EP2334533B1 - Vehicle front-end for mounting to the front face of a track-bound vehicle, in particular a rail vehicle - Google Patents
Vehicle front-end for mounting to the front face of a track-bound vehicle, in particular a rail vehicle Download PDFInfo
- Publication number
- EP2334533B1 EP2334533B1 EP09783059.0A EP09783059A EP2334533B1 EP 2334533 B1 EP2334533 B1 EP 2334533B1 EP 09783059 A EP09783059 A EP 09783059A EP 2334533 B1 EP2334533 B1 EP 2334533B1
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- European Patent Office
- Prior art keywords
- energy
- vehicle head
- structural elements
- vehicle
- fiber
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Images
Classifications
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- 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
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- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F19/00—Wheel guards; Bumpers; Obstruction removers or the like
- B61F19/04—Bumpers or like collision guards
-
- 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
Definitions
- the invention relates to a vehicle head with a frame for attachment to the end face of a rail vehicle, wherein the frame is constructed entirely of structural elements, which are formed from fiber composite material.
- a frame for a vehicle cabin of a rail vehicle wherein the frame is constructed of frame members which define the front, bottom and roof parts and the lateral parts of the vehicle cabin.
- the frame known from this prior art has a plurality of compliant regions distributed on the frame members.
- the yielding regions yield, so that the frame can adapt to the contours of the collision opponent, whereby the due to the collision introduced into the frame impact energy is at least partially degraded.
- a cabin for a rail vehicle said cabin is not attached to the front side of the rail vehicle, but mounted on a horizontal platform. Since the cabin known from this prior art is made entirely of fiber composite material for reasons of weight, it has been refrained from equipping the cabin itself with a shock absorber for absorbing the impact energy occurring in the event of a crash. Rather, such a shock absorber is integrated in the substructure or in the platform on which the cabin is mounted.
- the publication DE 196 49 526 A1 describes a vehicle head which is designed for attachment to the end face of a rail vehicle, wherein the walls and the roof of the vehicle head due to weight reasons, consist of a composite material and are detachably connected to the lower part and the car body of the rail vehicle.
- the well-known from this state of the art vehicle head is - as well as from the EP 0 533 582 B2 known cabin - executed without shock protection.
- the publication FR 2 715 904 A1 relates to the front end portion of a rail vehicle, wherein a special structure is used, which should not destroy the driver's position in an impact on an obstacle.
- the front end portion of the known from this prior art vehicle consists of a cabin in which the driver's cab is received. This cabin is connected to a vehicle frame in such a way that the cabin is pushed out of the collision area in the event of an impact on an obstacle in a vertical upward direction.
- this tapered surfaces are used, which form a receptacle for the cabin. In the event of a collision, the frame is compressed, as a result, the inclined surfaces move towards each other and the cabin is moved in the vertical direction upwards.
- the publication EP 0 802 100 A1 relates to the driver's station of a rail vehicle having an energy absorbing structure with progressive deformation. Specifically, it is provided that on the steel frame made of a driver's cab energy-absorbing elements attached (screwed) are.
- Shock guards are so-called crash structures, i. Components which deform in an impact of the vehicle on an obstacle at least partially in a predetermined manner.
- the impact energy should be specifically converted into deformation energy in order to reduce forces acting on vehicle occupants.
- shock protection lateral buffer elements or crash boxes which absorb or consume at least part of the impact energy in a crash.
- the energy absorption that can be achieved with such a shock absorber is often insufficient to effectively protect the body against damage.
- the object of the invention is to optimize a vehicle head designed for attachment to the front side of a rail vehicle in such a way that the impact energy acting on the vehicle head in the event of a crash can be reduced as much as possible from the structure of the vehicle head to the maximum accelerations and forces to limit the vehicle structure, with an uncontrolled deformation of the construction should be effectively prevented, with the aim of ensuring a survival in the event of a crash for the driver.
- a vehicle head is proposed to improve the crash behavior of rail vehicles according to the invention, which has a vehicle head structure, which is constructed entirely of structural elements, these structural elements are primarily formed of fiber composite material.
- these structural elements constituting the vehicle head structure include both structural elements without energy consumption, which are referred to below as “first structural elements”, and structural elements with energy consumption, which are referred to below as “second structural elements”.
- first structural elements include all structural elements that serve to form a substantially deformation-resistant, self-supporting vehicle head structure. This substantially rigid self-supporting structure accommodates the cab of the rail vehicle. Since the cab is thus surrounded by a deformation-resistant head structure, which is not significantly deformed even in the event of a crash, the survival space for the driver remains within the rail vehicle head.
- the second structural elements serve functionally the structural elements with energy consumption, ie the second structural elements, to at least partially absorb or reduce the resulting in a crash due to an impact force and introduced into the vehicle head impact energy, so that the self-supporting structure of the vehicle head constructed from the first structural elements is not affected.
- the second structural elements are preferably fastened to the self-supporting structure of the vehicle head constructed by the first structural elements.
- the second structural elements are in the self-supporting manner Structure taken together that they form a unit together with the self-supporting structure.
- the structural elements are formed entirely from fiber composite material, it is in particular conceivable to join the second structural elements in a materially bonded manner to the first structural elements, for example to bond them.
- the second structural elements can be integrated in the self-supporting vehicle head structure constructed from the first structural elements, wherein the second structural elements are detachably or non-detachably received in the first structural elements such that a unit is formed which has a dual function, namely a support function on the one hand the first structural elements are provided, and on the other hand, an energy dissipation function provided by the second structural elements.
- the structural elements that make up the vehicle head structure are formed entirely from fiber composite material.
- the structural elements constituting the vehicle head structure are formed almost completely from fiber composite material, not only the weight of the vehicle head structure can be considerably reduced, compared to a vehicle head structure constructed in metal construction.
- the structural elements formed of fiber composite material are characterized by their specific strength, so that the substantially deformation-resistant self-supporting vehicle head structure constructed from the first structural elements does not fail even in the event of a collision, i. deforms uncontrollably, whereby the survival of the driver in the cab remains guaranteed.
- the second structural elements which at least partially consume the impact energy generated in a crash and introduced into the vehicle head structure, likewise consist of fiber composite material, a significantly higher weight-specific energy absorption can be achieved in comparison to conventional deformation tubes made of metal.
- the invention provides that the second structural elements are designed according to their response in the second Structure elements initiated impact energy to reduce at least partially by non-ductile destruction of the fiber composite material of the second structural elements.
- the self-supporting structure of the vehicle head constructed with the first structural elements is substantially rigid in terms of deformation, a survival space in the driver's cab received by the self-supporting head structure is retained even in the event of a collision of the rail vehicle (crash case).
- the first structural elements are designed and connected to one another in such a way that the fraction of the impact energy introduced into the vehicle head in the event of a crash is transmitted to a carriage structure of the rail vehicle connected to the vehicle head. There, the impact energy can be consumed by the shock protection elements of the car structure of the rail vehicle finally.
- the first structural elements are structurally designed so that they deform controlled and thus a further energy absorption without (uncontrolled) collapse of the vehicle head structure can take place.
- the first structural elements have two A-pillars respectively arranged on the sides of the vehicle head structure and a roof structure which firmly connects the upper region of the two A-pillars to form the substantially deformation-resistant, self-supporting head structure. Pillars and the roof structure firmly connected thereto are designed to transmit the fraction of the impact energy introduced into the vehicle head into the car structure of the rail vehicle which is not already decoupled from the second structural elements in the event of a crash.
- the first structural elements also have side struts, which are each firmly connected to the lower region of the two A-pillars and serve to transmit impact forces in the car structure of the rail vehicle.
- side struts which serve for impact force transmission from the two A-pillars in the car structure of the rail vehicle
- A-pillars arcuate, with a lower Structural element is provided, which is fixedly connected to the upper end portions of the A-pillars and designed to transfer in the crash case not already degraded by the second energy absorbing part of the introduced into the A-pillar impact force in the connected to the vehicle head carriage structure of the rail vehicle. Due to the arcuate design of the A-pillars can be dispensed with side struts.
- these structural elements consist of a hollow profile formed from fiber composite material, in which optionally for further increasing the rigidity preferably a support material, in particular a support foam is added.
- the first structural elements In order to structurally connect the two A-pillars and thus to increase the rigidity of the self-supporting frame structure formed with the first structural elements, it is preferred if the first structural elements have at least one parapet element, which for the structural connection of the two A-pillars the lower one Area of the A-pillars connects with each other. Furthermore, it is preferred if the first structural elements have a deformation-resistant end wall, which is likewise formed from fiber composite material and connected to the parapet element such that the deformation-resistant end wall together with the parapet element form an end face of the vehicle head structure, and thus the vehicle driver's seat received in the self-supporting frame structure protect against intrusions in the event of a crash.
- a collision front wall which forms at least a portion of the clutch-side end surface of the vehicle head structure, wherein the parapet element and / or the end wall constitute / represent an important component for penetration prevention.
- the end wall forming the collision front wall may be made of various fiber composite / fiber composite sandwich components, in particular with the reinforcing materials glass, aramid, dyneema and / or carbon fiber.
- the end wall together with the parapet element represents a crucial structural connection element for stabilizing the entire self-supporting structure of the vehicle head.
- the solution according to the invention is characterized, inter alia, by the fact that in the self-supporting (rigid) frame structure of the rail vehicle head formed with the first structural elements, second structural elements, i. Structural elements with energy consumption, are integrated.
- these second structural elements have at least one first energy dissipation element formed of fiber composite material, this first energy dissipation element being designed to respond when a critical impact force is exceeded and at least part of the impact force transmission and into the first Dissipate energy consumption element initiated impact energy by non-ductile destruction of at least part of the fiber structure of the first energy dissipation element.
- This mechanism of defibering and pulverization is characterized by its high degree of utilization in energy consumption, which - compared to, for example, a metal-built upset or deformation tube (expansion or constriction tube) a significantly higher weight and space specific amount of energy can be consumed.
- first energy dissipation element For the realization of the fiber composite material formed first energy dissipation element different solutions come into question.
- a fiber composite sandwich structure which is formed as a core material (support material) by a honeycomb structure.
- honeycomb structure Such an ideally homogeneous honeycomb structure with constant Geometric cross section shows during the absorption of energy a uniform deformation of the material with low deformation force amplitudes at the same time high utilization and compression ratio.
- other embodiments for the first energy dissipation element are also conceivable.
- At least one first energy dissipation element is arranged on the end face of the parapet element, so that the deformation forces occurring during energy dissipation are introduced into the parapet element.
- the first energy dissipation element should be adapted to the vehicle contour or the available space.
- the first energy-absorbing element has a fiber composite sandwich construction with a honeycomb structure core.
- the core of the first energy dissipation element from a fiber composite tube bundle, wherein the tube center axes of the tube bundle extend in the vehicle longitudinal direction.
- the second structural elements have at least one second energy dissipation element likewise formed from fiber composite material, which may structurally be identical to the at least one first energy dissipation element.
- the at least one second energy dissipation element should, however, be arranged on the surfaces of the A-pillars facing the front side of the vehicle head.
- a special underbody structure formed of fiber composite material is provided, which is provided with the self-supporting structure of the rail vehicle head based first structural elements is connected such that the bottom of the vehicle head is formed.
- the underbody structure has an upper surface element formed from fiber composite material and a lower surface element also formed therefrom, also made of fiber composite material, furthermore struts or tensioning elements formed from fiber composite material are provided, which firmly connect the upper and lower surface elements.
- further structural elements with energy consumption that is, second structural elements
- the second structural elements have at least one third energy dissipation element formed of fiber composite material, which is received in the underbody structure of the vehicle head and designed to respond when exceeding a critical impact force and at least part of the incident in the impact energy transmission and introduced into the third energy dissipation element To reduce impact energy by non-ductile destruction of at least part of the fiber structure of the third energy dissipation element.
- the vehicle head has a central buffer coupling, which is articulated to the underbody structure of the vehicle head via a bearing block
- the second structural elements further comprise at least one fourth energy dissipation element formed from fiber composite material, which in addition to the at least one third energy dissipation element in FIG the underbody structure is arranged in the impact direction behind the bearing block and is designed to respond when a critical impact force is exceeded and to reduce at least part of the impact energy generated in the impact energy transmission and introduced into the fourth energy dissipation element by non-ductile destruction of at least part of the fiber structure of the fourth energy dissipation element.
- the third and fourth energy-absorbing elements can be identical or at least similar in structural and functional terms.
- the third or fourth energy dissipation element comprises a guide tube formed from fiber composite material, ie, a cylindrical energy dissipation component, and a pressure tube designed as a piston, wherein the pressure tube cooperates with the guide tube such that when crossing a critical impact force introduced into the third or fourth energy absorption element causes the pressure tube and the guide tube to move toward one another while at the same time consuming at least part of the impact energy introduced into the third or fourth energy dissipation element.
- the actual energy consumption is realized in that the guide tube has at least one energy dissipation region of fiber composite material which is at least partially non-ductile shredded and pulverized during the movement of the pressure tube designed as a piston relative to the guide tube.
- the initiated impact energy is thus reduced by not plastically deforming the energy-dissipating region of the guide tube, as would be the case, for example, with metal-forming deformation tubes. but at least partially disassembled into parts.
- the third or fourth energy dissipation element responds, the impact energy introduced into the energy dissipation element is utilized to shred and pulverize the energy dissipation region and thus at least partially degraded. Since the defibration and pulverization of a workpiece - compared to a conventional (metallic) plastic deformation - requires much more energy, the third or fourth energy dissipation element is particularly suitable for the reduction of high impact energies.
- the term "defibering of the fiber-composite energy dissipation region" is intended to mean a failure of the fiber structure of the fiber composite material (intentionally induced) from which the energy dissipation region is formed. Defibration of the energy-dissipating area formed from fiber-composite material is in particular not comparable with the occurrence of only one (brittle) break in the energy-dissipating area. Rather, when fiberizing the fiber composite material of the energy dissipation area is broken down into as many small individual fragments (fragments), ideally for the exploitation of the total energy absorption capacity of the fiber composite material, the entire amount of the energy dissipation element forming fiber composite material is pulverized.
- the pressure tube as a piston and at least the pressure tube facing region of the guide tube designed as a cylinder, wherein the pressure tube designed as a piston is connected to the guide tube such that when the response Energy Consumption element of the piston (pressure tube) runs into the cylinder (guide tube) and thereby non-ductile fiber-composite material formed energy dissipation area.
- a region of the pressure tube facing the guide tube to be telescopically received by a region of the guide tube facing the pressure tube so that the end face of the region of the pressure tube facing the guide tube abuts a stop of the energy consumption region formed of fiber composite material.
- the end face of the region of the pressure tube facing the guide tube should have a higher strength compared to the energy dissipation region formed from fiber composite material. In that case, it is ensured that the movement of the pressure tube occurring in response to the (third or fourth) energy dissipation element relative to the guide tube only results in destruction of the energy dissipation region, with the other components of the energy dissipation element not failing. In this way, a previously determinable event sequence when consuming energy can be realized.
- the pressure tube is designed as a hollow body which is open on its end facing the guide tube. Accordingly, in the movement of the pressure tube relative to the guide tube resulting fractions of the fiber composite material formed energy consumption range at least partially absorbable in the interior of the hollow body.
- This embodiment of the third and fourth energy dissipation element thus provides a completely encapsulated solution to the outside, wherein in particular ensures that when addressing the energy absorbing element no parts, such as fractions or fiber parts of the energy dissipation area, fly around, can intrude into the driver's compartment and possibly injure persons or damage other components of the vehicle head or even destroy.
- energy consumption is realized with the preferred embodiment of the third or fourth energy dissipation element in that, when the energy dissipation element responds, the energy dissipation region formed from fiber composite material is at least partially non-ductile shredded after a predetermined event sequence.
- the length of the energy dissipation region, which is non-ductile shredded in a movement of the pressure tube relative to the guide tube depends on the distance of the relative movement between the pressure tube and the guide tube.
- an underride guard or track scraper formed from fiber composite material is also provided. It is conceivable here that this underrun protection is fastened to the underside of the underbody structure of the rail vehicle head and designed to reduce at least part of the impact energy generated during impact energy transmission when a critical impact force introduced into the underrun protection is exceeded by controlled deformation.
- the underrun protection is connected via guide rails with the underside of the underbody structure such that the underrun protection is displaceable relative to the underbody structure in the vehicle longitudinal direction after exceeding a introduced in the underrun protection critical impact force, further provided at least one fiber composite material formed energy dissipation element is, which is arranged and designed so that upon displacement of the underrun protection relative to the underbody structure of the fiber composite material of the energy absorbing element is destroyed non-ductile with simultaneous degradation of at least a portion of the initiated in the impact force transmission in the underrun shock energy.
- a windshield which is at least partially attached to the self-supporting structure of the vehicle head, said windshield preferably also having an energy dissipation function.
- the windshield has an inner and an outer transparent (transparent) surface element, wherein these surface elements are arranged at a distance from each other and form a space between them.
- This space can be filled with a connecting element between the outer and inner surface element, for example in the form of a transparent (transparent) energy absorption foam.
- the connecting element in an edge region of the surface elements in the intermediate space. In this case, the edge area can be filled with less transparent energy absorption foam.
- FIG. 1 The first embodiment of the vehicle head structure 100 is shown in a perspective view.
- Fig. 2 shows the vehicle head structure 100 according to Fig. 1 in a side view.
- Fig. 2 and an indicated exterior design 102 is in Fig. 3 shown.
- the illustrated embodiment is a vehicle head structure 100 that is configured to be attached to the face of a rail vehicle (not explicitly shown).
- the vehicle head structure 100 is constructed entirely from structural elements, which are described below with reference in particular to FIGS FIGS. 4 to 18 to be discribed. These structural elements, of which the vehicle head structure 100 is constructed, are made entirely of fiber composite material and can be implemented in differential, integral or mixed construction. Taking into account the strength and manufacturing advantages of fiber composite / fiber composite sandwich structures with the objective of lightweight construction a largely integral construction of the rail vehicle head is provided.
- Fiber composites are composed of reinforcing fibers embedded in polymeric matrix systems. While the matrix holds the fibers in a predetermined position, transfers stresses between the fibers and protects the fibers from external influences, the reinforcing fibers gain the supporting mechanical properties. Glass, aramid and carbon fibers are particularly suitable as reinforcing fibers. Since aramid fibers have only a relatively low stiffness due to their extensibility, glass and carbon fibers are preferred for forming the respective energy dissipation elements of the vehicle head structure 100. However, aramid fibers are suitable, for example, for the formation of the deformation-resistant end wall 15, which serves to protect a vehicle driver's seat 101 accommodated in the self-supporting structure of the vehicle head against intrusions in the event of a crash.
- a specific fiber architecture or a specific layer structure is preferably realized in order to obtain properties of the structural elements adapted to the expected load case.
- a carbon-fiber-reinforced plastic as the material for the structural elements that make up the deformation-resistant, self-supporting structure of the vehicle head 100, since such a material has very high specific strengths.
- the physical definition of the layer and sandwich structure including the Materix system and the manufacturing process not only the loads in the direction of impact force, which corresponds largely to the vehicle longitudinal direction taken, but also all operating in the event of a collision and spatially attacking further loads, i. Lateral forces and moments.
- a vehicle head structure 100 which is designed according to the teachings of the invention, is characterized in that it is constructed entirely of structural elements formed of fiber composite material, wherein the structural elements constituting the vehicle head structure 100 on the one hand comprise structural elements without energy consumption (“first Structural elements ”) and on the other hand, structural elements with energy consumption (“second structural elements ").
- the first structural elements are configured and directly connected to each other such that a substantially rigid, self-supporting head structure is formed for receiving a vehicle driver's seat 101.
- the first structural elements which thus form the substantially deformation-resistant, self-supporting structure of the vehicle head structure 100, in particular two A-pillars 10, 10 ', each arranged laterally of the vehicle head structure 100, and one respectively the upper one Area of the two A-pillars 10, 10 'firmly connecting roof structure 11.
- the first structural elements for example, according to Fig. 1 belong to the first structural elements further side struts 12, 12 ', which in each case with the lower region of the two A-pillars 10, 10' are firmly connected and for the transmission of impact forces in the car structure of the rail vehicle (not explicitly shown) are used.
- Fig. 4 is a side view of an A-pillar 10, which is connected to a side strut 12 and a roof structure 11, wherein this combination of A-pillar 10, side strut 12 and roof structure 11 in the in Fig. 1 illustrated embodiment of the vehicle head structure is used.
- Fig. 5 the side strut 12 is shown in a perspective view.
- the vehicle head structure 100 further includes a parapet element 14 as well as the previously mentioned deformation-resistant end wall 15.
- the parapet element 14, which is used in the in Fig. 1 illustrated embodiment of the vehicle head structure 100 is used in a separate representation in Fig. 7 shown.
- Fig. 6 shows the roof structure 11, which in the embodiment according to Fig. 1 is used.
- the vehicle head structure 100 also has second structural elements in addition to the first structural elements, ie structural elements with energy consumption.
- These second structural elements include first energy dissipation elements 20, 20 'formed on the one hand from fiber composite material. It is provided that on the front side of the parapet element 14 at least a first energy absorbing element - in the illustration according to Fig. 1 and in particular according to Fig. 7 exactly two first energy dissipation elements 20, 20 '- are arranged.
- first energy dissipation elements 20, 20 ' are formed from fiber composite / fiber composite sandwich material and designed to respond when a critical impact force is exceeded and at least part of the resulting in the impact energy transmission and in the first energy dissipation element 20, 20 'initiated impact energy by non-ductile destruction of at least part of the fiber structure of the first energy dissipation element 20, 20' degrade.
- the second structural elements likewise include second energy dissipation elements 21, 21 ', which are formed from fiber composite / fiber composite sandwich material and are assigned to the two A pillars 10, 10' of the supporting structure of the vehicle head 100.
- second energy dissipation elements 21, 21 ' are formed from fiber composite / fiber composite sandwich material and are assigned to the two A pillars 10, 10' of the supporting structure of the vehicle head 100.
- each a second energy absorbing element 21, 21' are arranged.
- the second energy dissipation elements 21, 21' formed from fiber composite / fiber composite sandwich material and designed to respond when exceeding a critical impact force and at least a portion of the resulting in the impact energy transmission and in the second energy dissipation element 21, 21 'initiated impact energy by non-ductile destruction of at least part of the fiber structure of the second energy dissipation element 21, 21' degrade.
- the first and second energy dissipation elements 20, 20 'and 21, 21', respectively, are connected to the corresponding first structural elements, i. the parapet element 14 and the A-pillars 10, 10 ', preferably materially firmly connected, in particular glued.
- the side struts 12, 12 'and the A-pillars 10, 10' consist of a hollow profile formed from fiber composite material, in which, in order to increase the rigidity of the side struts 12, 12 'or the A-pillars 10, 10 'is a support material, for example, filled in the form of a foam.
- a support material for example, filled in the form of a foam.
- the roof structure 11 in sandwich construction made of a fiber composite material.
- the parapet element 14 serves primarily for the structural connection of the two A-pillars 10, 10 'so that this parapet element 14 connects the respectively lower region of the two A-pillars 10, 10' to one another.
- the end wall 15 is connected to the sill member 14 such that an end surface of the vehicle head structure 100 is formed to protect the driver's seat 101 received in the self-supporting structure from intrusions in the event of a crash.
- the underfloor structure 16 of fiber composite / fiber composite sandwich material is formed and connected to first structural elements of the vehicle head structure 100 such that the bottom of the driver's cab 101 and the bottom of the vehicle head structure 100 is formed.
- the underbody structure 16 has a made of fiber composite / fiber composite sandwich material upper surface element 16a and a spaced therefrom, also formed from fiber composite lower surface element 16b, said surface elements 16a, 16b are spaced from each other. Further, struts 16c formed of fiber composite material are provided, which connect the upper and lower surface elements 16a, 16b firmly together.
- a crash clutch with integrated energy dissipation elements which consists essentially of a fourth energy dissipation element 23, a bearing block 31 and a central buffer coupling 30.
- the fourth energy dissipation element 23 is arranged in the underbody structure 16 in the impact direction behind the bearing block 31 and serves for the consumption of at least part of the irreversible impact energy introduced via the central buffer coupling 30 into the underbody structure 16.
- the third energy dissipation element 22, 22 ' essentially consists of a guide tube 60 and a pressure tube 62.
- the pressure tube 62 is designed as a piston and at least the pressure tube 62 facing region of the guide tube 60 as a cylinder.
- the region of the pressure tube 62 designed as a piston facing the guide tube 60 is telescopically received by the region of the guide tube 60 formed as a cylinder.
- the guide tube 60 is integrally formed from fiber composite material. Specifically, the guide tube 60 has an energy dissipation region 61 and a guide region adjacent to the energy dissipation region.
- the guide tube 60 is designed as a formed of fiber composite tubular body having a paragraph inside, which forms the stop 63.
- the pressure tube 62 formed as a piston is designed as a tubular body having an inner bevel 66 (see. Fig. 12 ).
- guide tube 60 shown here by way of example and the pressure tube 62 each shown with a circular ring cross-section to perform with other cross-sectional geometries, for example, with oval, rectangular, square, triangular or pentagonal cross-sectional geometries.
- the guide portion of the guide tube 60 is in the in 10 and FIG. 11 illustrated embodiment designed as a guide tube whose inner diameter is greater than the outer diameter of the pressure tube 62 designed as a piston. In this way, the region of the pressure tube 62 facing the guide tube 60 can be received telescopically by the guide tube 60.
- the overall tubular guide tube 60 has within the energy dissipation region 61 an inner diameter which is smaller than the outer diameter of the pressure tube 62 (see also the illustration in FIG Fig. 12 ).
- the edge 63 provided at the transition between the guide region and the energy-dissipating region 61 thus constitutes a stop against which the pressure tube 62 designed as a piston abuts.
- the constructive design of this transition region as a trigger point for the pressure tube 62 significantly influences the initial peak force and the force-deformation behavior of the fiber composite energy dissipation element (pressure tube 62).
- third energy dissipation element 22, 22 ' is designed so that in the energy dissipation element 22, 22', and in particular in the piston designed as a pressure tube 62 initiated impact forces in the guide tube 60 facing away from the end face of the pressure tube 62 are introduced.
- a scuff protection 65 it is conceivable to attach to the end face of the pressure tube 62 facing away from the guide tube 60.
- the impact force critical for the response of the third energy dissipation element 22, 22 ' is determined by the material properties and structural design, in particular in the transition region (trigger region, stop 63). Specifically, the impact force critical to the response of the third energy dissipation element 22, 22 'is determined by the material properties and structural design of the energy dissipation region 61.
- the fiber composite material of the inner wall of the energy dissipation region 61 is non-ductile shredded by the pressure tube 62 moving relative to the guide tube 60 in the direction of the energy dissipation region 61.
- the end face of the pressure tube 62 should have a higher strength compared to the energy dissipation region 61.
- Fig. 12 can be removed, which is designed as a piston pressure tube 62 is formed as a at its the guide tube 60 facing end face open hollow body, said hollow body having an inner bevel 66.
- the resulting during the movement of the pressure tube 62 relative to the guide tube 60 fractions of the energy dissipation region 61 formed of fiber composite material are thereby received in the interior of the hollow body.
- This has the advantage that when fraying the energy dissipation region 61 no fractions of the fiber composite material can escape to the outside.
- the fourth energy dissipation element 23 serves to absorb the impact forces introduced into the underbody structure 16 via the central buffer coupling 30 in the event of a crash.
- the fourth energy dissipation element 23 is arranged in the impact direction behind the bearing block 31, via which the central buffer coupling 30 is pivotable in the horizontal and vertical directions.
- the fourth energy dissipation element 23 has a guide tube 60, preferably formed of fiber composite material, a crash tube 61 and a pressure tube 62. Specifically, at the in Fig. 13 illustrated embodiment in which the central buffer coupling 30 facing region of the guide tube 60, the crash tube 61 and in the pressure tube 62 is telescopically received in the opposite region. Between the crash tube 61 and the pressure tube 62, a taper 64 is arranged, for example in the form of a conical ring. In the event of a crash, the connecting elements of the coupling 30 tear off the bearing block 31. The guided in the guide tube 60 coupling presses on a catch plate 32.
- the catch plate 32 initiates the impact force in the pressure tube 62, which moves relative to the guide tube 60 in the direction of the crash tube 61.
- the pressure tube 62 presses on the crash tube 61 via the taper 64.
- the taper 64 and the pressure tube 62 on the crash tube 61 which fibrillates non-ductile and at least partially absorbs the impact energy resulting from the impact force transmission ,
- the deformed or defibrated material of the crash tube 61 remains in the pressure tube 62.
- the fourth energy dissipation element 23 are formed from a fiber composite material.
- the taper 64 may be formed of a metal structure.
- Fig. 15 an alternative embodiment to the fourth energy dissipation element 23 is shown.
- the energy dissipation element 23 according to the FIGS. 13 and 14 is the in Fig. 14 illustrated embodiment of a support or pressure tube 62, a taper 64, a guide tube 60 and a crash tube 61, although this time the crash tube 61 is provided in the middle buffer coupling 30 facing region of the guide tube 60.
- the clutch 30 breaks away from the bearing block 31 and presses on the catch plate 32, wherein the catch plate 32 initiates the impact force in the crash tube 61, so that the crash tube 61 is pressed into the taper 64.
- the crash tube 61 Upon reaching the deformation force level, the crash tube 61 pushes through the taper 64 in the pressure tube 62, which may also be part of the guide tube 60 at the same time (see. Fig. 12 ). The energy consumption takes place again by the tapering of the crash tube 60. The deformed or defibrated material of the crash tube 60 remains in the pressure tube 62.
- Fig. 16 is shown in a perspective view formed from fiber composite / fiber composite sandwich material underrun protection 24, which at the bottom of the underbody structure 16 of the in Fig. 1 shown vehicle head structure 100 is fixed and designed, when introduced into the underride guard 24 initiated To reduce critical impact force by controlled deformation at least part of the impact energy generated in the impact force transmission.
- each of the underride guard 24 is connected to the underbody structure 16 via a rail system 17.
- the underrun protection 24 made of fiber composite material or fiber composite sandwich materials and has a plurality of energy dissipation elements 25, 25 ', 26, 26' (two in the front and two in the rear area).
- the energy dissipation elements 25, 25 'with different deformation force levels first absorb collision energy in the front region, then the underrun protection 24 is pushed within the rails 17 onto the second energy dissipation elements 26, 26'.
- FIG. 19 Parts of another embodiment of the vehicle head structure 100 are shown in a perspective view.
- the characteristic of this embodiment can be seen in particular in the A-pillars 10, wherein in Fig. 19 for clarity, only one of the two A-pillars is shown.
- the A-pillars 10 at the in Fig. 19 illustrated embodiment have an overall curved structure, so that the introduced into the A-pillars 10 forces can be transmitted directly into the base frame 16 without additional side strut.
- This special variant allows a strong reversible compression of the A-pillars 10 in the event of a crash.
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Description
Die Erfindung betrifft einen Fahrzeugkopf mit einem Rahmen zur Befestigung an der Stirnseite eines Schienenfahrzeuges, wobei der Rahmen vollständig aus Strukturelementen aufgebaut ist, die aus Faserverbundwerkstoff gebildet sind.The invention relates to a vehicle head with a frame for attachment to the end face of a rail vehicle, wherein the frame is constructed entirely of structural elements, which are formed from fiber composite material.
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Stoßsicherungen sind sogenannte Crashstrukturen, d.h. Bauteile, welche sich bei einem Aufprall des Fahrzeuges auf ein Hindernis zumindest teilweise in vorbestimmter Weise verformen. Dabei soll die Aufprallenergie gezielt in Verformungsenergie umgewandelt werden, um auf Fahrzeuginsassen wirkende Kräfte zu reduzieren.Shock guards are so-called crash structures, i. Components which deform in an impact of the vehicle on an obstacle at least partially in a predetermined manner. The impact energy should be specifically converted into deformation energy in order to reduce forces acting on vehicle occupants.
Aus der Kraftfahrzeugtechnik ist es bekannt, insbesondere im Stirnbereich eines Personenkraftwagens eine Stoßsicherung in Gestalt einer Knautschzone vorzusehen. Während die Kraftfahrzeugindustrie bereits seit Jahrzehnten bemüht ist, derartige Crashstrukturen zu optimieren, sind in der Maschinenfahrzeugtechnik bisher die Wagenkästen (Lokomotiven und Wagons) in der Regel ohne besondere Rücksicht auf ihr Verformungsverhalten bei Kollision konstruiert.From motor vehicle technology it is known to provide a shock absorber in the form of a crumple zone, in particular in the front region of a passenger car. While the motor vehicle industry has been endeavoring for decades to optimize such crash structures, so far in machine-tool technology Car bodies (locomotives and wagons) usually constructed without special consideration to their deformation behavior in collision.
Zwar ist es bereits üblich, an der Stirnseite eines Schienenfahrzeuges als Stoßsicherung seitliche Pufferelemente oder Crashboxen anzuordnen, welche in einem Crashfall zumindest einen Teil der Aufprallenergie absorbieren bzw. verzehren. Bei höheren Aufprallgeschwindigkeiten allerdings reicht die mit einer derartigen Stoßsicherung erzielbare Energieabsorption oftmals nicht aus, um den Wagenkasten wirksam vor Beschädigungen zu schützen. Insbesondere besteht die Gefahr, dass nach dem Ausschöpfen des Energieverzehrvermögens der seitlich angeordneten Pufferelemente oder Crashboxen eine extreme Verformung des Fahrzeugführerstandes auftritt, wobei unter Umständen nicht mehr sichergestellt werden kann, dass für den Triebfahrzeugführer ein hinreichender Überlebensraum gegeben ist.Although it is already customary to arrange on the front side of a rail vehicle as a shock protection lateral buffer elements or crash boxes, which absorb or consume at least part of the impact energy in a crash. At higher impact speeds, however, the energy absorption that can be achieved with such a shock absorber is often insufficient to effectively protect the body against damage. In particular, there is a risk that after exhausting the energy absorption capacity of the laterally arranged buffer elements or crash boxes an extreme deformation of the vehicle driver's seat occurs, which may no longer be ensured under circumstances that the driver is given a sufficient survival space.
Demnach liegt der Erfindung die Aufgabe zugrunde, einen zur Befestigung an der Stirnseite eines Schienenfahrzeuges ausgelegten Fahrzeugkopf dahingehend zu optimieren, dass die in einem Crashfall auf den Fahrzeugkopf einwirkende Aufprallenergie soweit wie möglich von der Struktur des Fahrzeugkopfes abgebaut werden kann, um die maximalen Beschleunigungen und Kräfte auf die Fahrzeugstruktur zu begrenzen, wobei ein unkontrolliertes Verformen der Konstruktion wirkungsvoll verhindert werden soll, mit dem Ziel, in einem Crashfall einen Überlebensraum für den Fahrzeugführer sicherzustellen.Accordingly, the object of the invention is to optimize a vehicle head designed for attachment to the front side of a rail vehicle in such a way that the impact energy acting on the vehicle head in the event of a crash can be reduced as much as possible from the structure of the vehicle head to the maximum accelerations and forces to limit the vehicle structure, with an uncontrolled deformation of the construction should be effectively prevented, with the aim of ensuring a survival in the event of a crash for the driver.
Diese Aufgabe wird durch den Gegenstand des unabhängigen Patentanspruches 1 gelöst. Vorteilhafte Weiterbildungen des erfindungsgemäßen Fahrzeugkopfes sind in den abhängigen Ansprüchen angegeben.This object is solved by the subject matter of independent claim 1. Advantageous developments of the vehicle head according to the invention are specified in the dependent claims.
Demnach wird zur Verbesserung des Crashverhaltens von Schienenfahrzeugen gemäß der Erfindung ein Fahrzeugkopf vorgeschlagen, der eine Fahrzeugkopfstruktur aufweist, welche vollständig aus Strukturelementen aufgebaut ist, wobei diese Strukturelemente vorrangig aus Faserverbundwerkstoff gebildet sind. Im Einzelnen gehören zu diesen die Fahrzeugkopfstruktur aufbauenden Strukturelementen sowohl Strukturelemente ohne Energieverzehr, welche nachfolgend als "erste Strukturelemente" bezeichnet werden, als auch Strukturelemente mit Energieverzehr, welche nachfolgend als "zweite Strukturelemente" bezeichnet werden. Zu den Strukturelementen ohne Energieverzehr, d.h. den ersten Strukturelementen, gehören alle Strukturelemente, die zur Ausbildung einer im Wesentlichen verformungssteifen, selbsttragenden Fahrzeugkopfstruktur dienen. Diese im Wesentlichen starre selbsttragende Struktur nimmt den Führerstand des Schienenfahrzeuges auf. Da somit der Führerstand von einer verformungssteifen Kopfstruktur umgeben ist, welche auch im Crashfall nicht signifikant verformt wird, bleibt innerhalb des Schienenfahrzeugkopfs der Überlebensraum für den Zugführer erhalten.Accordingly, a vehicle head is proposed to improve the crash behavior of rail vehicles according to the invention, which has a vehicle head structure, which is constructed entirely of structural elements, these structural elements are primarily formed of fiber composite material. Specifically, these structural elements constituting the vehicle head structure include both structural elements without energy consumption, which are referred to below as "first structural elements", and structural elements with energy consumption, which are referred to below as "second structural elements". To the structural elements without energy consumption, i. The first structural elements include all structural elements that serve to form a substantially deformation-resistant, self-supporting vehicle head structure. This substantially rigid self-supporting structure accommodates the cab of the rail vehicle. Since the cab is thus surrounded by a deformation-resistant head structure, which is not significantly deformed even in the event of a crash, the survival space for the driver remains within the rail vehicle head.
Hingegen dienen in funktioneller Hinsicht die Strukturelemente mit Energieverzehr, d.h. die zweiten Strukturelemente, dazu, die in einem Crashfall aufgrund einer Stoßkraftübertragung anfallende und in den Fahrzeugkopf eingeleitete Stoßenergie zumindest teilweise zu absorbieren bzw. abzubauen, damit die aus den ersten Strukturelementen aufgebaute selbsttragende Struktur des Fahrzeugkopfs nicht in Mitleidenschaft gezogen wird. Die zweiten Strukturelemente sind vorzugsweise an der von den ersten Strukturelementen aufgebauten selbstragenden Struktur des Fahrzeugkopfs befestigt. Insbesondere sind die zweiten Strukturelemente derart in der selbsttragenden Struktur aufgenommen, dass diese zusammen mit der selbsttragenden Struktur eine Einheit bilden.On the other hand serve functionally the structural elements with energy consumption, ie the second structural elements, to at least partially absorb or reduce the resulting in a crash due to an impact force and introduced into the vehicle head impact energy, so that the self-supporting structure of the vehicle head constructed from the first structural elements is not affected. The second structural elements are preferably fastened to the self-supporting structure of the vehicle head constructed by the first structural elements. In particular, the second structural elements are in the self-supporting manner Structure taken together that they form a unit together with the self-supporting structure.
Da bei der erfindungsgemäßen Lösung die Strukturelemente (erste und zweite Strukturelemente) vollständig aus Faserverbundwerkstoff gebildet sind, ist es insbesondere denkbar, die zweiten Strukturelemente stoffschlüssig mit den ersten Strukturelementen zu verbinden, beispielsweise zu verkleben. Demnach können die zweiten Strukturelemente in der aus den ersten Strukturelementen aufgebauten selbsttragenden Fahrzeugkopfstruktur integriert werden, wobei die zweiten Strukturelemente derart lösbar oder unlösbar in den ersten Strukturelementen aufgenommen sind, dass eine Einheit gebildet wird, welche eine Doppelfunktion aufweist, nämlich einerseits eine Tragfunktion, die durch die ersten Strukturelemente bereitgestellt wird, und andererseits eine Energieverzehrfunktion, die durch die zweiten Strukturelemente bereitgestellt wird.Since, in the solution according to the invention, the structural elements (first and second structural elements) are formed entirely from fiber composite material, it is in particular conceivable to join the second structural elements in a materially bonded manner to the first structural elements, for example to bond them. Accordingly, the second structural elements can be integrated in the self-supporting vehicle head structure constructed from the first structural elements, wherein the second structural elements are detachably or non-detachably received in the first structural elements such that a unit is formed which has a dual function, namely a support function on the one hand the first structural elements are provided, and on the other hand, an energy dissipation function provided by the second structural elements.
Wie bereits angedeutet, sind die Strukturelemente, welche die Fahrzeugkopfstruktur aufbauen, vollständig aus Faserverbundwerkstoff gebildet. Hierbei ist es denkbar, durch Verwendung unterschiedlicher Faserverbund-/Faserverbund-Sandwich-Strukturen für die einzelnen Bereiche der Fahrzeugkopfstruktur die in einem Crashfall anfallende und in die Fahrzeugkopfstruktur eingeleitete Stoßenergie gezielt abzubauen, d.h. zu verzehren.As already indicated, the structural elements that make up the vehicle head structure are formed entirely from fiber composite material. In this case, it is conceivable, by using different fiber composite / fiber composite sandwich structures for the individual regions of the vehicle head structure, to specifically reduce the impact energy arising in the event of a crash and introduced into the vehicle head structure, i. to consume.
Dadurch, dass die die Fahrzeugkopfstruktur aufbauenden Strukturelemente nahezu vollständig aus Faserverbundwerkstoff gebildet sind, kann - im Vergleich zu einer in Metallbauweise ausgeführten Fahrzeugkopfstruktur - nicht nur das Gewicht der Fahrzeugkopfstruktur erheblich reduziert werden. Darüber hinaus zeichnen sich die aus Faserverbundwerkstoff ausgebildeten Strukturelemente durch ihre spezifische Festigkeit aus, so dass die aus den ersten Strukturelementen aufgebaute im Wesentlichen verformungssteife selbsttragende Fahrzeugkopfstruktur selbst im Kollisionsfall nicht versagt, d.h. sich unkontrolliert verformt, wodurch der Überlebensraum des Fahrzeugführers im Führerstand gewährleistet bleibt.Due to the fact that the structural elements constituting the vehicle head structure are formed almost completely from fiber composite material, not only the weight of the vehicle head structure can be considerably reduced, compared to a vehicle head structure constructed in metal construction. In addition, the structural elements formed of fiber composite material are characterized by their specific strength, so that the substantially deformation-resistant self-supporting vehicle head structure constructed from the first structural elements does not fail even in the event of a collision, i. deforms uncontrollably, whereby the survival of the driver in the cab remains guaranteed.
Da die zweiten Strukturelemente, welche zumindest teilweise die in einem Crashfall anfallende und in die Fahrzeugkopfstruktur eingeleitete Stoßenergie verzehren, ebenfalls aus Faserverbundwerkstoff bestehen, kann - im Vergleich zu herkömmlichen aus Metall gefertigten Verformungsrohren - eine wesentlich höhere gewichtsspezifische Energieabsorption erzielt werden. Hierzu ist erfindungsgemäß vorgesehen, dass die zweiten Strukturelemente ausgelegt sind, nach deren Ansprechen die in die zweiten Strukturelemente eingeleitete Stoßenergie zumindest teilweise durch nicht-duktile Zerstörung des Faserverbundwerkstoffes der zweiten Strukturelemente abzubauen.Since the second structural elements, which at least partially consume the impact energy generated in a crash and introduced into the vehicle head structure, likewise consist of fiber composite material, a significantly higher weight-specific energy absorption can be achieved in comparison to conventional deformation tubes made of metal. For this purpose, the invention provides that the second structural elements are designed according to their response in the second Structure elements initiated impact energy to reduce at least partially by non-ductile destruction of the fiber composite material of the second structural elements.
Da die mit den ersten Strukturelementen aufgebaute selbsttragende Struktur des Fahrzeugkopfes im Wesentlichen verformungssteif ausgebildet ist, wird auch bei einer Kollision des Schienenfahrzeuges (Crashfall) ein Überlebensraum in dem von der selbsttragenden Kopfstruktur aufgenommenen Führerstand beibehalten. In diesem Zusammenhang ist es bevorzugt, dass die ersten Strukturelemente derart ausgebildet und miteinander verbunden sind, dass der in einem Crashfall nicht bereits durch die zweiten Strukturelemente abgebaute Anteil der in den Fahrzeugkopf eingeleiteten Stoßenergie in eine mit dem Fahrzeugkopf verbundene Wagenstruktur des Schienenfahrzeuges übertragen wird. Dort kann die Stoßenergie durch die Stoßsicherungselemente der Wagenstruktur des Schienenfahrzeuges schließlich verzehrt werden.Since the self-supporting structure of the vehicle head constructed with the first structural elements is substantially rigid in terms of deformation, a survival space in the driver's cab received by the self-supporting head structure is retained even in the event of a collision of the rail vehicle (crash case). In this context, it is preferred that the first structural elements are designed and connected to one another in such a way that the fraction of the impact energy introduced into the vehicle head in the event of a crash is transmitted to a carriage structure of the rail vehicle connected to the vehicle head. There, the impact energy can be consumed by the shock protection elements of the car structure of the rail vehicle finally.
Für den Fall des Überschreitens der konstruktiv ausgelegten maximalen Energieaufnahmemenge der zweiten Strukturelemente bei höheren Kollisionsgeschwindigkeiten (bzw. Kollisionsenergien) sind die ersten Strukturelemente konstruktiv so gestaltet, dass diese kontrolliert verformen und somit eine weitere Energieaufnahme ohne (unkontrolliertes) Kollabieren der Fahrzeugkopfstruktur erfolgen kann.In the event of exceeding the constructively designed maximum energy absorption quantity of the second structural elements at higher collision speeds (or collision energies), the first structural elements are structurally designed so that they deform controlled and thus a further energy absorption without (uncontrolled) collapse of the vehicle head structure can take place.
In einer bevorzugten Realisierung der erfindungsgemäßen Lösung weisen zur Ausbildung der im Wesentlichen verformungssteifen selbsttragenden Kopfstruktur die ersten Strukturelemente zwei jeweils an den Seiten der Fahrzeugkopfstruktur angeordnete A-Säulen sowie eine jeweils den oberen Bereich der beiden A-Säulen fest verbindende Dachstruktur auf, wobei die A-Säulen und die damit fest verbundene Dachstruktur ausgebildet sind, den in einem Crashfall nicht bereits von den zweiten Strukturelementen abgebauten Anteil der in den Fahrzeugkopf eingeleiteten Stoßenergie in die mit dem Fahrzeugkopf verbundene Wagenstruktur des Schienenfahrzeuges zu übertragen. Hierbei ist es ferner denkbar, dass die ersten Strukturelemente auch Seitenstreben aufweisen, welche jeweils mit dem unteren Bereich der beiden A-Säulen fest verbunden sind und zur Übertragung von Stoßkräften in die Wagenstruktur des Schienenfahrzeuges dienen.In a preferred embodiment of the solution according to the invention, the first structural elements have two A-pillars respectively arranged on the sides of the vehicle head structure and a roof structure which firmly connects the upper region of the two A-pillars to form the substantially deformation-resistant, self-supporting head structure. Pillars and the roof structure firmly connected thereto are designed to transmit the fraction of the impact energy introduced into the vehicle head into the car structure of the rail vehicle which is not already decoupled from the second structural elements in the event of a crash. Here, it is also conceivable that the first structural elements also have side struts, which are each firmly connected to the lower region of the two A-pillars and serve to transmit impact forces in the car structure of the rail vehicle.
Alternativ oder zusätzlich zu der zuvor genannten Ausführungsform, bei welcher Seitenstreben vorgesehen sind, welche zur Stoßkraftübertragung von den beiden A-Säulen in die Wagenstruktur des Schienenfahrzeuges dienen, ist es denkbar, die A-Säulen beispielsweise jeweils bogenförmig auszubilden, wobei ferner ein unteres Strukturelement vorgesehen ist, welches mit den oberen Endbereichen der A-Säulen fest verbunden und ausgelegt ist, dem im Crashfall nicht bereits durch die zweiten Energieverzehrelemente abgebauten Teil der in die A-Säulen eingeleiteten Stoßkraft in die mit dem Fahrzeugkopf verbundene Wagenstruktur des Schienenfahrzeuges zu übertragen. Durch die bogenförmige Ausgestaltung der A-Säulen kann dabei auf Seitenstreben verzichtet werden.Alternatively, or in addition to the aforementioned embodiment, in which side struts are provided, which serve for impact force transmission from the two A-pillars in the car structure of the rail vehicle, it is conceivable, for example, form the A-pillars arcuate, with a lower Structural element is provided, which is fixedly connected to the upper end portions of the A-pillars and designed to transfer in the crash case not already degraded by the second energy absorbing part of the introduced into the A-pillar impact force in the connected to the vehicle head carriage structure of the rail vehicle. Due to the arcuate design of the A-pillars can be dispensed with side struts.
Da die Seitenstreben bzw. die A-Säulen im Crashfall extremen Belastungen ausgesetzt sind und insbesondere ein unkontrolliertes Verformen, d.h. Versagen dieser Strukturelemente verhindert werden muss, ist es bevorzugt, wenn diese Strukturelemente aus einem aus Faserverbundwerkstoff gebildeten Hohlprofil bestehen, in welchem optional zur weiteren Erhöhung der Steifigkeit vorzugsweise ein Stützstoff, insbesondere ein Stützschaum aufgenommen ist.Since the side struts and the A-pillars are exposed to extreme loads in the event of a crash and in particular an uncontrolled deformation, i. Failure of these structural elements must be prevented, it is preferred if these structural elements consist of a hollow profile formed from fiber composite material, in which optionally for further increasing the rigidity preferably a support material, in particular a support foam is added.
Andererseits ist es im Hinblick auf die Dachstruktur bevorzugt, diese in Sandwich-Bauweise aus einem Faserverbundwerkstoff herzustellen. Selbstverständlich kommen hier aber auch andere Lösungen in Frage.On the other hand, in view of the roof structure, it is preferred to manufacture them in sandwich construction from a fiber composite material. Of course, other solutions come into question here.
Um die beiden A-Säulen miteinander strukturell zu verbinden und somit die Steifigkeit der mit den ersten Strukturelementen ausgebildeten selbsttragenden Rahmenstruktur zu erhöhen, ist es bevorzugt, wenn die ersten Strukturelemente mindestens ein Brüstungselement aufweisen, welches zur strukturellen Verbindung der beiden A-Säulen den jeweils unteren Bereich der A-Säulen miteinander verbindet. Ferner ist es bevorzugt, wenn die ersten Strukturelemente eine verformungssteife Stirnwand aufweisen, welche ebenfalls aus Faserverbundwerkstoff gebildet und derart mit dem Brüstungselement verbunden ist, dass die verformungssteife Stirnwand zusammen mit dem Brüstungselement eine Stirnfläche der Fahrzeugkopfstruktur ausbilden, und somit den in der selbsttragenden Rahmenstruktur aufgenommenen Fahrzeugführerstand im Crashfall vor Intrusionen schützen. Daher wird eine Kollisions-Frontwand bereitgestellt, welche zumindest einen Bereich der kupplungsseitigen Stirnfläche der Fahrzeugkopfstruktur bildet, wobei das Brüstungselement und/oder die Stirnwand ein wichtiges Bauteil zur Penetrationsvermeidung darstellen/darstellt. Somit kann wirksam verhindert werden, dass in einem Crashfall Bauteile in den mit der selbsttragenden Rahmenstruktur ausgebildeten Raum, in welchem der Fahrzeugführerstand aufgenommen ist, eindringen können. Selbstverständlich sind aber auch andere Biegequerträgerstrukturen geeignet, um eine derartige Kollisions-Frontwand auszubilden. Vorzugsweise kann die die Kollisions-Frontwand ausbildende Stirnwand aus verschiedenen Faserverbund-/Faserverbund-Sandwich-Komponenten, insbesondere mit den Verstärkungsmaterialien Glas, Aramid, Dyneema und/oder Kohlefaser gefertigt werden. Insbesondere kommt hier eine Sandwich-Bauweise unter Verwendung von Faserverstärkungen in Frage. Aufgrund der konstruktiven Anordnung und Gestaltung der Strukturkomponente "Stirnwand" stellt die Stirnwand zusammen mit dem Brüstungselement ein entscheidendes strukturelles Verbindungselement zur Stabilisierung der gesamten selbsttragenden Struktur des Fahrzeugkopfes dar.In order to structurally connect the two A-pillars and thus to increase the rigidity of the self-supporting frame structure formed with the first structural elements, it is preferred if the first structural elements have at least one parapet element, which for the structural connection of the two A-pillars the lower one Area of the A-pillars connects with each other. Furthermore, it is preferred if the first structural elements have a deformation-resistant end wall, which is likewise formed from fiber composite material and connected to the parapet element such that the deformation-resistant end wall together with the parapet element form an end face of the vehicle head structure, and thus the vehicle driver's seat received in the self-supporting frame structure protect against intrusions in the event of a crash. Therefore, a collision front wall is provided which forms at least a portion of the clutch-side end surface of the vehicle head structure, wherein the parapet element and / or the end wall constitute / represent an important component for penetration prevention. Thus can be effectively prevented that in a crash case components in the formed with the self-supporting frame structure space in which the driver's cab is received, can penetrate. Of course, however, other bending cross member structures are suitable to form such a collision front wall. Preferably, the end wall forming the collision front wall may be made of various fiber composite / fiber composite sandwich components, in particular with the reinforcing materials glass, aramid, dyneema and / or carbon fiber. In particular, here comes a sandwich construction using fiber reinforcements in question. Due to the structural arrangement and design of the structural component "end wall", the end wall together with the parapet element represents a crucial structural connection element for stabilizing the entire self-supporting structure of the vehicle head.
Wie bereits angedeutet, zeichnet sich die erfindungsgemäße Lösung unter anderem dadurch aus, dass in der mit den ersten Strukturelementen ausgebildeten selbsttragenden (starren) Rahmenstruktur des Schienenfahrzeugkopfes zweite Strukturelemente, d.h. Strukturelemente mit Energieverzehr, integriert sind. In einer bevorzugten Realisierung des erfindungsgemäßen Fahrzeugkopfes ist dabei vorgesehen, dass diese zweiten Strukturelemente mindestens ein aus Faserverbundwerkstoff gebildetes erstes Energieverzehrelement aufweisen, wobei dieses erste Energieverzehrelement ausgelegt ist, bei Überschreiten einer kritischen Stoßkraft anzusprechen und zumindest einen Teil der bei der Stoßkraftübertragung anfallenden und in das erste Energieverzehrelement eingeleiteten Stoßenergie durch nicht-duktile Zerstörung von zumindest einem Teil der Faserstruktur des ersten Energieverzehrelementes abzubauen. Dadurch, dass beim Energieverzehr der Faserverbundwerkstoff des Energieverzehrelementes nicht-duktil zerstört wird, erfolgt ein Energieverzehr durch Umwandlung der eingeleiteten Stoßenergie in Sprödbruchenergie, wobei zumindest ein Teil des Faserverbundwerkstoffes des Energieverzehrelementes zerfasert bzw. pulverisiert und somit das Energieverzehrelement zerstört wird.As already indicated, the solution according to the invention is characterized, inter alia, by the fact that in the self-supporting (rigid) frame structure of the rail vehicle head formed with the first structural elements, second structural elements, i. Structural elements with energy consumption, are integrated. In a preferred embodiment of the vehicle head according to the invention, it is provided that these second structural elements have at least one first energy dissipation element formed of fiber composite material, this first energy dissipation element being designed to respond when a critical impact force is exceeded and at least part of the impact force transmission and into the first Dissipate energy consumption element initiated impact energy by non-ductile destruction of at least part of the fiber structure of the first energy dissipation element. Due to the fact that energy consumption of the fiber composite material of the energy absorbing element is non-ductile destroyed, energy is consumed by converting the introduced impact energy into brittle fracture energy, wherein at least part of the fiber composite material of the energy dissipation element is defibrated or pulverized and thus the energy dissipation element is destroyed.
Dieser Mechanismus des Zerfaserns und Pulverisierens zeichnet sich durch seinen hohen Ausnutzungsgrad beim Energieverzehr aus, wobei - im Vergleich zu beispielsweise einem in Metallbauweise ausgeführten Stauch- oder Verformungsrohr (Aufweitungs- oder Verengungsrohr) ein deutlich höherer gewichts- und bauraumspezifischer Energiebetrag verzehrt werden kann.This mechanism of defibering and pulverization is characterized by its high degree of utilization in energy consumption, which - compared to, for example, a metal-built upset or deformation tube (expansion or constriction tube) a significantly higher weight and space specific amount of energy can be consumed.
Für die Realisierung des aus Faserverbundwerkstoff gebildeten ersten Energieverzehrelementes kommen unterschiedliche Lösungen in Frage. Insbesondere ist es beispielsweise denkbar, als Energieverzehrelement eine Faserverbund-Sandwich-Struktur zu verwenden, die als Kernmaterial (Stützstoff) durch eine Wabenstruktur gebildet wird. Eine derartige idealerweise homogene Wabenstruktur mit konstantem Geometriequerschnitt zeigt während der Energieabsorption eine gleichmäßige Verformung des Werkstoffs mit geringen Verformungskraftamplituden bei gleichzeitig hohem Ausnutzungs- und Stauchungsgrad. Insbesondere kann mit einem derartigen Energieverzehrelement sichergestellt werden, dass beim Ansprechen dieses die zu verzehrende Energie nach einem vorab festlegbaren Ereignisablauf abgebaut wird. Selbstverständlich sind aber auch andere Ausführungsformen für das erste Energieverzehrelement denkbar.For the realization of the fiber composite material formed first energy dissipation element different solutions come into question. In particular, it is conceivable, for example, to use as an energy-absorbing element a fiber composite sandwich structure which is formed as a core material (support material) by a honeycomb structure. Such an ideally homogeneous honeycomb structure with constant Geometric cross section shows during the absorption of energy a uniform deformation of the material with low deformation force amplitudes at the same time high utilization and compression ratio. In particular, it can be ensured with such an energy dissipation element that when the latter responds, the energy to be consumed is reduced after a previously determinable event sequence. Of course, other embodiments for the first energy dissipation element are also conceivable.
Vorzugsweise ist an der Stirnseite des Brüstungselementes mindestens ein erstes Energieverzehrelement angeordnet, so dass die beim Energieverzehr auftretenden Verformungskräfte in das Brüstungselement eingeleitet werden. Dabei sollte das erste Energieverzehrelement an der Fahrzeugkontur bzw. den zur Verfügung stehenden Bauraum angepasst sein.Preferably, at least one first energy dissipation element is arranged on the end face of the parapet element, so that the deformation forces occurring during energy dissipation are introduced into the parapet element. In this case, the first energy dissipation element should be adapted to the vehicle contour or the available space.
Wie bereits dargelegt, ist es denkbar, dass das erste Energieverzehrelement einen Faserverbund-Sandwichaufbau mit einem Wabenstrukurkern aufweist. Alternativ hierzu ist es selbstverständlich auch möglich, den Kern des ersten Energieverzehrelements aus einem Faserverbund-Rohrbündel auszubilden, wobei die Rohrmittelachsen des Rohrbündels in Fahrzeuglängsrichtung verlaufen.As already stated, it is conceivable that the first energy-absorbing element has a fiber composite sandwich construction with a honeycomb structure core. Alternatively, it is of course also possible to form the core of the first energy dissipation element from a fiber composite tube bundle, wherein the tube center axes of the tube bundle extend in the vehicle longitudinal direction.
Zusätzlich zu dem mindestens einen ersten Energieverzehrelement ist es bevorzugt, wenn die zweiten Strukturelemente mindestens ein ebenfalls aus Faserverbundwerkstoff gebildetes zweites Energieverzehrelement aufweisen, welches in struktureller Hinsicht identisch zu dem mindestens einen ersten Energieverzehrelement aufgebaut sein kann. Das mindestens eine zweite Energieverzehrelement sollte allerdings an den der Stirnseite des Fahrzeugkopfes zugewandten Flächen der A-Säulen angeordnet sein.In addition to the at least one first energy dissipation element, it is preferred if the second structural elements have at least one second energy dissipation element likewise formed from fiber composite material, which may structurally be identical to the at least one first energy dissipation element. The at least one second energy dissipation element should, however, be arranged on the surfaces of the A-pillars facing the front side of the vehicle head.
Durch diese spezielle Anordnung des ersten und zweiten Energieverzehrelementes werden unterschiedliche Kollisionsszenarios berücksichtigt, wobei insbesondere mit dem mindestens einen zweiten Energieverzehrelement, welches einer A-Säule zugeordnet ist, die bei einer Kollision mit einem relativ hohen Kollisionsgegner auftretenden und in den Schienenfahrzeugkopf eingeleiteten Stoßkräfte berücksichtigt werden.By means of this special arrangement of the first and second energy dissipation elements, different collision scenarios are taken into account, taking into account in particular with the at least one second energy dissipation element associated with an A pillar, the impact forces occurring in a collision with a relatively high collision opponent and introduced into the rail vehicle head.
Um andererseits den unteren Bereich des Schienenfahrzeugkopfes zu schützen, ist bei einer bevorzugten Realisierung der erfindungsgemäßen Lösung eine spezielle aus Faserverbundwerkstoff gebildete Unterbodenstruktur vorgesehen, welche mit den die selbsttragende Struktur des Schienenfahrzeugkopfes aufbauenden ersten Strukturelementen derart verbunden ist, dass der Boden des Fahrzeugkopfes gebildet wird.On the other hand, in order to protect the lower region of the rail vehicle head, in a preferred embodiment of the solution according to the invention, a special underbody structure formed of fiber composite material is provided, which is provided with the self-supporting structure of the rail vehicle head based first structural elements is connected such that the bottom of the vehicle head is formed.
Denkbar hierbei ist es, dass die Unterbodenstruktur ein aus Faserverbundwerkstoff gebildetes oberes Flächenelement und ein hiervon beabstandetes ebenfalls aus Faserverbundwerkstoff gebildetes unteres Flächenelement aufweist, wobei ferner aus Faserverbundwerkstoff gebildete Streben bzw. Spannten vorgesehen sind, welche das obere und untere Flächenelement fest miteinander verbinden. Hierbei ist es bevorzugt, dass in dieser Unterbodenstruktur weitere Strukturelemente mit Energieverzehr (d.h. zweite Strukturelemente) integriert sind. Denkbar dabei ist es, dass die zweiten Strukturelemente mindestens ein aus Faserverbundwerkstoff gebildetes drittes Energieverzehrelement aufweisen, welches in der Unterbodenstruktur des Fahrzeugkopfes aufgenommen und ausgelegt ist, bei Überschreiten einer kritischen Stoßkraft anzusprechen und zumindest einen Teil der bei der Stoßkraftübertragung anfallenden und in das dritte Energieverzehrelement eingeleiteten Stoßenergie durch nicht-duktile Zerstörung von zumindest einem Teil der Faserstruktur des dritten Energieverzehrelementes abzubauen.It is conceivable here that the underbody structure has an upper surface element formed from fiber composite material and a lower surface element also formed therefrom, also made of fiber composite material, furthermore struts or tensioning elements formed from fiber composite material are provided, which firmly connect the upper and lower surface elements. In this case, it is preferred that further structural elements with energy consumption (that is, second structural elements) are integrated in this underbody structure. It is conceivable that the second structural elements have at least one third energy dissipation element formed of fiber composite material, which is received in the underbody structure of the vehicle head and designed to respond when exceeding a critical impact force and at least part of the incident in the impact energy transmission and introduced into the third energy dissipation element To reduce impact energy by non-ductile destruction of at least part of the fiber structure of the third energy dissipation element.
Wenn vorgesehen ist, dass der Fahrzeugkopf eine Mittelpufferkupplung aufweist, die über einen Lagerbock an der Unterbodenstruktur des Fahrzeugkopfes angelenkt ist, ist es bevorzugt, dass die zweiten Strukturelemente ferner mindestens ein aus Faserverbundwerkstoff gebildetes viertes Energieverzehrelement aufweisen, welches zusätzlich zu dem mindestens einen dritten Energieverzehrelement in der Unterbodenstruktur in Stoßrichtung hinter dem Lagerbock angeordnet und ausgelegt ist, bei Überschreiten einer kritischen Stoßkraft anzusprechen und zumindest einen Teil der bei der Stoßkraftübertragung anfallenden und in das vierte Energieverzehrelement eingeleiteten Stoßenergie durch nicht-duktile Zerstörung von zumindest einem Teil der Faserstruktur des vierten Energieverzehrelementes abzubauen.If it is provided that the vehicle head has a central buffer coupling, which is articulated to the underbody structure of the vehicle head via a bearing block, it is preferred that the second structural elements further comprise at least one fourth energy dissipation element formed from fiber composite material, which in addition to the at least one third energy dissipation element in FIG the underbody structure is arranged in the impact direction behind the bearing block and is designed to respond when a critical impact force is exceeded and to reduce at least part of the impact energy generated in the impact energy transmission and introduced into the fourth energy dissipation element by non-ductile destruction of at least part of the fiber structure of the fourth energy dissipation element.
Das dritte und vierte Energieverzehrelement können in struktureller und funktioneller Hinsicht identisch oder zumindest ähnlich aufgebaut sein.The third and fourth energy-absorbing elements can be identical or at least similar in structural and functional terms.
In einer bevorzugten Realisierung des dritten bzw. vierten Energieverzehrelementes ist vorgesehen, dass das dritte bzw. vierte Energieverzehrelement ein aus Faserverbundwerkstoff gebildetes Führungsrohr, d.h. beispielsweise ein zylinderförmiges Energieverzehrbauteil, sowie ein als Kolben ausgebildetes Druckrohr aufweist, wobei das Druckrohr mit dem Führungsrohr derart zusammenwirkt, dass sich bei Überschreiten einer kritischen in das dritte bzw. vierte Energieverzehrelement eingeleiteten Stoßkraft das Druckrohr und das Führungsrohr unter gleichzeitigem Verzehr von zumindest einem Teil der in das dritte bzw. vierte Energieverzehrelement eingeleiteten Stoßenergie relativ zueinander aufeinander zu bewegen. Der eigentliche Energieverzehr wird dadurch realisiert, dass das Führungsrohr mindestens einen Energieverzehrbereich aus Faserverbundwerkstoff aufweist, welcher bei der Bewegung des als Kolben ausgebildeten Druckrohres relativ zu dem Führungsrohr zumindest teilweise nicht-duktil zerfasert und pulverisiert wird.In a preferred realization of the third or fourth energy dissipation element, it is provided that the third or fourth energy dissipation element comprises a guide tube formed from fiber composite material, ie, a cylindrical energy dissipation component, and a pressure tube designed as a piston, wherein the pressure tube cooperates with the guide tube such that when crossing a critical impact force introduced into the third or fourth energy absorption element causes the pressure tube and the guide tube to move toward one another while at the same time consuming at least part of the impact energy introduced into the third or fourth energy dissipation element. The actual energy consumption is realized in that the guide tube has at least one energy dissipation region of fiber composite material which is at least partially non-ductile shredded and pulverized during the movement of the pressure tube designed as a piston relative to the guide tube.
Wie auch bei den anderen zu den zweiten Strukturelementen gehörenden Energieverzehrelementen (erstes und zweites Energieverzehrelement) wird somit zumindest ein Teil der eingeleiteten Stoßenergie dadurch abgebaut, dass der Energieverzehrbereich des Führungsrohres nicht plastisch derart verformt wird, wie es beispielsweise bei Verformungsrohren in Metallbauweise der Fall wäre, sondern zumindest teilweise in Einzelteile zerlegt wird. Mit anderen Worten, bei Ansprechen des dritten bzw. vierten Energieverzehrelementes wird die in das Energieverzehrelement eingeleitete Stoßenergie zum Zerfasern und Pulverisieren des Energieverzehrbereiches genutzt und somit zumindest teilweise abgebaut. Da das Zerfasern und Pulverisieren eines Werkstückes - im Vergleich zu einem üblichen (metallischen) plastischen Verformen - wesentlich mehr Energie erfordert, eignet sich das dritte bzw. vierte Energieverzehrelement insbesondere auch zum Abbau von hohen Stoßenergien.As with the other energy-absorbing elements belonging to the second structural elements (first and second energy-absorbing element), at least part of the initiated impact energy is thus reduced by not plastically deforming the energy-dissipating region of the guide tube, as would be the case, for example, with metal-forming deformation tubes. but at least partially disassembled into parts. In other words, when the third or fourth energy dissipation element responds, the impact energy introduced into the energy dissipation element is utilized to shred and pulverize the energy dissipation region and thus at least partially degraded. Since the defibration and pulverization of a workpiece - compared to a conventional (metallic) plastic deformation - requires much more energy, the third or fourth energy dissipation element is particularly suitable for the reduction of high impact energies.
Andererseits zeichnet sich ein aus Faserverbundwerkstoff ausgebildetes Energieverzehrelement mit seinem hohen gewichtsspezifischen Energieabsorptionsvermögen - im Vergleich zu herkömmlichen aus Metall ausgebildeten Energieverzehrelementen (beispielsweise Verformungsrohren) - durch seine Leichtbauweise aus, so dass das Gesamtgewicht des Fahrzeugkopfes erheblich reduziert werden kann.On the other hand, a trained from fiber composite energy absorbing element with its high weight-specific energy absorption capacity - in comparison to conventional metal formed energy absorbing elements (for example, deformation tubes) - characterized by its lightweight construction, so that the total weight of the vehicle head can be significantly reduced.
Unter dem hierin verwendeten Ausdruck "Zerfasern des aus Faserverbundwerkstoff gebildeten Energieverzehrbereiches" ist ein (gewollt herbeigeführtes) Versagen der Faserstruktur des Faserverbundwerkstoffes zu verstehen, aus welchem der Energieverzehrbereich gebildet ist. Ein Zerfasern des aus Faserverbundwerkstoff gebildeten Energieverzehrbereiches ist insbesondere nicht mit dem Auftreten lediglich eines (Spröd-)Bruches im Energieverzehrbereich zu vergleichen. Vielmehr wird beim Zerfasern der Faserverbundwerkstoff des Energieverzehrbereiches in möglichst viele kleine Einzelbruchteile (Fragmente) zerlegt, wobei idealerweise für das Ausschöpfen des gesamten Energieabsorptionsvermögens des Faserverbundmaterials die gesamte Menge des das Energieverzehrelement ausbildenden Faserverbundwerkstoffes pulverisiert wird.As used herein, the term "defibering of the fiber-composite energy dissipation region" is intended to mean a failure of the fiber structure of the fiber composite material (intentionally induced) from which the energy dissipation region is formed. Defibration of the energy-dissipating area formed from fiber-composite material is in particular not comparable with the occurrence of only one (brittle) break in the energy-dissipating area. Rather, when fiberizing the fiber composite material of the energy dissipation area is broken down into as many small individual fragments (fragments), ideally for the exploitation of the total energy absorption capacity of the fiber composite material, the entire amount of the energy dissipation element forming fiber composite material is pulverized.
Bei der bevorzugten Ausführungsform des dritten bzw. vierten Energieverzehrelementes ist - wie bereits angedeutet - das Druckrohr als Kolben und zumindest der dem Druckrohr zugewandte Bereich des Führungsrohres als Zylinder ausgebildet, wobei das als Kolben ausgeführte Druckrohr mit dem Führungsrohr derart verbunden ist, dass bei Ansprechen des Energieverzehrelementes der Kolben (Druckrohr) in den Zylinder (Führungsrohr) hineinläuft und dabei den aus Faserverbundwerkstoff ausgebildeten Energieverzehrbereich nicht-duktil zerfasert.In the preferred embodiment of the third and fourth energy dissipation element is - as already indicated - the pressure tube as a piston and at least the pressure tube facing region of the guide tube designed as a cylinder, wherein the pressure tube designed as a piston is connected to the guide tube such that when the response Energy Consumption element of the piston (pressure tube) runs into the cylinder (guide tube) and thereby non-ductile fiber-composite material formed energy dissipation area.
Im Einzelnen ist es denkbar, dass ein dem Führungsrohr zugewandter Bereich des Druckrohres von einem dem Druckrohr zugewandten Bereich des Führungsrohres derart teleskopartig aufgenommen ist, dass die Stirnseite des dem Führungsrohr zugewandten Bereiches des Druckrohres an einen Anschlag des aus Faserverbundwerkstoff gebildeten Energieverzehrbereiches anstößt. Durch diesen teleskopartigen Aufbau ist sichergestellt, dass die bei Ansprechen des Energieverzehrelementes auftretende Relativbewegung zwischen dem Druckrohr und dem Führungsrohr geführt ist und die Funktionalität und das Verformungsverhalten auch unter Querkräften sichergestellt wird.In particular, it is conceivable for a region of the pressure tube facing the guide tube to be telescopically received by a region of the guide tube facing the pressure tube so that the end face of the region of the pressure tube facing the guide tube abuts a stop of the energy consumption region formed of fiber composite material. By means of this telescopic construction, it is ensured that the relative movement occurring between the pressure tube and the guide tube when the energy dissipation element is triggered, and that the functionality and the deformation behavior are ensured even under transverse forces.
Um zu erreichen, dass beim Ansprechen des dritten bzw. vierten Energieverzehrelementes die Stoßenergie nur durch den aus Faserverbundwerkstoff ausgebildeten Energieverzehrbereich abgebaut wird, sollte die Stirnseite des dem Führungsrohr zugewandten Bereiches des Druckrohres eine im Vergleich zu dem aus Faserverbundwerkstoff gebildeten Energieverzehrbereich höhere Festigkeit aufweisen. Dann nämlich ist sichergestellt, dass die beim Ansprechen des (dritten bzw. vierten) Energieverzehrelementes auftretende Bewegung des Druckrohres relativ zu dem Führungsrohr nur eine Zerstörung des Energieverzehrbereiches zur Folge hat, wobei die anderen Komponenten des Energieverzehrelementes nicht versagen. Auf diese Weise lässt sich ein vorab festlegbarer Ereignisablauf beim Energieverzehr realisieren.In order to achieve that when the third or fourth energy dissipation element responds, the impact energy is only dissipated by the energy dissipation region formed from fiber composite material, the end face of the region of the pressure tube facing the guide tube should have a higher strength compared to the energy dissipation region formed from fiber composite material. In that case, it is ensured that the movement of the pressure tube occurring in response to the (third or fourth) energy dissipation element relative to the guide tube only results in destruction of the energy dissipation region, with the other components of the energy dissipation element not failing. In this way, a previously determinable event sequence when consuming energy can be realized.
In einer bevorzugten Ausführungsform des dritten bzw. vierten Energieverzehrelementes ist das Druckrohr als Hohlkörper ausgebildet, welcher an seiner dem Führungsrohr zugewandten Stirnseite offen ist. Demnach sind die bei der Bewegung des Druckrohres relativ zu dem Führungsrohr entstehenden Bruchteile des aus Faserverbundwerkstoff gebildeten Energieverzehrbereiches zumindest teilweise im Inneren des Hohlkörpers aufnehmbar.In a preferred embodiment of the third or fourth energy-absorbing element, the pressure tube is designed as a hollow body which is open on its end facing the guide tube. Accordingly, in the movement of the pressure tube relative to the guide tube resulting fractions of the fiber composite material formed energy consumption range at least partially absorbable in the interior of the hollow body.
Diese Ausführungsform des dritten bzw. vierten Energieverzehrelementes liefert somit eine nach außen hin vollständig gekapselte Lösung, wobei insbesondere sichergestellt ist, dass beim Ansprechen des Energieverzehrelementes keine Teile, wie etwa Bruchteile oder Faserteile des Energieverzehrbereiches, umherfliegen, in den Fahrzeugführerraum intrudieren können und möglicherweise Personen verletzen oder andere Bauteile des Fahrzeugkopfes beschädigen oder gar zerstören.This embodiment of the third and fourth energy dissipation element thus provides a completely encapsulated solution to the outside, wherein in particular ensures that when addressing the energy absorbing element no parts, such as fractions or fiber parts of the energy dissipation area, fly around, can intrude into the driver's compartment and possibly injure persons or damage other components of the vehicle head or even destroy.
Wie bereits angedeutet, wird mit der bevorzugten Ausführungsform des dritten bzw. vierten Energieverzehrelementes ein Energieverzehr dadurch realisiert, dass beim Ansprechen des Energieverzehrelementes der aus Faserverbundwerkstoff gebildete Energieverzehrbereich nach einem vorab festgelegten Ereignisablauf zumindest teilweise nicht-duktil zerfasert wird. Dabei hängt vorzugsweise die Länge des Energieverzehrbereiches, welche bei einer Bewegung des Druckrohres relativ zu dem Führungsrohr nicht-duktil zerfasert wird, von der Wegstrecke der Relativbewegung zwischen dem Druckrohr und dem Führungsrohr ab.As already indicated, energy consumption is realized with the preferred embodiment of the third or fourth energy dissipation element in that, when the energy dissipation element responds, the energy dissipation region formed from fiber composite material is at least partially non-ductile shredded after a predetermined event sequence. Preferably, the length of the energy dissipation region, which is non-ductile shredded in a movement of the pressure tube relative to the guide tube, depends on the distance of the relative movement between the pressure tube and the guide tube.
In einer bevorzugten Weiterbildung des erfindungsgemäßen Schienenfahrzeugkopfes ist ferner ein aus Faserverbundwerkstoff gebildeter Unterfahrschutz bzw. Bahnräumer vorgesehen. Denkbar hierbei ist es, dass dieser Unterfahrschutz an der Unterseite der Unterbodenstruktur des Schienenfahrzeugkopfes befestigt und ausgelegt ist, bei Überschreiten einer in den Unterfahrschutz eingeleiteten kritischen Stoßkraft durch kontrollierte Verformung zumindest einen Teil der bei der Stoßkraftübertragung anfallenden Stoßenergie abzubauen.In a preferred development of the rail vehicle head according to the invention, an underride guard or track scraper formed from fiber composite material is also provided. It is conceivable here that this underrun protection is fastened to the underside of the underbody structure of the rail vehicle head and designed to reduce at least part of the impact energy generated during impact energy transmission when a critical impact force introduced into the underrun protection is exceeded by controlled deformation.
Alternativ hierzu ist es denkbar, dass der Unterfahrschutz über Führungsschienen mit der Unterseite der Unterbodenstruktur derart verbunden ist, dass der Unterfahrschutz nach Überschreiten einer in den Unterfahrschutz eingeleiteten kritischen Stoßkraft relativ zu der Unterbodenstruktur in Fahrzeuglängsrichtung verschiebbar ist, wobei ferner mindestens ein aus Faserverbundwerkstoff gebildetes Energieverzehrelement vorgesehen ist, welches derart angeordnet und ausgelegt ist, dass bei einer Verschiebung des Unterfahrschutzes relativ zu der Unterbodenstruktur der Faserverbundwerkstoff des Energieverzehrelementes unter gleichzeitigem Abbau von zumindest einem Teil der bei der Stoßkraftübertragung in den Unterfahrschutz eingeleiteten Stoßenergie nicht-duktil zerstört wird.Alternatively, it is conceivable that the underrun protection is connected via guide rails with the underside of the underbody structure such that the underrun protection is displaceable relative to the underbody structure in the vehicle longitudinal direction after exceeding a introduced in the underrun protection critical impact force, further provided at least one fiber composite material formed energy dissipation element is, which is arranged and designed so that upon displacement of the underrun protection relative to the underbody structure of the fiber composite material of the energy absorbing element is destroyed non-ductile with simultaneous degradation of at least a portion of the initiated in the impact force transmission in the underrun shock energy.
Zum Bereitstellen eines kollisionssicheren Schienenfahrzeugkopfes ist es ferner bevorzugt, eine Frontscheibe vorzusehen, die zumindest teilweise an der selbsttragenden Struktur des Fahrzeugkopfes befestigt ist, wobei diese Frontscheibe vorzugsweise ebenfalls eine Energieverzehrfunktion aufweist. Denkbar hierbei ist es, dass die Frontscheibe ein inneres und ein äußeres durchsichtiges (transparentes) Flächenelement aufweist, wobei diese Flächenelemente beabstandet voneinander angeordnet sind und zwischen ihnen einen Zwischenraum ausbilden. Dieser Zwischenraum kann mit einem Verbindungselement zwischen dem äußeren und inneren Flächenelement, beispielsweise in Form von einem durchsichtigen (transparenten) Energieabsorptionsschaum aufgefüllt werden. Ebenso ist es denkbar, das Verbindungselement in einem Randbereich der Flächenelemente im Zwischenraum vorzusehen. In diesem Fall kann der Randbereich mit weniger durchsichtigem Energieabsorptionsschaum aufgefüllt werden.For providing a collision-proof rail vehicle head, it is further preferred to provide a windshield which is at least partially attached to the self-supporting structure of the vehicle head, said windshield preferably also having an energy dissipation function. It is conceivable here that the windshield has an inner and an outer transparent (transparent) surface element, wherein these surface elements are arranged at a distance from each other and form a space between them. This space can be filled with a connecting element between the outer and inner surface element, for example in the form of a transparent (transparent) energy absorption foam. It is also conceivable to provide the connecting element in an edge region of the surface elements in the intermediate space. In this case, the edge area can be filled with less transparent energy absorption foam.
Denkbar ist natürlich auch für diese Art der Frontscheiben-Energieabsorption, die Konstruktion mehrschichtig auszuführen, d. h. mehrere im definierten Abstand mit Verbindungselementen übereinander befestigte Flächenelemente anzuordnen.It is conceivable, of course, for this type of windshield energy absorption to perform the construction of multi-layered, d. H. to arrange a plurality of surface elements fastened at a defined distance with connecting elements one above the other.
Nachfolgend werden unter Bezugnahme auf die beigefügten Zeichnungen beispielhafte Ausführungsformen des erfindungsgemäßen Schienenfahrzeugkopfes beschrieben.Hereinafter, exemplary embodiments of the rail vehicle head according to the invention will be described with reference to the accompanying drawings.
Es zeigen:
- Fig. 1
- eine perspektivische Ansicht auf eine erste Ausführungsform der Fahrzeugkopfstruktur des erfindungsgemäßen Fahrzeugkopfes;
- Fig. 2
- eine Seitenansicht auf die Fahrzeugkopfstruktur gemäß
Fig. 1 ; - Fig. 3
- eine Seitenansicht auf den Fahrzeugkopf gemäß der ersten Ausführungsform mit einer Struktur gemäß
Fig. 1 und einem angedeuteten Außendesign; - Fig. 4
- eine Seitenansicht auf eine A-Säule mit am unteren Bereich der A-Säule befestigter Seitenstrebe und am oberen Bereich der A-Säule befestigter Dachstruktur;
- Fig. 5
- eine perspektivische Ansicht auf die Seitenstrebe gemäß
Fig. 4 ; - Fig. 6
- eine perspektivische Ansicht auf die bei der Fahrzeugkopfstruktur gemäß
Fig. 1 zum Einsatz kommende Dachstruktur; - Fig. 7
- eine perspektivische Ansicht auf das bei der Fahrzeugkopfstruktur gemäß
Fig. 1 zum Einsatz kommende Brüstungselement mit daran befestigten ersten Energieverzehrelementen; - Fig. 8
- eine perspektivische Ansicht auf die bei der Fahrzeugkopfstruktur gemäß
Fig. 1 zum Einsatz kommende Unterbodenstruktur in einer teilgeschnitten Ansicht; - Fig. 9
- eine perspektivische Ansicht auf Komponenten der Unterbodenstruktur gemäß
Fig. 8 ; - Fig. 10
- eine Seitenansicht auf ein in der Unterbodenstruktur gemäß
Fig. 8 zum Einsatz kommendes drittes Energieverzehrelement in einer Schnittansicht; - Fig. 11
- das in
Fig. 10 gezeigte dritte Energieverzehrelement in einer Explosionsdarstellung; - Fig. 12
- einen Ausschnitt aus dem dritten Energieverzehrelement gemäß
Fig. 10 ; - Fig. 13
- eine Seitenansicht auf das in der Unterbodenstruktur gemäß
Fig. 8 zum Einsatz kommende vierte Energieverzehrelement in einer teilgeschnittenen Ansicht; - Fig. 14
- das in
Fig. 13 dargestellte vierte Energieverzehrelement in einer Explosionsdarstellung; - Fig. 15
- eine alternative Ausführungsform für das vierte Energieverzehrelement;
- Fig. 16
- eine perspektivische Ansicht auf eine Ausführungsform des bei der Fahrzeugkopfstruktur gemäß
Fig. 1 zum Einsatz kommenden Unterfahrschutzes; - Fig. 17
- eine alternative Ausführungsform des Unterfahrschutzes;
- Fig. 18
- eine alternative Ausführungsform des Unterfahrschutzes; und
- Fig. 19
- eine alternative Ausführungsform der erfindungsgemäßen Fahrzeugkopfstru ktu r.
- Fig. 1
- a perspective view of a first embodiment of the vehicle head structure of the vehicle head according to the invention;
- Fig. 2
- a side view of the vehicle head structure according to
Fig. 1 ; - Fig. 3
- a side view of the vehicle head according to the first embodiment with a structure according to
Fig. 1 and an implied exterior design; - Fig. 4
- a side view of an A-pillar with attached to the lower part of the A-pillar side strut and attached to the top of the A-pillar roof structure;
- Fig. 5
- a perspective view of the side strut according to
Fig. 4 ; - Fig. 6
- a perspective view of the in the vehicle head structure according to
Fig. 1 used roof structure; - Fig. 7
- a perspective view of the in the vehicle head structure according to
Fig. 1 used for parapet element with attached first energy dissipation elements; - Fig. 8
- a perspective view of the in the vehicle head structure according to
Fig. 1 used underbody structure in a partially sectioned view; - Fig. 9
- a perspective view of components of the underbody structure according to
Fig. 8 ; - Fig. 10
- a side view of a in the underbody structure according to
Fig. 8 used third energy dissipation element in a sectional view; - Fig. 11
- this in
Fig. 10 shown third energy dissipation element in an exploded view; - Fig. 12
- a section of the third energy-absorbing element according to
Fig. 10 ; - Fig. 13
- a side view of the in the underbody structure according to
Fig. 8 used fourth energy dissipation element in a partially sectioned view; - Fig. 14
- this in
Fig. 13 illustrated fourth energy dissipation element in an exploded view; - Fig. 15
- an alternative embodiment for the fourth energy dissipation element;
- Fig. 16
- a perspective view of an embodiment of the vehicle head structure according to
Fig. 1 used underrun protection; - Fig. 17
- an alternative embodiment of the underrun protection;
- Fig. 18
- an alternative embodiment of the underrun protection; and
- Fig. 19
- an alternative embodiment of the Fahrzeugkopfstru ktu r invention.
Nachfolgend wird unter Bezugnahme auf die Zeichnungen eine erste Ausführungsform der Fahrzeugkopfstruktur 100 beschrieben, die bei dem erfindungsgemäßen Fahrzeugkopf einsetzbar ist.Hereinafter, a first embodiment of the
Im Einzelnen ist in
Demnach handelt es sich bei der dargestellten Ausführungsform um eine Fahrzeugkopfstruktur 100, welche ausgelegt ist, an der Stirnseite eines (nicht explizit dargestellten) Schienenfahrzeuges befestigt zu werden. Die Fahrzeugkopfstruktur 100 ist vollständig aus Strukturelementen aufgebaut, die nachfolgend unter Bezugnahme insbesondere der
Faserverbundwerkstoffe sind aus in polymere Matrixsysteme eingebetteten Verstärkungsfasern aufgebaut. Während die Matrix die Fasern in einer vorbestimmten Position hält, Spannungen zwischen den Fasern überträgt und die Fasern vor äußeren Einflüssen schützt, kommt den Verstärkungsfasern die tragenden mechanischen Eigenschaften zu. Als Verstärkungsfasern sind insbesondere Glas-, Aramid- und Kohlenstofffasern geeignet. Da Aramidfasern aufgrund ihrer Dehnbarkeit nur eine relativ niedrige Steifigkeit aufweisen, sind zur Ausbildung der jeweiligen Energieverzehrelemente der Fahrzeugkopfstruktur 100 insbesondere Glas- und Kohlenstofffasern bevorzugt. Allerdings eignen sich Aramidfasern beispielsweise bei der Ausbildung der verformungssteifen Stirnwand 15, welche dazu dient, einen in der selbsttragenden Struktur des Fahrzeugkopfes aufgenommenen Fahrzeugführerstand 101 im Crashfall vor Intrusionen zu schützen.Fiber composites are composed of reinforcing fibers embedded in polymeric matrix systems. While the matrix holds the fibers in a predetermined position, transfers stresses between the fibers and protects the fibers from external influences, the reinforcing fibers gain the supporting mechanical properties. Glass, aramid and carbon fibers are particularly suitable as reinforcing fibers. Since aramid fibers have only a relatively low stiffness due to their extensibility, glass and carbon fibers are preferred for forming the respective energy dissipation elements of the
Zur Konstruktion der jeweiligen Strukturelemente der Fahrzeugkopfstruktur 100 wird in bevorzugter Weise eine bestimmte Faserarchitektur bzw. ein bestimmter Lagenaufbau realisiert, um an den zu erwartenden Lastfall angepasste Eigenschaften der Strukturelemente zu erhalten. Insbesondere ist es bevorzugt, als Material für die Strukturelemente, welche die verformungssteife, selbsttragende Struktur des Fahrzeugkopfes 100 aufbauen, einen kohlenstofffaserverstärkten Kunststoff einzusetzen, da ein derartiger Werkstoff sehr hohe spezifische Festigkeiten aufweist. Durch die materielle Festlegung des Lagen- und Sandwichaufbaus einschließlich des Materixsystems und des Fertigungsverfahrens werden nicht nur die Lasten in Stoßkraftrichtung, die weitgehend der Fahrzeuglängsrichtung entspricht, aufgenommen, sondern auch alle im Betrieb und im Kollisionsfall räumlich angreifenden weiteren Lasten, d.h. Querkräfte und Momente.In order to construct the respective structural elements of the
Wie bereits eingangs angedeutet, zeichnet sich eine Fahrzeugkopfstruktur 100, welche nach den erfindungsgemäßen Lehren ausgebildet ist, dadurch aus, dass diese vollständig aus Strukturelementen aufgebaut ist, die aus Faserverbundwerkstoff gebildet sind, wobei die die Fahrzeugkopfstruktur 100 aufbauenden Strukturelemente einerseits Strukturelemente ohne Energieverzehr ("erste Strukturelemente") und andererseits Strukturelemente mit Energieverzehr ("zweite Strukturelemente") aufweisen. Die ersten Strukturelemente sind derart ausgebildet und direkt miteinander verbunden, dass zur Aufnahme eines Fahrzeugführerstandes 101 eine im Wesentlichen verformungssteife, selbsttragende Kopfstruktur ausgebildet wird.As already indicated at the outset, a
Bei der in den Zeichnungen dargestellten Ausführungsform der Fahrzeugkopfstruktur 100 gehören zu den ersten Strukturelementen, welche also die im Wesentlichen verformungssteife, selbsttragende Struktur der Fahrzeugkopfstruktur 100 ausbilden, insbesondere zwei jeweils seitlich der Fahrzeugkopfstruktur 100 angeordneten A-Säulen 10, 10' sowie eine jeweils den oberen Bereich der beiden A-Säulen 10, 10' fest verbindende Dachstruktur 11. Bei der Ausführungsform der Fahrzeugkopfstruktur 100 beispielsweise gemäß
In
In
Zusätzlich zu den ersten Strukturelementen, welche die verformungssteife, selbsttragende Fahrzeugkopfstruktur 100 aufbauen, gehört bei der dargestellten Ausführungsform der Fahrzeugkopfstruktur 100 ferner ein Brüstungselement 14 sowie die bereits erwähnte verformungssteife Stirnwand 15. Das Brüstungselement 14, welches bei der in
Die erfindungsgemäße Fahrzeugkopfstruktur 100 weist - wie bereits angedeutet - neben den ersten Strukturelementen auch noch zweite Strukturelemente auf, d.h. Strukturelemente mit Energieverzehr. Zu diesen zweiten Strukturelementen gehören einerseits aus Faserverbundwerkstoff gebildete erste Energieverzehrelemente 20, 20'. Dabei ist vorgesehen, dass an der Stirnseite des Brüstungselementes 14 mindestens ein erstes Energieverzehrelement - in der Darstellung gemäß
Diese an der Stirnseite des Brüstungselementes 14 angeordneten ersten Energieverzehrelemente 20, 20' sind aus Faserverbund-/Faserverbund-Sandwich-Werkstoff gebildet und ausgelegt, bei Überschreiten einer kritischen Stoßkraft anzusprechen und zumindest einen Teil der bei der Stoßkraftübertragung anfallenden und in das erste Energieverzehrelement 20, 20' eingeleiteten Stoßenergie durch nicht-duktile Zerstörung von zumindest einem Teil der Faserstruktur des ersten Energieverzehrelements 20, 20' abzubauen.These arranged on the front side of the
Andererseits gehören zu den zweiten Strukturelementen ebenfalls aus Faserverbund-/Faserverbund-Sandwich-Werkstoff gebildete zweite Energieverzehrelemente 21, 21', die den beiden A-Säulen 10, 10' der tragenden Struktur des Fahrzeugkopfs 100 zugeordnet sind. Bei der in
Die ersten und zweiten Energieverzehrelemente 20, 20' bzw. 21, 21' sind mit den entsprechenden ersten Strukturelementen, d.h. dem Brüstungselement 14 und den A-Säulen 10, 10', vorzugsweise stoffschlüssig fest verbunden, insbesondere verklebt.The first and second
Die A-Säulen 10, 10' und die damit fest verbundene Dachstruktur 11 bilden zusammen mit den Seitenstreben 12, 12' und dem Brüstungselement 14 eine selbsttragende verformungssteife Kopfstruktur, welche sowohl betriebsfest als auch kollisionssicher ausgelegt ist, den im Crashfall nicht bereits von den zweiten Strukturelementen abgebauten Anteil der in den Fahrzeugkopfstruktur 100 eingeleiteten Stoßenergie durch die verformungssteife Fahrzeugkopfstruktur 100 kontrolliert abzubauen, um die auf den Führerstand und die mit dem Fahrzeugkopf verbundene Wagenkastenstruktur des Schienenfahrzeuges wirkenden Beschleunigungen und Kräfte zu begrenzen.The A-pillars 10, 10 'and the
In einer bevorzugten Realisierung der erfindungsgemäßen Lösung bestehen die Seitenstreben 12, 12' und die A-Säulen 10, 10' aus einem aus Faserverbundwerkstoff gebildeten Hohlprofil, in welchem zur Erhöhung der Steifigkeit der Seitenstreben 12, 12' bzw. der A-Säulen 10, 10' ein Stützmaterial beispielsweise in Form eines Schaums eingefüllt ist. Andererseits empfiehlt es sich, die Dachstruktur 11 in SandwichBauweise aus einem Faserverbundwerkstoff herzustellen.In a preferred realization of the solution according to the invention, the side struts 12, 12 'and the A-pillars 10, 10' consist of a hollow profile formed from fiber composite material, in which, in order to increase the rigidity of the side struts 12, 12 'or the A-pillars 10, 10 'is a support material, for example, filled in the form of a foam. On the other hand, it is recommended that the
Das Brüstungselement 14 dient in erster Linie zur strukturellen Verbindung der beiden A-Säulen 10, 10' so dass dieses Brüstungselement 14 den jeweils unteren Bereich der beiden A-Säulen 10, 10' miteinander verbindet. Die bereits erwähnte verformungssteife Stirnwand 15 ist derart mit dem Brüstungselement 14 verbunden, dass eine Stirnfläche der Fahrzeugkopfstruktur 100 ausgebildet wird, um den in der selbsttragenden Struktur aufgenommenen Fahrzeugführerstand 101 im Crashfall vor Intrusionen zu schützen.The
Nachfolgend wird unter Bezugnahme auf die
Im Einzelnen ist die Unterbodenstruktur 16 aus Faserverbund-/Faserverbund-Sandwich-Werkstoff ausgebildet und mit ersten Strukturelementen der Fahrzeugkopfstruktur 100 derart verbunden, dass der Boden des Führerstandes 101 bzw. der Boden der Fahrzeugkopfstruktur 100 gebildet wird.Specifically, the
Wie es insbesondere der Darstellung in
In der Unterbodenstruktur 16 sind bei der dargestellten Ausführungsform der erfindungsgemäßen Fahrzeugkopfstruktur 100 zwei dritte Energieverzehrelemente 22, 22' aufgenommen, wobei diese dritten Energieverzehrelemente 22, 22' jeweils einen Crashpuffer darstellen.In the
Andererseits weist die Fahrzeugkopfstruktur 100 gemäß der in
Nachfolgend werden unter Bezugnahme auf die Darstellungen in den
Der Darstellung in den
Das Führungsrohr 60 ist einstückig aus Faserverbundwerkstoff ausgebildet. Im Einzelnen weist das Führungsrohr 60 einen Energieverzehrbereich 61 sowie einen an den Energieverzehrbereich angrenzenden Führungsbereich auf.The
Wie es insbesondere der Darstellung in
Selbstverständlich ist es ebenso denkbar, das hier exemplarisch dargestellte Führungsrohr 60 und das Druckrohr 62, jeweils mit einem Kreisringquerschnitt gezeigt, mit anderen Querschnittsgeometrien, beispielsweise mit ovalen, rechteckigen, quadratischen, drei- oder fünfeckigen Querschnittsgeometrien auszuführen.As it is in particular the representation in
Of course, it is also conceivable that the
Wie es der Darstellung in
Der Führungsbereich des Führungsrohres 60 ist bei der in
Wie es insbesondere der Darstellung in
Das in den
Die für das Ansprechen des dritten Energieverzehrelementes 22, 22' kritische Stoßkraft wird durch die Materialeigenschaften und konstruktive Gesaltung, insbesondere im Übergangsbereich (Triggerbereich, Anschlag 63) festgelegt. Im Einzelnen wird die für das Ansprechen des dritten Energieverzehrelementes 22, 22' kritische Stoßkraft durch die Materialeigenschaften und konstruktive Gestaltung des Energieverzehrbereiches 61 bestimmt. Beim Ansprechen des dritten Energieverzehrelementes 22, 22' wird das Faserverbundmaterial der Innenwand des Energieverzehrbereiches 61 von dem sich relativ zu dem Führungsrohr 60 in Richtung des Energieverzehrbereiches 61 bewegenden Druckrohr 62 nicht-duktil zerfasert.The impact force critical for the response of the third
Wesentlich ist dabei, dass von dem sich in Richtung Energieverzehrbereich 61 bewegenden Druckrohr 62 nur das Material des Energieverzehrbereiches 61 nicht-duktil zerfasert wird, welches die Innenwand des Energieverzehrbereiches 61 bildet. Beim Energieverzehr schiebt sich somit das Druckrohr 62 weiter in das Führungsrohr 60 hinein und schabt dabei den Innenbereich des Energieverzehrbereiches 61 aus. Bei diesem Abschaben wird Material des Energieverzehrbereiches 61 zerfasert, wobei die Außenwand des Energieverzehrbereiches 61 jedoch nicht in Mitleidenschaft gezogen wird. Die verbleibende Außenwand des Energieverzehrbereiches 61 dient als Führungsfläche zum Führen der Bewegung des Druckrohres 62 gegenüber dem Führungsrohr 60.It is essential that only the material of the
Damit beim Ansprechen des dritten Energieverzehrelementes 22, 22' nur das Faserverbundmaterial des Energieverzehrbereiches 61, und nicht beispielsweise das Material des Druckrohres 62 zerfasert wird, sollte die Stirnseite des Druckrohres 62 eine im Vergleich zu dem Energieverzehrbereich 61 höhere Festigkeit aufweisen.So that when addressing the third
Wie es insbesondere der Darstellung in
Nachfolgend wird unter Bezugnahme auf die Darstellungen in den
Im Einzelnen dient das vierte Energieverzehrelement 23 zur Absorption der über die Mittelpufferkupplung 30 in die Unterbodenstruktur 16 eingeleiteten Stoßkräfte im Crashfall. Hierzu ist das vierte Energieverzehrelement 23 in Stoßrichtung hinter dem Lagerbock 31 angeordnet, über den die Mittelpufferkupplung 30 in horizontaler und vertikaler Richtung schwenkbar ist.In detail, the fourth
Das vierte Energieverzehrelement 23 weist ein vorzugsweise aus Faserverbundwerkstoff ausgebildetes Führungsrohr 60, ein Crashrohr 61 sowie ein Druckrohr 62 auf. Im Einzelnen sind bei der in
Wie auch bei dem unter Bezugnahme auf die Darstellungen in den
In
In
In den
Im Einzelnen ist bei diesen Ausführungsformen jeweils der Unterfahrschutz 24 über ein Schienensystem 17 mit der Unterbodenstruktur 16 verbunden. Bei der in
Bei der in
In
Die Erfindung ist nicht auf die in den Zeichnungen beispielhaft dargestellten Ausführungsformen beschränkt, sondern ergibt sich aus einer Zusammenschau sämtlicher hierin offenbarter Merkmale.The invention is not limited to the embodiments exemplified in the drawings, but results from a synopsis of all features disclosed herein.
- 10, 10'10, 10 '
- A-SäuleA column
- 1111
- Dachstruktur (Dach B3)Roof structure (roof B3)
- 12, 12'12, 12 '
- Seitenstrebe (Seitenstrebe B1)Side strut (side strut B1)
- 1414
- Brüstungselement (Brüstung B4)Parapet element (parapet B4)
- 1515
- Stirnwand (Stirnwand B5)Front wall (front wall B5)
- 1616
- Unterbodenstruktur (untere Struktur B6)Underbody structure (lower structure B6)
- 16a16a
- oberes Flächenelement der Unterbodenstrukturupper surface element of the underbody structure
- 16b16b
- unteres Flächenelement der Unterbodenstrukturlower surface element of the underbody structure
- 16c16c
- Streben der UnterbodenstrukturStriving the underbody structure
- 1717
- Führungsschiene des Unterfahrschutzes bzw. BahnräumersGuide rail of underrun protection or track cleaner
- 20, 20'20, 20 '
- erstes Energieverzehrelement (Energieverzehrelement B10)first energy-absorbing element (energy-absorbing element B10)
- 21, 21'21, 21 '
- zweites Energieverzehrelement (Energieverzehrelement B9)second energy-absorbing element (energy-absorbing element B9)
- 22, 22'22, 22 '
- drittes Energieverzehrelement (Crashpuffer B7)third energy absorbing element (crash buffer B7)
- 2323
- viertes Energieverzehrelement (Crashkupplung B8)fourth energy-absorbing element (crash clutch B8)
- 2424
- Bahnräumer (Bahnräumer B11)Railway scraper (railway scraper B11)
- 25, 25'25, 25 '
- fünftes Energieverzehrelement (gehört zum Bahnräumer)fifth energy-absorbing element (belongs to the railway cleaner)
- 26, 26'26, 26 '
- sechstes Energieverzehrelement (gehört zum Bahnräumer)sixth energy-absorbing element (belongs to the railway cleaner)
- 3030
- MittelpufferkupplungCentral buffer coupling
- 3131
- Lagerbockbearing block
- 3232
- Fangtellercatch plate
- 6060
- Führungsrohrguide tube
- 6161
- Energieverzehrbereich/CrashrohrEnergy consumption Section / Crash pipe
- 6262
- Stützrohrsupport tube
- 6363
- Kante/AnschlagEdge / stop
- 6464
- Verjüngung/KegelringTaper / taper ring
- 6565
- Aufkletterschutzanti-climbing
- 6666
- InnenfaseInner Bevel
- 100100
- Fahrzeugkopf/FahrzeugkopfstrukturVehicle head / vehicle head structure
- 101101
- FahrzeugführerstandVehicle cab
- 102102
- Verkleidungpaneling
Claims (26)
- A vehicle head having a vehicle head structure (100) for mounting to the front end of a track-bound vehicle, in particular a rail vehicle, wherein the vehicle head structure (100) is entirely composed of structural elements made from fiber composite or fiber composite sandwich material, wherein the structural elements forming the vehicle head structure (100) comprise first structural elements (10, 10', 11, 12, 12', 14, 15, 16) which are configured and directly connected together so as to form a substantially deformation-resistant, self-supporting head structure for accommodating a vehicle driver's cab (101), and wherein the structural elements forming the vehicle head structure (100) comprise second structural elements (20, 20', 21, 21', 22, 22', 23, 24, 24') which are connected to the first structural elements (10, 10', 11, 12, 12', 14, 15, 16) and designed such that upon a collision of the track-borne vehicle, at least a portion of the impact energy resulting from the transmission of impact force and introduced into the structure (100) is dissipated by an at least partial irreversible deformation or an at least partial destruction of the second structural elements (20, 20', 21, 21', 22, 22', 23, 24, 24').
- The vehicle head according to claim 1,
wherein the first structural elements (10, 10', 11, 12, 12', 14, 15, 16) are designed and connected together such that at least a portion of the impact energy introduced into the vehicle head upon a crash which was not already dissipated by the second structural elements (20, 20', 21, 21', 22, 22', 23, 24, 24') can be transmitted to the structure of a railcar body of the rail vehicle connected to the vehicle head. - The vehicle head according to claim 1 or 2,
wherein the second structural elements (20, 20', 21, 21', 22, 22', 23, 24, 24') are designed to respond upon a predefinable critical impact force being exceeded and irreversibly destructively convert and thus dissipate at least a portion of the impact energy resulting from the transmission of impact force and introduced into the second structural elements (20, 20', 21, 21', 22, 22', 23, 24, 24') into brittle fracture energy. - The vehicle head according to any one of the preceding claims,
wherein the vehicle head structure (100) is preferably detachably connectable to an interface of the rail vehicle facing the direction of travel. - The vehicle head according to any one of the preceding claims,
wherein to form the substantially deformation-resistant, self-supporting frame structure, the first structural elements (10, 10', 11, 12, 12', 14, 15, 16) comprise A pillars (10, 10') arranged on each side of the vehicle head structure (100) as well as a roof structure (11) fixedly connected to the respective upper areas of the two A pillars (10, 10'), wherein the A pillars (10, 10') and the roof structure (11) fixedly connected thereto are designed to transmit the portion of the impact energy introduced into the vehicle head upon a crash which was not already dissipated by the second structural elements (20, 20', 21, 21', 22, 22', 23, 24, 24') to a railcar body structure of the rail vehicle connected to said vehicle head structure (100); and wherein the first structural elements (10, 10', 11, 12, 12', 14, 15, 16) preferably further comprise lateral struts (12, 12') fixedly connected to the respective lower areas of the two A pillars (10, 10') and which serve to transmit the portion of the impact energy which was not already dissipated by the second structural elements (20, 20', 21, 21', 22, 22', 23, 24, 24') to the railcar body structure of the rail vehicle upon a crash. - The vehicle head according to claim 5,
wherein the A pillars (10, 10') are each of arcuate design, and wherein the first structural elements (10, 10', 11, 12, 12', 14, 15, 16) further comprise an undercarriage structure (16) which is fixedly connected to the upper end regions of the A pillars (10, 10') and designed to transmit the portion of the impact energy introduced into the A pillars (10, 10') upon a crash which was not already dissipated by the second structural elements (20, 20', 21, 21', 22, 22', 23, 24, 24') to the railcar body structure of the rail vehicle connected to the vehicle head. - The vehicle head according to claim 5 or 6,
wherein the lateral struts (12, 12') and/or the A pillars (10, 10') consist of a hollow profile composed of a fiber-reinforced composite in which a supporting material, in particular stabilizing foam, is preferably accommodated in order to increase the rigidity of the lateral struts (12, 12') or the A pillars (10, 10') respectively; and/or
wherein the roof structure (11) is manufactured as a sandwich construction of fiber-reinforced composite. - The vehicle head according to any one of claims 5 to 7,
wherein the first structural elements (10, 10', 11, 12, 12', 14, 15, 16) further comprise a sill element (14) which connects the respective lower regions of the two A pillars (10, 10') together so as to structurally connect said two A pillars (10, 10'); and
wherein the first structural elements (10, 10', 11, 12, 12', 14, 15, 16) preferably further comprise a deformation-resistant end wall (15) connected to the sill element (14) so as to form an end face of the frame (100) in order to protect the vehicle driver's cab (101) accommodated in the self-supporting frame structure from intrusions upon a crash, wherein the end wall (15) is preferably made from different fiber composite components, particularly GRP, aramid, Dyneema and/or CFRP. - The vehicle head according to claim 8,
wherein the second structural elements (20, 20', 21, 21', 22, 22', 23, 24, 24') comprise at least one first energy-absorbing element (20, 20') made from fiber composite/fiber composite sandwich material, wherein the at least one first energy-absorbing element (20, 20') is designed to respond upon a critical impact force being exceeded and dissipate at least a portion of the impact energy resulting from the transmission of impact force and introduced into said first energy-absorbing element (20, 20') by the non-ductile destruction of at least part of the fiber structure of said first energy-absorbing element (20, 20'), and wherein the at least one first energy-absorbing element (20, 20') is arranged on the front end of the sill element (14). - The vehicle head according to any one of claims 5 to 9,
wherein the second structural elements (20, 20', 21, 21', 22, 22', 23, 24, 24') comprise at least one second energy-absorbing element (21, 21') made from a fiber-reinforced composite, wherein the at least one second energy-absorbing element (21, 21') is designed to respond upon a critical impact force being exceeded and dissipate at least a portion of the impact energy resulting from the transmission of impact force and introduced into said second energy-absorbing element (21, 21') by the non-ductile destruction of at least part of the fiber structure of said first second energy-absorbing element (21, 21'), and wherein at least one second energy-absorbing element (21, 21') is respectively arranged on the surfaces of the A pillars (10, 10') facing the front end of the vehicle head. - The vehicle head according to claim 9 or 10,
wherein the energy-absorbing elements (20, 20'; 21, 21') are preferably fixedly connected to the first structural elements (10, 10', 14) in a material bond, in particular an adhesive bond. - The vehicle head according to any one of the preceding claims,
wherein an undercarriage structure (16) made from a fiber composite/fiber composite sandwich material is further provided which is connected to at least a part of the first structural elements (10, 10', 11, 12, 12', 14, 15, 16) so as to form the floor of the vehicle driver's cab (101); and
wherein the undercarriage structure (16) comprises an upper surface element (16a) made of a fiber-reinforced composite and a lower surface element (16b) made of a fiber-reinforced composite spaced at a distance therefrom as well as struts (16c) made of fiber-reinforced composite which fixedly connect the upper and the lower surface elements (16a, 16b) together; and/or
wherein the second structural elements (20, 20', 21, 21', 22, 22', 23, 24, 24') comprise at least one third energy-absorbing element (22, 22') accommodated in the undercarriage structure (16) and designed to respond upon a predefinable critical impact force being exceeded and dissipate at least a portion of the impact energy resulting from the transmission of impact force and introduced into the third energy-absorbing element (22, 22') by the nonductile destruction of at least part of the fiber structure of said third energy-absorbing element (22, 22'). - The vehicle head according to claim 12,
wherein a central buffer coupling (30) is further provided which is articulated to the undercarriage structure (16) via a bearing block (31), and wherein the second structural elements (20, 20', 21, 21', 22, 22', 23, 24, 24') comprise at least one fourth energy-absorbing element (23) which is arranged behind the bearing block (31) in the undercarriage structure (16) in the direction of impact and designed to respond upon a critical impact force being exceeded and dissipate at least a portion of the impact energy resulting from the transmission of impact force and introduced into the fourth energy-absorbing element (23) by the non-ductile destruction of at least part of the fiber structure of said fourth energy-absorbing element (23). - The vehicle head according to claim 12 or 13,
wherein the third and/or fourth energy-absorbing element (22, 22'; 23) respectively comprise(s) a guide tube (60) made of a fiber-reinforced composite and a pressure tube (62) configured as a plunger or a ram, wherein the pressure tube (62) interacts with the guide tube (60) such that upon the exceeding of a critical impact forced introduced into the energy-absorbing element (22, 22'; 23), the pressure tube (62) and the guide tube (60) are moved relative and toward one another while at least a portion of the impact energy introduced into the energy-absorbing element (22, 22'; 23) is simultaneously absorbed, wherein the guide tube (60) comprises at least one energy-absorbing region (61) made of a fiber-reinforced composite which at least partially frays in non-ductile manner upon the movement of the pressure tube (62) relative the guide tube (60). - The vehicle head according to claim 14,
wherein the pressure tube (62) is designed as a hollow body open at its front end facing the guide tube (60) such that the fractions of the fiber-reinforced composite energy-absorbing region (61) resulting from the movement of pressure tube (62) relative to the guide tube (60) can be at least partly accommodated inside the pressure tube (62). - The vehicle head according to claim 14 or 15,
wherein the non-ductile frayed length of the energy-absorbing region (61) upon the movement of the pressure tube (62) relative to the guide tube (60) depends on the distance realized by the relative movement between said pressure tube (62) and guide tube (60). - The vehicle head according to any one of claims 14 to 16,
wherein the region of the pressure tube (62) configured as a plunger or a ram facing the guide tube (60) is telescopically received by the guide tube (60) such that the region of the pressure tube (62) facing the front end of the guide tube (60) strikes against a stop (63) of the energy-absorbing region (61); and
wherein at least the front end of the pressure tube (62) preferably has a greater rigidity than the energy-absorbing region (61); and/or
wherein a conical ring (64) is preferably provided on the front end of the pressure tube (62) which strikes against the stop (63) of the energy-absorbing region (61). - The vehicle head according to claim 17,
wherein the guide tube (60) has a larger inner diameter than the outer diameter of the pressure tube (62) so that the region of the pressure tube (62) facing the guide tube (60) can be telescopically received by said guide tube (60). - The vehicle head according to claim 18,
wherein the guide tube (60) and the energy-absorbing region (61) are integrally formed from a fiber-reinforced composite; and
wherein the energy-absorbing region (61) made from fiber-reinforced composite is preferably arranged within the interior of the guide tube (60) such that the front end of the pressure tube (62) strikes against a front end of the energy-absorbing region (61) facing said pressure tube (62). - The vehicle head according to any one of claims 12 to 19,
wherein at least one guide surface is provided to guide the movement of the pressure tube (62) relative to the guide tube (60). - The vehicle head according to any one of claims 12 to 20,
wherein the guide tube (60) is made entirely from a fiber-reinforced composite; and/or
wherein the pressure tube (62) is preferably made entirely from a fiber-reinforced composite. - The vehicle head according to any one of claims 12 to 21,
wherein the response behavior of the energy-absorbing element (22, 22'; 23) and/or the total amount of impact energy to be dissipated by said energy-absorbing element (22, 22'; 23) can be preset by the appropriate selection of the wall thickness and/or rigidity of the energy-absorbing region as well as the structural design of the stop (63). - The vehicle head according to any one of claims 12 to 22,
wherein an underride guard or rail guard (24) made from fiber composite/fiber composite sandwich material is provided which is attached to the underside of the undercarriage structure (16) and designed to dissipate at least part of the impact energy resulting from the transmission of impact force upon the exceeding of a critical impact force introduced into the underride guard or rail guard (24) by controlled deformation; or
wherein an underride guard or rail guard (24) made from fiber composite/fiber composite sandwich material is provided which is connected to the underside of the undercarriage structure (16) by means of at least one guide rail (17) such that the underride guard or rail guard (24) is displaceable in the longitudinal direction of the vehicle relative to the undercarriage structure (16) upon the exceeding of a critical impact force introduced into said underride guard or rail guard (24), wherein an energy-absorbing element (25, 25', 26) made of a fiber-reinforced composite is further provided which is arranged and designed such that upon the underride guard or rail guard (24) displacing relative to the undercarriage structure (16), the fiber-reinforced composite of the energy-absorbing element (25, 25', 26) is destroyed in non-ductile manner simultaneous to the dissipating of at least a portion of the impact energy introduced into said underride guard or rail guard (24) during the transmission of impact force. - The vehicle head according to any one of the preceding claims,
wherein the first structural elements (10, 10', 11, 12, 12', 14, 15, 16) are preferably fixedly connected together in a material bond, in particular an adhesive bond. - The vehicle head according to any one of the preceding claims,
wherein a windshield is provided which is at least partly attached to the self-supporting structure of the vehicle head (100), wherein the windshield comprises at least one inner and at least one outer transparent surface element spaced apart from one another to form an interstice, wherein a transparent energy-absorbing element, in particular a transparent energy-absorbing foam, is provided in the interstice and/or wherein a less transparent energy-absorbing element, in particular an energy-absorbing foam, is provided in an edge region of the at least one outer and the at least one inner surface element in the interstice; and
wherein the at least one outer transparent surface element and/or the at least one inner transparent surface element comprises a plurality of transparent surface elements spaced apart from one another to form a plurality of interstices, wherein a connecting element, in particular a transparent energy-absorbing foam, is respectively provided in at least at one edge region in the plurality of interstices. - A track-guided vehicle, in particular a rail vehicle, comprising a vehicle head in accordance with any one of claims 1 to 25 at its front end.
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PL09783059T PL2334533T3 (en) | 2008-09-15 | 2009-09-15 | Vehicle front-end for mounting to the front face of a track-bound vehicle, in particular a rail vehicle |
EP09783059.0A EP2334533B1 (en) | 2008-09-15 | 2009-09-15 | Vehicle front-end for mounting to the front face of a track-bound vehicle, in particular a rail vehicle |
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP08164337 | 2008-09-15 | ||
EP09783059.0A EP2334533B1 (en) | 2008-09-15 | 2009-09-15 | Vehicle front-end for mounting to the front face of a track-bound vehicle, in particular a rail vehicle |
PCT/EP2009/061979 WO2010029188A1 (en) | 2008-09-15 | 2009-09-15 | Vehicle front-end for mounting to the front face of a track-bound vehicle, in particular a rail vehicle |
Publications (2)
Publication Number | Publication Date |
---|---|
EP2334533A1 EP2334533A1 (en) | 2011-06-22 |
EP2334533B1 true EP2334533B1 (en) | 2014-06-18 |
Family
ID=40404903
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP09783059.0A Active EP2334533B1 (en) | 2008-09-15 | 2009-09-15 | Vehicle front-end for mounting to the front face of a track-bound vehicle, in particular a rail vehicle |
Country Status (16)
Country | Link |
---|---|
US (1) | US8261672B2 (en) |
EP (1) | EP2334533B1 (en) |
JP (2) | JP2012502833A (en) |
KR (1) | KR101318790B1 (en) |
CN (1) | CN102216141B (en) |
AU (1) | AU2009290832B2 (en) |
BR (1) | BRPI0917647A2 (en) |
CA (1) | CA2735093C (en) |
DK (1) | DK2334533T3 (en) |
ES (1) | ES2499029T3 (en) |
HK (1) | HK1153437A1 (en) |
HR (1) | HRP20140670T1 (en) |
PL (1) | PL2334533T3 (en) |
RU (1) | RU2520632C2 (en) |
UA (1) | UA102260C2 (en) |
WO (1) | WO2010029188A1 (en) |
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2009
- 2009-09-15 PL PL09783059T patent/PL2334533T3/en unknown
- 2009-09-15 US US12/585,433 patent/US8261672B2/en not_active Expired - Fee Related
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DE102017112619A1 (en) | 2017-06-08 | 2018-12-13 | Bombardier Transportation Gmbh | Rail vehicle with safety driver's cab |
EP3560787A1 (en) * | 2018-04-27 | 2019-10-30 | Bombardier Transportation GmbH | Rail vehicle |
Also Published As
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PL2334533T3 (en) | 2014-11-28 |
BRPI0917647A2 (en) | 2015-11-17 |
US20100064931A1 (en) | 2010-03-18 |
CN102216141A (en) | 2011-10-12 |
HRP20140670T1 (en) | 2014-09-26 |
UA102260C2 (en) | 2013-06-25 |
RU2011113972A (en) | 2012-10-20 |
CA2735093A1 (en) | 2010-03-18 |
KR101318790B1 (en) | 2013-10-29 |
WO2010029188A1 (en) | 2010-03-18 |
ES2499029T3 (en) | 2014-09-26 |
DK2334533T3 (en) | 2014-09-01 |
EP2334533A1 (en) | 2011-06-22 |
RU2520632C2 (en) | 2014-06-27 |
AU2009290832A1 (en) | 2010-03-18 |
CN102216141B (en) | 2014-06-25 |
JP2012502833A (en) | 2012-02-02 |
CA2735093C (en) | 2014-07-08 |
HK1153437A1 (en) | 2012-03-30 |
JP2014088177A (en) | 2014-05-15 |
US8261672B2 (en) | 2012-09-11 |
KR20110065517A (en) | 2011-06-15 |
JP5623620B2 (en) | 2014-11-12 |
AU2009290832B2 (en) | 2012-04-12 |
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