• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Rail vehicle (1), comprising at least one, each frontally arranged deformation zone, wherein the deformation zone comprises a collision frame (2), a plurality of deformation elements (3) and two A-pillars (4), wherein the deformation elements (3) radially around the front structure of the car body (5) are aligned and connected at one of its ends to the car body (5), and wherein the collision frame (2) the ends of the deformation elements (3) facing away from the car body (5) and arcuately around the front structure of the car body (5) is arranged, and wherein the A-Säu1en (4) in each case between the car body (5) and the collision frame (2) extend and are fixedly connected to the collision frame (2).
    公开号:AT514375A1
    申请号:T452/2013
    申请日:2013-06-04
    公开日:2014-12-15
    发明作者:Richard Graf；Philipp Dr Heinzl
    申请人:Siemens Ag Österreich；
    IPC主号:
    专利说明:

    5 5 201310108 • · • · · · · · · · · · · · · · · ···········································································
    description
    Rail vehicle with deformation zone.
    Technical area
    The invention relates to a rail vehicle with deformation zone, in particular a passenger rail vehicle. 10
    State of the art
    To improve the deformation behavior of 15 rail vehicles in collisions are common
    Crash zones installed. These crash zones or deformation zones are intended to absorb the impact energy, with defined deformable crumple zones converting the impact energy into deformation energy while minimizing the load on the 20 people in the vehicle.
    For this purpose, on the one hand large areas of the rail vehicle structure can be designed so that they can absorb the deformation energy targeted or special crash modules are placed on the front or rear structure of the rail vehicle. The latter embodiment is advantageous because repair after a collision is facilitated by the easy accessibility of these crash modules. Collisions between rail vehicles take place essentially in the direction of the vehicle longitudinal axis, at best a level difference, for example due to different loading states of the colliding vehicles, can lead to a so-called riding on. In rail vehicles, which increases the risk of collision with other obstacles than another 2/22 1 201310108
    • · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · · ·
    • · • · · • ·
    Rail vehicle exists (especially trams), poses a particular problem. It is to cover a much wider range of collision scenarios, unilaterally staggered and oblique collisions of conventional crumple zones or crash modules, which are designed essentially to collisions in the longitudinal direction, are mastered unsatisfactory. Conventional crash modules designed for longitudinal collisions often can not satisfactorily accommodate this oblique load since bending and shear stress on these crash modules occurs under which the affected crash element will buckle laterally without any provision for transverse support. A corresponding design of the known crash elements in a way that they can handle equally well both longitudinal and oblique collisions, would lead to extremely complex, complicated and heavy crash elements, which are not suitable for use on rail vehicles.
    The standard EN 15277 calls for tram vehicles to demonstrate a collision with a similar vehicle at 15km / h at 40mm vertical offset and a collision with a 45 degree inclined plane obstacle of 3 tonnes at a speed of 25km / h (collision scenario train against Light truck at a road intersection).
    Thus, other types of collisions, such as with rail vehicles of other types, large trucks with high tailboards or collisions when cornering not covered by the standard requirements. 3/22 2 201310108
    • · · · · · · · · · · ························································
    Presentation of the invention
    The invention is therefore an object of the invention to provide a rail vehicle with a deformation zone, which provides good protection for passengers and the driver especially in nichtaxialen collisions and collisions with vehicles of different types
    The object is achieved by a rail vehicle with the features of claim 1. Advantageous embodiments are the subject of the subordinate claims.
    According to the basic idea of the invention, a rail vehicle comprising at least one deformation zone arranged in each case on the front side is described, wherein the deformation zone comprises a collision frame, a plurality of deformation elements and two A-pillars, and wherein the deformation elements are aligned radially around the front structure of the car body and respectively at one of its ends are connected to the car body, and wherein the collision frame connects the ends of the deformation elements facing away from the car body and is arranged in an arc around the front structure of the car body, and wherein the A-pillars respectively between the car body and the collision frame and with the collision frame are firmly connected.
    This provides the advantage of being able to equip a rail vehicle with collision properties which, even in the case of oblique collisions, and in particular in collisions with non-identical vehicles (other rail vehicle models, lorries, etc.) absorb the kinetic impact energy in 3 4/22 9 · 201310108 · ο · * • ·
    Ensure deformation elements. Thereby, the delay acting on the passengers and the vehicle personnel can be minimized.
    Another significant advantage of this invention is the creation of a secure cell around the driver's cab. The provision of A-pillars (also referred to as Rammsäulen, or corner pillars) and the firm connection of these A-pillars with the car body and with the collision frame a safe driver's space (survival cage) is created. This is in collisions with high obstacles (trucks) advantageous because in particular modern trams have a very low floor level, the driver's seat is thus arranged much closer to the road. By combining the A-pillars with the collision frame, collision forces that are introduced into the A-pillars are absorbed in the deformation elements, thus relieving the A-pillars of their sole energy absorption.
    According to the invention, a deformation zone is built up, which comprises a collision frame. This collision frame has an arcuate structure, which is arranged horizontally in front of the front of the car body. In this case, the arc can also be constructed of individual straight segments. The collision frame is connected by means of a plurality of deformation elements with the car body. These deformation elements are arranged substantially radially. On each side of the vehicle an A-pillar is provided, which extend between the car body, advantageously laterally in the roof area, and the collision frame and are connected to both said components. This deformation zone of A-pillars, 5/22 4 201310108 • t ·· · Μ ·· · ..... · ·· *! • * · · · ····; · · · · · · · ·······················································
    Collision frame and deformation elements on the one hand forms a stable survival space for the driver, on the other hand an energy-dissipating zone.
    It is particularly advantageous to carry out the deformation zone as an assembly, which is manufactured separately from the car body and equip them with means for releasable attachment to a car body. As a result, the advantage can be achieved to make a quick repair of the vehicle by replacing the deformation zone can. For releasable attachment in particular screw connections are advantageous.
    In a preferred embodiment of the invention, the deformation elements are arranged in several horizontal planes. In this way, the advantage is achievable to be able to cover a much wider range of collision scenarios.
    A further advantageous embodiment of the invention provides to connect the collision frame at its lateral ends with the car body structure.
    The deformation zone according to the invention is advantageously to be provided on all potentially collision-exposed car ends, in particular on all car ends equipped with a driver's cab.
    Furthermore, a deformation zone according to the invention also protects against a collision during cornering, whereas conventional deformation zones offer little or no protection. 6/22 5 201310108 • # ·· • · • • • • • • * • »• • 0 •« • · • • ···· • • • • • • • ♦ • · · • · · • # # 00 «
    Furthermore, it is recommended to equip the vehicle tip with a safety catch (anticlimber). As a result, the advantage can be achieved in a collision with a structurally also equipped with a Aufreitsicherung vehicle to prevent the very dangerous so-called rides, which can lead to a complete destruction of the passenger compartment.
    The Aufreitsicherung, generally designed as a plate-shaped component with a tooth structure is to be arranged at the first collision contact point (vehicle tip) on the collision frame.
    A further advantageous embodiment of the invention provides to arrange a front deformation element (first deformation stage) on the wagon tip. Such a protection can be achieved for small collisions, in particular with identical vehicles, as are common in railway stations or in shunting operations. Thus, the remaining deformation zone can remain undamaged by the response of the front deformation element, whereby the repair effort is substantially minimized.
    It is advantageous to design the deformation elements as so-called crash tubes, since in this case a desired deformation behavior, in particular a defined force level during deformation, can be predefined constructively. Alternatively, the deformation elements may also be made by other technologies, e.g. be designed as metal foam elements.
    Exemplary invention is particularly advantageous for use on tram vehicles, since they are particularly often exposed to non-axial collision scenarios. 7/22 6 • 9 99 • «9 99 9 • 9 • 9 9 9 9 9 9 9 9 • • 9 9 9 9 9 9 9 9 9 • 9 9 9999 9 9 9 9% m 9 9 9 9 9 9 9 9 ·· 99 9 99 99 999 201310108
    Brief description of the drawings
    They show by way of example:
    Fig.l rail vehicle with deformation zone, oblique view. 5 Fig.2 Rail vehicle with deformation zone, top view. Fig.3 rail vehicle with deformation zone, side view. Fig.4 Collision, identical vehicles, before collision.
    Fig.5 collision, identical vehicles, in collision.
    Fig.6 collision, side view, identical vehicles, before 10 collision
    Fig.7 collision, side view, identical vehicles, in collision
    Fig.8 Sloping collision with trucks, side view. Fig.9 Slanted collision with trucks, oblique view. 15
    DESCRIPTION OF THE INVENTION FIG. 1 shows by way of example and schematically a rail vehicle with a deformation zone in an oblique view. It is shown a rail vehicle 1, which is pronounced as a tram. It comprises a carbody 5 with a driver's desk 8. At the front side, a deformation zone 25 is provided which comprises two A-pillars 4, a collision frame 2 and a plurality of deformation elements 3. The collision frame 2 is constructed of a plurality of straight segments and extends arcuately in front of the front of the car body 5. Between the car body 5 and the collision frame 2, a plurality of deformation elements 3 are arranged substantially radially, or fan-shaped. An embodiment is shown in which the arrangement of the deformation elements 3 takes place in two horizontal planes 8/22 7 201310108. As a result, the collision frame 2 is designed as a segment-shaped grid construction which connects the ends of the deformation elements 3 facing away from the car body 5. The A-pillars 4 are designed in the form of curved corner pillars and extend between the car body 5 and the collision frame and are each connected to these components. The connection points of the A-pillars 4 with the collision frame 2 is to be carried out so stably that the forces introduced into the A-pillars 4 can be guided into the deformation elements 3, without which this connection point fails. The illustrated embodiment shows a deformation zone with four oriented in the vehicle longitudinal direction deformation elements 3 and laterally two, approximately 45 degrees to the vehicle longitudinal direction aligned deformation elements 3. At the vehicle top of the collision frame 2 is equipped with two Aufreitsicherungen 6. Between the two Aufreitsicherungen 6 a mounting option for a front deformation element 7 is provided. Other components, in particular the panels used on vehicle fronts are not shown in Fig. 1. These panels do not substantially participate in a deformation event due to their low strength.
    2 shows by way of example and schematically a rail vehicle with a deformation zone in a view from above. It is the embodiment of Fig.l shown. The radial arrangement of the deformation elements 3 is clearly visible.
    3 shows by way of example and schematically a rail vehicle with a deformation zone in a side view. It is the embodiment of Fig.l shown. 8 9/22 201310108
    4 shows by way of example and schematically a collision of two identical vehicles immediately before the collision. Two rail vehicles 1 as shown in Figs. 1 to 3 are shown in a position immediately before a collision. Both vehicles 1 are on the same rails. The illustration shows a typical collision in bus stops ^
    5 shows an example and schematically a collision of two identical vehicles in the collision course. The collision scenario from FIG. 4 is shown below. The Aufreitsicherungen both vehicles 1 are interlocked and prevent rides. The deformation elements 3 of both vehicles 1 have responded, with each of the right vehicle having dissipated more energy. The space around the driver's desk 8 has remained dimensionally stable.
    6 shows by way of example and schematically a collision of two identical vehicles immediately before the collision in an oblique view. It is the situation shown in the illustration of Figure 4.
    7 shows by way of example and schematically a collision of two identical vehicles in the collision course. It is the situation shown in the illustration of Figure 5.
    8 shows by way of example and schematically an oblique collision of a rail vehicle with a truck in a side view. A collision scenario between a rail vehicle 1 and a truck 9 is shown. The rail vehicle 1 is constructed as shown in FIGS. 1 to 3. Of the truck 9, only one frame of a loading area is shown, since this one hand, the 9 10/22 201310108 • · ······················································································ · · Most stable component of a truck and a collision with this frame is one of the most common collision scenarios. The collision takes place at an angle of approximately 45 degrees to the longitudinal axis of the rail vehicle. The A-pillar 4 absorbs the collision energy and converts some of them into deformation work in itself, on the other hand it directs the collision energy in the deformation elements 3. Without the A-pillar the collision would be very dangerous for the driver, since the back of the truck could penetrate unhindered into the driver's compartment.
    9 shows by way of example and schematically an oblique collision of a rail vehicle with a truck in an oblique view. The collision scenario from FIG. 8 is shown in an oblique view. FIG. 9 shows the response of the left-hand deformation elements 3 and a slight response of the deformation elements 3 oriented in the vehicle longitudinal direction. A rail vehicle without a deformation zone according to the invention would hardly be able to absorb impact energy even when equipped with conventional deformation elements in such a collision since the conventional deformation elements buckle and lose their energy-dissipating property. 11/22 10 201310108 1 Rail vehicle 5 2 Collision frame 3 Deformation element 4 A-pillar 5 Car body 6 Rider guard 10 7 Front deformation element 8 Driver's console 9 Lorries
    List of names 12/22 11
    权利要求:
    Claims (7)
    [1]
    201310108

    • · · ··· < 1. A rail vehicle (1) comprising at least one deformation zone, each arranged on the front side, characterized in that the deformation zone comprises a collision frame (2), a plurality of deformation elements (3) and two A-pillars (3). 4), wherein the deformation elements (3) are aligned radially around the front structure of the car body (5) and are each connected at one of its ends to the car body (5), and wherein the collision frame (2) facing away from the car body (5) Ends of the deformation elements (3) connecting and arcuately arranged around the front structure of the car body (5), and wherein the A-pillars (4) in each case between the car body (5) and the collision frame (2) extend and with the collision frame (2) are firmly connected.
    [2]
    2. Rail vehicle (1) according to claim 1, characterized in that the deformation elements (3) are arranged in several horizontal planes.
    [3]
    3. Rail vehicle (1) according to one of claims 1 or 2, characterized in that the deformation elements (3) are designed as crash tubes.
    [4]
    4. Rail vehicle (1) according to one of claims 1 to 3, characterized in that the lateral ends of the collision frame (2) are connected to the car body structure (5). 13/22 12 201310108 • ··········································································································································································································································· • · · · ···· «·
    [5]
    5. Rail vehicle (1) according to one of claims 1 to 4, characterized in that the deformation zone is equipped with a Aufreitsicherung (6) which is arranged on the vehicle tip on the collision frame (5).
    [6]
    6. Rail vehicle (1) according to one of claims 1 to 5, characterized in that the deformation zone is equipped with a front deformation element (7) which is arranged on the vehicle tip on the collision frame (2).
    [7]
    7. rail vehicle (1) according to one of claims 1 to 6, characterized in that the deformation zone is designed as an assembly, and to the car body (5) is releasably fastened.
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    引用文献:
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    法律状态:
    2020-02-15| MM01| Lapse because of not paying annual fees|Effective date: 20190604 |
    优先权:
    申请号 | 申请日 | 专利标题
    ATA452/2013A|AT514375B1|2013-06-04|2013-06-04|Rail vehicle with deformation zone|ATA452/2013A| AT514375B1|2013-06-04|2013-06-04|Rail vehicle with deformation zone|
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    RU2015151875A| RU2657600C2|2013-06-04|2014-05-27|Rail vehicle with deformation zone|
    PCT/EP2014/060883| WO2014195177A1|2013-06-04|2014-05-27|Rail vehicle with deformation zone|
    CN201480032230.4A| CN105263781B|2013-06-04|2014-05-27|Rail vehicle with deformation zone|
    EP14729621.4A| EP3003816B1|2013-06-04|2014-05-27|Rail vehicle with deformation zone|
    DK14729621.4T| DK3003816T5|2013-06-04|2014-05-27|SKIN VEHICLE WITH DEFORMATION ZONE|
    US14/892,706| US9988061B2|2013-06-04|2014-05-27|Rail vehicle with a deformation zone|
    PL14729621T| PL3003816T3|2013-06-04|2014-05-27|Rail vehicle with deformation zone|
    AU2014277110A| AU2014277110B2|2013-06-04|2014-05-27|Rail vehicle with deformation zone|
    NO14729621A| NO3003816T3|2013-06-04|2014-05-27|
    ES14729621.4T| ES2664301T3|2013-06-04|2014-05-27|Railway vehicle with deformation zone|
    SA515370229A| SA515370229B1|2013-06-04|2015-12-02|Rail Vehicle with Deformation Zone|
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