EP3670286A1 - Carriage and rail vehicle - Google Patents
Carriage and rail vehicle Download PDFInfo
- Publication number
- EP3670286A1 EP3670286A1 EP19215685.9A EP19215685A EP3670286A1 EP 3670286 A1 EP3670286 A1 EP 3670286A1 EP 19215685 A EP19215685 A EP 19215685A EP 3670286 A1 EP3670286 A1 EP 3670286A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- energy absorption
- passenger
- end wall
- absorption structure
- coach
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 238000010521 absorption reaction Methods 0.000 claims abstract description 130
- 239000000872 buffer Substances 0.000 claims abstract description 33
- 230000002441 reversible effect Effects 0.000 claims abstract description 13
- 230000005540 biological transmission Effects 0.000 claims abstract description 10
- 238000005253 cladding Methods 0.000 claims description 12
- 230000007704 transition Effects 0.000 claims description 12
- 229910052751 metal Inorganic materials 0.000 claims description 6
- 239000002184 metal Substances 0.000 claims description 6
- 229910000831 Steel Inorganic materials 0.000 claims description 4
- 229910052782 aluminium Inorganic materials 0.000 claims description 4
- XAGFODPZIPBFFR-UHFFFAOYSA-N aluminium Chemical compound [Al] XAGFODPZIPBFFR-UHFFFAOYSA-N 0.000 claims description 4
- 238000001125 extrusion Methods 0.000 claims description 4
- 239000010959 steel Substances 0.000 claims description 4
- 230000001066 destructive effect Effects 0.000 claims description 3
- 230000009471 action Effects 0.000 claims description 2
- 230000008878 coupling Effects 0.000 description 7
- 238000010168 coupling process Methods 0.000 description 7
- 238000005859 coupling reaction Methods 0.000 description 7
- 230000002427 irreversible effect Effects 0.000 description 7
- 238000005265 energy consumption Methods 0.000 description 6
- 238000010276 construction Methods 0.000 description 5
- 239000000463 material Substances 0.000 description 5
- 229920001971 elastomer Polymers 0.000 description 4
- 239000004033 plastic Substances 0.000 description 4
- 230000035939 shock Effects 0.000 description 4
- 230000036540 impulse transmission Effects 0.000 description 2
- 238000007789 sealing Methods 0.000 description 2
- 239000006096 absorbing agent Substances 0.000 description 1
- 230000001133 acceleration Effects 0.000 description 1
- 239000011324 bead Substances 0.000 description 1
- 230000037396 body weight Effects 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 239000000806 elastomer Substances 0.000 description 1
- 230000002349 favourable effect Effects 0.000 description 1
- 230000001771 impaired effect Effects 0.000 description 1
- 230000021715 photosynthesis, light harvesting Effects 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 230000004083 survival effect Effects 0.000 description 1
- 238000003466 welding Methods 0.000 description 1
Images
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G11/00—Buffers
- B61G11/16—Buffers absorbing shocks by permanent deformation of buffer element
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D1/00—Carriages for ordinary railway passenger traffic
-
- 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
- B61D17/20—Communication passages between coaches; Adaptation of coach ends therefor
- B61D17/22—Communication passages between coaches; Adaptation of coach ends therefor flexible, e.g. bellows
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F1/00—Underframes
- B61F1/08—Details
- B61F1/10—End constructions
Definitions
- the present invention relates to a passenger coach, in particular a passenger coach that complies with a UIC standard, and a multi-unit rail vehicle with a passenger coach.
- the car body connections between car bodies of a multi-unit rail vehicle for rail passenger transport typically have subassemblies assigned to respective uses, among other things pulling and pushing devices for transmitting tension and pressure force or shock energy absorption, electrical, pneumatic and hydraulic connections, as well as transition devices for people between adjacent cars.
- the car bodies of a multi-unit rail vehicle can be connected to one another via respective couplings or joints which absorb the longitudinal, transverse and vertical forces occurring between the adjacent car bodies during normal travel of the rail vehicle.
- at least one energy dissipation element shock dissipation element
- a buffer to be arranged between adjacent car bodies.
- a rail vehicle comprising an undercarriage with an end bracket at its longitudinal end portion of the rail car, side bodies, a roof body, side outer panels each disposed on both longitudinal end portions of the rail vehicle and forming the side covers, corner posts extending from the end bracket to the roof body; and intermediate coupling elements, each configured to couple the side outer panel and the corner post, wherein the rigidity of the intermediate coupling elements in a longitudinal direction of the rail vehicle is less than the rigidity of the intermediate coupling elements in a vertical direction.
- the corner posts can absorb a shock load (converting them into deformation energy) that arises when the rail vehicle crashes.
- the displacement of the corner post is absorbed by the deformation of the intermediate coupling element located between the side outer panel and the corner post.
- the deformation of the lateral outer plates can be suppressed.
- the EP 1 897 775 A1 a body of a rail vehicle that is capable of absorbing the energy generated by the impact at the end of the body.
- a strength element is arranged along the circumferential direction of the body at the end of the body, another strength element is arranged along the circumferential direction at a position behind the strength element, and rib elements are arranged along the longitudinal direction of the body that connect the two strength elements.
- An outer plate is also provided for covering.
- the longitudinal direction of the rib corresponds to the longitudinal direction of the body.
- the rib elements each consist of two flanges and a web that connects the two flanges, and the side with the web is welded to the outer plate by fillet welding.
- a notch open towards the flange edge is formed on the flange in the middle of the longitudinal direction of the rib part.
- the notch is folded down, whereby the rib element is bent in the opposite direction to the side on which the outer plate is attached, so that the collision load can be absorbed sufficiently since the outer plate does not interfere with the buckling of the rib element.
- this structure requires additional space in Longitudinal direction of the rail vehicle, which is extended without increasing the passenger capacity.
- EP 0 915 001 A1 A device for connecting car bodies, preferably vehicles for rail passenger transport, characterized in that a rubber bellows-like device is arranged between the ends of the car bodies which are similar to the ring frame and which consists of an elastically deformable, equipped with energy absorption properties and irreversibly plastically deformable after exceeding predetermined load limits with further energy absorption Material consists of integrated into the ring-shaped transmission elements equipped with form spring areas, which transmit the tensile forces to the ends by means of connecting elements and, in conjunction with the material of the device, cause the pressure forces to be distributed evenly to the ends, as well as the load - and do not hinder relative movements of the car bodies caused by the track.
- additional deformation areas are provided in the car bodies, which limits the applicability of this concept with short car distances between passenger cars, or their design for high throughput loads.
- WO2002036405A1 an impact energy consumption device for vehicles, in particular for rail vehicles, characterized by means for impact energy absorption, which can be activated or deactivated and the means for impact energy absorption consist in that when the means for shock absorption are activated, a front part of the rail vehicle opposes the direction of impact, in particular against the direction of travel extended, swung out and / or pushed out and the space created by extending, swiveling and / or pushing out the front part is then at least partially, in particular completely, filled with energy absorption elements and / or that at least between two adjacent and spaced-apart parts of the vehicle, in particular between two cars Interstices of a train are at least partially, in particular completely, filled with energy absorption elements.
- the object of the present invention is to provide a passenger coach for a multi-unit rail vehicle, which allows a reliable dissipation of the energy to be absorbed in a collision with reduced use of materials and / or simple construction, and / or is space-saving.
- a passenger coach comprises a coach body, having a supporting end wall arranged in an end region of the passenger coach, at least one buffer arranged in the end region of the passenger coach and fixedly connected to the coach body and having a first working direction, and an energy absorption structure, which is connected to the supporting end wall and is set up to absorb energy when the end region of the passenger car is exposed to a pulse transmission acting in the first working direction, which leads to the typically reversible energy absorption capacity of the at least one buffer being exceeded.
- the energy absorption structure does not affect or even hinder the buffer (s) or other energy absorption devices of the passenger coach in their respective specified mode of operation.
- the further energy absorption devices can be, for example, an energy absorption device for normal driving, which is integrated into a coupling device connected to the car body for connection to the car body of another passenger car, in particular a corresponding elastomer damper.
- this energy absorption device can be used to at least partially dampen the tensile and impact forces transmitted via the coupling devices during normal driving, which can occur between the individual car bodies during normal driving.
- the normal operating load is exceeded, for example when the vehicle collides with an obstacle (crash) or when the vehicle abruptly brakes, these energy absorption devices are inadequate.
- the buffer can form an energy absorption device.
- the at least one buffer can act as a crash buffer be designed.
- the buffer can have an irreversible stroke.
- the reversible stroke allows the buffer to absorb energy in the event of a pulse until a reversible energy absorption capacity is reached without plastic deformation taking place.
- the irreversible stroke allows additional energy to be absorbed until an irreversible energy absorption capacity is reached.
- the energy absorption structure only responds after the (total) energy absorption capacity of the buffers, including any additional energy absorption devices that are present, has been exhausted and the transmitted energy is at least partially absorbed, temporarily stored and / or degraded.
- the energy absorption structure therefore operates at an (initial or average) force level of at least 400 kN or even at least 500 kN during the pulse transmission.
- the (average) force level in the energy absorption structure can also depend on the type of rail vehicle, in particular on the (empty) mass of the wagons.
- the additional, typically reversible energy absorption devices operate at an (initial or average) force level of up to a maximum of a few percent of the force level of the energy absorption structure.
- the buffer (s) operate at an (initial or average) force level of a maximum of 20% or even only a maximum of 10% of the force level of the energy absorption structure.
- the force level of the energy absorption structure (as well as the buffers and additional energy absorption devices) can be constant, monotonous or even strictly monotonously increasing over its entire work path.
- the average force level results from the quotient of the total energy that can be absorbed by the energy absorption structure and the work path available for this purpose.
- the energy absorption structure is typically designed to be destructive, in particular plastically deformable.
- the energy consumption of the energy absorption structure is therefore typically irreversible. But it can also be reversible or partially reversible.
- the energy absorption structures based on plastic deformation can often be dimensioned more easily than e.g. energy absorption structures based on gas-hydraulic energy absorption elements.
- the (plastically deformable) energy absorption structure has or is formed from at least one sheet metal construction or a construction from light metal extrusion profiles.
- the energy absorption structure can have steel or aluminum.
- the energy absorption structure is typically firmly connected to the load-bearing end wall.
- the energy absorption structure can be detachably connected to the load-bearing end wall, in particular screwed on.
- the energy absorption structure can also be non-releasably connected to the load-bearing end wall, in particular welded or glued to the load-bearing end wall.
- the energy absorption structure and the supporting end wall are in a direct or immediate force-transmitting connection.
- the energy absorption structure can in particular be connected directly to the load-bearing end wall, arranged directly on the load-bearing end wall and / or can be fastened directly to the load-bearing end wall.
- the passenger coach can have a covering connected to the load-bearing end wall, the energy absorption structure being arranged in a deformation zone formed between the end wall and the covering.
- the energy absorption structure can form a holding structure for fastening add-on elements, in particular the cladding.
- the energy absorption structure can form an outer wall of the car end.
- the energy absorption structure can be configured in such a way that a further energy absorption device of the passenger coach is not impaired in its respective specified mode of action in the event of a pulse transmission.
- an energy absorption structure that forms a holding structure can be designed to collapse in the event of a crash, the energy absorption capacity of the energy absorption structure being significantly smaller than the energy absorption capacity of the further energy absorption structure.
- the energy absorption capacity is preferably less than 50%, preferably less than 25%, extremely preferably less than 10% of the energy absorption capacity of the further energy absorption structure.
- the deformation path of the energy absorption structures is at least as long as the deformation path of the further energy absorption structures.
- the deformation zone can correspond to a previously unused area in the end area of the passenger coach, which is frequently present in passenger coaches of the comparatively old UIC standards, the crash behavior of which is not completely met by the elastic stroke of the buffer, which does not fully meet modern requirements. Accordingly, an improved crash behavior of these passenger cars can be achieved.
- the deformation zone is formed by a part of the car body.
- an existing passenger coach can be retrofitted in accordance with the UIC standard.
- the energy absorption structure typically has a (main) working direction which is at least substantially parallel to the first working direction.
- the energy absorption structure in the first working direction typically has a dimension (extension) in a range from 50 mm to 500 mm. It has been shown that with such a dimensioning of the energy absorption structure (and the additional deformation zone), UIC standard-compliant passenger coaches that meet modern crash requirements can be implemented with comparatively simple means.
- the passenger coach may also have two energy absorption structures (energy absorption substructures), which are typically fixedly connected to the load-bearing end wall, and which are each arranged in one of two deformation zones spaced apart from one another and formed between the end wall and the cladding.
- energy absorption substructures typically fixedly connected to the load-bearing end wall, and which are each arranged in one of two deformation zones spaced apart from one another and formed between the end wall and the cladding.
- a bellows is also provided in the end area, in particular in a door and / or transition area, for a further passenger car to be coupled.
- the bellows can be arranged on the outside of the cladding, wherein the cladding can be arranged between the bellows and the supporting end wall.
- the bellows can be attached to the energy absorption structure.
- the bellows serves the comfort of the passengers and is intended to keep the transition closed even on bends.
- the bellows typically has no (or a negligible impact energy absorbing function that supports the energy absorption structure in the event of a crash). For its sealing function, however, it is favorable if the bellows is attached or arranged as far as possible at the transition area at the end of the car (end area of the passenger car), in particular on the energy absorption structure.
- a respective Cartesian coordinate system is also shown in the figures, "x" and “y” representing horizontal coordinates or horizontal directions and “z” vertical coordinates or a vertical direction.
- the x-direction is chosen parallel to a longitudinal axis of the passenger coach shown in each case.
- the "-x" direction can correspond to a normal direction of travel of the passenger coach in a rail vehicle and / or a working direction of energy absorption structures and / or buffers or a pulse transmission direction on energy absorption structures and / or buffers in the event of a crash.
- FIG 1A shows a schematic plan view from above or a schematic cross-sectional representation of a passenger coach 100 according to UIC standard 561, type A.
- Aus For the sake of clarity, only a rear part of the passenger car 100 is provided with an aisle, a toilet, two side door areas 170, and a door and transition area to an adjacent passenger car of the same type, typically immediately adjacent in the x direction (not shown in FIG Figure 1A ).
- only one left and one right side wall 130 and two exemplary load-bearing end walls 140 arranged in the rear end region 101 are shown of the coach body of the passenger coach.
- a door area with two sliding doors is located between the left and right end walls 140.
- a covering 150 for example a GRP covering, is attached to each of the end walls 140, so that a respective deformation zone 120 is formed in the end region 101.
- the deformation zones 120 can have an extension ⁇ x of 50 mm to 500 mm.
- the additional size Dx indicates half the carriage spacing (spacing of the panels, corresponds to 75 mm) in accordance with the UIC standard.
- a respective energy absorption structure 110 is arranged in each of the two deformation zones 120, which is firmly connected to the corresponding end wall 140.
- the energy absorption structure 110 serves as a holding structure for the cladding 150, furthermore an energy absorption in the event of a crash, in order to enable controlled deformation of the end region 101 of the passenger car.
- Buffers 10 are provided in the end region of the passenger coach and extend beyond the cladding 150 in the x direction.
- the buffers 10 have a reversible stroke, by means of which energy can be absorbed without irreversible deformation taking place.
- the buffers 10 can each have an energy absorption device 180 which, when a predetermined common reversible energy absorption capacity of the two buffers 10 fixedly connected to the car body is exceeded by a typically irreversible one
- the energy absorption structures 110 are typically designed such that in the event of a pulse transmission in the -x direction to the end region 101 of the passenger vehicle 100 and when a predetermined common reversible energy absorption capacity of the two buffers 10 firmly connected to the vehicle body is exceeded by a typically irreversible (plastic) ) Deformation can absorb an impact energy transmitted during impulse transmission.
- the deformation path of the energy absorption structures 110 is at least as long as the deformation path of the energy absorption devices 180.
- the energy absorption structures 110 can also be configured such that their energy absorption is significantly lower than that of the energy absorption devices 180. This ensures that the energy absorption devices 180 function properly.
- the energy absorption structures 110 typically operate at a common (initial or average) force level of at least 400 kN.
- the energy absorption structures 110 can be designed as a respective construction from light metal extrusion profiles or other extruded profiles, in particular from aluminum extrusion profiles.
- the energy absorption structures 110 can, however, also be designed as a respective construction from corresponding steel profiles and or as corresponding steel or aluminum sheet metal structures.
- a UIC-561-compliant bellows (rubber bead) 20 is arranged on the cover 150 for sealing a transition to the following passenger car.
- the energy absorption structures 110 can have at least substantially straight side walls, which can be connected to one another by cross struts.
- the side walls of the energy absorption structures 110a can also be extended or removed. be dented, as shown in the schematic cross-sectional representation of an end region 101a of a passenger car 100a similar to the passenger car 100.
- the side walls of the energy absorption structures 110b can, however, also be bent or pre-bent, as is shown in the schematic cross-sectional illustration of an end region 101b of a passenger car 100b similar to the passenger car 100.
- the bellows can also be connected directly to the respective energy absorption structures 110a, 110b.
- FIG 3A shows a schematic top view or a schematic cross-sectional illustration of a passenger car 200 according to UIC standard 561.
- the passenger car 200 is similar to that above with reference to FIGS Figures 1A, 1B explained coaches 100.
- coaches 200 of type Z comply with this standard.
- the energy absorption structures arranged in the deformation zones 220 can be embodied as described above with reference to FIGS Figures 1B - 2B was explained.
- Figure 3B illustrates schematic top views of end portions of the above with reference to FIGS Figures 1A to 3A explained coaches 100, 200.
- a respective typical position of the deformation zones 120, 220 and the side bellows 20 relative to the respective door / transition area 160, 260 is shown.
- the plastically deformable energy absorption structures arranged in the deformation zones 120, 220 are designed in the z direction in such a way that a major part of the load transmitted during the deformation of the energy absorption structures is dissipated via the underframe of the respective car body.
- the energy absorption structures can be made weaker over a large area, but also piece by piece or continuously with increasing distance from the base (increasing z-coordinate).
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Abstract
Gemäß einer Ausführungsform umfasst ein Reisezugwagen (100, 200) einen Wagenkasten, aufweisend eine in einem Endbereich (101, 201) des Reisezugwagens (100, 200) angeordnete tragende Endwand (140, 240), mindestens einen im Endbereich des Reisezugwagens angeordneten und mit dem Wagenkasten fest verbundenen Puffer (10), aufweisend eine erste Arbeitsrichtung (-x), und eine Energieaufnahmestruktur (110-110b, 210), die mit der tragenden Endwand (140, 240) verbunden und eingerichtet ist, Energie aufzunehmen, wenn der Endbereich des Reisezugwagens einer in die erste Arbeitsrichtung (-x) wirkenden Impulsübertragung ausgesetzt wird, die zu einem Überschreiten einer reversiblen Energieaufnahmekapazität des mindestens einen Puffers (10) führt.According to one embodiment, a passenger coach (100, 200) comprises a coach body, comprising a supporting end wall (140, 240) arranged in an end region (101, 201) of the passenger coach (100, 200), at least one arranged in the end region of the passenger coach and with which Car body fixed buffer (10), having a first working direction (-x), and an energy absorption structure (110-110b, 210) connected to the supporting end wall (140, 240) and arranged to absorb energy when the end region of the Passenger car is exposed to a pulse transmission acting in the first working direction (-x), which leads to a reversible energy absorption capacity of the at least one buffer (10) being exceeded.
Description
Die vorliegende Erfindung betrifft einen Reisezugwagen, insbesondere einen einer UIC-Norm genügenden Reisezugwagen, und ein mehrgliedriges Schienenfahrzeug mit einem Reisezugwagen.The present invention relates to a passenger coach, in particular a passenger coach that complies with a UIC standard, and a multi-unit rail vehicle with a passenger coach.
Die Wagenkastenverbindungen zwischen Wagenkästen eines mehrgliedrigen Schienenfahrzeuges für den Schienenpersonenverkehr weisen typischerweise jeweiligen Verwendungszwecken zugeordnete Baugruppen auf, unter anderem Zug - und Stoßeinrichtungen zur Zug - und Druckkraftübertragung bzw. Stoßenergieaufnahme, elektrische, pneumatische und hydraulische Verbindungen, sowie Übergangseinrichtungen für Personen zwischen benachbarten Wagen. So können die Wagenkästen eines mehrgliedrigen Schienenfahrzeuges über jeweilige Kupplungen oder Gelenke miteinander verbunden sein, die bei der normalen Fahrt des Schienenfahrzeuges die zwischen den benachbarten Wagenkästen auftretenden Längs-, Quer- und vertikalen Kräfte aufnehmen. Um im Fall einer Notbremsung oder gar eines Zusammenstoßes (Kollision/Crash) die kinetische Energie zuverlässig zwischen den Wagenkästen abzubauen, kann mindestens ein Energieverzehrglied (Stoßverzehrelement), z.B. ein Puffer, zwischen benachbarten Wagenkästen angeordnet sein. Dadurch sollen die Wagenkästen vor extremen mechanischen Belastungen, die anderenfalls das Schienenfahrzeug schädigen oder sogar zum Entgleisen bringen können, geschützt werden. Außerdem sollen dabei die Überlebensräume in den Wagen erhalten bleiben und die Wagenbeschleunigungen (Verzögerungen) unter einem Grenzwert bleiben, der ein Überleben von Personen in den Wagen ermöglicht.The car body connections between car bodies of a multi-unit rail vehicle for rail passenger transport typically have subassemblies assigned to respective uses, among other things pulling and pushing devices for transmitting tension and pressure force or shock energy absorption, electrical, pneumatic and hydraulic connections, as well as transition devices for people between adjacent cars. The car bodies of a multi-unit rail vehicle can be connected to one another via respective couplings or joints which absorb the longitudinal, transverse and vertical forces occurring between the adjacent car bodies during normal travel of the rail vehicle. In order to reliably reduce the kinetic energy between the car bodies in the event of an emergency stop or even a collision (collision / crash), at least one energy dissipation element (shock dissipation element), e.g. a buffer to be arranged between adjacent car bodies. This is intended to protect the car bodies against extreme mechanical loads that could otherwise damage the rail vehicle or even cause it to derail. In addition, the survival spaces in the wagons are to be preserved and the vehicle accelerations (decelerations) are to remain below a limit value which enables people to survive in the wagons.
Wenn die Wagenabstände zwischen Reisezugwagen vergleichsweise kurz sind, wie dies bspw. bei Reisezugwagen mit UIC-Übergängen der Fall ist (150 mm), steht für eine Energieaufnahme im Fall einer Kollision mittels eines oder mehrerer Puffer nur ein entsprechend kurzer Weg zur Verfügung. Daher werden derartige Reisezugwagen bisher auf sehr hohe Durchgangslasten ausgelegt. Somit kann die Energieaufnahme auch auf weiter hinten im Zugverband liegende Übergänge verteilt werden. Dies erfordert jedoch einen erheblichen konstruktiven Aufwand. Außerdem führt dies zu einer vergleichsweise hohen Rohbaumasse der Reisezugwagen.If the carriage distances between passenger carriages are comparatively short, as is the case, for example, for passenger carriages with UIC transitions (150 mm), there is only a correspondingly short path available for energy consumption in the event of a collision using one or more buffers. Therefore, such coaches have so far been designed for very high throughput loads. This means that the energy consumption can also be distributed to transitions further back in the train set. However, this requires one considerable design effort. In addition, this leads to a comparatively high body weight of the passenger coaches.
So wird in der
Außerdem schlägt die
Weiterhin beschreibt die
Alternativ dazu wurde voreschlagen, einen größeren Teil der im Fall eines Zusammenstoßes abzubauenden kinetischen Energie an der Frontpartie des Schienenfahrzeugs abzubauen. Dies ist jedoch auch mit einem erheblichen konstruktiven Aufwand verbunden.As an alternative, it was proposed to remove a larger part of the kinetic energy to be dissipated in the event of a collision on the front part of the rail vehicle. However, this is also associated with considerable design effort.
So beschreibt die
Bei den bisher bekannten Lösungen zum Abbau der im Fall einer Kollision (Crashfall) zu absorbierenden (kinetischen) Energie zwischen Reisezugwagen mit kurzen Personenübergängen ist ein beträchtlicher Materialeinsatz in den Wagenkästen (separate Bauteile und/oder hinreichend steife Endwände) und/oder eine Verlängerung der Wagenkästen erforderlich.In the previously known solutions for reducing the (kinetic) energy to be absorbed in the event of a collision (crash) between passenger carriages with short passenger crossings, a considerable amount of material is used in the car bodies (separate components and / or sufficiently rigid end walls) and / or an extension of the car bodies required.
Aufgabe der vorliegenden Erfindung ist es, einen Reisezugwagen für ein mehrgliedriges Schienenfahrzeug bereitzustellen, der einen zuverlässigen Abbau der bei einer Kollision zu absorbierenden Energie mit verringertem Materialeinsatz und/oder konstruktiv einfachen Mitteln erlaubt, und/oder platzsparend ist.The object of the present invention is to provide a passenger coach for a multi-unit rail vehicle, which allows a reliable dissipation of the energy to be absorbed in a collision with reduced use of materials and / or simple construction, and / or is space-saving.
Die obige Aufgabe wird durch einen Reisezugwagen nach Anspruch 1 und ein Schienenfahrzeug nach Anspruch 12 gelöst.The above object is achieved by a passenger coach according to claim 1 and a rail vehicle according to claim 12.
Gemäß einer Ausführungsform umfasst ein Reisezugwagen einen Wagenkasten, aufweisend eine in einem Endbereich des Reisezugwagens angeordnete tragende Endwand, mindestens einen im Endbereich des Reisezugwagens angeordneten und mit dem Wagenkasten fest verbundenen Puffer aufweisend eine erste Arbeitsrichtung, und eine Energieaufnahmestruktur, die mit der tragenden Endwand verbunden und eingerichtet ist, Energie aufzunehmen, wenn der Endbereich des Reisezugwagens einer in die erste Arbeitsrichtung wirkenden Impulsübertragung ausgesetzt wird, die zu einem Überschreiten einer typischerweise reversiblen Energieaufnahmekapazität des mindestens einen Puffers führt.According to one embodiment, a passenger coach comprises a coach body, having a supporting end wall arranged in an end region of the passenger coach, at least one buffer arranged in the end region of the passenger coach and fixedly connected to the coach body and having a first working direction, and an energy absorption structure, which is connected to the supporting end wall and is set up to absorb energy when the end region of the passenger car is exposed to a pulse transmission acting in the first working direction, which leads to the typically reversible energy absorption capacity of the at least one buffer being exceeded.
Dadurch, dass zusätzlich zu dem fest mit dem Wagenkasten verbundenen Puffer(n) eine Energieaufnahmestruktur vorgesehen ist, die mit der tragenden Endwand verbunden ist, kann erreicht werden, dass die Aufnahme einer Kollisionsenergie bzw. eines Anteils der Kollisionsenergie, der von der Front des Schienenfahrzeugs / (Crash-) Absorbern an der Frontseite des ersten Wagens des Schienenfahrzeugs und dem /den Puffer(n) nicht aufgenommen werden kann, zumindest teilweise durch die Energieaufnahmestruktur erfolgen kann. Dies verringert die Anforderungen an die Energieaufnahme des Wagenkastens im Crashfall. Insbesondere können die im Fall einer Kollision maximal in die Wagenkästen einzuleitenden Kräfte reduziert werden.The fact that, in addition to the buffer (s) fixedly connected to the car body, an energy absorption structure is provided which is connected to the supporting end wall, it can be achieved that the absorption of a collision energy or a portion of the collision energy that comes from the front of the rail vehicle / (Crash) absorbers on the front of the first carriage of the rail vehicle and the buffer (s) cannot be accommodated, at least in part by the energy absorption structure. This reduces the requirements for the energy consumption of the Car body in the event of a crash. In particular, the maximum forces to be introduced into the car bodies in the event of a collision can be reduced.
Im Ergebnis kann bei verringertem Materialeinsatz für die Wagenkästen (leichtere Wagen) und damit kostengünstiger als bisher ein zuverlässiger Abbau der bei einer Kollision des Schienenfahrzeugs mit einem Hindernis und/oder bei einer Notbremsung aufzunehmenden kinetischen Energie erreicht werden. Zudem können harte Anschläge vermieden werden. Dadurch, dass die Wagen des Schienenfahrzeugs leichter ausgelegt werden können, verringern sich außerdem die aufzunehmenden Energien bei einer Kollision weiter.As a result, with reduced use of material for the car bodies (lighter cars) and thus more cost-effectively than before, a reliable reduction in the kinetic energy to be absorbed in the event of a collision of the rail vehicle with an obstacle and / or in the event of emergency braking can be achieved. In addition, hard stops can be avoided. The fact that the wagons of the rail vehicle can be designed more easily further reduces the energy to be absorbed in the event of a collision.
Dies ist aufgrund der relativ kurzen Arbeitswege zwischen den Wagen insbesondere für Schienenfahrzeuge mit Reisezugwagen, die einer UIC-Norm, insbesondere der Norm UIC 561 (8. Ausgabe vom 1.1.1991) genügen, von Bedeutung. Gemäß den UIC-Normen ist ein UIC-Übergang zwischen benachbarten Reisezugwagen nämlich nur 150 mm lang, während die Puffer der UIC-Reisezugwagen einen reversiblen Hub von 110 mm aufweisen müssen. Daher würden für eine weitere Energieaufnahme nur 40 mm zwischen den Reisezugwagen zur Verfügung stehen. Das ist für viele Crash-Fälle zu wenig.This is important due to the relatively short commuting distances between the carriages, especially for rail vehicles with passenger carriages that comply with a UIC standard, in particular the UIC 561 standard (8th edition from 1.1.1991). According to the UIC standards, a UIC transition between adjacent passenger carriages is only 150 mm long, while the buffers of the UIC passenger carriages must have a reversible stroke of 110 mm. Therefore, only 40 mm would be available between the passenger coaches for further energy consumption. That is not enough for many crashes.
Typischerweise werden durch die Energieaufnahmestruktur weder der/die Puffer noch weitere Energieabsorptionseinrichtungen des Reisezugwagens in ihrer jeweiligen spezifizierten Arbeits-/Wirkweise beeinflusst oder gar behindert. Bei den weiteren Energieabsorptionseinrichtungen kann es sich beispielsweise um eine in eine mit dem Wagenkasten verbundene Kupplungsvorrichtung zum Verbinden mit dem Wagenkasten eines weiteren Reisezugwagen integrierte Energieaufnahmevorrichtung für den normalen Fahrbetrieb handeln, insbesondere einen entsprechenden Elastomerdämpfer. Diese Energieabsorptionseinrichtung kann ergänzend zu dem/den Puffer(n) zum zumindest teilweisen Abdämpfen der beim normalen Fahrbetrieb über die Kupplungsvorrichtungen übertragenen Zug- und Stoßkräfte dienen, welche während des normalen Fahrbetriebs zwischen den einzelnen Wagenkästen auftreten können. Bei Überschreiten der normalen Betriebslast aber, etwa beim Aufprall des Fahrzeugs auf ein Hindernis (Crashfall) oder bei einem abrupten Abbremsen des Fahrzeugs, sind diese Energieabsorptionseinrichtungen aber unzureichend.Typically, the energy absorption structure does not affect or even hinder the buffer (s) or other energy absorption devices of the passenger coach in their respective specified mode of operation. The further energy absorption devices can be, for example, an energy absorption device for normal driving, which is integrated into a coupling device connected to the car body for connection to the car body of another passenger car, in particular a corresponding elastomer damper. In addition to the buffer (s), this energy absorption device can be used to at least partially dampen the tensile and impact forces transmitted via the coupling devices during normal driving, which can occur between the individual car bodies during normal driving. However, when the normal operating load is exceeded, for example when the vehicle collides with an obstacle (crash) or when the vehicle abruptly brakes, these energy absorption devices are inadequate.
Die Puffer kann gemäß einer bevorzugten Ausgestaltung eine Energieabsorptionseinrichtung bilden. Dazu kann der wenigstens eine Puffer als Crashpuffer ausgestaltet sein. Der Puffer kann neben einem reversiblen Hub einen irreversiblen Hub aufweisen. Durch den reversiblen Hub kann der Puffer bei einem Impuls bis zum Erreichen einer reversiblen Energieaufnahmekapazität Energie aufnehmen, ohne dass eine plastische Verformung stattfindet. Durch den irreversiblen Hub kann zusätzlich Energie aufgenommen werden, bis zum Erreichen einer irreversiblen Energieaufnahmekapazität.According to a preferred embodiment, the buffer can form an energy absorption device. For this purpose, the at least one buffer can act as a crash buffer be designed. In addition to a reversible stroke, the buffer can have an irreversible stroke. The reversible stroke allows the buffer to absorb energy in the event of a pulse until a reversible energy absorption capacity is reached without plastic deformation taking place. The irreversible stroke allows additional energy to be absorbed until an irreversible energy absorption capacity is reached.
Beispielsweise kann vorgesehen sein, dass die Energieaufnahmestruktur erst nach Ausschöpfen der (gesamten) Energieaufnahmekapazität der Puffer inklusive gegebenenfalls vorhandener zusätzlicher Energieaufnahmevorrichtungen anspricht und die übertragene Energie zumindest teilweise absorbiert, zwischenspeichert und/oder abbaut.For example, it can be provided that the energy absorption structure only responds after the (total) energy absorption capacity of the buffers, including any additional energy absorption devices that are present, has been exhausted and the transmitted energy is at least partially absorbed, temporarily stored and / or degraded.
Typischerweise arbeitet die Energieaufnahmestruktur bei der Impulsübertragung daher auf einem (anfänglichen oder mittleren) Kraftniveau von zumindest 400 kN oder sogar zumindest 500 kN.Typically, the energy absorption structure therefore operates at an (initial or average) force level of at least 400 kN or even at least 500 kN during the pulse transmission.
Das (mittlere) Kraftniveau in der Energieaufnahmestruktur kann aber auch vom Schienenfahrzeugtyp abhängen, insbesondere von der (Leer-)Masse der Wagen.The (average) force level in the energy absorption structure can also depend on the type of rail vehicle, in particular on the (empty) mass of the wagons.
Demgegenüber arbeiten die zusätzlichen, typischerweise reversiblen Energieaufnahmevorrichtungen auf einem (anfänglichen oder mittleren) Kraftniveau von maximal bis zu einigen Prozent des Kraftniveaus der Energieaufnahmestruktur.In contrast, the additional, typically reversible energy absorption devices operate at an (initial or average) force level of up to a maximum of a few percent of the force level of the energy absorption structure.
Ebenso arbeiten der/die Puffer auf einem (anfänglichen oder mittleren) Kraftniveau von maximal 20% oder sogar nur von maximal 10 % des Kraftniveaus der Energieaufnahmestruktur.Likewise, the buffer (s) operate at an (initial or average) force level of a maximum of 20% or even only a maximum of 10% of the force level of the energy absorption structure.
Das Kraftniveau der Energieaufnahmestruktur (als auch der Puffer und zusätzlichen Energieaufnahmevorrichtungen) kann über seinen gesamten Arbeitsweg konstant, monoton oder sogar streng monoton ansteigend sein. Das mittlere Kraftniveau ergibt sich aus dem Quotienten aus der von der Energieaufnahmestruktur insgesamt aufnehmbaren Energie und dem dazu zur Verfügung stehenden Arbeitsweg.The force level of the energy absorption structure (as well as the buffers and additional energy absorption devices) can be constant, monotonous or even strictly monotonously increasing over its entire work path. The average force level results from the quotient of the total energy that can be absorbed by the energy absorption structure and the work path available for this purpose.
Typischerweise ist die Energieaufnahmestruktur destruktiv ausgebildet, insbesondere plastisch verformbar.The energy absorption structure is typically designed to be destructive, in particular plastically deformable.
Die Energieaufnahme der Energieaufnahmestruktur ist daher typischerweise irreversibel. Sie kann aber auch reversibel oder teilreversibel erfolgen.The energy consumption of the energy absorption structure is therefore typically irreversible. But it can also be reversible or partially reversible.
Aufgrund der (im Wesentlichen) konstanten Kraft während der Energieaufnahme lassen sich die auf einer plastischen Verformung basierenden Energieaufnahmestrukturen häufig einfacher dimensionieren als z.B. auf gashydraulischen Energieaufnahmeelementen basierende Energieaufnahmestrukturen.Due to the (essentially) constant force during energy absorption, the energy absorption structures based on plastic deformation can often be dimensioned more easily than e.g. energy absorption structures based on gas-hydraulic energy absorption elements.
Typischerweise weist die (plastisch verformbare) Energieaufnahmestruktur mindestens eine Blechkonstruktion oder eine Konstruktion aus Leichtmetallextrusionsprofilen auf oder wird davon gebildet.Typically, the (plastically deformable) energy absorption structure has or is formed from at least one sheet metal construction or a construction from light metal extrusion profiles.
Damit lassen sich auf einfache Weise relativ leichte Energieaufnahmestrukturen mit den gewünschten Kraftniveaus realisieren bzw. in die Reisewagen integrieren. Insbesondere kann die Energieaufnahmestruktur Stahl oder Aluminium aufweisen.In this way, relatively light energy absorption structures with the desired power levels can be implemented in a simple manner or integrated into the touring coaches. In particular, the energy absorption structure can have steel or aluminum.
Die Energieaufnahmestruktur ist typischerweise fest mit der tragenden Endwand verbunden.The energy absorption structure is typically firmly connected to the load-bearing end wall.
Dabei kann die Energieaufnahmestruktur lösbar mit der tragenden Endwand verbunden, insbesondere verschraubt sein.The energy absorption structure can be detachably connected to the load-bearing end wall, in particular screwed on.
Alternativ dazu kann die Energieaufnahmestruktur aber auch nicht lösbar mit der tragenden Endwand verbunden sein, insbesondere mit der tragenden Endwand verschweißt oder verklebt sein.Alternatively, the energy absorption structure can also be non-releasably connected to the load-bearing end wall, in particular welded or glued to the load-bearing end wall.
Typischerweise stehen die Energieaufnahmestruktur und die tragende Endwand in einer direkten bzw. unmittelbaren kraftübertragenden Verbindung. Die Energieaufnahmestruktur kann insbesondere direkt mit der tragenden Endwand verbunden, direkt an der tragenden Endwand angeordnet und/oder direkt an der tragenden Endwand befestigt sein.Typically, the energy absorption structure and the supporting end wall are in a direct or immediate force-transmitting connection. The energy absorption structure can in particular be connected directly to the load-bearing end wall, arranged directly on the load-bearing end wall and / or can be fastened directly to the load-bearing end wall.
Außerdem kann der Reisezugwagen eine mit der tragenden Endwand verbundene Verkleidung aufweisen, wobei die Energieaufnahmestruktur in einer zwischen der Endwand und der Verkleidung gebildeten Deformationszone angeordnet ist.In addition, the passenger coach can have a covering connected to the load-bearing end wall, the energy absorption structure being arranged in a deformation zone formed between the end wall and the covering.
Die Energieaufnahmestruktur kann gemäß einer zweckmäßigen Weiterbildung der Erfindung eine Haltestruktur zur Befestigung von Anbauelementen, insbesondere der Verkleidung bilden. Die Energieaufnahmestruktur kann gemäß einer Variante eine Außenwand des Wagenendes bilden.According to an expedient development of the invention, the energy absorption structure can form a holding structure for fastening add-on elements, in particular the cladding. According to one variant, the energy absorption structure can form an outer wall of the car end.
Insbesondere kann die Energieaufnahmestruktur derart ausgestaltet sein, dass bei einer Impulsübertragung eine weitere Energieabsorptionseinrichtung des Reisezugwagens nicht in ihrer jeweiligen spezifizierten Wirkweise beeinträchtigt ist. Beispielsweise kann eine Haltestruktur bildende Energieaufnahmestruktur ausgestaltet sein, in einem Crashfall zu kollabieren, wobei die Energieaufnahmekapazität der Energieaufnahmestruktur signifikant kleiner ist als die Energieaufnahmekapazität der weiteren Energieaufnahmestruktur. Bevorzugt beträgt die Energieaufnahmekapazität weniger als 50 %, vorzugsweise weniger als 25%, äußerst vorzugsweise weniger als 10 % der Energieaufnahmekapazität der weiteren Energieaufnahmestruktur.In particular, the energy absorption structure can be configured in such a way that a further energy absorption device of the passenger coach is not impaired in its respective specified mode of action in the event of a pulse transmission. For example, an energy absorption structure that forms a holding structure can be designed to collapse in the event of a crash, the energy absorption capacity of the energy absorption structure being significantly smaller than the energy absorption capacity of the further energy absorption structure. The energy absorption capacity is preferably less than 50%, preferably less than 25%, extremely preferably less than 10% of the energy absorption capacity of the further energy absorption structure.
Um die Energieaufnahme durch die weitere Energieaufnahmestruktur nicht zu beeinträchtigen, ist der Deformationsweg der Energieaufnahmestrukturen wenigstens so lang wie der Deformationsweg der weiteren Energieaufnahmestrukturen.In order not to impair the energy absorption by the further energy absorption structure, the deformation path of the energy absorption structures is at least as long as the deformation path of the further energy absorption structures.
Insbesondere kann die Deformationszone einem bisher nicht genutzten Bereich im Endbereich des Reisezugwagens entsprechen, die bei Reisezugwagen der vergleichsweise alten UIC-Normen, dessen über den elastischen Hub der Puffer spezifizierte Crashverhalten modernen Ansprüchen nicht vollständig genügt, häufig vorhanden sind. Dementsprechend kann ein verbessertes Crashverhalten dieser Reisezugwagen erreicht werden.In particular, the deformation zone can correspond to a previously unused area in the end area of the passenger coach, which is frequently present in passenger coaches of the comparatively old UIC standards, the crash behavior of which is not completely met by the elastic stroke of the buffer, which does not fully meet modern requirements. Accordingly, an improved crash behavior of these passenger cars can be achieved.
Dabei kann vorgesehen sein, dass die Deformationszone von einem Teil des Wagenkastens gebildet wird.It can be provided that the deformation zone is formed by a part of the car body.
Es kann aber auch vorgesehen sein, die Deformationszone als ein Anbauteil an den Wagenkasten zu realisieren.But it can also be provided to implement the deformation zone as an attachment to the car body.
Beispielsweise kann ein existierender Reisezugwagen der UIC-Norm entsprechend nachgerüstet werden.For example, an existing passenger coach can be retrofitted in accordance with the UIC standard.
Alternativ dazu kann vorgesehen sein, einen oder sogar mehrere neue Reisezugwagen gemäß der UIC-Norm und mit einer jeweiligen hierin beschriebenen Energieaufnahmestruktur mit existierenden Reisezugwagen der UIC-Norm (ohne die hierin beschriebenen Energieaufnahmestrukturen) in einem Schienenfahrzeug zu verbinden. Auch dadurch lässt sich das Crashverhalten des Schienenfahrzeugs gemäß der jeweiligen UIC-Norm verbessern.As an alternative to this, provision can be made to connect one or even more new passenger coaches in accordance with the UIC standard and with a respective energy absorption structure described herein with existing passenger coaches in accordance with the UIC standard (without the energy absorption structures described here) in a rail vehicle. This also improves the crash behavior of the rail vehicle according to the respective UIC standard.
Die Energieaufnahmestruktur weist funktionsbedingt typischerweise eine zur ersten Arbeitsrichtung zumindest im Wesentlichen parallele (Haupt-) Arbeitsrichtung auf.Due to its function, the energy absorption structure typically has a (main) working direction which is at least substantially parallel to the first working direction.
Außerdem hat die Energieaufnahmestruktur in der ersten Arbeitsrichtung typischerweise eine Dimension (Ausdehnung) in einem Bereich von 50 mm bis 500 mm. Es hat sich gezeigt, dass bei einer derartigen Dimensionierung der Energieaufnahmestruktur (und der zusätzlichen Deformationszone) UIC-Norm-konforme Reisezugwagen, die modernen Crash Anforderungen genügen, mit vergleichsweise einfachen Mitteln realisiert werden können.In addition, the energy absorption structure in the first working direction typically has a dimension (extension) in a range from 50 mm to 500 mm. It has been shown that with such a dimensioning of the energy absorption structure (and the additional deformation zone), UIC standard-compliant passenger coaches that meet modern crash requirements can be implemented with comparatively simple means.
Der Reisezugwagen kann auch zwei Energieaufnahmestrukturen (Energieaufnahmesubstrukturen) aufweisen, die typischerweise fest mit der tragenden Endwand verbunden sind, und die jeweils in einer von zwei voneinander beabstandeten und zwischen der Endwand und der Verkleidung gebildeten Deformationszonen angeordnet sind.The passenger coach may also have two energy absorption structures (energy absorption substructures), which are typically fixedly connected to the load-bearing end wall, and which are each arranged in one of two deformation zones spaced apart from one another and formed between the end wall and the cladding.
Wenn der Reisezugwagen einer UIC-Norm genügt, ist zudem im Endbereich, insbesondere in einem Tür- und/oder Übergangsbereich für einen anzukoppelnden weiteren Reisezugwagen ein Balg vorgesehen.If the passenger car complies with a UIC standard, a bellows is also provided in the end area, in particular in a door and / or transition area, for a further passenger car to be coupled.
Dabei kann der Balg außen auf der Verkleidung angeordnet sein, wobei die Verkleidung zwischen dem Balg und der tragenden Endwand angeordnet sein kann.The bellows can be arranged on the outside of the cladding, wherein the cladding can be arranged between the bellows and the supporting end wall.
Außerdem kann der Balg an der Energieaufnahmestruktur befestigt sein.In addition, the bellows can be attached to the energy absorption structure.
Der Balg dient dem Komfort der Passagiere und soll den Übergang auch bei Kurven geschlossen halten. Der Balg hat typischerweise keine (oder eine vernachlässigbare, die Energieaufnahmestruktur im Crashfall unterstützende) Stoßenergie-absorbierende Funktion. Für seine abdichtende Funktion ist es jedoch günstig, wenn der Balg möglichst am Übergangsbereich am Wagenende (Endbereich des Reisezugwagens), insbesondere an der Energieaufnahmestruktur befestigt bzw. angeordnet ist.The bellows serves the comfort of the passengers and is intended to keep the transition closed even on bends. The bellows typically has no (or a negligible impact energy absorbing function that supports the energy absorption structure in the event of a crash). For its sealing function, however, it is favorable if the bellows is attached or arranged as far as possible at the transition area at the end of the car (end area of the passenger car), in particular on the energy absorption structure.
Die vorstehend beschriebenen Ausführungsformen können beliebig miteinander kombiniert werden.The embodiments described above can be combined with one another as desired.
Die beiliegenden Zeichnungen veranschaulichen Ausführungsformen und dienen zusammen mit der Beschreibung der Erläuterung der Prinzipien der Erfindung. Die Elemente der Zeichnungen sind relativ zueinander und nicht notwendigerweise maßstabsgetreu.The accompanying drawings illustrate embodiments and, together with the description, serve to explain the principles of the invention. The elements of the drawings are relative to one another and are not necessarily to scale.
Gleiche Bezugszeichen bezeichnen entsprechend ähnliche Teile.
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Figur 1A zeigt eine schematische Darstellung eines Reisezugwagens gemäß einem Ausführungsbeispiel. -
Figur 1B zeigt einen vergrößerten Ausschnitt des inFigur 1A dargestellten Reisezugwagens gemäß einem Ausführungsbeispiel. -
Figur 2A zeigt eine schematische Darstellung eines Endbereichs eines Reisezugwagens gemäß einem Ausführungsbeispiel. -
Figur 2B zeigt eine schematische Darstellung eines Endbereichs eines Reisezugwagens gemäß einem Ausführungsbeispiel. -
Figur 3A zeigt eine schematische Darstellung eines Reisezugwagens gemäß einem Ausführungsbeispiel. -
Figur 3B zeigt eine weitere schematische Darstellung des inFigur 1A bzw. 3A dargestellten Reisezugwagens gemäß Ausführungsbeispielen.
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Figure 1A shows a schematic representation of a passenger coach according to an embodiment. -
Figure 1B shows an enlarged section of the inFigure 1A shown passenger car according to an embodiment. -
Figure 2A shows a schematic representation of an end region of a passenger coach according to an embodiment. -
Figure 2B shows a schematic representation of an end region of a passenger coach according to an embodiment. -
Figure 3A shows a schematic representation of a passenger coach according to an embodiment. -
Figure 3B shows a further schematic representation of the inFigure 1A and 3A shown passenger car according to embodiments.
Aus Gründen der einfacheren Orientierung wird in den Figuren auch ein jeweiliges Kartesisches Koordinatensystem dargestellt, wobei "x" und "y" horizontale Koordinaten bzw. horizontal Richtungen und "z" vertikale Koordinaten bzw. eine vertikale Richtung repräsentieren. Dabei ist die x-Richtung parallel zu einer Längsachse des jeweils dargestellten Reisezugwagens gewählt. Die "-x"-Richtung kann einer normalen Fahrtrichtung des Reisezugwagen in einem Schienenfahrzeug und/oder einer Arbeitsrichtung von Energieaufnahmestrukturen und/oder Puffern bzw. einer Impulsübertragungsrichtung auf Energieaufnahmestrukturen und/oder Puffer im Crashfall entsprechen.For reasons of simpler orientation, a respective Cartesian coordinate system is also shown in the figures, "x" and "y" representing horizontal coordinates or horizontal directions and "z" vertical coordinates or a vertical direction. The x-direction is chosen parallel to a longitudinal axis of the passenger coach shown in each case. The "-x" direction can correspond to a normal direction of travel of the passenger coach in a rail vehicle and / or a working direction of energy absorption structures and / or buffers or a pulse transmission direction on energy absorption structures and / or buffers in the event of a crash.
In dem exemplarischen Ausführungsbeispiel befindet sich zwischen der linken und der rechten Endwand 140 ein Türbereich mit zwei Schiebetüren.In the exemplary embodiment, a door area with two sliding doors is located between the left and
Außerdem ist an jeder der Endwände 140 eine Verkleidung 150, zum Beispiel eine GFK-Verkleidung angebracht, sodass eine jeweilige Deformationszone 120 im Endbereich 101 gebildet ist. In Richtung der als Strich-Punkt-Linie dargestellten Längsachse (x- Richtung) des Reisezugwagens 100 können die Deformationszonen 120 eine Ausdehnung Δx von 50 mm bis 500 mm haben. Die zusätzlich eingezeichnete Größe Dx bezeichnet den halben Wagenabstand (Abstand der Verkleidungen, entspricht 75 mm) gemäß UIC-Norm.In addition, a covering 150, for example a GRP covering, is attached to each of the
Wie in
Um eine möglichst gleichmäßige Energieaufnahme durch die Energieaufnahmestrukturen 110 zu ermöglichen, sind die beiden Energieaufnahmestrukturen 110 typischerweise symmetrisch bezüglich einer vertikal orientierte Symmetrieebene (y = (y1+y2)/2), in der auch die Längsachse liegen kann, angeordnet.In order to enable energy absorption by the
Im Endbereich des Reisezugwagens sind Puffer 10 vorgesehen, die sich in x-Richtung über die Verkleidung 150 hinaus erstrecken. Die Puffer 10 weisen einen reversiblen Hub auf, durch den eine Energieaufnahme möglich ist, ohne dass eine irreversible Verformung stattfindet. Zwischen der tragenden Endwand 140 und der Verkleidung 150 können die Puffer 10 jeweils eine Energieabsorptionseinrichtung 180 aufweisen, die bei Überschreiten einer vorgegebenen gemeinsamen reversiblen Energieaufnahmekapazität der beiden fest mit dem Wagenkasten verbundenen Puffer 10 durch eine typischerweise irreversible
(plastische) Deformation eine bei der Impulsübertragung übertragene Stoßenergie aufnehmen können.(Plastic) deformation can absorb an impact energy transmitted during impulse transmission.
Außerdem sind die Energieaufnahmestrukturen 110 typischerweise so ausgeführt, dass sie im Fall einer Impulsübertragung in -x-Richtung auf den Endbereich 101 des Reisezugwagens 100 und bei Überschreiten einer vorgegebenen gemeinsamen reversiblen Energieaufnahmekapazität der beiden fest mit dem Wagenkasten verbundenen Puffer 10 durch eine typischerweise irreversible (plastische) Deformation eine bei der Impulsübertragung übertragene Stoßenergie aufnehmen können. Um die Energieaufnahme durch die Energieabsorptionseinrichtungen 180 nicht zu beeinträchtigen, ist der Deformationsweg der Energieaufnahmestrukturen 110 wenigstens so lang wie der Deformationsweg der Energieabsorptionseinrichtungen 180.In addition, the
Idealerweise können zudem die Energieaufnahmestrukturen 110 derart ausgestaltet sein, dass ihre Energieaufnahme deutlich geringer als die der Energieabsorptionseinrichtungen 180 ist. Damit ist eine einwandfreie Funktion der Energieabsorptionseinrichtungen 180 gewährleistet.Ideally, the
Dabei arbeiten die Energieaufnahmestrukturen 110 typischerweise bei einem gemeinsamen (anfänglichen oder mittleren) Kraftniveau von zumindest 400 kN.The
Beispielsweise können die Energieaufnahmestrukturen 110 als jeweilige Konstruktion aus Leichtmetallextrusionsprofilen oder anderen Strangprofilen, insbesondere aus Aluminiumextrusionsprofile ausgeführt sein. Die Energieaufnahmestrukturen 110 können aber auch als jeweilige Konstruktion aus entsprechenden Stahlprofilen und oder als entsprechende Stahl-oder Aluminium-Blechkonstruktionen ausgeführt sein.For example, the
Wie in den
Falls längere Deformationswege Δx wünschenswert sein sollten, kann auch von den grundlegenden Abmessungen der UIC-Norm abgewichen werden, zum Beispiel durch verändern der Position der Durchgangstüren.If longer deformation paths Δx should be desirable, you can also deviate from the basic dimensions of the UIC standard, for example by changing the position of the passage doors.
Wie weiter in
Alternativ dazu können die Seitenwände der Energieaufnahmestrukturen 110a auch aus-bzw. vorgebeult sein, wie in der schematischen Querschnittsdarstellung eines Endbereichs 101a eines zum Reisezugwagen 100 ähnlichen Reisezugwagens 100a gezeigt wird.Alternatively, the side walls of the
Die Seitenwände der Energieaufnahmestrukturen 110b können aber auch ge- bzw. vorgeknickt sein, wie in der schematischen Querschnittsdarstellung eines Endbereichs 101b eines zum Reisezugwagen 100 ähnlichen Reisezugwagens 100b gezeigt wird.The side walls of the
Wie in den
Typischerweise sind die in den Deformationszonen 120,220 angeordneten plastisch verformbaren Energieaufnahmestrukturen in z-Richtung so ausgeführt, dass ein Hauptteil der bei der Deformation der Energieaufnahmestrukturen übertragenen Last über das Untergestell des jeweiligen Wagenkastens abgeführt wird.Typically, the plastically deformable energy absorption structures arranged in the
Dementsprechend können die Energieaufnahmestrukturen zwar flächig, aber auch stückweise oder stetig mit zunehmendem Abstand vom Untergestell (größer werdender z-Koordinate) schwächer ausgeführt sein.Accordingly, the energy absorption structures can be made weaker over a large area, but also piece by piece or continuously with increasing distance from the base (increasing z-coordinate).
Wenngleich hierin spezifische Ausführungsformen dargestellt und beschrieben worden sind, liegt es im Rahmen der vorliegenden Erfindung, die gezeigten Ausführungsformen geeignet zu modifizieren, ohne vom Schutzbereich der vorliegenden Erfindung abzuweichen. Die nachfolgenden Ansprüche stellen einen ersten, nicht bindenden Versuch dar, die Erfindung allgemein zu definieren.Although specific embodiments have been shown and described herein, it is within the scope of the present invention to appropriately modify the shown embodiments without departing from the scope of the present invention. The following claims represent a first, non-binding attempt to define the invention in general.
- 1010th
- Energieaufnahmeelement / PufferEnergy absorption element / buffer
- 2020th
- Balg / GummiwulstBellows / rubber bulge
- 100, 200100, 200
- Reisezugwagen gemäß UIC-NormPassenger cars in accordance with the UIC standard
- 101, 201101, 201
- Endbereich des ReisezugwagensEnd area of the passenger car
- 110-110b110-110b
- Energieaufnahmestruktur (plastisch verformbar, destruktiv ausgebildet)Energy absorption structure (plastically deformable, designed to be destructive)
- 120, 220120, 220
- (zusätzliche) Deformationszone(additional) deformation zone
- 130, 230130, 230
- tragende Seitenwand des Wagenkastensload-bearing side wall of the car body
- 140, 240140, 240
- tragende Endwand des Wagenkastensload-bearing end wall of the car body
- 150, 250150, 250
- (GFK-) Verkleidung(GRP) cladding
- 160, 260160, 260
- Türbereich, ÜbergangsbereichDoor area, transition area
- 170, 270170, 270
- seitlicher Türbereichside door area
- 180180
- Energieabsorptionseinrichtung des PuffersEnergy absorption device of the buffer
- DxDx
- halbe Dimension/Länge des UIC-Wagenabstandeshalf dimension / length of the UIC carriage spacing
- ΔxΔx
- Deformationsweg (Dimension/Länge der zusätzlichen Deformationszone in Längsrichtung des Reisezugwagens)Deformation path (dimension / length of the additional deformation zone in the longitudinal direction of the passenger car)
- -x-x
- Arbeitsrichtung des Puffers / der EnergieaufnahmestrukturWorking direction of the buffer / energy absorption structure
Claims (12)
Applications Claiming Priority (1)
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DE102018132455.3A DE102018132455A1 (en) | 2018-12-17 | 2018-12-17 | Passenger cars and rail vehicles |
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EP3670286A1 true EP3670286A1 (en) | 2020-06-24 |
EP3670286B1 EP3670286B1 (en) | 2023-06-21 |
Family
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Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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EP19215685.9A Active EP3670286B1 (en) | 2018-12-17 | 2019-12-12 | Carriage and rail vehicle |
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EP (1) | EP3670286B1 (en) |
DE (1) | DE102018132455A1 (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2022188464A1 (en) * | 2021-03-12 | 2022-09-15 | 中车唐山机车车辆有限公司 | Car and rail vehicle |
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DE102018132455A1 (en) | 2020-06-18 |
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