EP3580106B1 - Head module for a rail vehicle - Google Patents

Description

The subject matter of the present invention is a construction for a head module for a rail vehicle which is suitable for reducing and distributing the loads occurring in the event of a crash.

In particular, it is a head module for local trains, especially subways. In trains of this type, the head module is often integrated into the car. The head module is also referred to below as a cabin, although it does not necessarily form its own compartment.

In the interest of material and energy efficiency, the use of lightweight materials and the principles of lightweight construction in rail vehicle construction has become more and more popular in recent years. In particular, the use of fiber composite materials is increasing. This also applies to the design of the head modules of rail vehicles.

Known constructions provide for prefabricated modules to be placed on the substructure that runs through the entire car without interruption.

So is the subject of DE 197 25 905 a connection method of a prefabricated head module made of fiber-reinforced plastic (FRP) with the underframe and the car body module. The side walls of the head module are preferably made as a sandwich structure made of FRP with an intermediate core material. Special reinforcement profiles are used here in the joining areas of the head module, which improve the power transmission between the underframe or trolley module and the FRP walls of the head module. A special design of the fiber guide of the FRP reinforcement is not provided. The reinforcement profiles are integrated into the core of the FRP walls of the head module and act as an abutment for the bolt connection between the FRP walls of the head module and the underframe or car body module. The disadvantage here is that the reinforcement fiber material between the reinforcement profile and the underframe is exposed to pressure load and there is thus the risk of creep-related damage to the FRP material in this area.

In the DE 10 2014 204 761 A1 the problem of crash safety, in particular the windshield, is dealt with in the case of the rail vehicle heads. It is provided that the frame of the windshield has a deformation element which can absorb energy and reduce it through its deformation. The front pane should move out of the frame without the formation of fragments. This is realized in the DE 10 2014 204 761 A1 by providing predetermined breaking points in the frame of the windshield or in its vicinity. The predetermined breaking points are generated by the geometric design, the dimensioning of the deformation element or its material. In one embodiment, the deformation element is intended to run partially or completely around the windshield. The frame can also be formed by the vehicle shell itself.

The DE 60 2004009942 T2 deals with an impact energy absorption system for a light rail system. The crash system described is mainly arranged in the lower area of the vehicle; in addition, the passenger compartment is surrounded by a protective cage.

Subject of WO 2015/011193 A1 is an energy dissipation device for rail vehicles. The purpose of this device is to absorb part of the impact energy in the event of a crash and convert it into material deformation. A three-dimensional body made of FRP is used for this. This has layers with unidirectionally aligned fibers and layers with non-directional (random fibers) arranged fibers. The energy consumption is realized in particular in that a counter-element strikes the energy-absorbing element in the longitudinal direction and in the process destroys the layer or layers with tangled fibers, in particular frays them. The arrangement of the fibers without a preferred direction ensures that the impact energy is converted when the fibers break and does not lead to delamination of different fiber layers.

In the WO 2010/029188 A1 a self-supporting vehicle head is disclosed, which is primarily composed of fiber composite material. The vehicle head has structural elements that are used to consume energy in the event of a crash, as well as other structural elements that have no special function of reducing energy. In particular, the energy-consuming structural elements should also consist of fiber composite material. It is also provided that a number of energy-degrading structural elements contribute one after the other to the energy consumption or transmits corresponding forces. The vehicle head has a central buffer coupling which, due to its design, lies in front of the front of the vehicle head panel. Therefore, the central buffer coupling is immediately followed by an energy-absorbing element that is intended to absorb impacts exerted on the central buffer coupling. In addition, two lateral energy-absorbing elements are arranged in parallel, which are intended to act as protection against climbing. Furthermore, the parapet has at least one, preferably two energy-absorbing elements below the front window. From the parapet on each side of the head section, two strings lead to the transfer of energy into the substructure of the car section. In addition, two energy-absorbing elements are positioned in front of the two A-pillars in the direction of movement. The A-pillars are designed to guide kinetic energy into the roof structure and to reduce any remaining impact energy in a controlled manner in the event of a crash. This is necessary because conventional car part constructions do not have longitudinal members in the roof area that could absorb part of the impact energy. The disadvantage here is that a force exerted on the parapet in connection with the two lateral strands for energy transmission can lead to a leverage effect on the roof structure, which sets it in motion, essentially perpendicular to the direction of movement of the vehicle. This can at least reduce the ability of the roof structure to absorb remaining impact energy. There is thus a disadvantageous coupling of security systems.

The DE 60 2005 004 131 T2 describes a frame for a vehicle head in which several compliant regions are distributed. The document does not show a self-supporting vehicle head. The frame is designed in such a way that the most extensive possible energy consumption takes place in its flexible regions. The roof and floor parts of the frame are therefore not primarily designed to direct forces into the subsequent car body.

From the DE 698 18 357 T2 a head module for a rail vehicle is known which can be releasably attached to the end face of a subsequent wagon part without an additional stand.

The WO 2008/034745 A1 describes a safety cell with a geometry to increase the protection of a vehicle driver.

The solutions mentioned are suitable for trains that can be exposed to a large number of different opponents in a collision. The applied solutions are correspondingly complex. The object is therefore to propose a system of protective devices for a head module that is particularly suitable for subways and similar applications that operate on separate route networks and can essentially only be exposed to similarly structured collision opponents. In particular, no continuous substructure that extends from the carriage part into the head module should be necessary.

In order to fulfill this task, the head module must be able to be placed in front of the corresponding car parts. For this purpose, the design features of these car parts must be taken into account.

The object is achieved according to the invention by a head module for a rail vehicle according to claim 1.

• zwei Längsträger des Untergestells, die sich an den Unterkanten des Wagenteils in Längsrichtung erstrecken und deren Stirnflächen zur Montage des Kopfmoduls geeignet sind,
• eine Untergestellstütze zur Fahrerkabine, die zwischen den beiden Längsträgern des Untergestells verläuft und in den Hauptquerträger mündet, der in dem Drehgestell des Wagenteils lagert. Der Hauptquerträger ist in den beiden Längsträgern des Untergestells widergelagert. Die Untergestellstütze zur Fahrerkabine und der Hauptquerträger sind vorzugsweise aus Stahl gefertigt.
• zwei Längsträger des Wagendaches, die sich an den Oberkanten des Wagenteils in Längsrichtung erstrecken und deren Stirnflächen zur Montage des Kopfmoduls geeignet sind.

In the present case, the sub-task is to be able to mount the head module according to the invention on a carriage part which is characterized by corresponding interface components. These are in particular:

• two longitudinal members of the underframe, which extend in the longitudinal direction at the lower edges of the carriage part and whose end faces are suitable for mounting the head module,
• an underframe support for the driver's cab, which runs between the two longitudinal members of the undercarriage and opens into the main cross member, which is mounted in the bogie of the wagon part. The main cross member is supported in the two longitudinal members of the underframe. The underframe support to the driver's cab and the main cross member are preferably made of steel.
• two side members of the car roof, which extend at the upper edges of the car part in the longitudinal direction and whose end faces are suitable for mounting the head module.

The side members are preferably made of fiber composite material. All interface components have corresponding fastening options for the corresponding components of the cabin. These are preferably releasable fastenings, very particularly preferably screw connections.

The head module according to the invention has three systems that convert the impact energy through irreversible deformation in the event of a crash. These systems are built largely independently of one another and can thus work advantageously one after the other or at the same time, without the crash-related destruction of one system being able to impair the effectiveness of the other. The systems are essentially made of fiber composite material.

1. 1. eine als Ringanker ausgeführte Versteifung im Dachbereich der Kabine, die Kräfte in die oberen Längsträger des nachfolgenden Wagenteils leitet,
2. 2. eine Brüstungsverstärkung, die über seitlich der Kabine verlaufende UD-Gurte Stoßkräfte in die unteren Längsträger des nachfolgenden Wagenteils leitet (bei UD-Gurten handelt es sich um besonders mit unidirektional, in Richtung der Belastung verlaufenden Fasern verstärkte Bauteile oder verstärkte Bereiche in Bauteilen),
3. 3. ein unteres Crash-Durchleitungselement, das mit einer Crash-Box ausgestattet ist und darüber hinaus die verbliebene Stoßenergie in die Untergestellstütze leitet.

The three systems are:

1. 1. a stiffener designed as a ring anchor in the roof area of the cabin, which directs forces into the upper longitudinal members of the following wagon part,
2. 2. A parapet reinforcement, which uses UD straps to the side of the cabin that directs impact forces into the lower side members of the following wagon section (UD straps are particularly reinforced components with unidirectional fibers running in the direction of the load or reinforced areas in components) ,
3. 3. A lower crash transmission element which is equipped with a crash box and which also directs the remaining impact energy into the underframe support.

The three crash systems thus introduce the remaining impact forces into different components of the following part of the car, which in turn optionally have energy-absorbing elements.

The driver's cab is preferably designed as a two-shell construction. The outer shell is connected to the three systems that convert the impact energy into deformation in the event of a crash. The inner shell lines the actual interior space that can be used by humans. Both shells are designed as fiber composite structures that do not make any significant contribution to crash resistance. The outer shell ensures the necessary rigidity of the construction by being implemented as a multi-layer fiber composite structure, optionally with cores located between the fiber layers. Laid, wound or braided fiber structures can be used in the fiber layers. UD fiber strands (unidirectional fiber strands) are also possible to improve rigidity. It is advantageous that the A-pillars of the outer cabin do not have any special reinforcements for power transmission in the event of a crash. This prevents a disadvantageous power transmission to the ring armature in the event of a crash takes place or this is at least limited. The A-pillars of the outer cabin are preferably designed for the passage of electrical lines. The outer cabin shell is preferably constructed from fiber layers, which are then impregnated with a matrix material and consolidated. It is also possible to build it up from fiber layers already soaked with matrix material. The outer and inner shells are preferably connected in the area of the front and side windows. Here the two shells are screwed, glued or otherwise connected in a combination of different processes. The front pane is preferably glued into the outer shell. Preferably, predetermined breaking points are provided which ensure that the windshield is released from the frame in the event of a crash and that no or only a few fragments get into the interior. In a further preferred embodiment, the front pane has its own frame with which it is fastened in the outer shell. Here too, predetermined breaking points are preferred.

The ring anchor has a U-shape, in which the two ends of the ring anchor are attached to the upper longitudinal beams of the following carriage part. The face of the ring anchor (corresponds to the lower curvature of the U-shape) is arranged on the inside of the upper face of the outer car shell. The ring anchor is preferably designed as a fiber composite component. In this case, UD fiber layers are used for the ring anchor, which run over the entire length of the ring anchor, from one fastening point on an upper longitudinal member of the following carriage part to the other fastening point on the other upper longitudinal member of the following carriage part. These UD fiber layers can be used alternately with fiber layers that can have different fiber orientations. Layers of semi-finished fiber products such as woven fabrics or scrims are preferred. In particular, fiber layers with different orientations or fabrics or braids are used to fix the UD fibers in their position before consolidation. The ring anchor is preferably manufactured together with the outer car shell. A ring anchor molded part that already has the fiber reinforcement structure of the ring anchor is inserted into the mold in which the outer cabin shell is manufactured. Then the fiber layers of the ring anchor and the outer cabin shell are soaked together with matrix material and this is then consolidated (the matrix material cures). It is also possible to already soak the molded ring anchor part with matrix material and then to put it into the mold to be inserted or placed on a support structure, on which the other fiber layers of the outer shell, also as pre-soaked fiber layers (e.g. as prepregs), are then placed. Here too, consolidation will take place afterwards.

Another preferred embodiment provides for the outer car shell and the ring anchor to be manufactured as independent components and the consolidated ring anchor to be introduced into the consolidated outer car shell and to be fixed there, preferably glued.

The parapet reinforcement is also designed as a fiber-reinforced component. It is arranged below the windshield and above the crash box of the head module. It extends over the entire width of the front of the cabin below the window and above the crash box of the lower crash transmission element. Optionally, the parapet reinforcement can be interrupted in the middle or made with a smaller material thickness. Laterally in the outer shell of the cabin, inclined UD belts run from the side ends of the parapet reinforcement, which lead part of the crash energy into the lower longitudinal members of the car part. Both the parapet reinforcement and the UD belts are made of fiber-reinforced material. Analogous to the procedure for the ring anchor, they are inserted and consolidated as prefabricated components during the production of the inner car shell. In this way, the parapet reinforcement is fully integrated into the inner shell. Since, contrary to the solution from the WO 2010/029188 A1 The A-pillar of the present construction does not play a special role in the event of a crash and, in particular, is not reinforced, an impact on the parapet reinforcement cannot negatively affect the ring anchor in the roof area, as the A-pillar cannot transmit any major forces in this direction.

The head module has a flat nose. Force components in the vertical direction that cause climbing are effectively avoided. This approach is advantageous because only identical train units can meet. A plate made of fiber-reinforced plastic is arranged below the parapet reinforcement and above the central buffer coupling. This extends essentially over the entire width of the front of the cabin. Narrower versions are possible as an option. In the central part of the plate this is thickened at the point in front of the crash box. Together with the crash box and the lower crash transmission element, the plate forms a safety system, that transfers the forces still occurring behind the crash box into the underframe support of the following car. In the event of a collision, the thickened part is broken out of the plate (consuming part of the energy) and the further movement is absorbed by the crash box, which converts this into deformation energy. The crash box has a structure known from the prior art. In particular, it preferably consists of metal foam, which is compressed while absorbing energy in the event of a crash.

The lower crash transmission element is curved in such a way that it runs under the cabin floor in the area of the inner shell and only rises to its level in the interface area to the underframe support in order to enable assembly. This is also done here preferably with detachable metallic connections, preferably screw connections. In a particularly preferred embodiment, the crash pass-through element is constructed to be angled twice. It runs from the crash box, which is arranged below the parapet and above the central buffer coupling, at an angle downwards to below the bottom of the inner shell. There there is a change of direction in the horizontal direction almost to the end of the bottom of the inner shell. Here it rises diagonally up to the connection interface to the underframe support. The included angles between the horizontal and the angled parts of the crash transmission element are preferably in the range between 30 ° and 60 °. The lower crash transmission element is preferably made of fiber composite material. It has a downwardly open U-shaped (or right-angled, downwardly open) cross section. This ensures a particularly high level of rigidity even in the event of a crash. The central buffer coupling is arranged on the lower crash transmission element after the first bend (after the part which leads from the crash box to the horizontal part of the lower crash transmission element). This is preferably done using a metallic assembly element that is attached to the downwardly pointing legs of the U-shaped cross section, preferably by means of a bolt or screw connection. The central buffer coupling is attached to the mounting element.

The central buffer coupling is designed to be telescopic. It can be moved from a rest position, in which it is housed behind a flap in the front of the head section, into a working position in which further pulling parts can be connected. The central buffer coupling also has a Energy-absorbing element according to the state of the art. This energy-absorbing element converts part of the impact energy in the event of a crash into deformation work if the collision occurs while the central buffer coupling is in the working position.

Fiber composite materials are the preferred materials for the cabin shells and the three systems in the event of a crash. Fastening elements etc. can advantageously be made of metal. The fiber composite materials are preferably plastics reinforced with carbon fibers, glass fibers or basalt fibers, preferably resins, particularly preferably epoxy resins or phenolic resin systems.

The construction of the cabin and the design of the systems are preferably carried out using computer-aided simulation processes, which allow the design to be carried out in accordance with the applicable regulations. The simulation methods and computer-aided design tools are known to those skilled in the art.

The following figures explain a preferred embodiment of the head module designed according to the invention for a rail vehicle.

Fig. 1 shows schematically a side view of the cabin according to the invention without the outer shell. The central buffer coupling has also been omitted for reasons of clarity. The inner shell 701 is made in two parts. The division takes place in a horizontal plane above the parapet reinforcement 711. The upper part of the inner shell 701 has the opening 704 for the front pane and the side panes 703. The window openings are separated from one another by the A-pillar 705. The ring anchor 720 is shown above the upper part of the inner shell. This is detachably fastened to the upper longitudinal members of the following carriage part (not shown) via the fastening device 721. In preferred embodiments, the ring anchor 720 is permanently connected to the outer shell (not shown here).

In the lower part of the inner shell, the parapet reinforcement 711 and the UD straps 710 are integrated, which transfer the force from the parapet reinforcement 711 to the entry points 712 in the lower longitudinal members of the following car part.

The lower crash transmission element 730 runs below the lower part of the inner shell. The plate 734 is shown on the front side of the cabin. This is followed by the crash box 733. In the event of a crash, the impact occurs on the plate 734, which transfers the force to the crash box 733 and largely dissipates it there. Remaining impact energy is passed on to the lower crash transmission element 730, where it is transferred at the fastening point 732 to the underframe support of the following car part. The openings 731 for fastening the central buffer coupling can be seen in the horizontal part of the lower crash transmission element 730.

Fig. 2 shows schematically the front view of the cabin without the outer shell. Opposite the side view Fig. 1 In addition, the cover flap of the central buffer coupling is provided with the reference numeral 706, which is inserted into a corresponding opening in the outer shell.

Fig. 3 shows schematically the rear view of the inner shell of the cabin. This is the side with which the cabin is mounted on the following part of the car. The assembly is preferably carried out on the two upper longitudinal members of the following carriage part by means of the fastening elements 721 of the upper ring anchor, by means of the fastening elements at the entry points 712 of the UD belts from the parapet reinforcement and by means of the fastening device 712 (only one shown, a second is symmetrical on the on the right side) of the lower crash element on the underframe support.

Fig. 4 shows the outer shell 702 schematically in a three-dimensional view. In particular, it can be seen how the upper ring anchor 720 with its fastening elements 721 fits into the outer shell 702. The opening for the cover flap 706 of the central buffer coupling is also shown.

Fig. 5 shows schematically how the inner shell 701 is fitted into the outer shell and, by way of example, how the internal fittings 707 can be arranged.

Fig. 6 shows schematically the crash transmission element 730 in a side view. The crash transmission element has a descending area 7301 in which it runs from the crash box (not shown) to the horizontal part 7302. With the rising part 7303, the crash transmission element runs from the horizontal part to the connection point to the central buffer coupling (not shown).

Fig. 7 FIG. 12 schematically shows the crash transmission element 730 from FIG Fig. 6 in a 3D view.

List of reference symbols

701

inner shell

702

outer shell

703

Side window opening

704

Front window opening

705

A-pillar

706

Cover flap of the central buffer coupling

707

Internal fittings

710

UD belt of the parapet reinforcement

711

Parapet reinforcement

712

Initiation point of the forces from the parapet reinforcement in the lower side member of the following car

720

Ring anchor

721

Fastening device of the ring anchor to the upper longitudinal beam of the following carriage

730

lower crash transmission element

7301

Section of the crash transmission element from the crash box to the horizontal part

7302

horizontal part

7303

Section of the crash transmission element from the horizontal part to the fastening element on the underframe support

731

Holes for fastening the central buffer coupling

732

Fastening device for the lower crash transmission element on the underframe support

733

Crash box

734

plate

Claims (8)

1. A head module for a rail vehicle which is suitable to be detachably fixed to the end face of a following coach section of the rail vehicle without an additional underframe, wherein the end face of the coach section has the following installation interfaces:

   - two longitudinal beams of the underframe, which extend in the longitudinal direction on the lower edges of the coach section and the end faces of which are suitable for the installation of the head module,

   - an underframe support which runs between the two longitudinal beams of the underframe and opens into a main cross beam which is mounted in a bogie of the coach section, the end face of the underframe support being suitable for the installation of the head module,

   - two longitudinal beams of a coach roof of the coach section, which extend in the longitudinal direction on the upper edges of the coach section and the end faces of which are suitable for the installation of the head module;

   and the head module is constructed from an inner shell (701) and an outer shell (702) and has the following three systems which convert the impact energy into deformation one after the other or simultaneously and largely independently of one another in the event of a crash:

   - a stiffener designed as a ring beam (720) in a roof area of a cab, which conducts forces into the upper longitudinal beams of the following coach section,

   - a railing reinforcement (711) which conducts impact forces into the lower longitudinal beams of the following coach section via UD braces (710) extending on the sides of the cab of the head module,

   - a lower crash conduction element (730) which is fitted with a crash box (733) and in addition conducts the remaining impact energy into the underframe support,

   wherein the lower crash conduction element (730) has a U-shaped cross section open towards the bottom.
2. The head module according to claim 1, characterized in that the outer shell (702) is designed in one piece and the inner shell (701) is designed in several parts.
3. The head module according to claim 1, characterized in that the inner shell (701), the outer shell (702), the ring beam (720), the railing reinforcement (711) and the UD braces (710) as well as the lower crash conduction element (730) are made from a fiber composite material.
4. The head module according to claim 1, characterized in that the ring beam (720) has at its ends metallic fixing devices (721) for fixing to the upper longitudinal beam of the following coach.
5. The head module according to claim 1, characterized in that the ring beam (720) is arranged in the upper part of the outer shell (702), above the inner shell (701).
6. The head module according to claim 1, characterized in that the UD braces (710) are integrated in a lower part of the inner shell (701).
7. The head module according to claim 1, characterized in that in front of the crash box (733) of the lower crash conduction element (730) in the direction of movement of the head module, a plate (734) made from a carbon fiber composite material is arranged, which absorbs a portion of the impact energy in the event of a crash.
8. The head module according to claim 1, characterized in that the lower crash conduction element (730) runs from the crash box (735) in a downward sloping manner in the direction of a horizontal section running underneath a cab base and after the horizontal section in an upward sloping manner to a fixing device of the lower crash conduction element (730) on the underframe support.

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