EP2500228B1 - Rail vehicle with a return motion device for reducing displacement relative to a crash partner - Google Patents
Rail vehicle with a return motion device for reducing displacement relative to a crash partner Download PDFInfo
- Publication number
- EP2500228B1 EP2500228B1 EP12159411.3A EP12159411A EP2500228B1 EP 2500228 B1 EP2500228 B1 EP 2500228B1 EP 12159411 A EP12159411 A EP 12159411A EP 2500228 B1 EP2500228 B1 EP 2500228B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- return
- height
- impact
- vehicle
- motion device
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 238000006073 displacement reaction Methods 0.000 title claims description 27
- 239000000872 buffer Substances 0.000 claims description 75
- 230000000295 complement effect Effects 0.000 claims description 28
- 230000002427 irreversible effect Effects 0.000 claims description 6
- 230000000750 progressive effect Effects 0.000 claims description 6
- 230000008878 coupling Effects 0.000 description 9
- 238000010168 coupling process Methods 0.000 description 9
- 238000005859 coupling reaction Methods 0.000 description 9
- 230000035939 shock Effects 0.000 description 9
- 230000009194 climbing Effects 0.000 description 8
- 238000010521 absorption reaction Methods 0.000 description 7
- 230000000694 effects Effects 0.000 description 7
- 238000005096 rolling process Methods 0.000 description 7
- 230000008901 benefit Effects 0.000 description 5
- 230000006378 damage Effects 0.000 description 4
- 238000005265 energy consumption Methods 0.000 description 4
- 230000002349 favourable effect Effects 0.000 description 4
- 230000009471 action Effects 0.000 description 3
- 230000009467 reduction Effects 0.000 description 3
- 230000002441 reversible effect Effects 0.000 description 3
- 230000000977 initiatory effect Effects 0.000 description 2
- 230000003993 interaction Effects 0.000 description 2
- 238000004519 manufacturing process Methods 0.000 description 2
- 230000021715 photosynthesis, light harvesting Effects 0.000 description 2
- 208000027418 Wounds and injury Diseases 0.000 description 1
- 238000013459 approach Methods 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 208000014674 injury Diseases 0.000 description 1
- 230000010354 integration Effects 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
- B61D15/06—Buffer cars; Arrangements or construction of railway vehicles for protecting them in case of collisions
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D17/00—Construction details of vehicle bodies
- B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
- B61D17/06—End walls
Definitions
- the present invention relates to a rail vehicle having a car body defining a vehicle longitudinal direction, a vehicle transverse direction and a vehicle height direction, and a buffer device, wherein the buffer device is arranged at a first end of the car body and at least in an activated operating state, the first end of the car body in the vehicle longitudinal direction surmounted.
- the buffer device has at least one impact element for a collision partner at an end facing away from the vehicle body in the activated operating state.
- the buffer device is designed to absorb impacts with a collision partner with a longitudinal displacement of the impact element relative to the vehicle body in the vehicle longitudinal direction, the impact element having an impact element height in the vehicle height direction and an impact element width in the vehicle transverse direction.
- anti-climbing devices should be provided on vehicles with a central buffer coupling (MPK) at the front end of energy absorbing elements located laterally next to the central buffer coupling.
- MPK central buffer coupling
- toothed plates, corrugated plates or the like are used, for example, which distributed over the height of the impact element have a plurality of extending in the vehicle transverse direction parallel transverse webs, as for example from DE 10 2007 005 421 A1 is known.
- These transverse webs upon impact with the complementary webs, engage the energy absorbing elements of the impact partner, thus preventing an increase in the height offset between the vehicles.
- these transverse webs serve essentially to "freeze" the height offset that exists at the time of the mutual engagement of the anti-climb devices.
- a catching device associated with the side buffers of a rail vehicle in which a cable loop spanned just above the respective side buffer lays around the side buffer of the crash partner in the event of a crash in order to limit the vertical offset between the two crash partners.
- the problem here is that due to the design, even with an already hooked cable loop initially an increase in the height offset takes place, the catcher thus acts only with considerable delay.
- the catcher described can only be effective when the side buffers of the crash partner are at a higher level. If the vehicle is equipped with the catching device and the vehicle whose side buffers are at the higher level and which therefore threatens to climb, the catching device can not develop its effect by design.
- a generic rail vehicle is still from the DE 43 32 289 A1 known.
- the present invention is therefore based on the object to provide a rail vehicle of the type mentioned above, which does not bring the above-mentioned problems or at least to a lesser extent and in particular in a simple way to avoid excessive vertical displacement between the collision partners allows.
- the present invention solves this problem starting from a rail vehicle according to the preamble of claim 1 by the features stated in the characterizing part of claim 1.
- the present invention is based on the technical teaching that it is possible to easily achieve an excessive vertical offset between two impact partners, for example two colliding rail vehicles, if at least one return device is provided at the first end of the vehicle body, which is designed not only to freeze existing at their inactivity offset in a plane perpendicular to the vehicle longitudinal axis between the two collision partners, but also significantly reduce this offset as the collision partners move towards each other.
- this reduction in offset is at least 20% of the dimension of the impactor in the direction of this offset.
- a height offset ie an offset in the vehicle height direction
- a transverse offset of the vehicles ie an offset in the vehicle transverse direction.
- This design has in addition to avoiding the climbing of the vehicles in particular the advantage that the return effect achieved hereby ensures that the direction of the force acting on the buffer device as well as on any existing energy absorbing elements their optimal value at least approaches again, so that their proper function is guaranteed.
- the invention therefore relates to a rail vehicle having a car body defining a vehicle longitudinal direction, a vehicle transverse direction and a vehicle height direction, and a buffer device, wherein the buffer device is arranged at a first end of the car body and at least in an activated operating state, the first end of the car body surmounted in the vehicle longitudinal direction.
- the buffer device has at least one impact element for a collision partner at an end facing away from the vehicle body in the activated operating state.
- the buffer device is designed to absorb impacts with a collision partner with a longitudinal displacement of the impact element relative to the vehicle body in the vehicle longitudinal direction, the impact element having an impact element height in the vehicle height direction and an impact element width in the vehicle transverse direction.
- At the first end of the car body at least one return device is provided, which is designed to cooperate with progressive longitudinal displacement of the impact element with a complementary return device on the impact partner to reduce a height offset between the car body and the impact partner in the vehicle height direction by a return height and / / or to reduce a transverse offset between the car body and the impact partner in the vehicle transverse direction by a return width.
- the return height corresponds thereby at least 20% of the impact element height, preferably at least 30% of the impact element height, more preferably at least 50% of the impact element height.
- the return width corresponds to at least 20% of the impact element width, preferably at least 30% of the impact element width, more preferably at least 50% of the impact element width.
- the return height can basically be chosen as large as the return width. Preferably, however, the value in question is limited to a certain extent.
- the return height preferably corresponds to 20% to 80% of the impact element height, preferably 30% to 70% of the impact element height, more preferably corresponds to 40% to 60% of the impact element height.
- the return width corresponds to 20% to 80% of the impact element width, preferably 30% to 70% of the impact element width, more preferably 40% to 60% of the impact element width.
- This compact dimensions are achieved for the return device, which facilitate their integration into the car body in an advantageous manner. In particular, areas which are to be kept free on the vehicle body (for example, the so-called Berner space to be kept free for work by the railroad worker when working on the coupling of vehicles) can be easily respected.
- the return height or the return width depends usually on the dimensions of the impact elements.
- the return height and / or the return width is 60 mm to 220 mm, preferably 80 mm to 200 mm, more preferably 100 mm to 180 mm, since this in turn can achieve particularly favorable dimensions for the return device with good return action.
- the extent of retrieval may be basically selected in any suitable manner. In particular, this should preferably ensure that the buffer device as well as any envisaged energy absorption elements are loaded under optimally optimized conditions.
- the return device is therefore adapted to the height offset and / or the transverse offset between the car body and the impact partner to a value of less than 80 mm, preferably less than 40 mm, more preferably substantially 0 mm at full engagement with the complementary return device to reduce.
- the return device can basically be designed and arranged in any suitable manner in order to achieve the desired return action.
- the return device is preferably designed and arranged so that immediately at the beginning the engagement or interaction with the complementary return device on the impact partner a further increase in the height offset and / or the transverse offset is avoided.
- the return effect ie the reduction of the respective offset between the impact partners
- the return device comprises at least one projecting in the vehicle longitudinal direction of the car body return element, wherein the return element is adapted to the complementary return means, in particular a wall of a remindholaus simplifiedung the complementary return device to reduce the transverse offset and / or Height offset cooperate.
- the return element and / or the wall of the return recess has at least one return surface inclined to the vehicle longitudinal direction. If this return surface is also inclined to the vehicle height direction, a return effect in the vehicle height direction is achieved. If the return surface is inclined additionally or alternatively to the vehicle transverse direction, a return effect in the vehicle transverse direction is achieved.
- the design of the return surface of the resulting with progressive engagement of the return means sequence of the return movement can be adjusted.
- an at least partially progressive course and / or an at least partially linear course and / or an at least partially degressive course of the return movement can be achieved.
- the return surface is a substantially flat surface.
- the return element and / or the (complementary) remindholauslangung can basically be designed in any suitable manner. Particularly easy to manufacture and robust variants of the invention are characterized in that the return element and / or the scaffoldholausströmung is at least partially substantially wedge-shaped or at least partially designed substantially pyramidal. However, it is also understood that the return element can optionally also be formed substantially conically at least in sections.
- the return element and / or the wall of the remindholausEnglishung at least onecardingurhol phenomenon and / or at least one transverse return surface, wherein theconsnschreibhol strings extends in the vehicle height direction at least over the return height and / or extends the transverse return surface in the vehicle transverse direction at least over the return width to the To achieve return movement to the desired extent.
- the decisionngurhol extends in the vehicle height direction at least over the return height and / or extends the transverse return surface in the vehicle transverse direction at least over the return width to the To achieve return movement to the desired extent.
- the return device has at least two return elements, wherein the at least two return elements are arranged offset to one another in the vehicle height direction and / or in the vehicle transverse direction.
- the return device comprises at least one extending in the vehicle longitudinal direction remindholaus simplifiedung, wherein at least one wall of the remindholausströmung is formed with the complementary return device, in particular a return element of the complementary return device to reduce the transverse offset and / or the height offset co.
- the complementary return device in particular a return element of the complementary return device to reduce the transverse offset and / or the height offset co.
- the return device preferably again comprises at least two remindholausEnglishurged, wherein the at least two remindholausEnglishados are arranged staggered in the vehicle height direction and / or in the vehicle transverse direction to inter alia the described advantage of avoiding the introduction of rolling moments or Wankmomenten in the respective car body achieve.
- the buffer device is designed to reversibly receive shocks with a collision partner up to a first longitudinal displacement of the impact element relative to the vehicle body in the vehicle longitudinal direction, so that For example, normal operational shocks, such as when coupling the vehicle or the like, can be recorded without damage.
- the return means is arranged and adapted such that it does not engage with the complementary return means of the impact partner during a collision (up to a predefinable maximum height offset) between the body and the impact partner until the first longitudinal displacement of the impact member to such normal operational shocks not to hinder or in this case to avoid the introduction of forces in the car body via the return device.
- the retracting means is further arranged and adapted to engage the complementary return means of the impact partner upon impact (up to a predeterminable maximum height offset) between the body and the impact partner from a second longitudinal displacement of the impact member, the buffer means is substantially reversible up to the second longitudinal displacement. Consequently, therefore, until the mutual engagement of the return devices only a reversible energy absorption or displacement of the impact element takes place.
- the buffer device and / or the return device is then designed to absorb impacts with an impact partner from the second longitudinal displacement of the impact element relative to the vehicle body in the vehicle longitudinal direction by irreversible deformation of at least one energy dissipation element.
- this irreversible consumption of energy takes place only a certain time after the return device has become effective. In this way it can be ensured that a sufficiently large return movement has already taken place by then, which ensures that the impact load is introduced into the energy-absorbing element under the most favorable conditions possible.
- the present invention can be used both on free vehicle ends and between coupled rail vehicles.
- a corresponding buffer device and the return device is therefore arranged at a free end of the car body and / or at a coupled end of the car body.
- the return device can be arranged at any point on the first end of the car body.
- the return device in the vehicle transverse direction is arranged centrally on the car body in order to achieve the best possible Initiation of the loads in the car body when the return device is effective to achieve.
- a plurality of (preferably arranged symmetrically to the longitudinal center plane of the vehicle) return devices may be provided.
- the invention can be used for any vehicles.
- it can be used both in vehicles in which the buffer device is designed as a side buffer device, as well as in vehicles in which the buffer device is designed as a central buffer device, for example in the form of a central buffer coupling.
- the present invention further relates to a return device for a rail vehicle according to the invention, this return device having the features described above in connection with the rail vehicle according to the invention.
- the vehicle 101 comprises a (indicated by the contour 102) car body, which is supported in the region of both ends in a conventional manner in each case on a chassis in the form of a (not shown) bogie. It is understood, however, that the present invention may be used in conjunction with other configurations in which the body is supported only directly on a chassis.
- FIG. 1 a specified (by the Radaufstandsebene the bogie) vehicle coordinate system x, y, z, in which the x-coordinate, the vehicle longitudinal direction, the y-coordinate the vehicle transverse direction and the z-coordinate, the vehicle height direction of the rail vehicle 101.
- a buffer device in the form of side buffers 103 is arranged with a buffer longitudinal axis 103.1, which in the in FIG. 1 illustrated activated operating state of the vehicle 101 project beyond the first end 102.1 of the car body 102 in the vehicle longitudinal direction.
- the side buffers 103 are arranged at a predetermined level above the level T of the traveled track section, whereby (for example, depending on the load of the vehicle, wear of the wheel disks, etc.), a certain level difference can result.
- the page buffer 103 in the unloaded state always in the in FIG. 1 can be located. Likewise, it is also possible that they are only extended along the buffer longitudinal axes 103.1 in this position when the first end 102.1 forms the free end of the rail vehicle, while they are retracted, for example, in a coupled state to a certain extent in the car body can.
- the side buffers 103 have at an end remote from the car body 102 at least one impact element for a collision partner, which is designed in the present example in the form of a buffer plate 103.2.
- the buffer device 103 is designed in a conventional manner to absorb impacts with the impact partner under a longitudinal displacement of the buffer plate 103.2 relative to the car body 102 along the buffer longitudinal axis 103.1 or the vehicle longitudinal direction.
- a collision partner is formed in the present example by a second vehicle 104 designed identically to the first vehicle 101.
- a first return means 105 is provided, whose dimensions are chosen so that to be kept free for working in the coupling of vehicles for the executing railway workers Bernese space between the first return device 105 and the respective page buffer 103 is ensured.
- the return height HR thus corresponds to 50% of the impact element height H.
- the first return device 105 has a first return element 105.1 projecting from the vehicle body 102 in the vehicle longitudinal direction and a first return recess 105.2 offset in the vehicle transverse direction.
- the first return element 105.1 is substantially wedge-shaped in the present example and has on its upper side a first return surface 105.3, which is designed as a substantially flat surface.
- the first return surface 105.3 is inclined to both the vehicle longitudinal direction and the vehicle height direction.
- the first sudholaus originallyung 105.2 is designed, the upper wall has a second return surface 105.4, which in turn is inclined to both the vehicle longitudinal direction and to the vehicle height direction.
- the identically designed second return device 107 accordingly has a second return element 107.1 protruding in the vehicle longitudinal direction from the vehicle body 106 with a third return surface 107.3 and a second return recess 107.2 offset in the vehicle transverse direction with a fourth return surface 107.4.
- the side buffers 103 are inserted into the respective car body 102 and 106, respectively, so that the car bodies 102, 106 continue to move towards each other.
- the design described above has the advantage that hereby the initiation of a rolling torque or rolling moment (ie a moment about the vehicle longitudinal axis) in the respective car body 102 and 106 upon engagement of the retractor 105 with the with respect to the vehicle's vertical axis by 180 ° twisted, but otherwise identically designed return device 107 is avoided.
- the buffer device 103 is designed to reversibly absorb shocks that lead to a first longitudinal displacement of the respective buffer plate 103.2, which is less than a second longitudinal displacement, which in the in FIG. 2 shown second state. Accordingly, normal operation shocks, for example, when coupling the vehicle or the like, can be absorbed without damage.
- the two return devices 105 and 107 do not engage with each other in order not to hinder such normal operating shocks or to avoid the introduction of forces into the car bodies 102 and 104 via the return devices 105 and 107.
- the buffer device 103 takes over by irreversible deformation of an integrated energy dissipation element starting with the second longitudinal displacement (as in the in FIG. 2 shown second state) irreversibly impact energy. It is understood, however, that in other variants of the invention it can also be provided that a reversible absorption of the impact energy takes place beyond the second longitudinal displacement, thus the irreversible energy consumption only takes place a certain time after the return devices 105 and 107 have become effective. In this way it can be ensured that a sufficiently large return movement has already taken place by then, which ensures that the impact load is introduced into the energy-absorbing element under the most favorable conditions possible.
- a different movement of the return movement can be achieved by a corresponding design of the slope profile of the return surfaces.
- a greater inclination to the vehicle longitudinal direction at the beginning of the return movement a rapid reduction of the vertical offset can be achieved before the irreversible energy consumption begins to ensure that the impact load is introduced under the most favorable conditions in the energy absorbing element.
- the return means may be arranged in certain variants of the invention also withdrawn behind the outer shell of the car body, as shown in FIG. 1 is indicated by the dashed contour 108. In this case, then takes place before or immediately with the effectiveness of the return means deformation or damage to the outer shell of the car body instead.
- the outer shell can then be designed accordingly in order not to affect the effectiveness of the return devices.
- the retrieval device 205 may replace the retrieval device 105 in the vehicle 101.
- the return device 205 is similar in its basic function and its basic structure of the return device 105, so they should be discussed only on the differences. In particular, similar components are to be seen with reference numerals increased by 100. Unless otherwise stated below, reference is made expressly to the above statements with regard to the features and properties of these components.
- the difference between the return device 205 and the return device 105 is merely that the return device 205 has three return elements 205.1 and three return recesses 205.2.
- One of the remindholausnaturalened 205.2 is arranged between two in the vehicle height direction offset from one another arranged mulchlementen 205.1, while the offset to the two return elements 205.1 in the vehicle transverse direction third return element 205.1 is positioned between two offset in the vehicle height direction each other arranged scaffoldholausnaturalept 205.2.
- This design in turn has the advantage that hereby the introduction of a rolling torque or rolling moment (ie a moment about the vehicle longitudinal axis) in the respective car body 102 and 106 upon engagement of the return device 205 with respect to the Vehicle vertical axis rotated by 180 °, but otherwise identically designed return device 207 is avoided.
- a rolling torque or rolling moment ie a moment about the vehicle longitudinal axis
- the present invention has been described above solely by way of examples in which a height offset between the car bodies has been reduced by the retrieval device. It is understood, however, that by a suitable design of the return elements and remindholauslangungen a transverse offset can be reduced.
- the respective return device can be used rotated by 90 ° with respect to the vehicle longitudinal axis.
- both a height offset and a transverse offset can be reduced by, in addition to the above-described, inclined to the vehicle longitudinal direction and the vehicle height direction return surfaces also inclined to the vehicle longitudinal direction and the vehicle transverse direction return surfaces are provided, as shown in FIG. 5 is indicated by the dashed contour 208. It is understood that the return width, so the amount of return movement in the vehicle transverse direction, may be lower than the return height, since usually the transverse offset of the two impact partners is less than the height offset.
- the present invention can be used both on free vehicle ends and between coupled rail vehicles, as described in connection with the exemplary embodiments. Furthermore, the invention can be used both in the exemplarily described vehicles with side buffers and in vehicles with central buffer devices, for example in the form of a central buffer coupling.
- the present invention has been described above solely by means of a vehicle for multiple unit trains operating at comparatively high rated operating speeds. It is understood, however, that the invention may also be used in connection with other rail vehicles, in particular at lower or even higher rated operating speeds.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Wood Science & Technology (AREA)
- Transportation (AREA)
- Vibration Dampers (AREA)
Description
Die vorliegende Erfindung betrifft ein Schienenfahrzeug mit einem Wagenkasten, der eine Fahrzeuglängsrichtung, eine Fahrzeugquerrichtung und eine Fahrzeughöhenrichtung definiert, und einer Puffereinrichtung, wobei die Puffereinrichtung an einem ersten Ende des Wagenkastens angeordnet ist und zumindest in einem aktivierten Betriebszustand das erste Ende des Wagenkastens in der Fahrzeuglängsrichtung überragt. Die Puffereinrichtung weist an einem dem Wagenkasten in dem aktivierten Betriebszustand abgewandten Ende wenigstens ein Aufprallelement für einen Stoßpartner auf. Weiterhin ist die Puffereinrichtung dazu ausgebildet, Stöße mit einem Stoßpartner unter einer Längsverschiebung des Aufprallelements gegenüber dem Wagenkasten in der Fahrzeuglängsrichtung aufzunehmen, wobei das Aufprallelement in der Fahrzeughöhenrichtung eine Aufprallelementhöhe und in der Fahrzeugquerrichtung eine Aufprallelementbreite aufweist.The present invention relates to a rail vehicle having a car body defining a vehicle longitudinal direction, a vehicle transverse direction and a vehicle height direction, and a buffer device, wherein the buffer device is arranged at a first end of the car body and at least in an activated operating state, the first end of the car body in the vehicle longitudinal direction surmounted. The buffer device has at least one impact element for a collision partner at an end facing away from the vehicle body in the activated operating state. Furthermore, the buffer device is designed to absorb impacts with a collision partner with a longitudinal displacement of the impact element relative to the vehicle body in the vehicle longitudinal direction, the impact element having an impact element height in the vehicle height direction and an impact element width in the vehicle transverse direction.
Bei modernen Schienenfahrzeugen, insbesondere bei Schienenfahrzeugen, die eine vergleichsweise hohe Nennbetriebsgeschwindigkeit aufweisen, sind in der Regel zumindest im Frontbereich des Fahrzeugs spezielle Energieabsorptionselemente vorgesehen, um die Vorgaben staatlicher Institutionen (in der Europäischen Union beispielsweise der Norm der EN 15227) oder der Betreiber des Fahrzeugs hinsichtlich ihres Crashverhaltens zu erfüllen. Diese Energieabsorptionselemente sind in der Regel in oder neben speziellen vom Wagenkasten hervorstehenden Aufpralleinrichtungen, beispielsweise Puffer oder Kupplungen, angeordnet, welche bei einem Crash zuerst den Crashpartner kontaktieren. Auch für diese Aufpralleinrichtungen bestehen gewisse Vorgaben, insbesondere hinsichtlich ihrer Anordnung, um übermäßigen Höhenversatz und/oder Querversatz zu vermeiden.In modern rail vehicles, especially in rail vehicles, which have a comparatively high rated operating speed, special energy absorption elements are usually provided at least in the front of the vehicle to the requirements of government institutions (in the European Union, for example, the standard of EN 15227) or the operator of the vehicle with regard to their crash behavior. These energy absorption elements are usually arranged in or next to special from the car body protruding impact devices, such as buffers or couplings, which first contact the crash partner in a crash. There are also certain requirements for these impact devices, in particular with regard to their arrangement, in order to avoid excessive vertical offset and / or transverse offset.
Damit diese Energieabsorptionselemente ihre Funktion optimal erfüllen können, ist es erforderlich, die beiden Stoßpartner nach Möglichkeit während des Stoßes so zu einander zu positionieren bzw. zu halten, dass eine optimale Krafteinleitung in die Energieabsorptionselemente erfolgt. Problematisch ist hierbei insbesondere das so genannte Aufklettern des einen Fahrzeugs auf das andere Fahrzeug, bei dem das aufkletternde Fahrzeug (beispielsweise bedingt durch einen anfänglichen Höhenversatz zwischen den Aufpralleinrichtungen und/oder durch ungünstige Kraftverhältnisse beim Stoß) angehoben wird und sich über das andere Fahrzeug schiebt. Hierbei entsteht nicht nur für die Passagiere des unteren Fahrzeugs, insbesondere dessen Fahrzeugführer, ein extrem hohes Verletzungsrisiko. Häufig führt das Aufklettern auch zu einem Entgleisen zumindest von Teilen des aufkletternden Fahrzeugs, sodass auch die Gefährdung von dessen Passagieren erheblich steigt.In order for these energy absorption elements to fulfill their function optimally, it is necessary to position the two impact partners as far as possible during the impact so that an optimum introduction of force into the energy absorption elements takes place. The problem in this case is in particular the so-called climbing up of a vehicle to the other vehicle, in which the climbing vehicle (for example due to an initial height offset between the impact devices and / or unfavorable force conditions at the shock) is raised and pushes over the other vehicle. This not only arises for the passengers the lower vehicle, in particular its driver, an extremely high risk of injury. Often, climbing also leads to derailment of at least parts of the climbing vehicle, so that the endangerment of its passengers increases considerably.
Um ein solches Aufklettern zu verhindern, ist bei Fahrzeugen mit einer Mittelpufferkupplung (MPK) am vorderen Ende von Energieabsorptionselementen, die seitlich neben der Mittelpufferkupplung liegen, so genannte Aufkletterschutzeinrichtungen vorzusehen. Als Aufkletterschutzeinrichtung werden beispielsweise so genannte Zahnplatten, Riffelplatten oder dergleichen verwendet, welche über die Höhe des Aufprallelementes verteilt eine Vielzahl von in Fahrzeugquerrichtung verlaufenden parallelen Querstegen aufweisen, wie dies beispielsweise aus der
Bei Fahrzeugen mit so genannten Seitenpuffern, die im gekuppelten Betrieb zweier Fahrzeuge dazu dienen, Stöße zwischen den beiden gekuppelten Fahrzeugen abzufedern, besteht das Problem, dass derartige Aufkletterschutzeinrichtungen nicht an den meist konvex gewölbten und geschmierten Puffertellern der Puffer angeordnet werden können, da diese Pufferteller im gekuppelten Betrieb beim Kontakt mit dem gegenüberliegenden Pufferteller gerade Bewegungen senkrecht zur Fahrzeuglängsachse zulassen sollen.In vehicles with so-called side buffers, which serve in the coupled operation of two vehicles to absorb shock between the two coupled vehicles, there is the problem that such Aufkletterschutzeinrichtungen can not be arranged on the most convex curved and lubricated buffer plates of the buffer, as these buffer plates in coupled operation in contact with the opposite buffer plate to allow straight movements perpendicular to the vehicle longitudinal axis.
Bei solchen Fahrzeugen sind die Querstege der Aufkletterschutzeinrichtungen daher in der Regel in Fahrzeuglängsrichtung hinter dem Pufferteller am Fahrzeug angeordnet, um erst dann ihre Wirkung zu entfalten, wenn die Pufferteller bzw. die Puffer bereits einen vorgegebenen Längsversatz erfahren haben (der über den Längsversatz bei normalen Betriebstößen hinausgeht). Eine derartige Konfiguration ist beispielsweise aus der
Hierbei besteht allerdings das Problem, dass sich zum Zeitpunkt des wechselseitigen Eingreifens der Aufkletterschutzeinrichtungen, der mit einer gewissen Verzögerung eintritt, bereits ein erheblicher Höhenversatz zwischen den beiden Fahrzeugen ausgebildet haben kann. Während beispielsweise gemäß der EN 15227 ein anfänglicher Höhenversatz von 40 mm zugelassen ist, kann sich der Höhenversatz zum Zeitpunkt des Wirksamwerdens der Aufkletterschutzeinrichtungen bereits auf eine Größenordnung von 100 mm bis 200 mm vergrößert haben. Der Höhenversatz ermittelt sich dabei in der Regel durch den Versatz der Längsachsen der Aufprallelemente beider Fahrzeuge in der Fahrzeughöhenrichtung. Demgemäß kann es dazu kommen, dass nur noch ein vergleichsweise kleiner Bruchteil der Querstege miteinander in Eingriff gelangt, welcher möglicherweise nicht mehr ausreicht, um das weitere Aufklettern zu verhindern. Dies ist umso problematischer als gerade bei solchen Seitenpuffern mit ihren konvexen, geschmierten Puffertellern die Tendenz zum Aufklettern vergleichsweise hoch ist.In this case, however, there is the problem that at the time of mutual engagement of the Aufkletterschutzeinrichtungen, which occurs with a certain delay, already a significant height offset between the two vehicles may have formed. While, for example, according to EN 15227, an initial height offset of 40 mm is permitted, the height offset at the time the Climbing protection devices have already increased to an order of 100 mm to 200 mm. The height offset is determined as a rule by the offset of the longitudinal axes of the impact elements of both vehicles in the vehicle height direction. Accordingly, it may happen that only a comparatively small fraction of the transverse webs engages with each other, which may no longer be sufficient to prevent the further climbing. This is all the more problematic as just with such side buffers with their convex, lubricated buffer plates, the tendency to climb is relatively high.
Ein weiteres Problem eines solchen vergleichsweise großen Höhenversatzes liegt in der bereits erwähnten ungünstigen Belastung der in der Regel erst nach Eingreifen der Aufkletterschutzeinrichtungen wirksam werdenden Energieabsorptionselemente, sodass auch diese nicht ihre volle Funktion erfüllen können.Another problem of such a relatively large height offset lies in the already mentioned unfavorable load of usually only after intervention of Aufkletterschutzeinrichtungen be effective energy absorbing elements, so that they can not fulfill their full function.
Aus der
Ein gattungsgemäßes Schienenfahrzeug ist weiterhin aus der
Der vorliegenden Erfindung liegt daher die Aufgabe zu Grunde, ein Schienenfahrzeug der eingangs genannten Art zur Verfügung zu stellen, welches die oben genannten Probleme nicht oder zumindest in geringerem Maße mit sich bringt und insbesondere auf einfache Weise die Vermeidung eines übermäßigen Höhenversatzes zwischen den Stoßpartnern ermöglicht.The present invention is therefore based on the object to provide a rail vehicle of the type mentioned above, which does not bring the above-mentioned problems or at least to a lesser extent and in particular in a simple way to avoid excessive vertical displacement between the collision partners allows.
Die vorliegende Erfindung löst diese Aufgabe ausgehend von einem Schienenfahrzeug gemäß dem Oberbegriff des Anspruchs 1 durch die im kennzeichnenden Teil des Anspruchs 1 angegebenen Merkmale.The present invention solves this problem starting from a rail vehicle according to the preamble of claim 1 by the features stated in the characterizing part of claim 1.
Der vorliegenden Erfindung liegt die technische Lehre zu Grunde, dass man auf einfache Weise einen übermäßigen Höhenversatz zwischen zwei Stoßpartnern, beispielsweise zwei kollidierenden Schienenfahrzeugen, erzielen kann, wenn an dem ersten Ende des Wagenkastens wenigstens eine Rückholeinrichtung vorgesehen ist, welche dazu ausgebildet ist, nicht nur den bei ihrem Wirksamwerden vorhandenen Versatz in einer Ebene senkrecht zur Fahrzeuglängsachse zwischen den beiden Stoßpartnern einzufrieren, sondern diesen Versatz bei fortschreitendem Aufeinanderzubewegen der Stoßpartnern auch wieder erheblich zu reduzieren. Vorzugsweise beträgt diese Reduktion des Versatzes mindestens 20% der Abmessung des Aufprallelements in der Richtung dieses Versatzes. Dabei kann nicht nur ein Höhenversatz (also ein Versatz in Fahrzeughöhenrichtung) reduziert werden, sondern zusätzlich oder alternativ auch ein Querversatz der Fahrzeuge (also ein Versatz in Fahrzeugquerrichtung).The present invention is based on the technical teaching that it is possible to easily achieve an excessive vertical offset between two impact partners, for example two colliding rail vehicles, if at least one return device is provided at the first end of the vehicle body, which is designed not only to freeze existing at their inactivity offset in a plane perpendicular to the vehicle longitudinal axis between the two collision partners, but also significantly reduce this offset as the collision partners move towards each other. Preferably, this reduction in offset is at least 20% of the dimension of the impactor in the direction of this offset. In this case, not only a height offset (ie an offset in the vehicle height direction) can be reduced, but additionally or alternatively, a transverse offset of the vehicles (ie an offset in the vehicle transverse direction).
Diese Gestaltung hat neben der Vermeidung eines Aufkletterns der Fahrzeuge insbesondere den Vorteil, dass die hiermit erzielte Rückholwirkung gewährleistet, dass sich die Richtung der Kraftwirkung auf die Puffereinrichtung ebenso wie auf eventuell vorhandene Energieabsorptionselemente ihrem optimalen Wert zumindest wieder annähert, sodass deren einwandfreie Funktion gewährleistet ist.This design has in addition to avoiding the climbing of the vehicles in particular the advantage that the return effect achieved hereby ensures that the direction of the force acting on the buffer device as well as on any existing energy absorbing elements their optimal value at least approaches again, so that their proper function is guaranteed.
Gemäß einem Aspekt betrifft die Erfindung daher ein Schienenfahrzeug mit einem Wagenkasten, der eine Fahrzeuglängsrichtung, eine Fahrzeugquerrichtung und eine Fahrzeughöhenrichtung definiert, und einer Puffereinrichtung, wobei die Puffereinrichtung an einem ersten Ende des Wagenkastens angeordnet ist und zumindest in einem aktivierten Betriebszustand das erste Ende des Wagenkastens in der Fahrzeuglängsrichtung überragt. Die Puffereinrichtung weist an einem dem Wagenkasten in dem aktivierten Betriebszustand abgewandten Ende wenigstens ein Aufprallelement für einen Stoßpartner auf. Weiterhin ist die Puffereinrichtung dazu ausgebildet, Stöße mit einem Stoßpartner unter einer Längsverschiebung des Aufprallelements gegenüber dem Wagenkasten in der Fahrzeuglängsrichtung aufzunehmen, wobei das Aufprallelement in der Fahrzeughöhenrichtung eine Aufprallelementhöhe und in der Fahrzeugquerrichtung eine Aufprallelementbreite aufweist. An dem ersten Ende des Wagenkastens ist wenigstens eine Rückholeinrichtung vorgesehen, die dazu ausgebildet ist, bei fortschreitender Längsverschiebung des Aufprallelements mit einer komplementären Rückholeinrichtung an dem Stoßpartner zusammenzuwirken, um einen Höhenversatz zwischen dem Wagenkasten und dem Stoßpartner in der Fahrzeughöhenrichtung um eine Rückholhöhe zu reduzieren und/oder einen Querversatz zwischen dem Wagenkasten und dem Stoßpartner in der Fahrzeugquerrichtung um eine Rückholbreite zu reduzieren. Die Rückholhöhe entspricht dabei wenigstens 20% der Aufprallelementhöhe, vorzugsweise wenigstens 30% der Aufprallelementhöhe, weiter vorzugsweise wenigstens 50% der Aufprallelementhöhe. Zusätzlich oder alternativ entspricht die Rückholbreite wenigstens 20% der Aufprallelementbreite, vorzugsweise wenigstens 30% der Aufprallelementbreite, weiter vorzugsweise wenigstens 50% der Aufprallelementbreite.According to one aspect, the invention therefore relates to a rail vehicle having a car body defining a vehicle longitudinal direction, a vehicle transverse direction and a vehicle height direction, and a buffer device, wherein the buffer device is arranged at a first end of the car body and at least in an activated operating state, the first end of the car body surmounted in the vehicle longitudinal direction. The buffer device has at least one impact element for a collision partner at an end facing away from the vehicle body in the activated operating state. Furthermore, the buffer device is designed to absorb impacts with a collision partner with a longitudinal displacement of the impact element relative to the vehicle body in the vehicle longitudinal direction, the impact element having an impact element height in the vehicle height direction and an impact element width in the vehicle transverse direction. At the first end of the car body at least one return device is provided, which is designed to cooperate with progressive longitudinal displacement of the impact element with a complementary return device on the impact partner to reduce a height offset between the car body and the impact partner in the vehicle height direction by a return height and / / or to reduce a transverse offset between the car body and the impact partner in the vehicle transverse direction by a return width. The return height corresponds thereby at least 20% of the impact element height, preferably at least 30% of the impact element height, more preferably at least 50% of the impact element height. Additionally or alternatively, the return width corresponds to at least 20% of the impact element width, preferably at least 30% of the impact element width, more preferably at least 50% of the impact element width.
Die Rückholhöhe kann ebenso wie die Rückholbreite grundsätzlich beliebig groß gewählt werden. Vorzugsweise ist der betreffende Wert jedoch auf ein gewisses Maß begrenzt. So entspricht die Rückholhöhe bevorzugt 20% bis 80% der Aufprallelementhöhe, vorzugsweise 30% bis 70% der Aufprallelementhöhe, weiter vorzugsweise 40% bis 60% der Aufprallelementhöhe entspricht. Zusätzlich oder alternativ entspricht die Rückholbreite 20% bis 80% der Aufprallelementbreite, vorzugsweise 30% bis 70% der Aufprallelementbreite, weiter vorzugsweise 40% bis 60% der Aufprallelementbreite. Hiermit werden in vorteilhafter Weise kompakte Abmessungen für die Rückholeinrichtung erzielt, welche deren Integration in den Wagenkasten erleichtern. Insbesondere können hierdurch am Wagenkasten freizuhaltende Bereiche (beispielsweise der so genannte für Arbeiten beim Kuppeln von Fahrzeugen für den Bahnarbeiter freizuhaltende Berner Raum) in einfacher Weise respektiert werden.The return height can basically be chosen as large as the return width. Preferably, however, the value in question is limited to a certain extent. Thus, the return height preferably corresponds to 20% to 80% of the impact element height, preferably 30% to 70% of the impact element height, more preferably corresponds to 40% to 60% of the impact element height. Additionally or alternatively, the return width corresponds to 20% to 80% of the impact element width, preferably 30% to 70% of the impact element width, more preferably 40% to 60% of the impact element width. This compact dimensions are achieved for the return device, which facilitate their integration into the car body in an advantageous manner. In particular, areas which are to be kept free on the vehicle body (for example, the so-called Berner space to be kept free for work by the railroad worker when working on the coupling of vehicles) can be easily respected.
Die Rückholhöhe bzw. die Rückholbreite richtet sich in der Regel nach den Abmessungen der Aufprallelemente. Bevorzugt beträgt die Rückholhöhe und/oder die Rückholbreite 60 mm bis 220 mm, vorzugsweise 80 mm bis 200 mm, weiter vorzugsweise 100 mm bis 180 mm, da sich hiermit wiederum besonders günstige Abmessungen für die Rückholeinrichtung bei guter Rückholwirkung erzielen lassen.The return height or the return width depends usually on the dimensions of the impact elements. Preferably, the return height and / or the return width is 60 mm to 220 mm, preferably 80 mm to 200 mm, more preferably 100 mm to 180 mm, since this in turn can achieve particularly favorable dimensions for the return device with good return action.
Auch das Ausmaß der Rückholung kann grundsätzlich auf beliebige geeignete Weise gewählt sein. Insbesondere sollte hierdurch bevorzugt sichergestellt sein, dass die Puffereinrichtung sowie eventuell vorgesehene Energieabsorptionselemente unter möglichst optimierten Bedingungen belastet werden. Vorzugsweise ist die Rückholeinrichtung daher dazu ausgebildet, bei vollständigem Eingriff mit der komplementären Rückholeinrichtung den Höhenversatz und/oder den Querversatz zwischen dem Wagenkasten und dem Stoßpartner auf einen Wert von weniger als 80 mm, vorzugsweise weniger als 40 mm, weiter vorzugsweise im Wesentlichen 0 mm zu reduzieren.Also, the extent of retrieval may be basically selected in any suitable manner. In particular, this should preferably ensure that the buffer device as well as any envisaged energy absorption elements are loaded under optimally optimized conditions. Preferably, the return device is therefore adapted to the height offset and / or the transverse offset between the car body and the impact partner to a value of less than 80 mm, preferably less than 40 mm, more preferably substantially 0 mm at full engagement with the complementary return device to reduce.
Die Rückholeinrichtung kann grundsätzlich in beliebiger geeigneter Weise gestaltet und angeordnet sein, um die gewünschte Rückholwirkung zu erzielen. Insbesondere ist die Rückholeinrichtung vorzugsweise so gestaltet und angeordnet, dass unmittelbar mit Beginn des Eingriffs bzw. Zusammenwirkens mit der komplementären Rückholeinrichtung an dem Stoßpartner eine weitere Erhöhung des Höhenversatzes und/oder des Querversatzes vermieden wird. Vorzugsweise setzt schon unmittelbar mit Beginn des Kontakts bzw. Zusammenwirkens mit der komplementären Rückholeinrichtung an dem Stoßpartner die Rückholwirkung (also die Verringerung des betreffenden Versatzes zwischen den Stoßpartnern) ein.The return device can basically be designed and arranged in any suitable manner in order to achieve the desired return action. In particular, the return device is preferably designed and arranged so that immediately at the beginning the engagement or interaction with the complementary return device on the impact partner a further increase in the height offset and / or the transverse offset is avoided. Preferably, the return effect (ie the reduction of the respective offset between the impact partners) begins immediately at the beginning of the contact or interaction with the complementary return device on the impact partner.
Bei besonders einfach gestalteten Varianten der Erfindung umfasst die Rückholeinrichtung wenigstens ein in der Fahrzeuglängsrichtung von dem Wagenkasten vorspringendes Rückholelement, wobei das Rückholelement dazu ausgebildet ist, mit der komplementären Rückholeinrichtung, insbesondere einer Wandung einer Rückholausnehmung der komplementären Rückholeinrichtung, zur Reduzierung des Querversatzes und/oder des Höhenversatzes zusammenzuwirken.In particularly simple variants of the invention, the return device comprises at least one projecting in the vehicle longitudinal direction of the car body return element, wherein the return element is adapted to the complementary return means, in particular a wall of a Rückholausnehmung the complementary return device to reduce the transverse offset and / or Height offset cooperate.
Um die gewünschte Rückholwirkung zu erzielen, weist das Rückholelement und/oder die Wandung der Rückholausnehmung wenigstens eine zur Fahrzeuglängsrichtung geneigte Rückholfläche auf. Ist diese Rückholfläche auch zur Fahrzeughöhenrichtung geneigt, wird eine Rückholwirkung in der Fahrzeughöhenrichtung erzielt. Ist die Rückholfläche zusätzlich oder alternativ zu der Fahrzeugquerrichtung geneigt, wird eine Rückholwirkung in der Fahrzeugquerrichtung erzielt.In order to achieve the desired return action, the return element and / or the wall of the return recess has at least one return surface inclined to the vehicle longitudinal direction. If this return surface is also inclined to the vehicle height direction, a return effect in the vehicle height direction is achieved. If the return surface is inclined additionally or alternatively to the vehicle transverse direction, a return effect in the vehicle transverse direction is achieved.
Durch die Gestaltung der Rückholfläche kann der sich mit fortschreitendem Eingriff der Rückholeinrichtungen ergebende Ablauf der Rückholbewegung eingestellt werden. So kann beispielsweise über eine entsprechende Variation der Neigung der Rückholfläche ein zumindest abschnittsweise progressiver Verlauf und/oder ein zumindest abschnittsweise linearer Verlauf und/oder ein zumindest abschnittsweise degressiver Verlauf der Rückholbewegung erzielt werden. Bei bevorzugten, weil besonders einfach herzustellenden Varianten der Erfindung handelt es sich bei der Rückholfläche um eine im Wesentlichen ebene Fläche.The design of the return surface of the resulting with progressive engagement of the return means sequence of the return movement can be adjusted. Thus, for example, via a corresponding variation of the inclination of the return surface an at least partially progressive course and / or an at least partially linear course and / or an at least partially degressive course of the return movement can be achieved. In preferred, because particularly easy to manufacture variants of the invention, the return surface is a substantially flat surface.
Das Rückholelement und/oder die (komplementäre) Rückholausnehmung kann grundsätzlich auf beliebige geeignete Weise gestaltet sein. Besonders einfach herzustellende und robuste Varianten der Erfindung zeichnen sich dadurch aus, dass das Rückholelement und/oder die Rückholausnehmung insbesondere zumindest abschnittsweise im Wesentlichen keilförmig oder zumindest abschnittsweise im Wesentlichen pyramidenförmig gestaltet ist. Ebenso versteht es sich aber, dass das Rückholelement gegebenenfalls auch zumindest abschnittsweise im Wesentlichen konisch ausgebildet sein kann.The return element and / or the (complementary) Rückholausnehmung can basically be designed in any suitable manner. Particularly easy to manufacture and robust variants of the invention are characterized in that the return element and / or the Rückholausnehmung is at least partially substantially wedge-shaped or at least partially designed substantially pyramidal. However, it is also understood that the return element can optionally also be formed substantially conically at least in sections.
Vorzugsweise umfasst das Rückholelement und/oder die Wandung der Rückholausnehmung wenigstens eine Höhenrückholfläche und/oder wenigstens eine Querrückholfläche, wobei sich die Höhenrückholfläche in der Fahrzeughöhenrichtung wenigstens über die Rückholhöhe erstreckt und/oder sich die Querrückholfläche in der Fahrzeugquerrichtung wenigstens über die Rückholbreite erstreckt, um die Rückholbewegung in dem gewünschten Ausmaß zu erzielen. Es versteht sich, dass natürlich auch jeweils größere Abmessungen gewählt sein können.Preferably, the return element and / or the wall of the Rückholausnehmung at least one Höhenrückholfläche and / or at least one transverse return surface, wherein the Höhenrückholfläche extends in the vehicle height direction at least over the return height and / or extends the transverse return surface in the vehicle transverse direction at least over the return width to the To achieve return movement to the desired extent. It is understood that, of course, each larger dimensions can be selected.
Grundsätzlich kann es ausreichen, lediglich ein Rückholelement vorzusehen, welches mit der Wandung einer entsprechenden komplementären Rückholausnehmung zusammenwirkt. Bei bevorzugten Varianten der Erfindung ist jedoch vorgesehen, dass die Rückholeinrichtung wenigstens zwei Rückholelemente aufweist, wobei die wenigstens zwei Rückholelemente in der Fahrzeughöhenrichtung und/oder in der Fahrzeugquerrichtung zueinander versetzt angeordnet sind. Dies hat den Vorteil, dass hiermit Konfigurationen erzielt werden können, bei denen es zu keiner Einleitung eines Rollmoments bzw. Wankmoments (also keines Moments um die Fahrzeuglängsachse) in den jeweiligen Wagenkasten kommt.In principle, it may be sufficient to provide only one return element which cooperates with the wall of a corresponding complementary return recess. In preferred variants of the invention, however, it is provided that the return device has at least two return elements, wherein the at least two return elements are arranged offset to one another in the vehicle height direction and / or in the vehicle transverse direction. This has the advantage that hereby configurations can be achieved in which there is no introduction of a rolling moment or rolling moment (ie no moment about the vehicle longitudinal axis) in the respective car body.
Bei weiteren bevorzugten Varianten des erfindungsgemäßen Schienenfahrzeugs umfasst die Rückholeinrichtung wenigstens eine sich in der Fahrzeuglängsrichtung erstreckende Rückholausnehmung, wobei wenigstens eine Wandung der Rückholausnehmung dazu ausgebildet ist, mit der komplementären Rückholeinrichtung, insbesondere einem Rückholelement der komplementären Rückholeinrichtung, zur Reduzierung des Querversatzes und/oder des Höhenversatzes zusammenzuwirken. Hiermit sind Gestaltungen möglich, bei denen an beiden Fahrzeugen identische Rückholeinrichtungen vorgesehen sind, wodurch sich deren Einsatz erheblich vereinfacht.In further preferred variants of the rail vehicle according to the invention, the return device comprises at least one extending in the vehicle longitudinal direction Rückholausnehmung, wherein at least one wall of the Rückholausnehmung is formed with the complementary return device, in particular a return element of the complementary return device to reduce the transverse offset and / or the height offset co. Hereby, designs are possible in which identical return devices are provided on both vehicles, which considerably simplifies their use.
Auch hier umfasst die Rückholeinrichtung wiederum bevorzugt wenigstens zwei Rückholausnehmungen, wobei die wenigstens zwei Rückholausnehmungen in der Fahrzeughöhenrichtung und/oder in der Fahrzeugquerrichtung zueinander versetzt angeordnet sind, um unter anderem den beschriebenen Vorteil der Vermeidung der Einleitung von Rollmomenten bzw. Wankmomenten in den jeweiligen Wagenkasten zu erzielen.Again, the return device preferably again comprises at least two Rückholausnehmungen, wherein the at least two Rückholausnehmungen are arranged staggered in the vehicle height direction and / or in the vehicle transverse direction to inter alia the described advantage of avoiding the introduction of rolling moments or Wankmomenten in the respective car body achieve.
Bei bevorzugten Varianten der Erfindung ist die Puffereinrichtung dazu ausgebildet, Stöße mit einem Stoßpartner bis zu einer ersten Längsverschiebung des Aufprallelements gegenüber dem Wagenkasten in der Fahrzeuglängsrichtung reversibel aufzunehmen, sodass beispielsweise normale Betriebstöße, beispielsweise beim Kuppeln vom Fahrzeugen oder dergleichen, ohne Beschädigung aufgenommen werden können.In preferred variants of the invention, the buffer device is designed to reversibly receive shocks with a collision partner up to a first longitudinal displacement of the impact element relative to the vehicle body in the vehicle longitudinal direction, so that For example, normal operational shocks, such as when coupling the vehicle or the like, can be recorded without damage.
Vorzugsweise ist die Rückholeinrichtung derart angeordnet und ausgebildet, dass sie bei einem Stoß (bis zu einem vorgebbaren maximalen Höhenversatz) zwischen dem Wagenkasten und dem Stoßpartner bis zu der ersten Längsverschiebung des Aufprallelements nicht mit der komplementären Rückholeinrichtung des Stoßpartners in Eingriff gelangt, um derartige normale Betriebstöße nicht zu behindern bzw. hierbei die Einleitung von Kräften in den Wagenkasten über die Rückholeinrichtung zu vermeiden.Preferably, the return means is arranged and adapted such that it does not engage with the complementary return means of the impact partner during a collision (up to a predefinable maximum height offset) between the body and the impact partner until the first longitudinal displacement of the impact member to such normal operational shocks not to hinder or in this case to avoid the introduction of forces in the car body via the return device.
Vorzugsweise ist die Rückholeinrichtung weiterhin derart angeordnet und ausgebildet, dass sie bei einem Stoß (bis zu einem vorgebbaren maximalen Höhenversatz) zwischen dem Wagenkasten und dem Stoßpartner ab einer zweiten Längsverschiebung des Aufprallelements mit der komplementären Rückholeinrichtung des Stoßpartners in Eingriff gelangt, wobei die Puffereinrichtung den Stoß bis zu der zweiten Längsverschiebung im Wesentlichen reversibel aufnimmt. Mithin erfolgt also bis zum wechselseitigen Eingriff der Rückholeinrichtungen nur eine reversible Energieaufnahme bzw. Verschiebung des Aufprallelements.Preferably, the retracting means is further arranged and adapted to engage the complementary return means of the impact partner upon impact (up to a predeterminable maximum height offset) between the body and the impact partner from a second longitudinal displacement of the impact member, the buffer means is substantially reversible up to the second longitudinal displacement. Consequently, therefore, until the mutual engagement of the return devices only a reversible energy absorption or displacement of the impact element takes place.
Bevorzugt ist die Puffereinrichtung und/oder die Rückholeinrichtung dann dazu ausgebildet, Stöße mit einem Stoßpartner ab der zweiten Längsverschiebung des Aufprallelements gegenüber dem Wagenkasten in der Fahrzeuglängsrichtung durch irreversible Verformung wenigstens eines Energieverzehrelements aufzunehmen. Es versteht sich jedoch, dass auch vorgesehen sein kann, dass dieser irreversible Energieverzehr auch erst eine gewisse Zeit nach Wirksamwerden der Rückholeinrichtung erfolgt. Hierdurch kann sichergestellt werden, dass bis dahin bereits eine ausreichend große Rückholbewegung erfolgt ist, welche gewährleistet, dass die Stoßbelastung unter möglichst günstigen Bedingungen in das Energieverzehrelement eingeleitet wird.Preferably, the buffer device and / or the return device is then designed to absorb impacts with an impact partner from the second longitudinal displacement of the impact element relative to the vehicle body in the vehicle longitudinal direction by irreversible deformation of at least one energy dissipation element. However, it is understood that it can also be provided that this irreversible consumption of energy takes place only a certain time after the return device has become effective. In this way it can be ensured that a sufficiently large return movement has already taken place by then, which ensures that the impact load is introduced into the energy-absorbing element under the most favorable conditions possible.
Die vorliegende Erfindung kann sowohl an freien Fahrzeugenden als auch zwischen gekuppelten Schienenfahrzeugen eingesetzt werden. Bevorzugt ist eine entsprechende Puffereinrichtung und die RĂĽckholeinrichtung daher an einem freien Ende des Wagenkastens und/oder an einem gekuppelten Ende des Wagenkastens angeordnet.The present invention can be used both on free vehicle ends and between coupled rail vehicles. Preferably, a corresponding buffer device and the return device is therefore arranged at a free end of the car body and / or at a coupled end of the car body.
Weiterhin kann die Rückholeinrichtung an beliebiger Stelle am ersten Ende des Wagenkastens angeordnet sein. Bevorzugt ist die Rückholeinrichtung in Fahrzeugquerrichtung mittig an dem Wagenkasten angeordnet, um eine möglichst günstige Einleitung der Lasten in den Wagenkasten bei Wirksamwerden der Rückholeinrichtung zu erzielen. Es versteht sich jedoch, dass bei anderen Varianten der Erfindung auch mehrere (bevorzugt symmetrisch zur Längsmittenebene des Fahrzeugs angeordnete) Rückholeinrichtungen vorgesehen sein können.Furthermore, the return device can be arranged at any point on the first end of the car body. Preferably, the return device in the vehicle transverse direction is arranged centrally on the car body in order to achieve the best possible Initiation of the loads in the car body when the return device is effective to achieve. However, it is understood that in other variants of the invention, a plurality of (preferably arranged symmetrically to the longitudinal center plane of the vehicle) return devices may be provided.
Weiterhin kann die Erfindung für beliebige Fahrzeuge eingesetzt werden. Insbesondere lässt sie sich sowohl bei Fahrzeugen einsetzen, bei denen die Puffereinrichtung als Seitenpuffereinrichtung ausgebildet ist, als auch bei Fahrzeugen, bei denen die Puffereinrichtung als Mittelpuffereinrichtung, beispielsweise in Form einer Mittelpufferkupplung, ausgebildet ist.Furthermore, the invention can be used for any vehicles. In particular, it can be used both in vehicles in which the buffer device is designed as a side buffer device, as well as in vehicles in which the buffer device is designed as a central buffer device, for example in the form of a central buffer coupling.
Die vorliegende Erfindung betrifft weiterhin eine Rückholeinrichtung für ein erfindungsgemäßes Schienenfahrzeug, wobei diese Rückholeinrichtung die oben im Zusammenhang mit dem erfindungsgemäßen Schienenfahrzeug beschriebenen Merkmale aufweist.The present invention further relates to a return device for a rail vehicle according to the invention, this return device having the features described above in connection with the rail vehicle according to the invention.
Weitere bevorzugte Ausgestaltungen der Erfindung ergeben sich aus den UnteransprĂĽchen bzw. der nachstehenden Beschreibung bevorzugter AusfĂĽhrungsbeispiele, welche auf die beigefĂĽgten Zeichnungen Bezug nimmt. Es zeigen:
- Figur 1
- eine schematische Ansicht eines Teils einer bevorzugten Ausführungsform des erfindungsgemäßen Schienenfahrzeugs mit einer bevorzugten Ausführungsform der erfindungsgemäßen Rückholeinrichtung in einem ersten Zustand unmittelbar vor einer Kollision mit einem weiteren erfindungsgemäßen Schienenfahrzeug;
- Figur 2
- eine schematische Ansicht der Fahrzeuge aus
Figur 1 in einem zweiten Zustand unmittelbar bei Wirksamwerden der RĂĽckholeinrichtungen; - Figur 3
- eine schematische Ansicht der Fahrzeuge aus
Figur 1 in einem dritten Zustand am Ende der RĂĽckholbewegung; - Figur 4
- eine schematische perspektivische Ansicht von Teilen der Fahrzeuge aus
Figur 1 in dem ersten Zustand; - Figur 5
- eine schematische perspektivische Ansicht einer weiteren bevorzugten Ausführungsform der erfindungsgemäßen Rückholeinrichtung.
- FIG. 1
- a schematic view of a portion of a preferred embodiment of the rail vehicle according to the invention with a preferred embodiment of the return device according to the invention in a first state immediately before a collision with another rail vehicle according to the invention;
- FIG. 2
- a schematic view of the vehicles
FIG. 1 in a second state immediately upon the effectiveness of the return devices; - FIG. 3
- a schematic view of the vehicles
FIG. 1 in a third state at the end of the return movement; - FIG. 4
- a schematic perspective view of parts of the vehicles
FIG. 1 in the first state; - FIG. 5
- a schematic perspective view of another preferred embodiment of the return device according to the invention.
Im Folgenden wird unter Bezugnahme auf die
Das Fahrzeug 101 umfasst einen (durch die Kontur 102 angedeuteten) Wagenkasten, der im Bereich seiner beiden Enden in herkömmlicher Weise jeweils auf einem Fahrwerk in Form eines (nicht dargestellten) Drehgestells abgestützt ist. Es versteht sich jedoch, dass die vorliegende Erfindung auch in Verbindung mit anderen Konfigurationen eingesetzt werden kann, bei denen der Wagenkasten lediglich unmittelbar auf einem Fahrwerk abgestützt ist.The
Zum einfacheren Verständnis der nachfolgenden Erläuterungen ist in der
An einem vorderen, freien ersten Ende 102.1 des Wagenkastens 102 ist eine Puffereinrichtung in Form von Seitenpuffern 103 mit einer Pufferlängsachse 103.1 angeordnet, die in dem in
Es versteht sich, dass sich die Seitenpuffer 103 im unbelasteten Zustand stets in der in
Die Seitenpuffer 103 weisen an einem dem Wagenkasten 102 abgewandten Ende wenigstens ein Aufprallelement für einen Stoßpartner auf, welches im vorliegenden Beispiel in Form eines Puffertellers 103.2 gestaltet ist. Der jeweilige Pufferteller 103.2 weist als Abmessung in der Fahrzeughöhenrichtung eine Aufprallelementhöhe H = 320 mm und als Abmessung in der Fahrzeugquerrichtung eine Aufprallelementbreite B = 580 mm auf.The side buffers 103 have at an end remote from the
Die Puffereinrichtung 103 ist in herkömmlicher Weise dazu ausgebildet, Stöße mit dem Stoßpartner unter einer Längsverschiebung des Puffertellers 103.2 gegenüber dem Wagenkasten 102 entlang der Pufferlängsachse 103.1 bzw. der Fahrzeuglängsrichtung aufzunehmen. Ein solcher Stoßpartner ist im vorliegenden Beispiel von einem identisch zum ersten Fahrzeug 101 gestalteten zweiten Fahrzeug 104 gebildet.The
Wie insbesondere den
Die erste Rückholeinrichtung 105 ist dazu ausgebildet, beim Zusammenstoß mit dem zweiten Fahrzeug 104 bei fortschreitender Längsverschiebung der Pufferteller 103.2 mit der identisch gestalteten komplementären zweiten Rückholeinrichtung 107 an dem Wagenkasten 106 des zweiten Fahrzeugs 104 zusammenzuwirken, um (im Wesentlichen unmittelbar beginnend mit dem Eingriff der beiden Rückholeinrichtungen 105 und 107) einen Höhenversatz zwischen dem Wagenkasten 102 und dem Wagenkasten 106 in der Fahrzeughöhenrichtung um eine Rückholhöhe HR von bis zu HR = 160 mm zu reduzieren. Die Rückholhöhe HR entspricht im vorliegenden Beispiel somit 50% der Aufprallelementhöhe H.The
Zu diesem Zweck weist die erste Rückholeinrichtung 105 ein in der Fahrzeuglängsrichtung von dem Wagenkasten 102 vorspringendes erstes Rückholelement 105.1 sowie eine in der Fahrzeugquerrichtung dazu versetzte erste Rückholausnehmung 105.2 auf. Das erste Rückholelement 105.1 ist im vorliegenden Beispiel im Wesentlichen keilförmig ausgebildet und weist auf seiner Oberseite eine erste Rückholfläche 105.3 auf, die als im Wesentlichen ebene Fläche gestaltet ist. Die erste Rückholfläche 105.3 ist sowohl zu der Fahrzeuglängsrichtung als auch zu der Fahrzeughöhenrichtung geneigt. In ähnlicher Weise keilförmig ist auch die erste Rückholausnehmung 105.2 gestaltet, deren obere Wandung eine zweite Rückholfläche 105.4 aufweist, die ihrerseits sowohl zu der Fahrzeuglängsrichtung als auch zu der Fahrzeughöhenrichtung geneigt ist.For this purpose, the
Die identisch gestaltete zweite Rückholeinrichtung 107 weist dementsprechend ein in der Fahrzeuglängsrichtung von dem Wagenkasten 106 vorspringendes zweites Rückholelement 107.1 mit einer dritten Rückholfläche 107.3 sowie eine in der Fahrzeugquerrichtung dazu versetzte zweite Rückholausnehmung 107.2 mit einer vierten Rückholfläche 107.4 auf.The identically designed
Wie der
In dem in
Bewegen sich nun die Wagenkästen 102 und 104 weiter aufeinander zu, gleiten die zur Fahrzeuglängsrichtung und zur Fahrzeughöhenrichtung geneigten Rückholflächen 105.3 und 107.4 bzw. 107.3 und 105.4 aneinander ab, wodurch (unmittelbar beginnend mit dem wechselseitigen Kontakt der Rückholflächen 105.3 und 107.4 bzw. 107.3 und 105.4) der Höhenversatz HV zwischen den beiden Wagenkästen 102 und 104 kontinuierlich reduziert wird. Im vorliegenden Beispiel erfolgt dies wegen der im Wesentlichen ebenen Gestaltung der Rückholflächen in einer linearen Bewegung.Now move the
Da sich die erste Rückholfläche 105.3 des ersten Rückholelements 105.1 und die dritte Rückholfläche 107.3 des zweiten Rückholelements 107.1 jeweils über die Rückholhöhe HR erstrecken, ist der Höhenversatz HV in dem in
Die vorstehend beschriebene Gestaltung hat den Vorteil, dass hiermit die Einleitung eines Rollmoments bzw. Wankmoments (also eines Moments um die Fahrzeuglängsachse) in den jeweiligen Wagenkasten 102 bzw. 106 beim Eingriff der Rückholeinrichtung 105 mit der bezüglich der Fahrzeughochachse um 180° verdrehten, ansonsten aber identisch gestalteten Rückholeinrichtung 107 vermieden wird.The design described above has the advantage that hereby the initiation of a rolling torque or rolling moment (ie a moment about the vehicle longitudinal axis) in the
Im vorliegenden Beispiel ist die Puffereinrichtung 103 dazu ausgebildet, Stöße reversibel aufzunehmen, die zu einer ersten Längsverschiebung des jeweiligen Puffertellers 103.2 führen, die geringer ist als eine zweite Längsverschiebung, die sich in dem in
Im vorliegenden Beispiel nimmt die Puffereinrichtung 103 durch irreversible Deformation eines integrierten Energieverzehrelements beginnend mit der zweiten Längsverschiebung (wie sie sich in dem in
Es versteht sich, dass bei bestimmten Varianten der Erfindung durch eine entsprechende Gestaltung des Neigungsverlaufs der Rückholflächen ein anderer Bewegungsablauf der Rückholbewegung erzielt werden kann. Insbesondere kann durch eine stärkere Neigung zur Fahrzeuglängsrichtung zu Beginn der Rückholbewegung ein schneller Abbau des Höhenversatzes erzielt werden, bevor der irreversible Energieverzehr beginnt, um sicherzustellen, dass die Stoßbelastung unter möglichst günstigen Bedingungen in das Energieverzehrelement eingeleitet wird.It is understood that in certain variants of the invention, a different movement of the return movement can be achieved by a corresponding design of the slope profile of the return surfaces. In particular, by a greater inclination to the vehicle longitudinal direction at the beginning of the return movement, a rapid reduction of the vertical offset can be achieved before the irreversible energy consumption begins to ensure that the impact load is introduced under the most favorable conditions in the energy absorbing element.
Ist die Stoßenergie so groß, dass sich die Wagenkästen 102 und 104 auch nach dem in
Es sei an dieser Stelle erwähnt, dass die Rückholeinrichtungen bei bestimmten Varianten der Erfindung auch hinter die Außenhülle des Wagenkastens zurückgezogen angeordnet sein können, wie dies in
Im Folgenden wird unter Bezugnahme auf die
Der Unterschied der Rückholeinrichtung 205 zu der Rückholeinrichtung 105 besteht lediglich darin, dass die Rückholeinrichtung 205 drei Rückholelemente 205.1 sowie drei Rückholausnehmungen 205.2 aufweist. Eine der Rückholausnehmungen 205.2 ist dabei zwischen zwei in Fahrzeughöhenrichtung zueinander versetzt angeordneten Rückholelementen 205.1 angeordnet, während das zu den beiden Rückholelementen 205.1 in Fahrzeugquerrichtung versetzte dritte Rückholelement 205.1 zwischen zwei in Fahrzeughöhenrichtung zueinander versetzt angeordneten Rückholausnehmungen 205.2 positioniert ist.The difference between the
Diese Gestaltung hat wiederum den Vorteil, dass hiermit die Einleitung eines Rollmoments bzw. Wankmoments (also eines Moments um die Fahrzeuglängsachse) in den jeweiligen Wagenkasten 102 bzw. 106 beim Eingriff der Rückholeinrichtung 205 mit der bezüglich der Fahrzeughochachse um 180° verdrehten, ansonsten aber identisch gestalteten Rückholeinrichtung 207 vermieden wird.This design in turn has the advantage that hereby the introduction of a rolling torque or rolling moment (ie a moment about the vehicle longitudinal axis) in the
Die vorliegende Erfindung wurde vorstehend ausschließlich anhand von Beispielen beschrieben, bei denen durch die Rückholeinrichtung ein Höhenversatz zwischen den Wagenkästen reduziert wurde. Es versteht sich jedoch, dass durch eine geeignete Gestaltung der Rückholelemente und Rückholausnehmungen auch ein Querversatz reduziert werden kann. Hierzu kann beispielsweise die jeweilige Rückholeinrichtung um 90° bezüglich der Fahrzeuglängsachse verdreht eingesetzt werden.The present invention has been described above solely by way of examples in which a height offset between the car bodies has been reduced by the retrieval device. It is understood, however, that by a suitable design of the return elements and Rückholausnehmungen a transverse offset can be reduced. For this purpose, for example, the respective return device can be used rotated by 90 ° with respect to the vehicle longitudinal axis.
Ebenso kann natürlich auch sowohl ein Höhenversatz als auch ein Querversatz reduziert werden, indem zusätzlich zu den oben beschriebenen, zur Fahrzeuglängsrichtung und zur Fahrzeughöhenrichtung geneigten Rückholflächen auch zur Fahrzeuglängsrichtung und zur Fahrzeugquerrichtung geneigte Rückholflächen vorgesehen werden, wie dies in
Es sei an dieser Stelle nochmals erwähnt, dass die vorliegende Erfindung sowohl, wie im Zusammenhang mit den Ausführungsbeispielen beschrieben, an freien Fahrzeugenden als auch zwischen gekuppelten Schienenfahrzeugen eingesetzt werden kann. Weiterhin kann die Erfindung sowohl bei den beispielhaft beschriebenen Fahrzeugen mit Seitenpuffern als auch bei Fahrzeugen mit Mittelpuffereinrichtungen, beispielsweise in Form einer Mittelpufferkupplung, eingesetzt werden.It should be mentioned again here that the present invention can be used both on free vehicle ends and between coupled rail vehicles, as described in connection with the exemplary embodiments. Furthermore, the invention can be used both in the exemplarily described vehicles with side buffers and in vehicles with central buffer devices, for example in the form of a central buffer coupling.
Die vorliegende Erfindung wurde vorstehend ausschließlich anhand eines Fahrzeugs für Triebzüge beschrieben, die mit vergleichsweise hohen Nennbetriebsgeschwindigkeiten verkehren. Es versteht sich jedoch, dass die Erfindung auch im Zusammenhang mit anderen Schienenfahrzeugen, insbesondere bei niedrigeren oder aber auch noch höheren Nennbetriebsgeschwindigkeiten zum Einsatz kommen kann.The present invention has been described above solely by means of a vehicle for multiple unit trains operating at comparatively high rated operating speeds. It is understood, however, that the invention may also be used in connection with other rail vehicles, in particular at lower or even higher rated operating speeds.
Claims (15)
- Rail vehicle comprising- a wagon body (102, 106) defining a vehicle longitudinal direction, a vehicle transverse direction and a vehicle height direction, and- a buffer device (103), wherein- said buffer device (103) is arranged at a first end of the wagon body (102, 106) and, at least in an activated operating state, projects beyond said first end of the wagon body (102, 106) in the longitudinal direction of the vehicle,- said buffer device (103) comprises at least one impact element (103.2) for an impact partner, situated at the end facing away from said wagon body (102, 106) in the activated operating state,- said buffer device (103) is designed to absorb collisions with an impact partner via a longitudinal displacement of said impact element (103.2) against the wagon body (102, 106) in the vehicle longitudinal direction,- said impact element (103.2) has an impact element height in the vehicle height direction and an impact element width in the vehicle transverse direction,characterized in that- at least one return motion device (105, 107; 108; 205, 207) is provided at the first end of the wagon body (102, 106), said return motion device being designed to cooperate with a complementary return motion device (105, 107; 108; 205, 207) on the impact partner during progressive longitudinal displacement of the impact element (103.2) to reduce a height offset between the wagon body (102, 106) and the impact partner in the vehicle height direction by a return height, wherein- said return height corresponds to at least 20% of the height of the impact element, preferably at least 30% of the height of the impact element, more preferably at least 50% of the height of the impact element.
- Rail vehicle according to claim 1, characterized in that- said return height corresponds to 20% to 80% of the height of the impact element, preferably 30% to 70% of the height of the impact element, more preferably 40% to 60% of the height of the impact element,
and- said return motion device (105, 107; 108; 205, 207) is additionally designed to cooperate with a complementary return motion device (105, 107; 108; 205, 207) on the impact partner during progressive longitudinal displacement of the impact element (103.2) to reduce a transverse offset between the wagon body (102, 106) and the impact partner in the vehicle transverse direction by a return width, wherein the return width corresponds to at least 20% of the width of the impact element, preferably at least 30% of the width of the impact element, more preferably at least 50% of the width of the impact element, more preferably 20% to 80% of the width of the impact element, more preferably 30% to 70% of the width of the impact element, more preferably 40% to 60% of the width of the impact element. - Rail vehicle according to claim 1 or 2, characterized in that- said return height and/or said return width is 60 mm to 220 mm, preferably 80 mm to 200 mm, more preferably 100 mm to 180 mm,
and/or- said return motion device (105, 107; 108; 205, 207) is designed to reduce, during complete engagement with said complementary return motion device (105, 107; 108; 205, 207), the height offset and/or transverse offset between the wagon body (102, 106) and the impact partner to a value of less than 80 mm, preferably less than 40 mm, more preferably to substantially 0 mm. - Rail vehicle according to any one of the preceding claims, characterized in that- the return motion device (105, 107; 108; 205, 207) has at least one return element (105.1, 107.1; 205.1, 207.1) protruding in the vehicle longitudinal direction,
wherein- the return element (105.1, 107.1; 205.1, 207.1) is designed to cooperate with the complementary return motion device (105, 107; 108; 205, 207), in particular with a wall of a complementary return recess (105.2, 107.2; 205.2, 207.2) of the complementary return motion device (105, 107; 108; 205, 207), to reduce the transverse offset and/or the height offset, and
wherein- the return element (105.1, 107.1; 205.1, 207.1), in particular, protrudes from the wagon body (102, 106) and/or the return motion device (108), in particular, is at least partially, preferably substantially completely arranged behind an outer contour of the wagon body (102, 106). - Rail vehicle according to claim 4, characterized in that- the return element (105.1, 107.1; 205.1, 207.1) and/or the wall of the return recess (105.2, 107.2; 205.2, 207.2) has at least one return surface (105.3, 105.4, 107.3, 107.4) inclined towards the vehicle longitudinal direction, wherein- the return surface (105.3, 105.4, 107.3, 107.4), in particular, is designed as a substantially planar surface
and/or- the return element (105.1, 107.1; 205.1, 207.1) and/or the return recess (105.2, 107.2; 205.2, 207.2), in particular, is designed to besubstantially wedge-shaped or substantially pyramid-shaped. - Rail vehicle according to claim 5, characterized in that- the return element (105.1, 107.1; 205.1, 207.1) and/or the wall of the return recess (105.2, 107.2, 205.2, 207.2) has at least one height return surface (105.3, 105.4, 107.3, 107.4) and/or at least one transverse return surface, wherein- said height return surface (105.3, 105.4, 107.3, 107.4), in the vehicle height direction, extends at least over the return height
and/or- said transverse return surface, in the vehicle transverse direction, extends at least over the return width. - Rail vehicle according to one of Claims 4 to 6, characterized in that- the return motion device (205, 207) has at least two return elements (205.1, 207.1), wherein- the at least two return elements (205.1, 207.1) are arranged offset to one another in the vehicle height direction and/or the vehicle transverse direction.
- Rail vehicle according to any one of the preceding claims, characterized in that- the return motion device (105, 107; 108; 205, 207) has at least one return recess (105.2, 107.2; 205.2, 207.2) extending in the vehicle longitudinal direction,
wherein- at least one wall of the return recess (105.2, 107.2; 205.2, 207.2) is designed to cooperate with the complementary return motion device (105, 107; 108; 205, 207), in particular with a complementary return element (105.1, 107.1; 205.1, 207.1) of the complementary return motion device (105, 107; 108; 205, 207) to reduce the transverse offset and/or the height offset. - Rail vehicle according to claim 8, characterized in that- the return motion device (205, 207) has at least two return recesses (205.2, 207.2), wherein- the at least two return recesses (205.2, 207.2) are arranged offset to one another in the vehicle height direction and/or in the vehicle transverse direction.
- Rail vehicle according to any one of the preceding claims, characterized in that- the return motion device (105, 107; 108; 205, 207) is designed to limit, substantially immediately with the commencement of contact with the complementary return motion device (105, 107; 108; 205, 207), the height offset between the wagon body (102, 106) and the impact partner in the vehicle height direction, and/or the transverse offset between the wagon body (102, 106) and the impact partner in the vehicle transverse direction, ,
and/or- the return motion device (105, 107; 108; 205, 207) is designed to reduce, substantially immediately with the commencement of contact with the complementary return motion device (105, 107; 108; 205, 207), the height offset between the wagon body (102, 106) and the impact partner in the vehicle height direction, and/or the transverse offset between the wagon body (102, 106) and the impact partner in the vehicle transverse direction,. - Rail vehicle according to any one of the preceding claims, characterized in that- the buffer device (103) is designed to reversibly absorb collisions with an impact partner up to a first longitudinal displacement of the impact element (103.2) with respect to the wagon body (102, 106) in the vehicle longitudinal direction, and- the return motion device (105, 107; 108; 205, 207), in particular, is arranged and designed in such a way that, during a collision between the wagon body (102, 106) and the impact partner, up to the first longitudinal displacement of the impact element (103.2), said return motion device (105, 107; 108; 205, 207) does not come into engagement with the complementary return motion device (105, 107; 108; 205, 207) of the impact partner, wherein- the return motion device (105, 107; 108; 205, 207) is, in particular arranged and designed in such a way that during a collision between the wagon body (102, 106) and the impact partner, beginning from a second longitudinal displacement of the impact element (103.2), said return motion device (105, 107; 108; 205, 207) comes into engagement with the complementary return motion device (105, 107; 108; 205, 207) of the impact partner, wherein the buffer device (103) substantially reversibly absorbs the collision up to the second longitudinal displacement,
wherein- the buffer device (103) and/or the return motion device (105, 107; 108; 205, 207), in particular, is designed to absorb collisions with an impact partner beginning from the second longitudinal displacement of the impact element (103.2) with respect to the wagon body (102, 106) in the vehicle longitudinal direction via irreversible deformation of at least one energy dissipating element. - Rail vehicle according to any one of the preceding claims, characterized in that the buffer device (103) and the return motion device (105, 107; 108; 205, 207) are arranged at a free end (102.1) of the wagon body (102) and/or at a coupled end of the wagon body.
- Rail vehicle according to any one of the preceding claims, characterized in that the return motion device (105, 107; 108; 205, 207) is arranged centrally in the vehicle transverse direction on the wagon body (102, 106).
- Rail vehicle according to any one of the preceding claims, characterized in that the buffer device (103) is designed as a lateral buffer device (103) or as a central buffer device.
- Return motion device for a rail vehicle according to any one of the preceding claims, comprising a wagon body (102, 103) and a buffer device (103), wherein the wagon body (102, 106) defines a vehicle longitudinal direction, a vehicle transverse direction and a vehicle height direction, the buffer device (103) is arranged at a first end of said wagon body (102, 106) and, at least during an activated operating state projects beyond said first end of the wagon body (102, 106) in the vehicle longitudinal direction, the buffer device (103) is designed to receive at least one impact element (103.2) for an impact partner at the end facing away from the wagon body (102, 106) during the activated operating state and the buffer device (103) is designed to absorb collisions with an impact partner via a longitudinal displacement of the impact element (103.2) against the wagon body (102, 106) in the vehicle longitudinal direction, wherein- the impact element (103.2) has an impact element height in the vehicle height direction and impact element width in the vehicle transverse direction, wherein- the return motion device (105, 107; 108; 205, 207) is designed to be arranged at the first end of the wagon body (102, 106),characterized in that- the return motion device (105, 107; 108; 205, 207) is designed to cooperate, during progressive longitudinal displacement of the impact element (103.2), with a complementary return motion device (105, 107; 108; 205, 207) on the impact partner to reduce a height offset between the wagon body (102, 106) and the impact partner in the vehicle height direction by a return height, wherein- said return height corresponds to at least 20% of the height of the impact element, preferably at least 30% of the height of the impact element, more preferably at least 50% of the height of the impact element.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102011013956 | 2011-03-14 | ||
DE102011014631A DE102011014631A1 (en) | 2011-03-14 | 2011-03-21 | Rail vehicle with a return device for reducing the offset to a crash partner |
Publications (2)
Publication Number | Publication Date |
---|---|
EP2500228A1 EP2500228A1 (en) | 2012-09-19 |
EP2500228B1 true EP2500228B1 (en) | 2017-07-19 |
Family
ID=45894178
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP12159411.3A Active EP2500228B1 (en) | 2011-03-14 | 2012-03-14 | Rail vehicle with a return motion device for reducing displacement relative to a crash partner |
Country Status (2)
Country | Link |
---|---|
EP (1) | EP2500228B1 (en) |
DE (1) | DE102011014631A1 (en) |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102014113422A1 (en) | 2014-09-17 | 2016-03-17 | Bombardier Transportation Gmbh | Rail vehicle with a mounting arrangement for an attachment and method for attaching an attachment to a car body of a rail vehicle |
CN106956686A (en) * | 2017-04-27 | 2017-07-18 | čĄżĺŤ—äş¤é€šĺ¤§ĺ¦ | A kind of rail vehicle is from centering anti-creep anti-deflection device |
Family Cites Families (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE4332289A1 (en) * | 1993-09-20 | 1995-03-23 | Deutsche Bahn Ag | Device for preventing rail vehicles from being pushed upwards as a consequence of an impact resulting from an accident |
DE20117536U1 (en) | 2001-10-26 | 2002-01-10 | Siemens Duewag Gmbh | Climbing protection device for rail vehicles with side buffers |
AT413683B (en) * | 2003-06-13 | 2006-05-15 | Siemens Sgp Verkehrstech Gmbh | CLOTH PROTECTION FOR RAIL VEHICLES |
DE102007005421A1 (en) | 2007-01-30 | 2008-08-07 | Bombardier Transportation Gmbh | Impact energy absorbing element for a vehicle |
DE102008048244B8 (en) * | 2008-09-16 | 2010-02-11 | Vossloh Locomotives Gmbh | Climbing protection for buffers on locomotives |
-
2011
- 2011-03-21 DE DE102011014631A patent/DE102011014631A1/en not_active Withdrawn
-
2012
- 2012-03-14 EP EP12159411.3A patent/EP2500228B1/en active Active
Also Published As
Publication number | Publication date |
---|---|
EP2500228A1 (en) | 2012-09-19 |
DE102011014631A1 (en) | 2012-09-20 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
EP2594452B1 (en) | Coupling assembly for the front of a rail-guided vehicle | |
EP2183145B1 (en) | Shock-proof device for the front or rear region of a track-guided vehicle having at least one energy consumption device | |
DE202006014402U1 (en) | Rail vehicle with crash protection for rail travel has detachable energy-absorbing crash box at side alongside vehicle coupling on undeformable cross-bearer | |
CH658631A5 (en) | RAIL VEHICLE WITH CENTER BUFFER COUPLING. | |
WO2008135414A2 (en) | Energy absorption device for multi-section vehicles | |
DE102006050028B4 (en) | Device on the vehicle front of rail vehicles | |
EP2999609B1 (en) | Rail vehicle with a completely retractable coupling | |
AT510958B1 (en) | ARRANGEMENT FOR THE REDUCTION OF A MEDIUM BUFFER COUPLING OF A RAIL VEHICLE SEPARATED BY THE FAILURE OF A OVERLOAD PROTECTION IN THE MEASURE OF A COUNTERFEIT | |
AT413683B (en) | CLOTH PROTECTION FOR RAIL VEHICLES | |
EP2500228B1 (en) | Rail vehicle with a return motion device for reducing displacement relative to a crash partner | |
EP2694348B1 (en) | Rail vehicle with deformation zone | |
DE102013009121B3 (en) | Overfill protection for rail vehicles | |
EP3530544B1 (en) | Deformation device with climbing protection for rail vehicles | |
EP1866194B1 (en) | Rail vehicle comprising a coupling connection that is adapted to a crash situation | |
EP2920041A1 (en) | Ride-up protection means | |
EP3640113A1 (en) | Energy receiving device and rail vehicle | |
EP3771609B1 (en) | Sleeve buffer with partially sheathed tappet | |
DE941913C (en) | Pulling and pushing device for rail vehicles with central buffer coupling | |
EP1306281B1 (en) | Anti climbing device for railway vehicles with side buffers | |
EP2544939B1 (en) | Device for limiting a pitching movement in rail vehicles | |
EP2193970B1 (en) | Buffer for a railway vehicle | |
EP3594082B1 (en) | Crash buffer with guide rod, support structure and railway vehicle | |
EP2551170A1 (en) | Rail vehicle with a buffer device with anti-climb protection | |
EP3265359A1 (en) | Swivel joint for swivel-joint connecting of rail vehicles | |
EP1186508B1 (en) | Vehicle with a shock energie absorbing device |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
PUAI | Public reference made under article 153(3) epc to a published international application that has entered the european phase |
Free format text: ORIGINAL CODE: 0009012 |
|
AK | Designated contracting states |
Kind code of ref document: A1 Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR |
|
AX | Request for extension of the european patent |
Extension state: BA ME |
|
17P | Request for examination filed |
Effective date: 20130319 |
|
17Q | First examination report despatched |
Effective date: 20141218 |
|
GRAP | Despatch of communication of intention to grant a patent |
Free format text: ORIGINAL CODE: EPIDOSNIGR1 |
|
INTG | Intention to grant announced |
Effective date: 20170201 |
|
GRAS | Grant fee paid |
Free format text: ORIGINAL CODE: EPIDOSNIGR3 |
|
GRAA | (expected) grant |
Free format text: ORIGINAL CODE: 0009210 |
|
AK | Designated contracting states |
Kind code of ref document: B1 Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR |
|
REG | Reference to a national code |
Ref country code: GB Ref legal event code: FG4D Free format text: NOT ENGLISH |
|
REG | Reference to a national code |
Ref country code: CH Ref legal event code: EP |
|
REG | Reference to a national code |
Ref country code: IE Ref legal event code: FG4D Free format text: LANGUAGE OF EP DOCUMENT: GERMAN |
|
REG | Reference to a national code |
Ref country code: AT Ref legal event code: REF Ref document number: 910080 Country of ref document: AT Kind code of ref document: T Effective date: 20170815 |
|
REG | Reference to a national code |
Ref country code: DE Ref legal event code: R096 Ref document number: 502012010784 Country of ref document: DE |
|
RAP2 | Party data changed (patent owner data changed or rights of a patent transferred) |
Owner name: BOMBARDIER TRANSPORTATION GMBH |
|
REG | Reference to a national code |
Ref country code: CH Ref legal event code: NV Representative=s name: TROESCH SCHEIDEGGER WERNER AG, CH |
|
REG | Reference to a national code |
Ref country code: NL Ref legal event code: MP Effective date: 20170719 |
|
REG | Reference to a national code |
Ref country code: LT Ref legal event code: MG4D |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: SE Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20170719 Ref country code: LT Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20170719 Ref country code: FI Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20170719 Ref country code: HR Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20170719 Ref country code: NL Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20170719 Ref country code: NO Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20171019 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: PL Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20170719 Ref country code: ES Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20170719 Ref country code: IS Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20171119 Ref country code: LV Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20170719 Ref country code: BG Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20171019 Ref country code: RS Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20170719 Ref country code: GR Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20171020 |
|
REG | Reference to a national code |
Ref country code: FR Ref legal event code: PLFP Year of fee payment: 7 |
|
REG | Reference to a national code |
Ref country code: DE Ref legal event code: R097 Ref document number: 502012010784 Country of ref document: DE |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: DK Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20170719 Ref country code: CZ Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20170719 Ref country code: RO Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20170719 |
|
PLBE | No opposition filed within time limit |
Free format text: ORIGINAL CODE: 0009261 |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: EE Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20170719 Ref country code: IT Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20170719 Ref country code: SM Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20170719 Ref country code: SK Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20170719 |
|
26N | No opposition filed |
Effective date: 20180420 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: SI Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20170719 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: MT Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20170719 |
|
GBPC | Gb: european patent ceased through non-payment of renewal fee |
Effective date: 20180314 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: MC Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20170719 |
|
REG | Reference to a national code |
Ref country code: BE Ref legal event code: MM Effective date: 20180331 |
|
REG | Reference to a national code |
Ref country code: IE Ref legal event code: MM4A |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: LU Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20180314 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: IE Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20180314 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: BE Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20180331 Ref country code: GB Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20180314 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: TR Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20170719 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: PT Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20170719 Ref country code: HU Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT; INVALID AB INITIO Effective date: 20120314 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: MK Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20170719 Ref country code: CY Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20170719 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: AL Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20170719 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: DE Payment date: 20220322 Year of fee payment: 11 Ref country code: CH Payment date: 20220321 Year of fee payment: 11 |
|
P01 | Opt-out of the competence of the unified patent court (upc) registered |
Effective date: 20230822 |
|
REG | Reference to a national code |
Ref country code: DE Ref legal event code: R119 Ref document number: 502012010784 Country of ref document: DE |
|
REG | Reference to a national code |
Ref country code: CH Ref legal event code: PL |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: LI Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20230331 Ref country code: DE Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20231003 Ref country code: CH Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20230331 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: AT Payment date: 20240321 Year of fee payment: 13 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: FR Payment date: 20240327 Year of fee payment: 13 |