EP2694347B1 - Rail vehicle having an attached deformation zone - Google Patents

Rail vehicle having an attached deformation zone Download PDF

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Publication number
EP2694347B1
EP2694347B1 EP12713652.1A EP12713652A EP2694347B1 EP 2694347 B1 EP2694347 B1 EP 2694347B1 EP 12713652 A EP12713652 A EP 12713652A EP 2694347 B1 EP2694347 B1 EP 2694347B1
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EP
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Prior art keywords
deformation
rail vehicle
cross member
deformation zone
eqt
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EP12713652.1A
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German (de)
French (fr)
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EP2694347A1 (en
Inventor
Philipp HEINZL
Richard Graf
Markus Seitzberger
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Siemens AG Oesterreich
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Siemens AG Oesterreich
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
    • B61D15/06—Buffer cars; Arrangements or construction of railway vehicles for protecting them in case of collisions
    • 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 invention relates to a rail vehicle with an attached deformation zone.
  • Approval standards for rail vehicles require, among other things, the proof of certain strength values of the car body. These standards require, for example, proof that the rail vehicle can withstand a certain longitudinal force (clutch pressure, buffer pressure, pressure on end cross member) without damage.
  • clutch pressure a certain longitudinal force
  • the standard UIC-566 which is valid for Europe, requires a proven clutch pressure of 2000kN, while the US standard requires 3558kN (800kip).
  • it is very often required, in order to increase the passive safety of passengers, to ensure optimized deformation behavior in the event of a collision.
  • the survival spaces in the vehicle must not be deformed too much to the injury probability for the Persons in the vehicle, especially for the driver at the beginning of the train to reduce. This is particularly important for trains with Schublokomotiven or trainsets.
  • rail vehicles can be easily dimensioned for specific coupling or end cross member pressures.
  • crash modules for receiving the deformation energy.
  • crash elements designed especially for energy reduction should be plastically deformed specifically in collisions with geometrically incompatible accident opponents, together with the rigid underframe construction.
  • geometrically incompatible collision opponents are considered, in which an impact occurs at not intended for the case of collision bodies. For example, in a vertically upwardly offset to the undercarriage impact, as it may occur in a collision of a passenger car with a locomotive or a freight car. This is only very inadequately possible with the solutions according to the prior art.
  • a rail vehicle according to the features of the preamble of claim 1 is known, for example US 5 579 699 A , Similar structures are also known US 2007/261591 A1 and EP 1 215 098 ,
  • the invention is therefore an object of the invention to provide a rail vehicle with attached deformation zone, which on the one hand can withstand very high axial compressive forces, on the other hand has a good deformation behavior in accidents especially with geometrically incompatible opponents and is particularly intended for the formation of vertical car ends.
  • a rail vehicle with an applied deformation zone which comprises at least one end cross member provided in an end region and substantially vertically arranged corner posts extending from the end cross member, and wherein a deformation zone is provided on the front side, which is parallel to the end cross member in FIG and wherein between the end cross member and the front cross member, the at least one force transmission element is arranged, which transmits longitudinal pressure forces between the end cross member and the front cross member to a certain value plastically deformation-free and collapses at this specific value is exceeded or failed ,
  • An advantageous development of the rail vehicle according to the invention comprises inclined columns, which are arranged between the front cross member and a corner pillar and which transmit the vertical forces acting on the front cross member and introduce it into the vehicle structure.
  • a further development of the invention provides to arrange at least one deformation element in the deformation zone so that it does not participate in the transmission of operating loads, but comes into effect in a collision after the collapse or failure of the force transmission element and at least partially dissipates the kinetic energy of the collision.
  • the advantage can be achieved to realize a rail vehicle which is able to safely withstand certain longitudinal forces (clutch pressure, buffer pressure, end cross member pressure), on the other hand has an energy dissipating deformation behavior, which reduces the forces acting on the passengers forces in a collision.
  • the power transmission element and optionally the diagonal columns of the deformation zone according to the invention are to be designed so that they have sufficient strength to be able to transmit all operating and testing forces safely between the front cross member and the end cross member or corner posts.
  • the essential characteristic of the power transmission element is that it is dimensioned such that, once the failure load is exceeded, this power transmission element collapses or fails such that it no longer provides substantial resistance to further deformation.
  • the force transmission element it is advisable to design the force transmission element by a substantially X-shaped arrangement of plates, wherein the force is applied via respective opposite sides of this X-shaped plate assembly. It is essential that the line of intersection of the plates is arranged transversely to the direction of force, since such a secure buckling of the plates takes place. By contrast, the arrangement of the cutting line in the direction of force would lead to a component whose force-displacement diagram has a very high level of force during plastic deformation over the entire deformation path and can not be used as a force transmission element for the subject invention.
  • An embodiment of the power transmission element provides to carry out the individual plates, which form the substantially X-shaped force transmission element, each having a different thickness.
  • the advantage can be achieved, the failure load and the direction of buckling to be able to set the plates exactly.
  • Such an arrangement can be well designed with computer assisted simulation in terms of its strength (failure load) as well as its plastic deformation behavior.
  • the force transmission element as a combined power transmission and energy absorption element, which dissipates energy after deformation by exceeding a defined failure load.
  • tubular crash elements which bump progressively when a peak force is exceeded, form-fitting held strength-giving components, which are machined on exceeding a release force by the positive fit and tubular crash elements, which after exceeding a triggering force widened, narrowed or peeled off.
  • a deformation zone whose strength design for static loads and crashworthiness interpretation for accident loads (with large plastic deformations) practically and essentially separated feasible and which also for collisions with geometrically incompatible accident opponents and in particular is suitable for vehicles with vertical car ends with door opening.
  • a deformation zone according to the invention can in principle be provided on all common rail vehicle types. In particular locomotives and freight cars are regarded as geometrically incompatible accident opponents.
  • deformation element As a deformation element all common deformation elements can be used, in particular those of tubular profiles. Similarly, deformation elements of an aluminum honeycomb construction or a metal foam can be used.
  • the present invention is particularly well suited for rail vehicles which are to be approved in the US, since the relevant standards provide the introduction of beaulibils mechanism on the end crossmember and thus can not be provided at the end of the car deformation elements, as they can not withstand the test forces.
  • Fig.1 shows by way of example and schematically a rail vehicle with vertical end of the car according to the prior art in a side view. It is a vehicle end of one Rail vehicle shown, which has at its end an end cross member EQT.
  • this end cross member EQT attack the longitudinal forces, this end cross member EQT is dimensioned accordingly and optionally equipped with fasteners for receiving buffers, couplings, etc ..
  • corner posts ES Perpendicular to this end cross member EQT corner posts ES are provided, which extend from the end cross member EQT to the roof of the rail vehicle.
  • the panel V serves essentially conventional protection and design purposes and has no relevant in a collision strength.
  • a rail vehicle according to Fig.1 has no significant energy-dissipating properties, with a collision high forces act on the passengers.
  • Fig.2 shows by way of example and schematically a rail vehicle with attached deformation zone in a side view.
  • the deformation zone VZ is mounted on the rail side of the rail vehicle and comprises a power transmission element KUE, which is arranged between an end cross member EQT and a front cross member FQT, wherein the front cross member FQT is arranged parallel to the end cross member EQT in the direction of the end of the car. Furthermore, oblique columns SS are provided, which connect the front cross member with a corner column ES.
  • Verfomungszone VZ front cross member FQT, power transmission element KUE and inclined column SS
  • These components of the Verfomungszone VZ front cross member FQT, power transmission element KUE and inclined column SS
  • An inclined column SS can also comprise vertical sections.
  • the load transmission element KUE has a force-displacement diagram under load as in Figure 7 shown on.
  • the deformation zone VZ includes deformation elements VE, which are arranged on the end sides of the corner pillars ES and which under load a force-displacement diagram as exemplified in Figure 6 have shown, so are suitable for energy dissipation in the plastic deformation case.
  • deformation elements VE are arranged so that they do not participate in the transmission of static loads and only come into effect after the collapse or failure of the power transmission element KUE. Furthermore, the deformation elements VE come into effect in the event of a collision with a geometrically incompatible collision opponent.
  • Figure 3 shows by way of example and schematically a rail vehicle with attached deformation zone in a plan view with a force transmission element. It is the rail vehicle Fig.2 shown.
  • four vertically arranged, connected to the end cross member EQT columns are provided. Two of these four columns, the corner pillars ES are arranged on the carriage outside of the end cross member EQT, two other columns, the collision columns KS are spaced from the corner pillars ES in the direction of the center of the car.
  • the oblique columns SS extend between the front cross member FQT and in each case a collision column KS.
  • Such a construction corresponds to the type of vehicle often desired in the USA, a central passage between the two helical columns SS is easy to realiseren.
  • the space is suitable behind the Enquereaux EQT, in particular between a corner pillar ES and a Collision column KS good for the arrangement of a collision protected driver's station.
  • the panel V can form oblique, rounded or vertical vehicle ends.
  • Figure 4 shows by way of example and schematically a force transmission element in side view.
  • a power transmission element KUE which connects an end cross member EQT with a front cross member FQT.
  • This power transmission element KUE has a force - distance relationship as it is in Figure 7 is shown.
  • Figure 5 shows by way of example and schematically a rail vehicle with attached deformation zone and inner deformation element in a side view.
  • An inner deformation element IVE is arranged centrally of the wagon of an end cross member and supports the advantageous deformation behavior of a rail vehicle according to the invention.
  • This inner deformation element IVE is dimensioned so that it comes into effect only after the failure of the power transmission element KUE and after the consumption of the deformation element VE.
  • the inner deformation element IVE improves the deformation behavior of the rail vehicle in collisions with geometrically incompatible Kollogengegnern, especially in the collision with flat freight cars, in which the deformation elements VE are deformed in late cases only late or not at all.
  • Figure 6 shows by way of example and schematically an idealized force - displacement diagram of a deformation element. It is an idealized force - displacement diagram of a typical deformation element VE during plastic deformation.
  • the horizontal axis represents the deformation path x
  • the vertical axis represents the force F acting on the deformation element VE.
  • the course of the force F shows a strongly rising section and a horizontal section following further deformation.
  • the area of this horizontal section, in which a further deformation x occurs at constant force F, represents the area essential for the energy dissipation. If the constructive predetermined maximum deformation is used up, the deformation element VE thus completely compressed, a very steep increase in force occurs and Deformation element VE has no significant energy-dissipating effect more.
  • Figure 7 shows by way of example and schematically an idealized force - displacement diagram of a force transmission element. It is a force-displacement diagram of a typical force transmission element KUE during plastic deformation or Instability presented.
  • the horizontal axis represents the deformation path x
  • the vertical axis represents the force F acting on the force transmission element KUE.
  • force - path diagram of a deformation element VE shows the force-displacement curve of a force transmission element KUE after a steep increase in force at the beginning of deformation up to a maximum value of the force F no subsequent horizontal force curve.
  • Figure 8 shows a collision computer simulation in side view, level 1 - undeformed.
  • Figure 9 shows a collision computer simulation in side view, stage 2 - first deformations.
  • the panel V provides no appreciable resistance to deformation and is already destroyed in this small deformation path.
  • the oblique columns SS are partially straightened by the introduction of force at the point of contact with the locomotive L, the deformation elements VE show first deformations and dissipate the deformation energy.
  • the power transmission elements KUE are still dimensionally stable.
  • Figure 10 shows a collision computer simulation in side view, level 3 - severe fouling.
  • the oblique columns SS are straightened and the underlying deformation elements VE are almost compressed.
  • the force transmission elements KUE are already collapsed, showing first deformations of the corner columns ES.
  • Figure 11 shows a collision computer simulation in side view, level 4 - very strong deformations.
  • the deformation elements VE are completely consumed, it forms strong deformation of the corner columns ES.
  • Figure 12 shows a collision computer simulation in side view, level 5 - extreme deformations. In this stage, the corner columns are bent strongly towards the car interior, the inner deformation element has responded and is consumed.
  • Figure 13 shows a collision computer simulation in an oblique view, stage 1 - undeformed. It's the scenario Figure 8 shown in an oblique view and longitudinally cut in the middle.
  • Figure 14 shows a collision computer simulation in an oblique view, stage 2- first deformations. Oblique view of in Figure 9 presented scenarios
  • Figure 15 shows a collision computer simulation in an oblique view, level 3-strong Verfom. Oblique view of in Figure 10 presented scenarios
  • Figure 16 shows a collision computer simulation in an oblique view, stage 4- very strong deformations. Oblique view of in Figure 11 presented scenarios
  • Figure 17 shows a collision computer simulation in an oblique view, stage 5 extreme deformations. Oblique view of in Figure 12 presented scenarios

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Vibration Dampers (AREA)
  • Body Structure For Vehicles (AREA)

Description

Technisches GebietTechnical area

Die Erfindung betrifft ein Schienenfahrzeug mit einer angesetzten Verformungszone.The invention relates to a rail vehicle with an attached deformation zone.

Stand der TechnikState of the art

Zulassungnormen für Schienenfahrzeuge fordern unter anderem den Nachweis bestimmter Festigkeitswerte des Wagenkastens. Diese Normen fordern beispielsweise den Nachweis, dass das Schienenfahrzeug einer bestimmten Längskraft (Kupplungsdruck, Pufferdruck, Druck auf Endquerträger) beschädigungsfrei widerstehen kann. Die für Europa gültige Norm UIC-566 fordert beispielsweise einen nachzuweisenden Kupplungsdruck von 2000kN, die für die USA gültige Norm fordert 3558kN (800kip). Gleichzeitig wird sehr oft gefordert, zur Steigerung der passiven Sicherheit der Passagiere, ein optimiertes Verformungsverhalten bei einem Zusammenstoß zu gewährleisten.Approval standards for rail vehicles require, among other things, the proof of certain strength values of the car body. These standards require, for example, proof that the rail vehicle can withstand a certain longitudinal force (clutch pressure, buffer pressure, pressure on end cross member) without damage. For example, the standard UIC-566, which is valid for Europe, requires a proven clutch pressure of 2000kN, while the US standard requires 3558kN (800kip). At the same time, it is very often required, in order to increase the passive safety of passengers, to ensure optimized deformation behavior in the event of a collision.

Dazu sind konstruktive Maßnahmen vorzusehen, welche es erlauben, die Aufprallenergie so aufzunehmen, dass definiert verformbare Knautschzonen diese Energie in Verformungsenergie wandeln und dabei die Belastungen für die Personen im Fahrzeug reduzieren.For this purpose, constructive measures are to be provided which allow the impact energy to be absorbed in such a way that defined deformable crumple zones convert this energy into deformation energy and thereby reduce the strain on the persons in the vehicle.

Ebenso dürfen die Überlebensräume im Fahrzeug nicht zu stark verformt werden, um die Verletzungswahrscheinlichkeit für die Personen im Fahrzeug, insbesondere auch für das am Zuganfang befindliche Fahrpersonal, zu reduzieren. Dies ist insbesondere für Zugverbände mit Schublokomotiven bzw. Triebzüge von Bedeutung.Similarly, the survival spaces in the vehicle must not be deformed too much to the injury probability for the Persons in the vehicle, especially for the driver at the beginning of the train to reduce. This is particularly important for trains with Schublokomotiven or trainsets.

Gemäß dem Stand der Technik können Schienenfahrzeuge leicht auf bestimmte Kupplungs- bzw. Endquerträgerdrücke dimensioniert werden. Ebenso gelingt es, geeignete Crashmodule zur Aufnahme der Verformungsenergie vorzusehen. Eine Kombination der Forderungen nach einem hohen statischen Kupplungs- bzw. Endquerträgerdruck und nach einem Crashverhalten, welches die maximale Verzögerung des Fahrzeuges und damit auch die Belastungen der Fahrgäste im Crashfall reduzieren kann, ist für strukturell integrierte Verformungszonen noch nicht zufriedenstellend gelöst.In the prior art, rail vehicles can be easily dimensioned for specific coupling or end cross member pressures. Likewise, it is possible to provide suitable crash modules for receiving the deformation energy. A combination of the demands for a high static clutch or end cross member pressure and a crash behavior, which can reduce the maximum deceleration of the vehicle and thus the loads of the passengers in the event of a crash, is not yet satisfactorily solved for structurally integrated deformation zones.

Eine weitere Komplikation bei der Lösung dieser widersprüchlichen Forderung besteht in der Forderung nach senkrechten Wagenenden auch am Zuganfang und am Zugende, was besonders in den USA bevorzugt gewünscht wird. Dabei ist das Fahrpersonal besonderen Gefahren ausgesetzt, da nur sehr eingeschränkt Bauraum für Crashelemente zur Verfügung steht. Eine Lösung gemäß dem Stand der Technik sieht vor, den Fahrerstand in Form einer steifen Zelle auszuführen, welche bei einem Zusammenstoß in das Fahrzeuginnere verschoben wird. Eine Reduzierung der Beschleunigung, die auf die im Fahrerstand befindlichen Personen wirkt, kann dadurch aber nicht erzielt werden. Eine weitere Schwierigkeit für eine verformungsoptimierte Konstruktion liegt in dem in den USA häufigen Mischbetrieb aus Personen- und Güterverkehr auch auf Nahverkehrstrecken, sodass als Kollisionsgegner eine Vielzahl an Fahrzeugen in Betracht kommt. Erschwerend ist dabei, das Güterwaggons und besonders die in den USA gebräuchlichen Lokomotiven praktisch keine energiedissipierenden Eigenschaften aufweisen. Diese Lokomotiven müssen durch ihren massiven Aufbau als praktisch starr angesehen werden und stellen außerdem in aller Regel auf Grund ihrer größeren Bauhöhe geometrisch völlig inkompatible Kollisionsgegner für Waggons dar.Another complication in the solution of this contradictory demand is the demand for vertical car ends also at the beginning of the train and at the end of the train, which is preferred, especially in the US preferred. The driver is exposed to special dangers, since only very limited space for crash elements is available. A solution according to the prior art provides to execute the driver's cab in the form of a rigid cell, which is displaced in a collision in the vehicle interior. A reduction of the acceleration, which acts on the people in the driver's seat, but this can not be achieved. Another difficulty for a deformation-optimized design is the frequent use of passenger and freight traffic on local traffic routes in the United States, so that a large number of vehicles can be considered as collision opponents. A complicating factor is the fact that freight wagons and in particular the locomotives commonly used in the USA have virtually no energy-dissipating properties. These locomotives must by their massive structure to be regarded as practically rigid and also represent due to their larger overall height geometrically incompatible collision opponents for wagons.

Einerseits dürfen die statischen Auslegungs- und Prüflasten zu keiner plastischen Verformung der Bauteile, insbesondere der Crashelemente führen, was zwangsläufig zu sehr steifen Untergestellkonstruktionen führt. Andererseits sollen im Crashfall speziell zum Energieabbau vorgesehene Crashelemente zusammen mit der an sich steifen Untergestellkonstruktion auch bei Zusammenstößen mit geometrisch inkompatiblen Unfallgegnern gezielt plastisch deformieren. Als geometrisch inkompatibel werden Kollisionsgegner angesehen, bei welchen ein Auftreffen an nicht für den Kollisionsfall vorgesehenen Stellen auftritt. Beispielsweise bei einem auf das Untergestell bezogen vertikal nach oben versetzten Aufprall, wie er bei einer Kollision eines Passagierwagens mit einer Lokomotive oder einem Güterwagen auftreten kann. Dies ist mit den Lösungen gemäß dem Stand der Technik nur sehr unzureichend möglich.On the one hand, the static design and test loads must not lead to any plastic deformation of the components, in particular the crash elements, which inevitably leads to very rigid frame structures. On the other hand, in the event of a crash, crash elements designed especially for energy reduction should be plastically deformed specifically in collisions with geometrically incompatible accident opponents, together with the rigid underframe construction. As geometrically incompatible collision opponents are considered, in which an impact occurs at not intended for the case of collision bodies. For example, in a vertically upwardly offset to the undercarriage impact, as it may occur in a collision of a passenger car with a locomotive or a freight car. This is only very inadequately possible with the solutions according to the prior art.

Ein Schienenfahrzeug gemäss den Merkmalen des Oberbegriffes von Anspruch 1 ist z.B. bekannt aus US 5 579 699 A . Ähnliche Strukturen sind auch bekannt aus US 2007/261591 A1 und EP 1 215 098 .A rail vehicle according to the features of the preamble of claim 1 is known, for example US 5 579 699 A , Similar structures are also known US 2007/261591 A1 and EP 1 215 098 ,

Darstellung der ErfindungPresentation of the invention

Der Erfindung liegt daher die Aufgabe zugrunde, ein Schienenfahrzeug mit angesetzter Verformungszone anzugeben, welches einerseits sehr hohen axialen Druckkräften widerstehen kann, andererseits ein gutes Verformungsverhalten bei Unfällen insbesondere auch mit geometrisch inkompatiblen Gegnern aufweist und besonders für die Ausbildung senkrechter Wagenenden vorgesehen ist.The invention is therefore an object of the invention to provide a rail vehicle with attached deformation zone, which on the one hand can withstand very high axial compressive forces, on the other hand has a good deformation behavior in accidents especially with geometrically incompatible opponents and is particularly intended for the formation of vertical car ends.

Die Aufgabe wird durch ein Schienenfahrzeug mit angesetzter Verformungszone mit den Merkmalen des Anspruchs 1 gelöst. Vorteilhafte Ausgestaltungen sind Gegenstand untergeordneter Ansprüche.The object is achieved by a rail vehicle with attached deformation zone having the features of claim 1. Advantageous embodiments are the subject of the subordinate claims.

Dem Grundgedanken der Erfindung nach wird ein Schienenfahrzeug mit angesetzter Verformungszone beschrieben, welches wenigstens einen in einem stirnseitigen Bereich vorgesehenen Endquerträger und im Wesentlichen senkrecht angeordnete, von dem Endquerträger ausgehende Ecksäulen umfasst, und wobei eine Verformungszone stirnseitig vorgesehen ist, welche einen parallel zu dem Endquerträger in stirnseitiger Richtung beabstandet angeordneten Frontquerträger und mindestens ein Kraftübertragungselement umfasst und wobei zwischen dem Endquerträger und dem Frontquerträger das mindestens eine Kraftübertragungselement angeordnet ist, welches Längsdruckkräfte zwischen dem Endquerträger und dem Frontquerträger bis zu einem bestimmten Wert plastisch verformungsfrei überträgt und bei Überschreiten dieses bestimmten Werts kollabiert oder versagt.According to the basic idea of the invention, a rail vehicle with an applied deformation zone is described which comprises at least one end cross member provided in an end region and substantially vertically arranged corner posts extending from the end cross member, and wherein a deformation zone is provided on the front side, which is parallel to the end cross member in FIG and wherein between the end cross member and the front cross member, the at least one force transmission element is arranged, which transmits longitudinal pressure forces between the end cross member and the front cross member to a certain value plastically deformation-free and collapses at this specific value is exceeded or failed ,

Eine vorteilhafte Fortbildung des erfindungsgemäßen Schienenfahrzeugs umfasst Schrägsäulen, welche zwischen dem Frontquerträger und einer Ecksäule angeordnet sind und welche die auf den Frontquerträger wirkenden Vertikalkräfte übertragen und in die Fahrzeugstruktur einleiten.An advantageous development of the rail vehicle according to the invention comprises inclined columns, which are arranged between the front cross member and a corner pillar and which transmit the vertical forces acting on the front cross member and introduce it into the vehicle structure.

Eine weitere Fortbildung der Erfindung sieht vor, mindestens ein Verformungselement in der Verformungszone so anzuordnen, dass es an der Übertragung von Betriebslasten nicht teilnimmt, aber bei einem Zusammenstoß nach dem Kollabieren oder Versagen des Kraftübertragungselements in Wirkung tritt und die kinetische Energie des Zusamenstoßes wenigstens teilweise dissipiert.A further development of the invention provides to arrange at least one deformation element in the deformation zone so that it does not participate in the transmission of operating loads, but comes into effect in a collision after the collapse or failure of the force transmission element and at least partially dissipates the kinetic energy of the collision.

Dadurch ist der Vorteil erzielbar, ein Schienenfahrzeug realisieren zu können, welches bestimmten Längskräften (Kupplungsdruck, Pufferdruck, Endquerträgerdruck) sicher zu widerstehen vermag, andererseits ein energiedissipierendes Verformungsverhalten aufweist, welches die auf die Passagiere wirkenden Kräfte bei einem Zusammenstoß vermindert.As a result, the advantage can be achieved to realize a rail vehicle which is able to safely withstand certain longitudinal forces (clutch pressure, buffer pressure, end cross member pressure), on the other hand has an energy dissipating deformation behavior, which reduces the forces acting on the passengers forces in a collision.

Das Kraftübertragungselement und gegebenenfalls die Schrägsäulen der erfindungsgemäßen Verformungszone sind so auszulegen, dass sie eine hinreichende Festigkeit aufweisen, um alle Betriebs- und Prüfkräfte sicher zwischen dem Frontquerträger und dem Endquerträger bzw. der Ecksäulen übertragen zu können. Die wesentliche Eigenschaft des Kraftübertragungselements ist, dass es so dimensioniert ist, dass, sobald die Versagenslast überschritten ist, dieses Kraftübertragungselement so kollabiert oder versagt, dass es der weiteren Verformung keinen wesentlichen Widerstand mehr entgegenstellt.The power transmission element and optionally the diagonal columns of the deformation zone according to the invention are to be designed so that they have sufficient strength to be able to transmit all operating and testing forces safely between the front cross member and the end cross member or corner posts. The essential characteristic of the power transmission element is that it is dimensioned such that, once the failure load is exceeded, this power transmission element collapses or fails such that it no longer provides substantial resistance to further deformation.

Dieses Verhalten kann beispielsweise dadurch erreicht werden, dass festigkeitsgebende Bauteile im Versagensfall ausknicken, da für eine Knickverformung eine wesentlich niedrigere Kraft erforderlich ist als für eine Druck- oder Zugverformung. Ebenso lässt sich ein gleichwertiges Verhalten auch dadurch erreichen, dass festigkeitsgebende Bauteile mit einer Verbindungsart verbunden sind, welche bei einer definierten Überlast versagt, z.B. eine überlappende Verbindung mit Nieten, die bei einer bestimmten Auslegungslast abscheren. Dadurch nimmt das Kraftübertragungselement nach seinem Versagen an der darauffolgenden Energiedissipation nur mehr gering oder gar nicht teil. Diese Energiedissipation kann daher in den dafür vorgesehenen Verformungselementen erfolgen.This behavior can be achieved, for example, by the fact that strength-giving components buckle in case of failure, since a much lower force is required for a buckling deformation than for a compression or tension deformation. Likewise, equivalent performance can also be achieved by connecting strength members to a type of connection that fails at a defined overload, eg, an overlapping connection with rivets that shear at a given design load. As a result, the power transmission element only takes on more after its failure in the subsequent energy dissipation low or not at all. This energy dissipation can therefore take place in the deformation elements provided for this purpose.

Es empfiehlt sich, das Kraftübertragungselement durch eine im Wesentlichen X-förmige Anordnung von Platten zu gestalten, wobei die Krafteinbringung über jeweils gegenüberliegende Seiten dieser X-förmigen Plattenanordnung erfolgt. Es ist wesentlich, dass die Schnittlinie der Platten quer zur Kraftrichtung angeordnet ist, da solcherart ein sicheres Ausknicken der Platten erfolgt. Die Anordnung der Schnittlinie in Kraftrichtung würde hingegen zu einem Bauteil führen, dessen Kraft - Weg Diagramm bei plastischer Verformung über den gesamten Verformungsweg ein sehr hohes Kraftniveau aufweist und für gegenständliche Erfindung nicht als Kraftübertragungselement eingesetzt werden kann.It is advisable to design the force transmission element by a substantially X-shaped arrangement of plates, wherein the force is applied via respective opposite sides of this X-shaped plate assembly. It is essential that the line of intersection of the plates is arranged transversely to the direction of force, since such a secure buckling of the plates takes place. By contrast, the arrangement of the cutting line in the direction of force would lead to a component whose force-displacement diagram has a very high level of force during plastic deformation over the entire deformation path and can not be used as a force transmission element for the subject invention.

Tritt der Fall ein, dass ein geometrisch inkompatibler Unfallgegner zuerst auf die Schrägsäulen und das Verformungselement trifft, reagiert die X-förmige Anordnung von Platten ausreichend empfindlich und kollabiert durch die stark außermittige Belastung, die durch die anzunehmende darauf folgende plastische Verformung der Schrägsäulen auch eher verformungsgetriebenen Charakter hat, sodass auch in einem solchen Fall das Kraftübertragungselement nur noch äußerst gering an der Energiedissipation teilnimmt.If the case occurs that a geometrically incompatible accident opponent first encounters the oblique columns and the deformation element, the X-shaped arrangement of plates reacts sufficiently sensitive and collapses by the strong eccentric load, the deformation-driven by the assumed subsequent plastic deformation of the oblique columns Character has, so that even in such a case, the power transmission element participates only very small in the energy dissipation.

Eine Ausführungsform des Kraftübertragungselements sieht vor, die einzelnen Platten, welche das im Wesentlichen X-förmige Kraftübertragungselement bilden, mit jeweils unterschiedlicher Dicke auszuführen. Dadurch ist der Vorteil erzielbar, die Versagenslast und die Richtung des Ausknickens der Platten genau einstellen zu können. Eine solche Anordnung kann mit computerunterstützer Simulation in Bezug auf ihre Festigkeit (Versagenslast) sowie ihres plastisches Verformungsverhalten gut ausgelegt werden.An embodiment of the power transmission element provides to carry out the individual plates, which form the substantially X-shaped force transmission element, each having a different thickness. As a result, the advantage can be achieved, the failure load and the direction of buckling to be able to set the plates exactly. Such an arrangement can be well designed with computer assisted simulation in terms of its strength (failure load) as well as its plastic deformation behavior.

Weiters ist es empfehlenswert, eine Platte dieser X-förmigen Anordnung einstückig und mit einer größeren Dicke auszuführen als die beiden anderen Platten. Dadurch kann die Versagenslast genauer eingestellt werden.Furthermore, it is advisable to make a plate of this X-shaped arrangement in one piece and with a greater thickness than the other two plates. This allows the failure load to be set more accurately.

Weiters ist es vorteilhaft, diese X-förmige Anordnung von Platten aus mehreren, insbesondere aus drei Platten zusammenzusetzen. Solcherart können die Versagenslast und das Knickverhalten besonders genau eingestellt werden.Furthermore, it is advantageous to assemble this X-shaped arrangement of plates of several, in particular of three plates. In this way, the failure load and the buckling behavior can be set very precisely.

Es ist empfehlenswert, die Platten an der Schnittlinie der Platten zu verbinden, wobei eine Schweißverbindung besonders vorteilhaft ist.It is advisable to connect the plates at the cutting line of the plates, whereby a welded connection is particularly advantageous.

Als weitere vorteilhafte Ausgestaltungsvariante ist es auch möglich, das Kraftübertragungselement als kombiniertes Kraftübertragungs- und Energieabsorptionselement auszuführen, welches nach Überschreiten einer definierten Versagenslast durch Deformation Energie dissipiert.As a further advantageous embodiment variant, it is also possible to carry out the force transmission element as a combined power transmission and energy absorption element, which dissipates energy after deformation by exceeding a defined failure load.

Dies kann auf mehrere Arten erfolgen, die dem Stand der Technik im Schienenfahrzeugbau entsprechen. Als konkrete mögliche Ausführungsformen seien hier röhrenförmige Crashelemente erwähnt, die bei Überschreiten einer Spitzenkraft progressiv beulen, formschlüssig gehaltene festigkeitsgebende Bauteile, die bei Überschreiten einer Auslösekraft durch den Formschluss spanend bearbeitet werden sowie röhrenförmige Crashelemente, die nach Überschreiten einer Auslösekraft aufgeweitet, verengt oder abgeschält werden.This can be done in several ways, which correspond to the state of the art in rail vehicle construction. As concrete possible embodiments here tubular crash elements are mentioned here, which bump progressively when a peak force is exceeded, form-fitting held strength-giving components, which are machined on exceeding a release force by the positive fit and tubular crash elements, which after exceeding a triggering force widened, narrowed or peeled off.

Mit der hier dargestellten Erfindung gelingt es, ein Schienenfahrzeug mit einer Verformungszone anzugeben, deren Festigkeitsauslegung für statische Lasten und die Crashtauglichkeitsauslegung für Unfalllasten (mit großen plastischen Verformungen) praktisch und im Wesentlichen getrennt durchführbar ist und die auch für Kollisionen mit geometrisch inkompatiblen Unfallgegnern und insbesondere auch für Fahrzeuge mit vertikalen Wagenenden mit Türöffnung geeignet ist. Eine erfindungsgemäße Verformungszone kann aber prinzipiell an allen gebräuchlichen Schienenfahrzeugtypen vorgesehen werden. Als geometrisch inkompatible Unfallgegner werden insbesondere Lokomotiven und Güterwaggons angesehen.With the invention presented here, it is possible to provide a rail vehicle with a deformation zone whose strength design for static loads and crashworthiness interpretation for accident loads (with large plastic deformations) practically and essentially separated feasible and which also for collisions with geometrically incompatible accident opponents and in particular is suitable for vehicles with vertical car ends with door opening. However, a deformation zone according to the invention can in principle be provided on all common rail vehicle types. In particular locomotives and freight cars are regarded as geometrically incompatible accident opponents.

Als Verformungselement können alle gebräuchlichen Verformungselemente eingesetzt werden, insbesondere auch solche aus röhrenförmigen Profilen. Ebenso sind Verformungselemente aus einer Aluminiumwabenkonstruktion oder aus einem Metallschaum einsetzbar.As a deformation element all common deformation elements can be used, in particular those of tubular profiles. Similarly, deformation elements of an aluminum honeycomb construction or a metal foam can be used.

Gegenständliche Erfindung ist besonders gut für Schienenfahrzeuge geeignet, welche in den USA zugelassen werden sollen, da die relevanten Normen das Einbringen der Prüflängskräfte über die Endquerträger vorsehen und somit keine an das Wagenende aufgesetzten Verformungselemente vorgesehen werden können, da diese den Prüfkräften nicht widerstehen können.The present invention is particularly well suited for rail vehicles which are to be approved in the US, since the relevant standards provide the introduction of Prüflängskräfte on the end crossmember and thus can not be provided at the end of the car deformation elements, as they can not withstand the test forces.

Kurzbeschreibung der ZeichnungenBrief description of the drawings

Es zeigen beispielhaft:

  • Fig.1 Ein Schienenfahrzeug mit senkrechtem Wagenende gemäß dem Stand der Technik - Seitenansicht.
  • Fig.2 Ein Schienenfahrzeug mit angesetzer Verformungszone-Seitenansicht.
  • Fig.3 Ein Schienenfahrzeug mit angesetzter Verformungszone-Aufsicht.
  • Fig.4 Ein Kraftübertragungselement in Seitenansicht.
  • Fig.5 Ein Schienenfahrzeug mit angesetzter Verformungszone und innerem Verformungselement - Seitenansicht.
  • Fig.6 Ein idealisiertes Kraft - Weg Diagramm eines Verformungselements.
  • Fig.7 Ein idealisiertes Kraft - Weg Diagramm eines Kraftübertragungselements.
  • Fig.8 Zusammenstoß Computersimulation - Seitenansicht 1.
  • Fig.9 Zusammenstoß Computersimulation - Seitenansicht 2.
  • Fig.10 Zusammenstoß Computersimulation - Seitenansicht 3
  • Fig.11 Zusammenstoß Computersimulation - Seitenansicht 4.
  • Fig.12 Zusammenstoß Computersimulation - Seitenansicht 5.
  • Fig.13 Zusammenstoß Computersimulation - Schrägansicht 1.
  • Fig.14 Zusammenstoß Computersimulation - Schrägansicht 2.
  • Fig.15 Zusammenstoß Computersimulation - Schrägansicht 3.
  • Fig.16 Zusammenstoß Computersimulation - Schrägansicht 4.
  • Fig.17 Zusammenstoß Computersimulation - Schrägansicht 5.
They show by way of example:
  • Fig.1 A rail vehicle with vertical end of the car according to the prior art - side view.
  • Fig.2 A rail vehicle with scheduled deformation zone side view.
  • Figure 3 A rail vehicle with attached deformation zone supervision.
  • Figure 4 A power transmission element in side view.
  • Figure 5 A rail vehicle with attached deformation zone and inner deformation element - side view.
  • Figure 6 An idealized force - displacement diagram of a deformation element.
  • Figure 7 An idealized force - displacement diagram of a power transmission element.
  • Figure 8 Collision Computer Simulation - Side View 1.
  • Figure 9 Collision Computer Simulation - Side View 2.
  • Figure 10 Collision Computer Simulation - Side View 3
  • Figure 11 Collision Computer Simulation - Side View 4.
  • Figure 12 Collision Computer Simulation - Side View 5.
  • Figure 13 Collision Computer Simulation - Tilting View 1.
  • Figure 14 Collision Computer Simulation - Angled View 2.
  • Figure 15 Collision Computer simulation - oblique view 3.
  • Figure 16 Collision Computer Simulation - Tilt 4.
  • Figure 17 Collision Computer Simulation - Tilt 5.

Ausführung der ErfindungEmbodiment of the invention

Fig.1 zeigt beispielhaft und schematisch ein Schienenfahrzeug mit senkrechten Wagenenden gemäß dem Stand der Technik in einer Seitenansicht. Es ist ein Fahrzeugende eines Schienenfahrzeugs dargestellt, welches an seinem Ende einen Endquerträger EQT aufweist. Fig.1 shows by way of example and schematically a rail vehicle with vertical end of the car according to the prior art in a side view. It is a vehicle end of one Rail vehicle shown, which has at its end an end cross member EQT.

An diesen Endquerträger EQT greifen die Längskräfte an, dazu ist dieser Endquerträger EQT entsprechend dimensioniert und gegebenenfalls mit Befestigungsmitteln zur Aufnahme von Puffern, Kupplungen, etc ausgestattet.At this end cross member EQT attack the longitudinal forces, this end cross member EQT is dimensioned accordingly and optionally equipped with fasteners for receiving buffers, couplings, etc ..

Senkrecht zu diesem Endquerträger EQT sind Ecksäulen ES vorgesehen, welche sich vom Endquerträger EQT bis zum Dach des Schienenfahrzeugs erstrecken.Perpendicular to this end cross member EQT corner posts ES are provided, which extend from the end cross member EQT to the roof of the rail vehicle.

Die Verkleidung V dient im Wesentlichen üblichen Schutz- und Designzwecken und weist keine bei einem Zusammenstoß relevante Festigkeit auf. Ein Schienenfahrzeug gemäß Fig.1 weist keine wesentlichen energedissipierenden Eigenschaften auf, bei einem Zusammstoß wirken hohe Kräfte auf die Passagiere.The panel V serves essentially conventional protection and design purposes and has no relevant in a collision strength. A rail vehicle according to Fig.1 has no significant energy-dissipating properties, with a collision high forces act on the passengers.

Fig.2 zeigt beispielhaft und schematisch ein Schienenfahrzeug mit angesetzter Verformungszone in einer Seitenansicht. Fig.2 shows by way of example and schematically a rail vehicle with attached deformation zone in a side view.

Es ist das Prinzip einer erfindungsgemäßen Verformungszone dargestellt, wobei das Schienenfahrzeug wie in dem in Fig.1 gezeigten Beispiel zum Stand der Technik aufgebaut ist.It is the principle of a deformation zone according to the invention shown, wherein the rail vehicle as in the in Fig.1 shown example of the prior art is constructed.

Die erfindungsgemäße Verformungszone VZ ist stirnseitig auf das Schienenfahrzeug aufgesetzt und umfasst ein Kraftübertragungselement KUE, welches zwischen einem Endquerträger EQT und einem Frontquerträger FQT angeordnet ist, wobei der Frontquerträger FQT parallel zu dem Endquerträger EQT in Richtung des Wagenendes beabstandet angeordnet ist. Weiters sind Schrägsäulen SS vorgesehen, welche den Frontquerträger mit einer Ecksäule ES verbinden. Diese Bauteile der Verfomungszone VZ (Frontquerträger FQT, Kraftübertragungselement KUE und Schrägsäule SS) sind so gestaltet bzw. dimensioniert, dass diese alle Betriebs- und Prüfkräfte sicher zwischen dem Endquerträger EQT bzw. den Ecksäulen ES bzw. Kollisionssäulen KS und dem Frontquerträger FQT übertragen.The deformation zone VZ according to the invention is mounted on the rail side of the rail vehicle and comprises a power transmission element KUE, which is arranged between an end cross member EQT and a front cross member FQT, wherein the front cross member FQT is arranged parallel to the end cross member EQT in the direction of the end of the car. Furthermore, oblique columns SS are provided, which connect the front cross member with a corner column ES. These components of the Verfomungszone VZ (front cross member FQT, power transmission element KUE and inclined column SS) are designed or dimensioned so that all operating and testing forces safely between the end cross member EQT and the corner pillars ES or Kollisionssäulen KS and the front cross member FQT transferred.

Eine Schrägsäule SS kann auch vertikale Abschnitte umfassen. Das Kraftübertragungselement KUE weist bei Belastung ein Kraft-Weg Diagramm wie in Fig.7 dargestellt auf.An inclined column SS can also comprise vertical sections. The load transmission element KUE has a force-displacement diagram under load as in Figure 7 shown on.

Weiters umfasst die Verformungszone VZ Verformungselemente VE, welche stirnseitig an den Ecksäulen ES angeordnet sind und welche bei Belastung ein Kraft-Weg Diagramm wie exemplarisch in Fig.6 dargestellt aufweisen, sich also zur Energiedissipation im plastischen Verformungsfall eignen.Furthermore, the deformation zone VZ includes deformation elements VE, which are arranged on the end sides of the corner pillars ES and which under load a force-displacement diagram as exemplified in Figure 6 have shown, so are suitable for energy dissipation in the plastic deformation case.

Diese Verformungselemente VE sind so angeordnet, dass sie an der Übertragung statischer Lasten nicht teilnehmen und erst nach dem Kollabieren oder Versagen des Kraftübertragungselements KUE in Wirkung geraten. Weiters geraten die Verformungselemente VE bei einem Zusammenstoß mit einem geometrisch inkompatiblen Kollisionsgegner in Wirkung.These deformation elements VE are arranged so that they do not participate in the transmission of static loads and only come into effect after the collapse or failure of the power transmission element KUE. Furthermore, the deformation elements VE come into effect in the event of a collision with a geometrically incompatible collision opponent.

Fig.3 zeigt beispielhaft und schematisch ein Schienenfahrzeug mit angesetzter Verformungszone in einer Aufsicht mit einem Kraftübertragungselement. Es ist das Schienenfahrzeug aus Fig.2 dargestellt. In diesem Ausführungsbeispiel sind vier senkrecht angeordnete, mit dem Endquerträger EQT verbundene Säulen vorgesehen. Zwei dieser vier Säulen, die Ecksäulen ES sind an der Wagenaußenseite des Endquerträgers EQT angeordnet, zwei weitere Säulen, die Kollisionssäulen KS sind von den Ecksäulen ES in Richtung der Wagenmitte beabstandet angeordnet. Die Schrägsäulen SS erstrecken sich zwischen dem Frontquerträger FQT und jeweils einer Kollisionssäule KS. Eine solche Bauweise entspricht dem in den USA häufig gewünschten Fahrzeugtyp, ein mittiger Durchgang zwischen den beiden Schrägsäulen SS ist einfach zu realiseren. Ebenso eignet sich der Raum hinter dem Enquerträger EQT, insbesondere zwischen einer Ecksäule ES und einer Kollisionssäule KS gut für die Anordnung eines kollisionsgeschützten Fahrerstandes. Je nach gewünschter Fahrzeugform kann die Verkleidung V schräge, gerundete oder vertikale Fahrzeugenden formen. Figure 3 shows by way of example and schematically a rail vehicle with attached deformation zone in a plan view with a force transmission element. It is the rail vehicle Fig.2 shown. In this embodiment, four vertically arranged, connected to the end cross member EQT columns are provided. Two of these four columns, the corner pillars ES are arranged on the carriage outside of the end cross member EQT, two other columns, the collision columns KS are spaced from the corner pillars ES in the direction of the center of the car. The oblique columns SS extend between the front cross member FQT and in each case a collision column KS. Such a construction corresponds to the type of vehicle often desired in the USA, a central passage between the two helical columns SS is easy to realiseren. Likewise, the space is suitable behind the Enquerträger EQT, in particular between a corner pillar ES and a Collision column KS good for the arrangement of a collision protected driver's station. Depending on the desired vehicle shape, the panel V can form oblique, rounded or vertical vehicle ends.

Fig.4 zeigt beispielhaft und schematisch ein Kraftübertragungselement in Seitenansicht. Figure 4 shows by way of example and schematically a force transmission element in side view.

Es ist ein Kraftübertragungselement KUE dargestellt, welches einen Endquerträger EQT mit einem Frontquerträger FQT verbindet. Dieses Kraftübertragungselement KUE weist einen Kraft - Weg Zusammenhang auf, wie er in Fig.7 dargestellt ist. Zur Erzielung eines solchen Kraft - Weg Zusammenhangs ist es besonders vorteilhaft, das Kraftübertragungselement KUE aus x-förmig angeordneten Platten aufzubauen und die Schnittlinie der x-förmig angeordneten Platten des Kraftübertragungselements KUE quer zur Fahrzeuglängsrichtung anzuordnen. Durch diese Anordnung ist die Berechnung der Versagenslast gut möglich und diese Anordnung stellt nach dem Kollabieren bei Überschreitung der Versagenslast der weiteren Verformung nur einen sehr geringen Widerstand entgegen.It is shown a power transmission element KUE, which connects an end cross member EQT with a front cross member FQT. This power transmission element KUE has a force - distance relationship as it is in Figure 7 is shown. In order to achieve such a force-displacement relationship, it is particularly advantageous to construct the force transmission element KUE from plates arranged in an X-shape and to arrange the section line of the plates of the force transmission element KUE arranged in an X direction transversely to the vehicle longitudinal direction. By this arrangement, the calculation of the failure load is well possible and this arrangement provides after collapsing when exceeding the failure load of the further deformation only a very small resistance.

Fig.5 zeigt beispielhaft und schematisch ein Schienenfahrzeug mit angesetzter Verformungszone und innerem Verformungselement in einer Seitenansicht. Figure 5 shows by way of example and schematically a rail vehicle with attached deformation zone and inner deformation element in a side view.

Es ist eine Fortbildung eines erfindungsgemäßen Schienenfahrzeugs mit angesetzter Verformungszone VZ, wie im Fig.2 und 3 gezeigt, dargestellt. Ein inneres Verformungselement IVE ist wagenmittig eines Endquerträgers angeordnet und unterstützt das vorteilhafte Verformungsverhalten eines erfindungsgemäßen Schienenfahrzeugs. Dieses innere Verformungselement IVE ist so dimensioniert, dass es erst nach dem Versagen des Kraftübertragungselements KUE und nach dem Aufzehren des Verformungselements VE in Wirkung tritt. Ebenso verbessert das innere Verformungselement IVE das Verformungsverhalten des Schienenfahrzeugs bei Kollisionen mit geometrisch inkompatiblen Kollosionsgegnern, insbesondere bei der Kollision mit flachen Güterwagen, bei welchen die Verformungselemente VE in Extremfällen nur verspätet oder gar nicht verformt werden.It is a development of a rail vehicle according to the invention with attached deformation zone VZ, as in Fig.2 and 3 shown shown. An inner deformation element IVE is arranged centrally of the wagon of an end cross member and supports the advantageous deformation behavior of a rail vehicle according to the invention. This inner deformation element IVE is dimensioned so that it comes into effect only after the failure of the power transmission element KUE and after the consumption of the deformation element VE. Likewise, the inner deformation element IVE improves the deformation behavior of the rail vehicle in collisions with geometrically incompatible Kollogengegnern, especially in the collision with flat freight cars, in which the deformation elements VE are deformed in late cases only late or not at all.

Fig.6 zeigt beispielhaft und schematisch ein idealisiertes Kraft - Weg Diagramm eines Verformungselements. Es ist ein idealisiertes Kraft - Weg Diagramm eines typischen Verformungselements VE bei plastischer Verformung dargestellt. Die waagrechte Achse stellt den Verformungsweg x dar, die senkrechte Achse stellt die auf das Verformungselement VE wirkende Kraft F dar. Der Verlauf der Kraft F zeigt einen stark ansteigenden Abschnitt und einen bei weiterer Verformung anschließenden waagrechten Abschnitt auf. Der Bereich dieses waagrechten Abschnitts, bei welchem eine weitere Verformung x bei konstanter Kraft F auftritt, stellt den für die Energiedissipation wesentlichen Bereich dar. Ist der konstruktiv vorgegebene maximale Verformungsweg aufgebraucht, das Verformungselement VE also komplett gestaucht, tritt ein sehr steiler Kraftanstieg auf und das Verformungselement VE weist keine wesentliche energiedissipierende Wirkung mehr auf. Figure 6 shows by way of example and schematically an idealized force - displacement diagram of a deformation element. It is an idealized force - displacement diagram of a typical deformation element VE during plastic deformation. The horizontal axis represents the deformation path x, the vertical axis represents the force F acting on the deformation element VE. The course of the force F shows a strongly rising section and a horizontal section following further deformation. The area of this horizontal section, in which a further deformation x occurs at constant force F, represents the area essential for the energy dissipation. If the constructive predetermined maximum deformation is used up, the deformation element VE thus completely compressed, a very steep increase in force occurs and Deformation element VE has no significant energy-dissipating effect more.

Fig.7 zeigt beispielhaft und schematisch ein idealisiertes Kraft - Weg Diagramm eines Kraftübertragungselements. Es ist ein Kraft - Weg Diagramm eines typischen Kraftübertragungselements KUE bei plastischer Verformung bzw. Instabilität dargestellt. Die waagrechte Achse stellt den Verformungsweg x dar, die senkrechte Achse stellt die auf das Kraftübertragungselement KUE wirkende Kraft F dar. Im Gegensatz zu dem in Fig.6 gezeigten Kraft - Weg Diagramm eines Verformungselements VE zeigt der Kraft-Weg Verlauf eines Kraftübertragungselements KUE nach einem steilen Kraftanstieg bei beginnender Verformung bis zu einem maximalen Wert der Kraft F keinen anschließenden waagrechten Kraftverlauf. Die wesentliche Eigenschaft eines Kraftübertragungselements KUE, einerseits eine bestimmte maximale Kraft sicher übertragen zu können, aber bei einem Überschreiten dieser maximalen Kraft (ggf. um einen bestimmten Sicherheitsfaktor erhöht) zu versagen und der weiteren Verformung keinen wesentlichen Widerstand mehr entgegenzusetzen, ist in Fig.7 dargestellt. Nach dem Überschreiten einer bestimmten maximalen Kraft F erfolgt die weitere Verformung bei einem wesentlich niedrigeren, im Verhältnis zur maximalen Kraft F praktisch vernachlässigbaren Kraftniveau. Erst wenn der konstruktiv vorgegebene maximale Verformungsweg aufgebraucht ist, das Kraftübertragungselement KUE also komplett gestaucht ist, tritt ein sehr steiler Kraftanstieg auf. Figure 7 shows by way of example and schematically an idealized force - displacement diagram of a force transmission element. It is a force-displacement diagram of a typical force transmission element KUE during plastic deformation or Instability presented. The horizontal axis represents the deformation path x, the vertical axis represents the force F acting on the force transmission element KUE. In contrast to the in FIG Figure 6 shown force - path diagram of a deformation element VE shows the force-displacement curve of a force transmission element KUE after a steep increase in force at the beginning of deformation up to a maximum value of the force F no subsequent horizontal force curve. The essential characteristic of a power transmission element KUE, on the one hand to be able to transmit a certain maximum force safely, but to fail if this maximum force is exceeded (possibly increased by a certain safety factor) and no longer resist the further deformation, is in Figure 7 shown. After exceeding a certain maximum force F further deformation takes place at a much lower, in relation to the maximum force F practically negligible force level. Only when the structurally predetermined maximum deformation is used up, the power transmission element KUE is thus completely compressed, a very steep increase in force occurs.

Fig.8 zeigt eine Zusammenstoß-Computersimulation in Seitenansicht, Stufe 1 - unverformt. Figure 8 shows a collision computer simulation in side view, level 1 - undeformed.

Es ist eine Simulation der Kollision eines Schienenfahrzeugs mit angesetzter Verformungszone wie in Fig.5 gezeigt mit einer Lokomotive L dargestellt. Die Lokomotive L stellt einen massiven, im Wesentlichen unverformbaren und geometrisch inkompatiblen Kollisionsgegner dar. Die Schrägsäulen SS weisen senkrechte Abschnitte auf. Die Lokomotive L trifft auf einem Punkt oberhalb des Frontquerträgers FQT auf, sodass die plastische Verformung an dieser Stelle beginnt. Dieses Ausführungsbeispiel zeigt ein anderes Kraftübertragungslement KUE als in Fig.4 dargestellt.It is a simulation of the collision of a rail vehicle with applied deformation zone as in Figure 5 shown with a locomotive L shown. The locomotive L represents a massive, essentially undeformable and geometrically incompatible collision opponent. The oblique columns SS have vertical sections. The locomotive L hits at a point above the front cross member FQT, so that the plastic deformation begins at this point. This Embodiment shows a different power transmission element KUE than in Figure 4 shown.

Fig.9 zeigt eine Zusammenstoß-Computersimulation in Seitenansicht, Stufe 2 - erste Verformungen. Zur Verdeutlichung der Abläufe des Verfomungsvorgangs sind in den Fig.9 bis 12 alle Bezugszeichen entfallen. Die Verkleidung V stellt einer Verformung keinen nennenswerten Widerstand entgegen und ist bereits bei diesem geringen Verformungsweg zerstört. Die Schrägsäulen SS sind durch die Krafteinleitung an der Berührungsstelle mit der Lokomotive L teilweise gerade gerichtet, die Verformungselemente VE zeigen erste Verformungen und dissipieren die Verformungsenergie. Die Kraftübertragungselemente KUE sind noch formstabil. Figure 9 shows a collision computer simulation in side view, stage 2 - first deformations. To clarify the processes of Verfomungsvorgangs are in the 9 to 12 all reference numerals omitted. The panel V provides no appreciable resistance to deformation and is already destroyed in this small deformation path. The oblique columns SS are partially straightened by the introduction of force at the point of contact with the locomotive L, the deformation elements VE show first deformations and dissipate the deformation energy. The power transmission elements KUE are still dimensionally stable.

Fig.10 zeigt eine Zusammenstoß-Computersimulation in Seitenansicht, Stufe 3 - starke Verfomungen. Durch die fortschreitende Verformung sind die Schrägsäulen SS gerade gerichtet und die dahinterliegenden Verformungselemente VE fast komprimiert. Bei dieser Verformungsstufe sind die Kraftübertragungselemente KUE bereits kollabiert, es zeigen sich erste Verformungen der Ecksäulen ES. Figure 10 Figure 8 shows a collision computer simulation in side view, level 3 - severe fouling. As a result of the progressive deformation, the oblique columns SS are straightened and the underlying deformation elements VE are almost compressed. In this deformation stage, the force transmission elements KUE are already collapsed, showing first deformations of the corner columns ES.

Fig.11 zeigt eine Zusammenstoß-Computersimulation in Seitenansicht, Stufe 4 - sehr starke Verformungen. Die Verformungselemente VE sind vollständig aufgezehrt, es bilden sich starke Verformungen der Ecksäulen ES. Figure 11 shows a collision computer simulation in side view, level 4 - very strong deformations. The deformation elements VE are completely consumed, it forms strong deformation of the corner columns ES.

Fig.12 zeigt eine Zusammenstoß-Computersimulation in Seitenansicht, Stufe 5 - extreme Verformungen. In dieser Stufe sind die Ecksäulen stark in Richtung des Wageninneren gebogen, das innere Verformungselement hat angesprochen und ist aufgezehrt. Figure 12 shows a collision computer simulation in side view, level 5 - extreme deformations. In this stage, the corner columns are bent strongly towards the car interior, the inner deformation element has responded and is consumed.

Fig.13 zeigt eine Zusammenstoß-Computersimulation in Schrägansicht, Stufe 1 - unverformt. Es ist das Szenario aus Fig.8 in einer Schrägansicht und in Längsrichtung mittig geschnitten dargestellt. Figure 13 shows a collision computer simulation in an oblique view, stage 1 - undeformed. It's the scenario Figure 8 shown in an oblique view and longitudinally cut in the middle.

Fig.14 zeigt eine Zusammenstoß-Computersimulation in Schrägansicht, Stufe 2- erste Verformungen. Schrägansicht des in Fig.9 dargestellten Szenarios Figure 14 shows a collision computer simulation in an oblique view, stage 2- first deformations. Oblique view of in Figure 9 presented scenarios

Fig.15 zeigt eine Zusammenstoß-Computersimulation in Schrägansicht, Stufe 3- starke Verfomungen. Schrägansicht des in Fig.10 dargestellten Szenarios Figure 15 shows a collision computer simulation in an oblique view, level 3-strong Verfomungen. Oblique view of in Figure 10 presented scenarios

Fig.16 zeigt eine Zusammenstoß-Computersimulation in Schrägansicht, Stufe 4- sehr starke Verformungen. Schrägansicht des in Fig.11 dargestellten Szenarios Figure 16 shows a collision computer simulation in an oblique view, stage 4- very strong deformations. Oblique view of in Figure 11 presented scenarios

Fig.17 zeigt eine Zusammenstoß-Computersimulation in Schrägansicht, Stufe 5- extreme Verformungen. Schrägansicht des in Fig.12 dargestellten Szenarios Figure 17 shows a collision computer simulation in an oblique view, stage 5 extreme deformations. Oblique view of in Figure 12 presented scenarios

Liste der BezeichnungenList of terms

EQTEQT
Endquerträgerend cross beam
ESIT
EcksäuleCorner column
VV
Verkleidungpaneling
VZVZ
Verformungszonedeformation zone
FQTFQT
FrontquerträgerFront crossmember
SSSS
Schrägsäuleangle pin
VEVE
Verformungselementflexure
KUEKUE
KraftübertragungselementPower transmission element
KSKS
Kollisionssäulecollision column
IVEIVE
Inneres VerformungselementInner deformation element
FF
Kraftforce
xx
Verformungswegdeformation
LL
Lokomotivelocomotive

Claims (10)

  1. Rail vehicle having an attached deformation zone, comprising at least one end cross member (EQT) provided in a front end face area and end pillars (ES) disposed substantially at right angles, emanating from the end cross member (EQT), characterised in that a deformation zone (VZ) is provided on the end face side, which comprises a front cross member (FQT) disposed at a distance from the end cross member (EQT) and parallel thereto in the end face side direction and at least one force transmission element (KUE), wherein the at least one force transmission element (KUE) is disposed between the end cross member (EQT) and the front cross member (FQT), which transfers longitudinal compression forces plastically free from deformation between the end cross member (EQT) and the front cross member (FQT) up to a specific value and fails if this specific value is exceeded and which is constructed from plates disposed in a x shape and wherein the line of intersection of the plates disposed in an x shape of the force transmission element (KUE) is disposed transverse to the longitudinal direction of the vehicle.
  2. Rail vehicle having an attached deformation zone according to claim 1, characterised in that at least one deformation element (VE) is provided, which is disposed so that the deformation of the at least one deformation element (VE) only occurs after the failure of the force transmission element (KUE).
  3. Rail vehicle having an attached deformation zone according to claim 1 or 2, characterised in that at least one diagonal column (SS) is disposed between the front cross member (FQT) and a corner column (ES).
  4. Rail vehicle having an attached deformation zone according to one of claims 1 to 3, characterised in that subframe of the rail vehicle is equipped with at least one inner deformation element (IVE) of the rail vehicle between the centre of the wagon and an end cross member (EQT).
  5. Rail vehicle having a deformation zone according to one of claims 1 to 4, characterised in that a covering (V) is provided which covers the components of the deformation zone (VZ).
  6. Rail vehicle having a deformation zone according to claim 5, characterised in that the bodywork (V) is made of a plastic.
  7. Rail vehicle having a deformation zone according to one of claims 1 to 6, characterised in that the at least one deformation element (VE) or the at least one inner deformation element (IVE) is designed as an aluminium honeycomb construction.
  8. Rail vehicle having a deformation zone according to one of claims 1 to 6, characterised in that the at least one deformation element (VE) or the at least one inner deformation element (IVE) is designed as a metal foam.
  9. Rail vehicle having a deformation zone according to one of claims 1 to 6, characterised in that the at least one deformation element (VE) or the at least one inner deformation element (IVE) is designed as a tubular profile.
  10. Rail vehicle having a deformation zone according to one of claims 1 to 9, characterised in that the deformation zone (VZ) is provided on both end face sides of the rail vehicle.
EP12713652.1A 2011-04-04 2012-03-26 Rail vehicle having an attached deformation zone Active EP2694347B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATA476/2011A AT511291A1 (en) 2011-04-04 2011-04-04 RAIL VEHICLE WITH PLACED FORGING ZONE
PCT/EP2012/055310 WO2012136500A1 (en) 2011-04-04 2012-03-26 Rail vehicle having an attached deformation zone

Publications (2)

Publication Number Publication Date
EP2694347A1 EP2694347A1 (en) 2014-02-12
EP2694347B1 true EP2694347B1 (en) 2015-09-16

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EP12713652.1A Active EP2694347B1 (en) 2011-04-04 2012-03-26 Rail vehicle having an attached deformation zone

Country Status (8)

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US (1) US9421985B2 (en)
EP (1) EP2694347B1 (en)
CN (1) CN103459230B (en)
AT (1) AT511291A1 (en)
CA (1) CA2831986C (en)
DK (1) DK2694347T3 (en)
RU (1) RU2587213C2 (en)
WO (1) WO2012136500A1 (en)

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Also Published As

Publication number Publication date
EP2694347A1 (en) 2014-02-12
US9421985B2 (en) 2016-08-23
RU2587213C2 (en) 2016-06-20
CA2831986C (en) 2019-10-15
US20140020596A1 (en) 2014-01-23
DK2694347T3 (en) 2016-01-04
RU2013149003A (en) 2015-05-10
CN103459230B (en) 2017-02-15
CA2831986A1 (en) 2012-10-11
AT511291A1 (en) 2012-10-15
CN103459230A (en) 2013-12-18
WO2012136500A1 (en) 2012-10-11

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