EP4074574A1 - Dispositif de protection des piétons et véhicule doté d'un tel dispositif de protection des piétons - Google Patents

Dispositif de protection des piétons et véhicule doté d'un tel dispositif de protection des piétons Download PDF

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Publication number
EP4074574A1
EP4074574A1 EP22167903.8A EP22167903A EP4074574A1 EP 4074574 A1 EP4074574 A1 EP 4074574A1 EP 22167903 A EP22167903 A EP 22167903A EP 4074574 A1 EP4074574 A1 EP 4074574A1
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EP
European Patent Office
Prior art keywords
collision
vehicle
protection device
locking
bearing
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
Application number
EP22167903.8A
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German (de)
English (en)
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EP4074574B1 (fr
Inventor
Michael Petto
Harald Hofmann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alstom Holdings SA
Original Assignee
Bombardier Transportation GmbH
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Filing date
Publication date
Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Publication of EP4074574A1 publication Critical patent/EP4074574A1/fr
Application granted granted Critical
Publication of EP4074574B1 publication Critical patent/EP4074574B1/fr
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Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F19/00—Wheel guards; Bumpers; Obstruction removers or the like
    • B61F19/04—Bumpers or like collision guards

Definitions

  • the present invention relates to an overrun protection device for a vehicle and a vehicle with such an overrun protection device.
  • a vehicle is designed for the mass transport of people, for example as part of local public transport, designed as a tram.
  • rail vehicles can collide with people, animals and/or objects in an undesired manner during their operation.
  • rail vehicles are equipped with protective devices in order to keep the negative consequences for those involved in the accident as low as possible.
  • rail vehicles are equipped with front aprons which are intended to close off a gap-shaped opening between the rail vehicle and a floor as far as possible, so that the risk of a person involved in the accident becoming trapped is reduced.
  • the vehicle has a height-adjustable front apron covering the gap-shaped opening.
  • This movable front apron located in the area below the front wall or the fixed apron, occupies an intermediate position when the vehicle is stationary or traveling on level rails, it also being possible for the level rails to incline.
  • the front apron is moved upwards and lowered accordingly when driving over a crest.
  • the pamphlet DE 10 2018 133 181 B3 discloses a personal protection device for attachment to the underside of a rail vehicle, which has at least one airbag module. This consists of a support flap and an airbag, which are intended to protect people in the event of a collision.
  • a front arrangement of a rail vehicle and a method for operating and manufacturing the rail vehicle is described in the publication DE 10 2015 205 283 A1 .
  • the front arrangement shows in particular, an impact element which absorbs the impact force resulting from, for example, a collision and is movably arranged on a part of a supporting structure of the rail vehicle. During operation of the rail vehicle before a collision, the impact element has a greater ground clearance than after the collision.
  • the pamphlet WO 2021/043752 A1 discloses a protective device for a rail vehicle, which is mounted with a flap and at least one wheel so that it can pivot relative to the vehicle body.
  • the protective device has an elastic restoring element which exerts a restoring force which moves the flap in a direction opposite to the vehicle body.
  • a longitudinal direction, a horizontal transverse direction oriented perpendicularly to the longitudinal direction, and a vertical direction perpendicular thereto are defined, which relate to the vehicle. If such an indication of direction is used in connection with individual components of the vehicle, a reference must be made to an intended installation position of these components in the vehicle used as intended.
  • the intended use of the vehicle can be defined in such a way that the vehicle is positioned on a flat, horizontal and straight surface, for example on a roadway or on rails.
  • an overrun protection device for a vehicle wherein the overrun protection device comprises a collision element and a bearing device for, in particular flexible, attachment of the collision element to the vehicle.
  • the storage device has suitable fastening elements that can be connected to a vehicle frame of the vehicle, for example.
  • suitable fastening elements can be connected to a vehicle frame of the vehicle, for example.
  • other attachment options and/or locations for connection to the vehicle are also conceivable.
  • the collision element can be designed, for example, as a protective bar, which protects a person involved in an accident or a corresponding object from coming into contact with a chassis or rolling mechanism of the vehicle. This is achieved in that the person involved in the accident or the corresponding object is pushed along with the vehicle by the collision element.
  • the collision element and/or the type, suitability and position of attachment of the collision element to the storage device and/or to the vehicle defines a collision direction.
  • the direction of collision runs counter to the direction of travel and can be understood as the direction from which a force input caused by the collision acts on the collision element and/or on the vehicle.
  • the collision direction can also contain a further directional component, for example in the vertical direction, in particular if, for example, a swivel arm for fastening the collision element to the bearing device runs both in the horizontal direction and in the vertical direction.
  • a vertical component of the collision direction is no more than 50%, in particular no more than 30%, preferably no more than 20%, of a horizontal component of the collision direction.
  • the overrun protection device in particular the bearing device and/or the collision element, is/are designed in such a way that the collision element is effectively supported on the bearing device in the direction of collision on the one hand, and that the collision element on the other hand moves in a compensation direction to carry out a compensation movement at least temporarily and/or partially displaceable, in particular passively displaceable, is supported on the bearing device.
  • the term “passively displaceable” requires that the rollover protection device not have any actuators and/or adjusting means for actively raising and/or lowering the collision element in the vertical direction and/or for actively setting a ground clearance between the collision element and the ground.
  • Actuators and/or adjusting means that are attached to the vehicle and are connected to the overrun protection device for activating operation are considered to be components of the overrun protection device.
  • the bearing device is configured and has a correspondingly designed, activatable and deactivatable locking device so that the collision element is locked against executing the compensating movement during a collision when the locking device is activated, in particular when the locking device is activated in the collision event. In a standard operating state, the locking device is not activated, so that the collision element is not locked against the compensating movement being carried out.
  • the expression “is effectively supported on the bearing device” means that collision forces from the collision element can be introduced into the bearing device and consequently can be dissipated via the bearing device into the vehicle.
  • the expression "is effectively supported on the bearing device” means that, in addition to the dissipation of forces, a certain relative movement of the collision element in the collision direction can still take place to a defined extent.
  • the locking device is designed in such a way that it can be activated by a relative movement of the collision element and/or a carrier element connected thereto in the collision direction.
  • a flexible attachment of the collision element to the bearing device with defined allowance for a relative movement necessary for the purpose of activating the locking device, hereinafter referred to as “activation displacement”, is to be subsumed under the expression “substantially firmly supported on the bearing device” according to such an embodiment .
  • the configuration of the bearing device and the collision element for performing a compensation movement in the compensation direction means that on the one hand a minimum ground clearance between the collision element and a ground can be set, and on the other hand that the vehicle can be operated on uneven ground.
  • floor can be, for example, a surface of a roadway, an upper edge of rails and/or another surface of a floor, seen in a vertical direction.
  • minimum ground clearance is a minimum value in the vertical direction of a distance between a lower edge of the collision element and the ground.
  • the aim of the present invention is to keep the minimum ground clearance as small as possible, so that in the event of a collision the probability of a person involved in the accident and/or a corresponding object being trapped between the ground and the collision element is reduced as far as possible.
  • the configuration of the overrun protection device, in particular the bearing device and/or the collision element, in such a way that the collision element is supported on the bearing device so that it can be displaced at least temporarily in the compensation direction in order to carry out a compensation movement means that the collision element, if it comes into contact with the ground through the corresponding ground, partially in the vertical direction is postponed. If the actual ground clearance is reduced in such a way that the collision element and the ground come into contact with the ground, then the collision element can move with the ground in the vertical direction. It is consciously accepted that a relative movement contact, in particular a sliding contact, occurs between the collision element and the ground.
  • a displacement of the collision element according to the compensation movement in the compensation direction can take place exclusively passively through the actual contact with the ground.
  • the overrun protection device does not include any active actuators and/or setting means for displacing the collision element in the compensation direction.
  • the design of the bearing device with the locking device that can be activated and deactivated has the effect that, under certain conditions, the compensatory movement can no longer be carried out by the collision element. In this way, for example, it is achieved that the collision element, in particular in the event of a collision, essentially remains in place and the ground clearance does not undesirably increase.
  • the bearing device is designed in such a way and has the locking device that can be activated in such a way that the locking device can be activated by a collision event that is taking place or is imminent. Accordingly, a collision that is taking place or is imminent is the cause for the activation of the locking device.
  • the locking device is activated at or around the time of a collision event. This can be done, for example, purely passively by a collision, ie a mechanical effect on the collision element during the collision triggers the locking device, or actively, for example, by a controller connected to sensors.
  • the overrun protection device has a compensation device.
  • the compensation device is connected to the bearing device and to the collision element in such a way that the collision element is enabled by the compensation device to carry out the compensation movement.
  • the compensation device is thus a flexible connection device which allows a relative movement of the collision element and bearing device in the direction of compensation, but enables the collision element to be effectively supported on the bearing device in the direction of collision.
  • the bearing device and/or the locking device in particular interacting with the compensation device, is designed in such a way that the locking device can be activated by an actual collision event taking place or by an imminent collision event. If a collision between the collision element and a person, an animal and/or an object is imminent or if there is already a corresponding collision contact, the locking device is locked and displacement of the collision element in the compensation direction is effectively prevented.
  • the functional causality between the imminent and/or actual collision event and activation of the locking device is achieved through a suitable design with technical means of action, whereby these can be designed mechanically, electrically, sensory, directly and/or indirectly.
  • This measure has the effect for the first time that the overrun protection device can be operated according to the standard operating state, with the locking device being inactive, with a very small minimum ground clearance between the collision element and the ground, and that in a collision operating state, with the locking device being active, it can be maintained the minimum ground clearance of the collision element is ensured by the activated locking device and execution of the compensating movement can be prevented. This effectively prevents the collision element from climbing up in the collision operating state.
  • the rollover protection device is equipped with sensor means for detecting an ongoing or imminent collision event.
  • sensor means for detecting an ongoing or imminent collision event.
  • the sensor means are connected to a control unit, which in turn is connected to the locking device.
  • the sensor means can have a camera, at least one distance sensor and/or a radar, for example.
  • the control unit is designed in such a way that it can be determined on the basis of measurement data from the sensor means, in particular together with other data from the vehicle, such as the speed, whether a collision is imminent.
  • the sensor means can detect an actual collision of the collision element, for example by designing the sensor means as force sensors.
  • the control unit initiates a locking signal. This is forwarded to the locking device and causes the locking device to be activated by actuating an activation mechanism.
  • the locking device can have suitable adjusting means for actuating the activation mechanism and for activating the activation device.
  • the rollover protection device in particular the locking device, has a locking mechanism that can be actuated by applying a force. Actuation of the locking mechanism results in activation of the locking device.
  • the locking mechanism can be actuated by a force being applied by the collision element.
  • the overrun protection device is configured in such a way that a collision force resulting from a collision of the collision element with a person, an animal and/or object is passed on by the collision element, in particular via the compensation device, into the bearing device and/or into the locking device.
  • the locking device has the locking mechanism with a locking closure in such a way that the locking closure engages and provides the locking function of the locking mechanism. This means, for example, that the possibility of movement of the compensation device is blocked by the locking function of the locking mechanism.
  • the locking mechanism is based on a positive working principle.
  • the locking mechanism has a locking pin and a pin receptacle which form a locking catch. If the locking device is in an inactive operating state, the locking mechanism is not actuated and the locking pin and the locking receptacle cannot engage actively.
  • the locking mechanism includes a frictional operating principle. For example, a reinforcing wedging effect between involved components of the locking mechanism can lead to such normal forces between components of the compensation mechanism that movement of these components is effectively prevented when the locking device is activated due to frictional forces.
  • the locking device and/or the locking mechanism are designed in such a way that the locking mechanism is actuated by a force input with an activation force and/or by an input of the activation displacement from the collision element, in particular via the compensation mechanism, into the bearing device and/or into the locking device, and/or or that the locking closure is brought into engagement by a force input and/or by an input of the activation displacement from the collision element, in particular via the compensation mechanism, into the bearing device and/or into the locking device.
  • the compensation device has a swivel arm, a swivel bearing and a swivel axis.
  • the collision element is connected to the swivel arm, and the swivel arm is supported on the bearing device so that it can swivel about the swivel axis.
  • the compensating movement is performed by pivoting the collision element and the pivot arm about the pivot axis.
  • the swivel arm is essentially aligned in the direction of collision.
  • substantially aligned in the collision direction in this context means that at least 50%, in particular at least 70%, preferably at least 90% of a directional component of a longitudinal axis of the swivel arm is aligned parallel to the collision direction.
  • the compensation device can be designed like scissors and act essentially in the vertical direction, so that the corresponding bearing device and the collision element occupy essentially the same position in a longitudinal direction, with the bearing device being arranged in the vertical direction above the collision element, and with the bearing device and the Collision element are connected to each other using the scissors-like combination device.
  • the collision element can be divided into a collision section and a contact section, and in particular a fastening section.
  • the collision section is arranged in a travel direction of the vehicle, and the contact section is provided in such a way that it faces the ground when the overrun protection device is in a mounted state.
  • the attachment portion may be provided on a rear side, in the opposite direction to the direction of travel, on the collision member.
  • the collision section can be equipped with damping means. These are designed in such a way that a collision impact can be mitigated.
  • the contact section can be formed with an abrasion layer.
  • abrasion layer means that a specific layer of material with a predetermined material thickness is provided on the underside of the collision element, which makes a grinding of the collision element on the ground tolerable to a predetermined extent.
  • the abrasion layer can be arranged firmly but detachably on a carrier body of the collision element. This makes it easy to replace the abrasion layer.
  • the bearing device and/or the locking device can have prestressing means. These are arranged and configured such that the locking device is in an inactive state by default as long as no collision is present or imminent.
  • the locking device is always inactive in the standard operating state.
  • the biasing means act in a direction opposite to the activating force and/or activating movement.
  • the locking mechanism may comprise biasing means 36 which always ensure that the locking catch 33 is not engaged when no collision-related activation force 31 is provided via the collision element 15 and the pivot arm 16 .
  • the prestressing means 36 are arranged on the bearing device 20 and/or on the locking device 30 in such a way that a correspondingly provided prestressing force is aligned counter to the activation force.
  • a vehicle with a vehicle frame and a rollover protection device according to one or a combination of the embodiments described above is disclosed.
  • the rollover protection device can be arranged on the vehicle frame or on other load-bearing components of the vehicle such that the minimum ground clearance in a vertical direction of the rail vehicle is no more than 150 mm, in particular no more than 120 mm, preferably no more than 100 mm. It is conceivable here to mount the overrun protection device on a further main collision bar, on absorber devices for the further main collision bar, or on corresponding absorber bearings for these absorber devices.
  • the vehicle is designed as a rail vehicle.
  • This rail vehicle has a coupling bearing for arranging a coupling device thereon.
  • the vehicle is part of a multi-part compound vehicle, it being possible for the individual vehicles of the compound vehicle to be connected to one another using such a coupling device.
  • the bearing arrangement of the rollover protection device is fastened to the vehicle in the longitudinal direction of the rail vehicle in a region of the coupling bearing.
  • the arrangement in one area of the clutch bearing means that the rollover protection device and a clutch device can be mounted and fastened to the vehicle simultaneously and side by side or one behind the other in the longitudinal direction. In this way it is achieved that a coupling device does not have to be dismantled if at the same time an overrun protection device is effectively arranged.
  • the rollover protection device, and in particular the compensation mechanism, in particular the swivel arm, in the longitudinal direction of the vehicle is disclosed form so long that the collision element can be arranged in the longitudinal direction in the region of a vehicle front edge.
  • the rollover protection device extends over a relatively long length from the area of the clutch bearing to an area of the front edge of the vehicle. This brings about an improved protective effect of the overrun protection device, since persons, animals and/or objects involved in the accident are intercepted as far forward in the direction of travel and cannot get under the vehicle.
  • the rollover protection device is designed and arranged on the vehicle in such a way that the swivel arm of the compensation mechanism extends essentially in the longitudinal direction of the vehicle.
  • a longitudinal axis of the swivel arm encloses an angle of no more than 30°, in particular no more than 20°, preferably no more than 10°, with the longitudinal direction of the vehicle.
  • FIG. 1 1 shows an example of a tram, with two rail vehicles 100 being coupled to one another using coupling devices 106 .
  • a rail vehicle 100 has a front part 112 with a vehicle front edge 111 in a longitudinal direction 101 of the rail vehicle 100 .
  • an overrun protection device 10 is arranged.
  • the rail vehicle 100 is arranged on rails 114 so that it can roll with the aid of bogies 113 .
  • Such a position of the rail vehicle 100 on horizontally running rails 114 corresponds to the intended use of the rail vehicle 100.
  • An intended arrangement of the overrun protection device 10 corresponds to a mounted state of the overrun protection device 10 on the front part 112.
  • the longitudinal direction 101 and a vertical direction 102 of the rail vehicle 100 also become correspondingly defined as the longitudinal direction 101 and the vertical direction 102 of the overrun protection device 10 .
  • the 2 is a perspective view of the front end 112 in the event of a collision with a person 115, with the overrun protection device 10 successfully fulfilling its function and, according to a first embodiment, being attached to an absorber bearing 110 of the rail vehicle 100.
  • FIG 3 shows a schematic transverse view of the rail vehicle 100, wherein the overrun protection device 10 is mounted on a vehicle frame 103 of the rail vehicle 100 according to a second embodiment.
  • the rollover protection device 10 is based on both 2 and 3 described in detail, whereby to explain how a bearing device 20 of the overrun protection device 10 works according to the detailed illustration 4 is resorted to.
  • the roll-over protection device 10 is arranged on the rail vehicle 100 such that a minimum ground clearance 104 of the rail vehicle 100 between a floor in a vehicle environment of the rail vehicle 100 and/or rails 114 does not exceed during normal operation.
  • the minimum ground clearance 104 is measured for example in the vertical direction 102 between a lower edge of a collision element 15 of the overrun protection device 10 and an upper edge of the rails 114 .
  • the overrun protection device 10 has a bearing device 20 for supporting the collision element 15 connected thereto, a compensation mechanism for enabling a compensation movement 13 of the collision element 15 in a compensation direction 12 being provided between the bearing device 20 and the collision element 15 .
  • Compensatory movement 12 is carried out by collision element 15 when collision element 15 comes into contact with a floor in a vehicle environment of vehicle 100 and/or with rails 114 in vertical direction 102 .
  • the rail vehicle 100 is very heavily loaded in the front part 112, so that the front part 112 lowers towards the rails 114, and/or if the rail vehicle 100 drives over a rail section with a concave curvature viewed in the vertical direction 102 - for example a strong one Increase or in the case of a trough passage -, a minimum ground clearance 104 between the collision element 15 and the rails 114 can be completely used up. Then there is a physical contact between the collision element 15 and the rails 114.
  • the compensatory movement 13 of the collision element 15 is caused and executed by an approach and the contact of the collision element 15 with the ground and/or with the rails 114. In doing so, the floor and/or the rails 114 move the collision element 15 upwards in a compensation direction 12 according to the compensation movement 13 .
  • the compensation direction 12 can correspond to the vertical direction 102 .
  • the compensation direction 12 at least in parts includes a further directional component in addition to the vertical direction, with it being ensured that the overall functionality of the overrun protection device 10 is guaranteed.
  • the overrun protection device 10 is mounted on the rail vehicle 100 in such a way that a person 115 (or else an animal or object) is pushed along with the rail vehicle 100 by the collision element 15 in the event of a collision. This prevents the person 115 from being able to get into an area of a bogie 113 . This greatly reduces the risk of serious and/or fatal injuries ( 2 ).
  • a frontal collision runs essentially in a collision direction 11 , it being possible for the frontal collision to run essentially parallel to the longitudinal direction 101 .
  • collision components are to be interpreted in a transverse direction in the sense of the collision direction 11, so that the full functionality of the overrun protection device 10 is also provided in the event of such collisions.
  • the compensation device is realized by a swivel arm 16 with a longitudinal axis 14 and by a swivel bearing 22 in the bearing device 20 .
  • the pivot bearing 22 has a pivot axis 21 about which the pivot arm 16 is pivotally mounted in the pivot bearing 22 of the storage device 20, optionally displaceable.
  • the pivot axis 22 can be formed essentially perpendicularly to the longitudinal direction 101 and/or to the collision direction 11 .
  • the collision element 15 is rigidly connected to the swivel arm 16, although flexible, rotatable, displaceable and/or compressible types of connection are also conceivable.
  • the collision element 15 can be subdivided into a collision section 17 , a contact section 18 and a fastening section 19 .
  • the attachment portion 19 serves to establish a physical connection with the swing arm 16 .
  • the collision element 15 is provided in such a way that the collision section 17 is aligned in the collision direction 11 and/or in the direction of travel of the rail vehicle 100 (longitudinal direction 101), and that the contact section 18 faces the ground and/or the rails 114.
  • the collision section 17 can comprise damping means in order to moderate an intensity of a collision.
  • the contact section 18 can be provided with an exchangeable abrasion layer, which on the one hand makes a certain amount of abrasion caused by contact between the collision element 15 and the ground tolerable and/or enables a low coefficient of friction in the event of contact.
  • the embodiments of 2 and the 3 differ primarily by the arrangement of the rollover protection device 10 on the rail vehicle 100:
  • the rail vehicle 100 has a vehicle frame 103, a coupling bearing 105 for arranging the coupling device 106, and an absorber bearing 110 for receiving Absorber devices 109 on.
  • the absorber devices 109 are part of a collision protection device of the rail vehicle 100 and also have a main collision bar 107 .
  • This collision protection device serves to mitigate the consequences of collisions, for example with vehicles or larger objects.
  • the main collision bar 107 is provided in the front part 112 and can divert collision forces via the absorber devices 109 into the absorber mount 110 and thus into the vehicle frame 103 .
  • the clutch bearing 105 is located, for example, in a transverse direction of the rail vehicle 100 between the absorber bearings 110.
  • the roll-over protection device 10 is fastened to the vehicle frame 103 in the region of the absorber bearing 110 .
  • the overrun protection device 10 can be mounted on a main support of the vehicle frame 103 so that collision forces can be dissipated from the overrun protection device 10 directly into the rail vehicle 100 .
  • the overrun protection device 10 on the main anti-collision bar 107 or on a fastening device 108 of the main anti-collision bar 107 between the main anti-collision bar 107 and the absorber devices 109 .
  • the latter variant can be advantageous if the fastening device 108 makes it possible to move the main collision bar 107 upwards in the vertical direction 102 in order to allow the coupling device 106 to protrude over the front part 112 .
  • the arrangement and configuration of the overrun protection device 10 is selected in such a way that the collision element 15 is arranged in the longitudinal direction 101 essentially in the area of a vehicle front edge 111 of the front part 112 . This prevents a person 115 involved in the accident from getting under the rail vehicle 100 .
  • the overrun protection device 10 has a locking device 30 which, in the event of a collision, can effectively prevent the collision element 15 from climbing up.
  • the locking device 30 can be activated by means of an activation force 31 and/or an activation displacement 32 caused by a collision.
  • the locking device 30 has a positive locking mechanism with a locking lock 33 .
  • the locking catch 33 consists at least partially of a locking pin 34 and a movable Locking receptacle 35 together, with the locking catch 33 being engaged when the locking pin 34 engages in the locking receptacle 35 .
  • 4 12 shows the locking device 30 in an inactive state, since the locking pin 34 and the locking socket 35 are not engaged.
  • the locking receptacle 35 is displaced in the collision direction 11 according to an activation displacement 32 so that it encompasses the locking pin 34 and the locking lock 33 thus engages. Since the locking pin 34 is firmly connected to the bearing device 20, and since the locking receptacle 35 is firmly connected to the pivoting arm 16 in such a way that the locking receptacle 35 and the pivoting arm 16 can always only perform a pivoting movement together in the course of the compensating movement 13, the Engagement of locking receptacle 35 and locking pin 34 blocks a pivoting movement of the pivot arm 16. This means that the compensating movement 13 cannot be carried out in the event of a collision.
  • the entire pivot bearing 22 including the pivot axis 21 can be arranged on the bearing device 20 such that it can be displaced in the collision direction 11 . Then the swivel arm 16 can carry out the activation shift 32 together with the swivel axis 21 and with the locking receptacle 35 .
  • pivot axis 21 is completely fixed with respect to the bearing device 20 , but the pivot arm 16 is arranged to be displaceable relative to the pivot axis 21 and rotatable about the pivot axis 21 in order to carry out the activation displacement 32 .
  • actuating means are provided inside the swivel arm 16, which are activated in the course of a collision and/or can carry out the activation shift 32, so that the locking catch 33 can be actuated.
  • the locking mechanism may comprise biasing means 36 which always ensure that the locking catch 33 is not engaged when no collision-related activation force 31 is provided via the collision element 15 and the pivot arm 16 .
  • the pretensioning means 36 are on the bearing device 20 and/or on the locking device 30 arranged so that a correspondingly provided biasing force is aligned against the activation force.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
EP22167903.8A 2021-04-12 2022-04-12 Dispositif de protection des piétons et véhicule doté d'un tel dispositif de protection des piétons Active EP4074574B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102021109054.7A DE102021109054A1 (de) 2021-04-12 2021-04-12 Überfahrschutzvorrichtung und fahrzeug mit einer überfahrschutzvorrichtung

Publications (2)

Publication Number Publication Date
EP4074574A1 true EP4074574A1 (fr) 2022-10-19
EP4074574B1 EP4074574B1 (fr) 2024-01-31

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EP (1) EP4074574B1 (fr)
DE (1) DE102021109054A1 (fr)
PL (1) PL4074574T3 (fr)

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1123851A2 (fr) 2000-02-09 2001-08-16 Siemens Duewag Schienenfahrzeuge GmbH Véhicule ferroviaire, notamment véhicule de tramway ou véhicule de tramway urbain pour le trafic régional
KR100837174B1 (ko) * 2007-03-05 2008-06-11 현대로템 주식회사 장애물 감지장치
EP2548783A2 (fr) * 2011-07-22 2013-01-23 Bombardier Transportation GmbH Détection de collision pour véhicule
DE102015205283A1 (de) 2015-03-24 2016-09-29 Bombardier Transportation Gmbh Frontanordnung eines Schienenfahrzeugs sowie Verfahren zum Betreiben und Herstellen des Schienenfahrzeugs
WO2017013831A1 (fr) * 2015-07-23 2017-01-26 川崎重工業株式会社 Dispositif d'élimination d'obstacles pour véhicule ferroviaire
EP3299248A1 (fr) * 2016-09-21 2018-03-28 ALSTOM Transport Technologies Dispositif de détection d'obstacle pour un véhicule ferroviaire
DE102018133181B3 (de) 2018-12-20 2020-04-16 Bombardier Transportation Gmbh Personenschutzeinrichtung zum Befestigen an der Unterseite eines Schienenfahrzeuges
WO2021043752A1 (fr) 2019-09-03 2021-03-11 Alstom Transport Technologies Dispositif de protection pour véhicule ferroviaire

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1123851A2 (fr) 2000-02-09 2001-08-16 Siemens Duewag Schienenfahrzeuge GmbH Véhicule ferroviaire, notamment véhicule de tramway ou véhicule de tramway urbain pour le trafic régional
KR100837174B1 (ko) * 2007-03-05 2008-06-11 현대로템 주식회사 장애물 감지장치
EP2548783A2 (fr) * 2011-07-22 2013-01-23 Bombardier Transportation GmbH Détection de collision pour véhicule
DE102015205283A1 (de) 2015-03-24 2016-09-29 Bombardier Transportation Gmbh Frontanordnung eines Schienenfahrzeugs sowie Verfahren zum Betreiben und Herstellen des Schienenfahrzeugs
WO2017013831A1 (fr) * 2015-07-23 2017-01-26 川崎重工業株式会社 Dispositif d'élimination d'obstacles pour véhicule ferroviaire
EP3299248A1 (fr) * 2016-09-21 2018-03-28 ALSTOM Transport Technologies Dispositif de détection d'obstacle pour un véhicule ferroviaire
DE102018133181B3 (de) 2018-12-20 2020-04-16 Bombardier Transportation Gmbh Personenschutzeinrichtung zum Befestigen an der Unterseite eines Schienenfahrzeuges
WO2021043752A1 (fr) 2019-09-03 2021-03-11 Alstom Transport Technologies Dispositif de protection pour véhicule ferroviaire

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PL4074574T3 (pl) 2024-06-10
EP4074574B1 (fr) 2024-01-31

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