energy absorption plane, so that the power transmission between the rail vehicle and the commercial vehicle in the region of the lower energy consumption level causes a tilting moment on the commercial vehicle, which rotates the commercial vehicle in the direction of the rail vehicle and thereby the forces between rail vehicle and commercial vehicle be increased in the upper energy level.

Der Erfindung liegt die Aufgabe zugrunde, ein Schienenfahrzeug bereitzustellen, dass auch bei Zusammenstößen mit Nutzfahrzeugen ein gutes Energieabsorptionsverhalten aufweist, wobei die Struktur des Schienenfahrzeugs, insbesondere dessen Wagenkasten, möglichst gering belastet werden soll. Gleichzeitig sollen die Energieverzehrvorrichtungen platzsparend und kostengünstig realisierbar sein.The invention has for its object to provide a rail vehicle that has a good energy absorption behavior even in collisions with commercial vehicles, the structure of the rail vehicle, in particular its car body, should be minimized. At the same time, the energy-absorbing devices should be space-saving and inexpensive to implement.

Diese Aufgabe wird erfindungsgemäß gelöst bei einem Schienenfahrzeug mit einem Wagenkasten, an dessen Stirnseite mehrere in verschiedenen Höhen angeordnete Stoßverzehrelemente vorgesehen sind, wobei die Stoßverzehrelemente in Abhängigkeit der Verformung des Vorderbaus im Wesentlichen nacheinander aktiviert werden, wobei in einer unteren Energieverzehrebene ein erstes Stoßverzehrelement und ein drittes Stoßverzehrelement in Fahrtrichtung des Schienenfahrzeugs hintereinander angeordnet sind, wobei in einer oberen Energieverzehrebene ein zweites Stoßverzehrelement vorgesehen ist, und wobei das erste Stoßverzehrelement in unverformtem Zustand in Fahrtrichtung über das zweite Stoßverzehrelement hinausragt, dadurch gelöst, dass eine Verformung des zweiten Stoßverzehrelements mindestens teilweise auf das dritte Stoßverzehrelement übertragen wird.This object is achieved in a rail vehicle with a car body, on the front side a plurality of arranged at different heights Stoßverzehrelemente are provided, the Stoßverzehrelemente are activated in succession depending on the deformation of the front end substantially successively, wherein in a lower energy dissipation level a first shock-absorbing element and a third Stoßverzehrelement in the direction of travel of the rail vehicle are arranged one behind the other, wherein in an upper energy absorption plane, a second Stoßverzehrelement is provided, and wherein the first Stoßverzehrelement protrudes in the undeformed state in the direction of travel on the second Stoßverzehrelement, achieved by a deformation of the second Stoßverzehrelements at least partially on the third Push consumption element is transmitted.

Durch die erfindungsgemäße Kopplung des zweiten Stoßverzehrelements und des dritten Stoßverzehrelements wird sichergestellt, dass immer dann, wenn die Kräfte im Bereich der oberen Energieverzehrebene sehr viel größer sind als im Bereich der unteren Energieverzehrebene, ein Teil der Verformungsarbeit von der oberen Energieverzehrebene in die untere Energieverzehrebene übertragen wird. Dadurch wird erstens eine Vergleichmäßigung der Krafteinleitung und der Beanspruchung der Stoßverzehrelemente erreicht. Da die untere Energieverzehrebene in aller Regel etwa auf gleicher Höhe wie das Untergestell des Wagenkastens liegt, wird die Struktur des Wagenkastens beziehungsweise des Schienenfahrzeugs deutlich weniger beansprucht, wenn die beim Zusammenstoß entstehenden Kräfte in der unteren Energieverzehrebene in das Schienenfahrzeug eingeleitet werden. Außerdem ist als weiterer erfindungsgemäßer Vorteil zu nennen, dass bei dem erfindungsgemäßen Schienenfahrzeug im Bereich der oberen Energieverzehrebene nur wenig Bauraum von der zweiten Stoßverzehreinrichtung beansprucht wird. Dieser eingesparte Bauraum steht damit für andere Funktionen, wie zum Beispiel einen Lokführerstand oder Einbauten des Schienenfahrzeugs zur Verfügung.The coupling according to the invention of the second shock-absorbing element and of the third shock-absorbing element ensures that whenever the forces in the region of the upper energy dissipation plane are much greater than in the region of the lower energy dissipation plane, part of the deformation work is transferred from the upper energy dissipation plane to the lower energy dissipation plane becomes. This is firstly a Homogenization of the introduction of force and the stress of the shock-absorbing elements achieved. Since the lower energy dissipation level is usually approximately at the same height as the undercarriage of the car body, the structure of the car body or the rail vehicle is significantly less stressed when the resulting forces in the collision are introduced in the lower energy dissipation level in the rail vehicle. In addition, it should be mentioned as a further advantage according to the invention that in the case of the rail vehicle according to the invention in the region of the upper energy dissipation plane only little installation space is required by the second shock absorption device. This saved space is thus available for other functions, such as a train driver's seat or installations of the rail vehicle.

In weiterer vorteilhafter Ausgestaltung der Erfindung sind das zweite Stoßverzehrelement und das dritte Stoßverzehrelement hydraulisch und/oder mechanisch miteinander gekoppelt.In a further advantageous embodiment of the invention, the second shock-absorbing element and the third shock-absorbing element are coupled hydraulically and / or mechanically to one another.

Durch eine hydraulische Kopplung beispielsweise über einen Geberzylinder und einen Nehmerzylinder, können erstens sehr große Kräfte auf kleinstem Raum zuverlässig von der oberen Energieverzehrebene in die untere Energieverzehrebene übertragen werden. Auch besteht eine große Flexibilität hinsichtlich der räumlichen Anordnung von Geberzylinder und Nehmerzylinder. Darüber hinaus kann die Abstimmung der Verformungen beziehungsweise der Übertragung von Aufprallenergie von der oberen Energieverzehrebene auf die untere Energieverzehrebene sehr einfach durch die Wahl der Durchmesser von Geberzylinder und Nehmerzylinder optimiert werden.By a hydraulic coupling, for example via a master cylinder and a slave cylinder, first very large forces can be reliably transmitted in the smallest space from the upper energy dissipation level in the lower energy dissipation level. There is also great flexibility with regard to the spatial arrangement of master cylinder and slave cylinder. In addition, the coordination of the deformations or the transmission of impact energy from the upper energy dissipation level to the lower energy dissipation level can be optimized very simply by the choice of the diameter of master cylinder and slave cylinder.

Dabei ist es alternativ möglich, dass Geberzylinder und/oder Nehmerzylinder koaxial zu dem betreffenden Stoßverzehrelement angeordnet sind. Es ist jedoch auch möglich, den Geberzylinder beziehungsweise den Nehmerzylinder seitlich versetzt beziehungsweise parallel versetzt zu den Stoßverzehrelementen anzuordnen. Auch hierdurch wird ein weiterer Freiheitsgrad hinsichtlich der konstruktiven Ausgestaltung gewonnen.It is alternatively possible that master cylinder and / or slave cylinder are arranged coaxially with the relevant Stoßverzehrelement. However, it is also possible to arrange the master cylinder or the slave cylinder laterally offset or offset parallel to the shock-absorbing elements. This also provides a further degree of freedom with regard to the structural design.

Für die Kopplung von Stoßverzehrelementen und Geberzylindern beziehungsweise Nehmerzylindern sind in aller Regel mechanische Übertragungsmittel erforderlich. Es ist aber auch möglich, eine rein mechanische Übertragung beziehungsweise Kopplung der Verformungswege von zweitem Stoßverzehrelement und drittem Stoßverzehrelement zu erreichen. Diese Variante ist kostengünstiger realisierbar und kann auch sehr platzsparend realisiert werden.As a rule, mechanical transmission means are required for the coupling of shock-absorbing elements and master cylinders or slave cylinders. But it is also possible to achieve a purely mechanical transmission or coupling of the deformation paths of the second shock-absorbing element and the third shock-absorbing element. This variant is cheaper to implement and can also be realized very space-saving.

Alternativ ist es auch möglich, dass der Verformungsweg oder ein Teil des Verformungswegs des zweiten Stoßverzehrelements über ein Seil und entsprechende Rollen oder Umlenkeinrichtungen auf das dritte Stoßverzehrelement übertragen wird. Auch diese Variante ist sehr platzsparend und kostengünstig realisierbar. Welche der Varianten alleine oder in Kombination miteinander im Einzelfall der Vorzug gegeben wird, hängt von den sonstigen Randbedingungen bei der Herstellung des Schienenfahrzeugs ab.Alternatively, it is also possible that the deformation path or a part of the deformation path of the second shock-absorbing element is transmitted via a cable and corresponding rollers or deflection devices to the third shock-absorbing element. This variant is very space-saving and cost feasible. Which of the variants alone or in combination with each other is given preference in individual cases depends on the other boundary conditions in the manufacture of the rail vehicle.

Weitere Vorteile und vorteilhafte Ausgestaltungen der Erfindung sind der nachfolgenden Zeichnung, deren Beschreibung und den Patentansprüchen entnehmbar. Alle in der Zeichnung, deren Beschreibung und den Patentansprüchen offenbarten Merkmale können sowohl einzeln als auch in beliebiger Kombination miteinander erfindungswesentlich sein.Further advantages and advantageous embodiments of the invention are the following drawings, the description and the claims removable. All of the features disclosed in the drawings, the description and the claims can be applied individually as well as in one another Any combination with each other essential to the invention.

In der Zeichnung zeigen:

Figur 1
ein erfindungsgemäßes Schienenfahrzeug im Längsschnitt und ein Nutzfahrzeug in einer Ansicht von hinten,
Figuren 2 - 4
verschiedene Stadien einer Kollision zwischen dem erfindungsgemäßen Schienenfahrzeug und dem Nutzfahrzeug,
Figur 5
ein zweites Ausführungsbeispiel eines erfindungsgemäßen Schienenfahrzeugs mit rein mechanischer Übertragung der Verformungen vom zweiten Stoßverzehrelement auf das dritte Stoßverzehrelement und
Figur 6
ein drittes Ausführungsbeispiel eines erfindungsgemäßen Schienenfahrzeugs.
In the drawing show:
FIG. 1
an inventive rail vehicle in longitudinal section and a commercial vehicle in a view from behind,
Figures 2-4
various stages of a collision between the rail vehicle according to the invention and the commercial vehicle,
FIG. 5
A second embodiment of a rail vehicle according to the invention with purely mechanical transmission of the deformations of the second shock-absorbing element on the third shock-absorbing element and
FIG. 6
A third embodiment of a rail vehicle according to the invention.

Beschreibung der AusführungsbeispieleDescription of the embodiments

Figur 1 zeigt im linken Teil den vorderen Teil eines erfindungsgemäßen Schienenfahrzeugs 1 geschnitten und vereinfacht dargestellt. Ein Wagenkasten 3 mit Langträgern 3.1 und Dachholmen 3.2 ist ebenso wie die Räder 5 nur andeutungsweise dargestellt. Die Fahrtrichtung des Schienenfahrzeugs 1 ist durch einen Pfeil 7 angedeutet. Die Schienen, auf den das Schienenfahrzeug 1 rollt, sind mit dem Bezugszeichen 9 versehen. Etwa auf Höhe der Langträger 3.1 befindet sich eine untere Energieverzehrebene 11, deren Höhe über den Schienen 9 durch einen Doppelpfeil 13 angedeutet ist. FIG. 1 shows in the left part of the front part of a rail vehicle 1 according to the invention cut and simplified. A car body 3 with long beams 3.1 and roof struts 3.2 is just as hinted at the wheels 5. The direction of travel of the rail vehicle 1 is indicated by an arrow 7. The rails on which the rail vehicle 1 rolls are provided with the reference numeral 9. Approximately at the height of the longitudinal beam 3.1 is a lower energy dissipation level 11, the Height above the rails 9 is indicated by a double arrow 13.

Oberhalb der unteren Energieverzehrebene 11 ist eine obere Energieverzehrebene 15 angedeutet, deren Höhe über den Schienen 9 durch einen Doppelpfeil 17 angedeutet ist.Above the lower energy dissipation level 11, an upper energy dissipation level 15 is indicated, the height of which above the rails 9 is indicated by a double arrow 17.

In der unteren Energieverzehrebene 11 sind in Fahrtrichtung hintereinander ein erstes Stoßverzehrelement 19 und eine dritte Stoßverzehreinrichtung 21 angeordnet. Die Länge des unverformten ersten Stoßverzehrelements 19 ist in Figur 3 mit dem Bezugszeichen 23 versehen. Die Länge des unverformten dritten Stoßverzehrelements 21 ist mit dem Bezugszeichen 25 versehen.In the lower energy absorption plane 11, a first shock-absorbing element 19 and a third shock-absorbing device 21 are arranged one behind the other in the direction of travel. The length of the undeformed first Stoßverzehrelements 19 is in FIG. 3 provided with the reference numeral 23. The length of the undeformed third Stoßverzehrelements 21 is provided with the reference numeral 25.

Die Verformungseigenschaften des ersten Stoßverzehrelements 19 und des dritten Stoßverzehrelements 21 sind so aufeinander abgestimmt, dass sich bei einem Aufprall zuerst das erste Stoßverzehrelement 19 verformt, so dass sein Länge 23 reduziert wird und gegebenenfalls anschließend das dritte Stoßverzehrelement 21 verformt wird.The deformation properties of the first shock-absorbing element 19 and the third shock-absorbing element 21 are matched to one another such that first the impact-absorbing element 19 deforms in the event of an impact, so that its length 23 is reduced and if appropriate subsequently the third shock-absorbing element 21 is deformed.

Im Bereich der oberen Energieverzehrebene 15 ist ein zweites Stoßverzehrelement 27 angeordnet, dessen unverformte Länge mit dem Bezugszeichen 29 versehen wurde.In the region of the upper energy dissipation plane 15, a second shock-absorbing element 27 is arranged, whose undeformed length has been designated by the reference numeral 29.

Erfindungsgemäß sind das zweite Stoßverzehrelement 27 und das dritte Stoßverzehrelement 21 so miteinander gekoppelt, dass mindestens ein Teil der Verformung des zweiten Stoßverzehrelements 27 auf das dritte Stoßverzehrelement 21 übertragen wird, so dass sich dieses dritte Stoßverzehrelement 21 auch verformt und damit die bei einem Zusammenstoß mit einem Fahrzeug aufzunehmende Energie teilweise aufnimmt. Im Ergebnis wird dadurch Aufprallenergie aus der oberen Energieverzehrebene 15 in die untere Energieverzehrebene 11 umgeleitet.According to the invention, the second impact-absorbing element 27 and the third impact-absorbing element 21 are coupled together so that at least a part of the deformation of the second impact-absorbing element 27 is transmitted to the third impact-absorbing element 21, so that this third impact-absorbing element 21 also deforms and thus in a collision with a Vehicle partially absorbs energy to be absorbed. As a result, it will Impact energy from the upper energy dissipation level 15 is diverted to the lower energy dissipation level 11.

Da sich die untere Energieverzehrebene 11 etwa auf Höhe des Untergestells beziehungsweise der Langträger 3.1 des Wagenkastens 3 befindet, ist die Einleitung von Kräften in der unteren Energieverzehrebene deutlich günstiger und führt zu geringeren Schädigungen der Struktur des Schienenfahrzeugs 1, insbesondere des Wagenkastens 3.Since the lower energy dissipation plane 11 is approximately at the level of the undercarriage or the longitudinal beam 3.1 of the car body 3, the introduction of forces in the lower energy dissipation level is much cheaper and leads to less damage to the structure of the rail vehicle 1, in particular of the car body. 3

Bei dem in Figur 1 dargestellten ersten Ausführungsbeispiel ist ein Geberzylinder 31 über einen Ausleger 33 mit dem zweiten Stoßverzehrelement 27 gekoppelt. Der Ausleger 33 ist nur schematisiert dargestellt.At the in FIG. 1 illustrated first embodiment, a master cylinder 31 is coupled via a boom 33 with the second shock-absorbing element 27. The boom 33 is shown only schematically.

Die Längsachse des Geberzylinders 31 verläuft parallel zur Längsachse des Stoßverzehrelements 27.The longitudinal axis of the master cylinder 31 runs parallel to the longitudinal axis of the shock-absorbing element 27.

Koaxial zu dem dritten Stoßverzehrelement 21 ist ein Nehmerzylinder 35 angeordnet. Ein Kolben 37 des Nehmerzylinders 35 ist über einen Zuganker 39 mit der in Fahrtrichtung vorne angeordneten Stirnseite des dritten Stoßverzehrelements 21 gekoppelt. Die Funktionsweise der erfindungsgemäßen Stoßverzehrelemente und deren Kopplung wird nachfolgend noch im Detail erläutert.Coaxially with the third shock absorbing element 21, a slave cylinder 35 is arranged. A piston 37 of the slave cylinder 35 is coupled via a tie rod 39 with the front side of the third shock absorbing element 21 arranged in the direction of travel. The mode of operation of the shock-absorbing elements according to the invention and their coupling will be explained in detail below.

Im rechten Teil der Figur 1 ist eine Ansicht von hinten auf ein Nutzfahrzeug 41 umfassend einen Rahmen 43, einen Aufbau 45 und Räder 47 stark vereinfacht und schematisch dargestellt. Ein Schwerpunkt des Nutzfahrzeugs 41 ist durch das Bezugszeichen 49 angedeutet. Wichtig ist im Zusammenhang mit der beanspruchten Erfindung, dass der Schwerpunkt 49 des Nutzfahrzeugs 41 deutlich höher als die untere Energieverzehrebene 11 liegt. Dies bedeutet, dass bei einem Aufprall des Schienenfahrzeugs 1 auf das Nutzfahrzeug 41, das beispielsweise einen Bahnübergang überquert, die zwischen erstem Stoßverzehrelement 19 und dem Rahmen 43 des Nutzfahrzeugs 41 übertragenen Kräfte eine Kippbewegung des Nutzfahrzeugs 41 im Gegenuhrzeigersinn auslösen. Diese Kippbewegung ist in Figur 1 durch einen Pfeil 51 angedeutet. Aufgrund dieser Kippbewegung wird der Aufbau 45 gegen das zweite Stoßverzehrelement 27 gedrückt und dadurch die Belastung des Schienenfahrzeugs 1 in der oberen Energieverzehrebene 15 erhöht wird. Dies ist ein unerwünschter Effekt, da in der Höhe der zweiten Energieverzehrebene 15 die Struktur des Schienenfahrzeugs insbesondere des Wagenkastens 3 nicht so stabil ist, wie im Bereich der Langträger 3.1.In the right part of the FIG. 1 is a rear view of a commercial vehicle 41 comprising a frame 43, a structure 45 and wheels 47 greatly simplified and shown schematically. A center of gravity of the commercial vehicle 41 is indicated by the reference numeral 49. It is important in the context of the claimed invention that the center of gravity 49 of the commercial vehicle 41 is significantly higher than the lower energy dissipation level 11. This means that upon impact of the rail vehicle 1 on the Utility vehicle 41, for example, crosses a railroad crossing, the forces transmitted between the first shock-absorbing element 19 and the frame 43 of the utility vehicle 41 trigger a tilting movement of the utility vehicle 41 in the counterclockwise direction. This tilting movement is in FIG. 1 indicated by an arrow 51. Due to this tilting movement of the structure 45 is pressed against the second shock-absorbing element 27 and thereby the load of the rail vehicle 1 in the upper energy dissipation level 15 is increased. This is an undesirable effect, since at the level of the second energy absorption plane 15, the structure of the rail vehicle, in particular of the car body 3, is not as stable as in the area of the longitudinal beams 3.1.

Die Schienenfahrzeuge 1 in den nachfolgenden Figuren haben einen identischen oder ähnlichen Aufbau, so dass aus Gründen der Übersichtlichkeit nicht alle Bauteile mit Bezugszeichen versehen werden. Diesbezüglich wird jedoch auf die Erläuterung betreffend Figur 1 verwiesen.The rail vehicles 1 in the following figures have an identical or similar structure, so that not all components are provided with reference numerals for reasons of clarity. In this regard, however, is concerned with the explanation FIG. 1 directed.

In Figur 2 sind das Schienenfahrzeug 1 und das Nutzfahrzeug 41 gemäß Figur 1 in dem Moment dargestellt, in dem das Schienenfahrzeug 1 auf dem Nutzfahrzeug 41 auftrifft. Aufgrund des Versatzes zwischen erstem Stoßverzehrelement 19 und zweitem Stoßverzehrelement 27 in Fahrtrichtung trifft das in der unteren Energieverzehrebene 11 (siehe Figur 1) angeordnete erste Stoßverzehrelement 19 zuerst auf dem Rahmen 43 des Nutzfahrzeuges 41 auf und löst dadurch die oben erläuterte Kippbewegung (siehe den Pfeil 51) um den Schwerpunkt 49 des Nutzfahrzeugs 41 aus. Infolgedessen wird kurz darauf das zweite Stoßverzehrelement 27 mit einer sehr großen Kraft beaufschlagt, die in das Schienenfahrzeug 1 beziehungsweise den Wagenkasten 3 desselben eingeleitet werden muss.In FIG. 2 are the rail vehicle 1 and the utility vehicle 41 according to FIG. 1 shown in the moment in which the rail vehicle 1 impinges on the commercial vehicle 41. Due to the offset between the first shock-absorbing element 19 and the second shock-absorbing element 27 in the direction of travel, this occurs in the lower energy dissipation plane 11 (see FIG FIG. 1 ) arranged first shock absorbing element 19 first on the frame 43 of the utility vehicle 41 and thereby triggers the above-mentioned tilting movement (see the arrow 51) to the center of gravity 49 of the commercial vehicle 41 from. As a result, shortly thereafter the second impact-absorbing element 27 is acted upon by a very large force which has to be introduced into the rail vehicle 1 or the body 3 of the same.

Erfindungsgemäß ist nun vorgesehen, dass mindestens ein Teil der Verformung des zweiten Stoßverzehrelements 27 auf das dritte Stoßverzehrelement 21, das sich in der unteren Energieverzehrebene 11 befindet, übertragen wird, so dass die Krafteinleitung in die Langträger 3.1 des Wagenkastens 3 erfolgen kann und der mittlere Teil des Wagenkastens 3 auf Höhe der oberen Energieverzehrebene 15 entlastet wird.According to the invention, it is now provided that at least part of the deformation of the second shock-absorbing element 27 is transmitted to the third shock-absorbing element 21, which is located in the lower energy dissipation plane 11, so that the force can be introduced into the longitudinal beams 3.1 of the car body 3 and the middle part of the car body 3 is relieved at the level of the upper energy dissipation level 15.

Der Ablauf dieser durch Verformungen der Stoßverzehrelemente 19, 27 und 21 ausgelösten Energieabsorption und Krafteinleitung in den Wagenkasten 3 wird nachfolgend anhand der Figuren 3 und 4 erläutert. Aus Gründen der Übersichtlichkeit ist hierbei das Nutzfahrzeug 41 nicht mehr dargestellt.The sequence of these induced by deformation of the shock-absorbing elements 19, 27 and 21 energy absorption and introduction of force into the car body 3 will be described below with reference to the Figures 3 and 4 explained. For reasons of clarity, in this case the commercial vehicle 41 is no longer shown.

In einer ersten unmittelbar auf den Aufprall folgenden Phase erfolgt eine erste Verformung V 27.1 des zweiten Stoßverzehrelements 27. Annährend zeitgleich wird auch das erste Stoßverzehrelement 19 in axialer Richtung gestaucht und verformt.In a first phase immediately following the impact, a first deformation V 27.1 of the second shock-absorbing element 27 takes place. During approximately the same time, the first shock-absorbing element 19 is also compressed and deformed in the axial direction.

Die erste Verformung V 27.1 des zweiten Stoßverzehrelements 27 findet im Wesentlichen in dem in Fahrtrichtung vor dem Ausleger 33 befindlichen Teil des zweiten Stoßverzehrelements 27 statt.The first deformation V 27.1 of the second shock-absorbing element 27 takes place substantially in the part of the second shock-absorbing element 27 located in front of the boom 33 in the direction of travel.

Sobald die Verformung des zweiten Stoßverzehrelements 27 auch dessen mittleren und hinteren Teil erfasst, wird der Ausleger 33 zusammen mit dem verformten zweiten Stoßverzehrelement 27 entgegen die Fahrtrichtung relativ zum Wagenkasten 3 verschoben. Der Ausleger 33 ist mit einem Kolben 53 des Geberzylinders 31 verbunden und bewegt diesen Kolben 53 in den Geberzylinder 31 hinein. Infolgedessen wird aus einem Arbeitsraum 55 des Geberzylinders 31 über eine hydraulische Leitung 57 Hydraulikfluid in den Arbeitsraum (ohne Bezugszeichen) des Nehmerzylinders 35 gepresst. Infolgedessen bewegt sich der Kolben 37 des Nehmerzylinders in die gleiche Richtung wie der Kolben 53 des Geberzylinders 31 und zieht dadurch den Anker 39 in Richtung Wagenkasten.Once the deformation of the second Stoßverzehrelements 27 also detects its central and rear part, the boom 33 is displaced together with the deformed second Stoßverzehrelement 27 against the direction of travel relative to the car body 3. The boom 33 is connected to a piston 53 of the master cylinder 31 and moves this piston 53 into the master cylinder 31. As a result, from a working chamber 55 of the master cylinder 31 via a hydraulic line 57 hydraulic fluid in the Working space (without reference numeral) of the slave cylinder 35 pressed. As a result, the piston 37 of the slave cylinder moves in the same direction as the piston 53 of the master cylinder 31 and thereby pulls the armature 39 in the direction of the car body.

Da der Anker 39 mit dem dritten Stoßverzehrelement 31 gekoppelt ist, wird dadurch auch eine Verformung des dritten Stoßverzehrelements 31 ausgelöst. Infolgedessen übernimmt das dritte Stoßverzehrelement 21 in einer zweiten Verformungsphase einen wesentlichen Teil der Verformungsarbeit, die in das zweite Stoßverzehrelement 27 eingeleitet wird.Since the armature 39 is coupled to the third shock-absorbing element 31, this also triggers deformation of the third shock-absorbing element 31. As a result, in a second deformation phase, the third shock absorbing member 21 takes over a substantial part of the work of deformation introduced into the second impact absorbing member 27.

Durch die Abstimmung der Durchmesser des Geberzylinders 31 und des Nehmerzylinders 35 kann in weiten Grenzen beeinflusst werden, in welchem Umfang und mit welchem "Übersetzungsverhältnis" die Verformung des zweiten Stoßverzehrelements 27 auf das dritte Stoßverzehrelement 21 übertragen wird.By adjusting the diameter of the master cylinder 31 and the slave cylinder 35 can be influenced within wide limits to what extent and with what "gear ratio", the deformation of the second Stoßverzehrelements 27 is transmitted to the third shock absorbing element 21.

Ein weiterer Parameter zur Einstellung und Abstimmung der Verformungen zwischen zweitem Stoßverzehrelement 27 und drittem Stoßverzehrelement 21 ist in dem Befestigungspunkt des Auslegers 33 am zweiten Stoßverzehrelement 27 zu sehen. Bei den in den Figuren 1 - 4 dargestellten Ausführungsbeispielen ist der Ausleger 23 etwa in der Mitte des zweiten Stoßverzehrelements 27 angeordnet. Dadurch führt die erste Verformung V 27.1 des zweiten Stoßverzehrelements 27 nicht zu einer Übertragung der Verformung vom zweiten Stoßverzehrelement 27 auf das dritte Stoßverzehrelement 21. Erst wenn die Verformung des zweiten Stoßverzehrelements 27 den Ausleger 33 erfasst, beginnt die erfindungsgemäße Übertragung der Verformung. Dies bedeutet aber auch, dass durch eine Vorverlegung des Auslegers 33 in Fahrtrichtung, das heißt zum in Fahrtrichtung vorderen Ende des zweiten Stoßverzehrelements 27 erreicht werden kann, dass die gesamte Verformung des zweiten Stoßverzehrelements 27 beziehungsweise unmittelbar nach Beginn der Verformung des zweiten Stoßverzehrelements 27 die Verformungskräfte teilweise von der oberen Energieverzehrebene 15 auf die untere Energieverzehrebene 11 übertragen wird.Another parameter for adjusting and adjusting the deformations between the second shock-absorbing element 27 and the third shock-absorbing element 21 can be seen in the attachment point of the jib 33 on the second shock-absorbing element 27. In the in the Figures 1 - 4 illustrated embodiments, the boom 23 is arranged approximately in the middle of the second shock-absorbing element 27. As a result, the first deformation V 27.1 of the second shock absorbing element 27 does not lead to a transfer of the deformation from the second impact absorbing element 27 to the third impact absorbing element 21. Only when the deformation of the second impact absorbing element 27 detects the boom 33 does the transmission of the deformation commence. But this also means that by advancing the boom 33 in Direction of travel, that is, to the front end of the second Stoßverzehrelements 27 can be achieved in the direction of travel that the deformation of the second Stoßverzehrelements 27 or immediately after the beginning of the deformation of the second Stoßverzehrelements 27, the deformation forces is partially transmitted from the upper energy dissipation level 15 to the lower energy dissipation level 11 ,

Die Übertragung der Verformungen von der oberen Energieverzehrebene 15 auf die untere Energieverzehrebene 11 kann nicht nur hydraulisch, sondern auch rein mechanisch erfolgen. In Figur 5 ist ein Ausführungsbeispiel dargestellt, bei dem die Übertragung rein mechanisch funktioniert. Dies wird durch ein Übertragungselement 59 gewährleistet, welches an dem zweiten Stoßverzehrelement 27 befestigt ist und in eine Nut 61 am dritten Stoßverzehrelement 27 eingreift. Durch die Länge der Nut 61 kann auf einfache Weise festgelegt werden, ab welcher Verformung des zweiten Stoßverzehrelements 27 die Verformung des dritten Stoßverzehrelements 21 und damit die Übertragung von der oberen Energieverzehrebene 15 auf die untere Energieverzehrebene 11 beginnt.The transmission of the deformations from the upper energy dissipation level 15 to the lower energy dissipation level 11 can be done not only hydraulically, but also purely mechanically. In FIG. 5 an embodiment is shown in which the transmission works purely mechanically. This is ensured by a transmission element 59, which is attached to the second shock-absorbing element 27 and engages in a groove 61 on the third shock-absorbing element 27. By the length of the groove 61 can be set in a simple manner, from which deformation of the second Stoßverzehrelements 27, the deformation of the third Stoßverzehrelements 21 and thus the transmission from the upper energy dissipation level 15 to the lower energy dissipation level 11 begins.

Ein Ausführungsbeispiel, welches mit Umlenkrollen und Stahlseilen realisiert wurde, ist nicht dargestellt, kann jedoch ohne Weiteres von einem Fachmann auf dem Gebiet der Schienenfahrzeuge ohne erfinderisches Zutun realisiert werden. Aus dem Bereich der Kraftfahrzeugtechnik ist ein Gurtstraffer, der mit Seilen und Umlenkrollen arbeitet, unter dem Namen "Procon-ten" der Fa. Audi bekannt.An embodiment, which was realized with pulleys and steel cables, is not shown, but can be readily realized by a person skilled in the art of rail vehicles without inventive step. From the field of automotive technology, a belt tensioner that works with ropes and pulleys, under the name "Procon-th" the company Audi known.

Claims (5)

Schienenfahrzeug (1) mit einem Wagenkasten (3) an dessen Stirnseite mehrere und in verschiedenen Höhen angeordnete Stoßverzehrelemente (19, 21, 27) vorgesehen sind, wobei die Stoßverzehrelemente (19, 21, 27) in Abhängigkeit beim Aufprall auf ein Hindernis im Wesentlichen nacheinander aktiviert werden, wobei in einer unteren Energieverzehrebene (11) ein erstes Stoßverzehrelement (19) und ein drittes Stoßverzehrelement (21) in Fahrtrichtung des Schienenfahrzeugs (1) hintereinander angeordnet sind, wobei in einer oberen Energieverzehrebene (15) ein zweites Stoßverzehrelement (27) vorgesehen ist, und wobei das erste Stoßverzehrelement (19) in unverformtem Zustand in Fahrtrichtung (7) über das zweite Stoßverzehrelement (27) hinausragt, dadurch gekennzeichnet, dass eine Verformung des zweiten Stoßverzehrelements (27) mindestens teilweise auf das dritte Stoßverzehrelement (21) übertragen wird.Rail vehicle (1) with a car body (3) on the front side of several and arranged at different heights Stoßverzehrelemente (19, 21, 27) are provided, wherein the Stoßverzehrelemente (19, 21, 27) depending on the impact on an obstacle substantially successively to be activated, wherein in a lower energy dissipation level (11) a first shock-absorbing element (19) and a third shock-absorbing element (21) in the direction of travel of the rail vehicle (1) are arranged one behind the other, wherein in a top energy dissipation level (15) a second shock-absorbing element (27) is provided is, and wherein the first Stoßverzehrelement (19) in the undeformed state in the direction of travel (7) on the second Stoßverzehrelement (27) protrudes, characterized in that a deformation of the second Stoßverzehrelements (27) at least partially on the third Stoßverzehrelement (21) is transmitted , Schienenfahrzeug nach Anspruch 1, dadurch gekennzeichnet, dass das zweite Stoßverzehrelement (27) und das dritte Stoßverzehrelement (21) hydraulisch (31, 35, 57) und/oder mechanisch (33, 59, 39) miteinander gekoppelt sind.Rail vehicle according to claim 1, characterized in that the second shock-absorbing element (27) and the third shock-absorbing element (21) are hydraulically (31, 35, 57) and / or mechanically (33, 59, 39) coupled together. Schienenfahrzeug nach Anspruch 2, dadurch gekennzeichnet, dass eine Verformung des zweiten Stoßverzehrelements (27) auf einen Geberzylinder (31) übertragen wird, dass der Geberzylinder (31) hydraulisch mit einem Nehmerzylinder (35) übertragen gekoppelt ist, und dass eine Bewegung des Nehmerzylinders (35) auf das dritte Stoßverzehrelement (21) übertragen wird.Rail vehicle according to claim 2, characterized in that a deformation of the second shock absorbing element (27) is transmitted to a master cylinder (31), that the master cylinder (31) is hydraulically coupled to a slave cylinder (35), and that movement of the slave cylinder ( 35) is transmitted to the third shock absorbing element (21). Schienenfahrzeug nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass das zweite Stoßverzehrelement (27) und das dritte Stoßverzehrelement (21) über ein Übertragungselement (59) miteinander gekoppelt sind.Rail vehicle according to one of the preceding claims, characterized in that the second shock-absorbing element (27) and the third shock-absorbing element (21) are coupled to one another via a transmission element (59). Schienenfahrzeug nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass das zweite Stoßverzehrelement (27) und das dritte Stoßverzehrelement (21) über ein Seil und Umlenkrollen Rollen miteinander gekoppelt sind.Rail vehicle according to one of the preceding claims, characterized in that the second shock-absorbing element (27) and the third shock-absorbing element (21) are coupled to one another via a cable and deflection rollers.
EP08000339A 2008-01-10 2008-01-10 Rail vehicle with multilayered impact absorber Not-in-force EP2078657B1 (en)

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DE502008001516T DE502008001516D1 (en) 2008-01-10 2008-01-10 Rail vehicle with multi-stage shock-absorbing device
AT08000339T ATE484438T1 (en) 2008-01-10 2008-01-10 RAILWAY VEHICLE WITH MULTI-STAGE SHOCK ABSORBING DEVICE
ES08000339T ES2354325T3 (en) 2008-01-10 2008-01-10 VEHICLE ON RAILS EQUIPPED WITH A DEVICE FOR ABSORPTION OF VARIOUS LEVELS SHOCK.
EP08000339A EP2078657B1 (en) 2008-01-10 2008-01-10 Rail vehicle with multilayered impact absorber

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT16474U1 (en) * 2018-04-27 2019-10-15 Bombardier Transp Gmbh Crash concept city regio vehicle

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EP2078657B1 (en) 2010-10-13
ES2354325T3 (en) 2011-03-14
DE502008001516D1 (en) 2010-11-25
ATE484438T1 (en) 2010-10-15

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