EP3640113A1 - Energy receiving device and rail vehicle - Google Patents

Abstract

According to one embodiment, an energy absorption device (10-40) for a front side of a rail vehicle (100-500) comprises an energy absorption element (1, 1a), which is set up to absorb at least part of a collision energy if it occurs in a collision case of the rail vehicle a working direction (-x) of the energy absorption element (1, 1a) acting impulse transmission comes to the energy absorption element (1, 1a), and an ascent element (5, 5 ') for a person rigidly connected to the energy absorption element (1, 1a) or is formed by the energy absorption element (1, 1a) and has a step surface (51) for the person.

Description

Technical field

The present invention relates to an energy absorption device for a rail vehicle, in particular an energy absorption device for a front side of a rail vehicle for passenger transport, and a rail vehicle.

Prior art

Locomotives and control cars of typically multi-unit rail vehicles have to meet a number of requirements with regard to functionality and safety, in particular with regard to crash safety. For example, the rail vehicle bodies (car bodies) in the European Union for the protection of vehicle occupants in the event of a collision must comply with the standard EN 15227 (in the version DIN EN 15227: 2011-01 valid on the filing date). In particular, the car bodies are to be protected against extreme mechanical loads which could otherwise damage the rail vehicle or even cause it to derail. In addition, the survival spaces in the following cars should be preserved and the car accelerations (delays) should remain below a limit that enables people to survive in the cars. For this purpose, i.a. Buffers attached to the front of the locomotives or control cars with an energy dissipation element, also referred to below as an impact (energy) dissipation element / element, are used.

So describes the DE 20 2006 014 402 U1 a rail vehicle, in particular for rail traffic, with crash equipment, the rail vehicle consisting of a metal construction which, as crash equipment, has an energy-absorbing vehicle coupling and other energy-absorbing elements, with phases that become different, at least at the end pointing in the direction of travel, which act on a non-deformable phase Part of the car body are arranged, characterized in that an energy-absorbing crash box is releasably attached to the side next to the vehicle coupling on a non-deformable cross member located below the vehicle floor, which is operatively connected to a buffer with a reversible lifting element, the buffer at the front the crash box is attached, the crash box is a central guide for receiving the Has lifting element, and the energy consumption of the crash boxes is delayed after the clutch and takes place independently of this.

The also describes WO 2010 029 188 A1 a vehicle head with a vehicle head structure for attachment to the end face of a track-bound vehicle, in particular a rail vehicle, the vehicle head structure being constructed entirely from structural elements which are formed from fiber composite or fiber composite sandwich material. The structural elements that make up the vehicle head structure have first structural elements that are designed and directly connected to one another in such a way that an essentially deformation-resistant, self-supporting head structure is formed to accommodate a vehicle driver's cab. Furthermore, the structural elements that build up the vehicle head structure have second structural elements that are connected and designed with the first structural elements in such a way that at least some of the impact energy (collision energy) that occurs in the event of a collision of the track-bound vehicle due to an impact force transmission and is introduced into the structure is at least partially irreversible Deformation or at least partial destruction of the second structural elements is reduced.

Numerous requirements are also placed on locomotives and control cars for normal operation and / or maintenance. Therefore, locomotives or control cars typically have adapted assemblies assigned to the respective requirements.

Disadvantages of the prior art

The use of assemblies assigned to the respective requirements increases the complexity of locomotives or control cars.

Problem

The object of the present invention is to implement desired functions of rail vehicles, in particular locomotives and control cars, with reduced use of materials, less complexity and / or easier to manufacture.

Solution according to the invention

The above object is achieved by an energy absorption device according to claim 1 and a rail vehicle according to claim 10.

According to one embodiment, an energy absorption device for a front side of a rail vehicle comprises an energy absorption element which is set up to absorb at least part of a collision energy if, in the event of a collision of the rail vehicle, there is a pulse transmission to the energy absorption element acting in a working direction of the energy absorption element, and an ascent element for a person who is rigidly connected to the energy absorption element or is formed by the energy absorption element and has a step surface for the person.

The fact that the ascent element is rigidly connected to the energy absorption element, typically is directly connected to the energy absorption element, or is formed by the energy absorption element, i.e. A coherent element is that combines the functions of an energy absorption element for a crash and that of an ascent element (hereinafter also referred to as an integrated energy absorption and ascent element), and that on the front of a rail vehicle, in particular on the front of a locomotive and / or a front of one Control car can be arranged, only one assembly can be used for the rail vehicle with the same functionality instead of the previous two separate assemblies.

On the one hand, this reduces the complexity and thus the demands on logistics. On the other hand, the total mass can be reduced. In addition, the manufacture / assembly of the rail vehicle can also be simplified since only one assembly, namely the integrated energy absorption and ascent element, has to be attached to the car body. This is of particular interest for driving cars in which the outer cover of the front is made of a plastic or composite material, typically made of GRP, and to which an ascent element frequently required for maintenance reasons, for example for repair or maintenance of a windshield wiper system, cannot be mounted .

The ascent element can comprise a running board or a step and / or can be designed as a running board or a step.

The tread surface, which is typically oriented at least essentially horizontally and / or at least essentially parallel to the working direction of the energy absorption element, can have an area of at least 450 cm ² .

In addition, the tread surface is typically designed to be non-slip.

In particular, the energy absorption device or the climbing element of the standard EN 16116-1, in particular section 7.2 there, can meet.

The energy absorption element can overlap with the tread in a projection onto a plane parallel to the tread.

As an alternative to this, the energy absorption element in the projection onto the parallel plane can adjoin the tread surface with its end region facing away from the vehicle and / or can be arranged between the tread surface and its end region that can be connected to the vehicle body of the rail vehicle. In particular, the ascent element can overlap with the energy absorption element in a projection onto a plane perpendicular to the working direction of the energy absorption element if the ascent element is arranged on the end region of the energy absorption element facing away from the vehicle.

Typically, the energy absorption element of the energy absorption device (the integrated energy absorption and ascent element) is set up to work at a force level of at least 500 kN or even at least 600 kN during the pulse transmission. The level of force in the energy absorption structure can also depend on the type of rail vehicle, in particular on its (empty) mass.

The specified force level values are to be understood in particular as mean force level values, which each result from the quotient of the total energy that can be absorbed by the energy absorption element and the travel distance available for this purpose.

The force level of the energy absorption element or the force counteracting the transmitted impulse from the energy absorption element during energy absorption can be constant, monotonous or even strictly monotonically increasing over the entire working path of the energy absorption element. Typically, however, the force level of the energy absorption element or the force is at least substantially constant over the entire work path, or at least over a predominant part of the work path. For example, the force level or the force can change by less than 10% along the working path of the energy absorption element.

The energy absorption element is typically a destructively (irreversibly) designed energy absorption element, in particular a plastically deformable energy absorption element.

Because of the (at least essentially) constant force during the energy absorption, the energy absorption elements based on plastic deformation can often be dimensioned in a particularly simple manner.

In order to reliably prevent a possible climbing movement in the event of a collision of the energy absorption device with a buffer of another rail vehicle, the energy absorption device can have a climbing protection device typically connected to the climbing element and typically adjacent to the climbing element.

For example, the ascent element can be arranged between the end region facing away from the vehicle and the anti-climbing device.

The anti-climbing device can be designed as a tooth plate and / or comprise one or more tooth plates.

In addition, the energy absorption device can have a further energy absorption element which is set up to absorb part of the collision energy and whose working direction is parallel to the working direction of the energy absorption element.

The working direction of the energy absorption element typically runs from the end region facing away from the vehicle to the vehicle end region of the energy absorption element.

The further energy absorption element is typically designed as a buffer.

Without the further energy absorption element, the energy absorption device is typically designed as an (irreversible) crash absorber (with an integrated ascent element).

In contrast, the further energy element is typically a regeneratively designed energy absorption element, for example a gas-hydraulic energy absorption element or a hydrostatic energy absorption element. In this embodiment, the energy absorption device is partially reversible.

In addition (during impulse transmission), the maximum force that can be absorbed by the further energy absorption element is less than the force level of the energy absorption element, typically by at least 10%.

The further energy absorption element is typically spaced apart from the ascent element.

In addition, the further energy absorption element typically does not overlap with the tread surface in a projection onto a plane parallel to the tread surface.

For example, the further energy absorption element can be arranged between the energy absorption element and a buffer plate of the energy absorption device.

According to one embodiment, a rail vehicle comprises a car body and (at least) one energy absorption device described herein, the energy absorption element of which is attached to the car body. The energy absorption device and / or its energy absorption element can in particular be rigidly attached to the car body.

Typically, the energy absorption device is attached to a front section of the car body.

Even more typically, the energy absorption device is arranged (fastened) on the body of the rail vehicle where a normal buffer without a climbing element has previously been attached.

In addition, two of the energy absorption devices described herein are typically connected to the vehicle body, namely one energy absorption device on the left and one on the right with respect to a longitudinal axis of the vehicle body or the rail vehicle.

However, more than two of the energy absorption devices described here can also be fastened to the car body of the rail vehicle.

The car body can in particular be a car body of a locomotive or a car body of a control car.

The ascent element is typically connected to the car body only via the energy absorption element.

The embodiments described above can be combined with one another as desired.

Brief description of the figures

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.

• Figur 1A zeigt eine schematische Ansicht eines Schienenfahrzeugs mit einer Energieaufnahmevorrichtung gemäß einem Ausführungsbeispiel.
• Figur 1B zeigt eine weitere schematische Ansicht des in Figur 1A dargestellten Schienenfahrzeugs gemäß einem Ausführungsbeispiel.
• Figur 1C zeigt eine schematische Ansicht eines Schienenfahrzeugs mit einer Energieaufnahmevorrichtung gemäß einem Ausführungsbeispiel.
• Figur 1D zeigt eine schematische Ansicht eines Schienenfahrzeugs mit einer Energieaufnahmevorrichtung gemäß einem Ausführungsbeispiel.
• Figur 1E zeigt eine schematische Ansicht eines Schienenfahrzeugs mit einer Energieaufnahmevorrichtung gemäß einem Ausführungsbeispiel.
• Figur 1F zeigt eine schematische Ansicht eines Schienenfahrzeugs mit einer Energieaufnahmevorrichtung gemäß einem Ausführungsbeispiel.

The same reference numerals designate similar parts.

• Figure 1A shows a schematic view of a rail vehicle with an energy absorption device according to an embodiment.
• Figure 1B shows a further schematic view of the in Figure 1A shown rail vehicle according to an embodiment.
• Figure 1C shows a schematic view of a rail vehicle with an energy absorption device according to an embodiment.
• Figure 1D shows a schematic view of a rail vehicle with an energy absorption device according to an embodiment.
• Figure 1E shows a schematic view of a rail vehicle with an energy absorption device according to an embodiment.
• Figure 1F shows a schematic view of a rail vehicle with an energy absorption device according to an embodiment.

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 selected parallel to a longitudinal axis of a rail vehicle shown or a body of the rail vehicle. The "x" direction can correspond to a normal direction of travel of the rail vehicle. The "-x" direction can be a working direction of an energy absorption element of the Rail vehicle and / or a pulse transmission direction to the energy absorption element in the event of a crash.

Embodiments

Figure 1A shows a schematic cross-sectional view of a front part of a rail vehicle 100, typically a front part of a locomotive or a control car. For the sake of clarity, only a front section of the car body 110 with an energy absorption device 10 attached to it is shown by the rail vehicle 100.

The exemplary energy absorption device 10 has an energy absorption element 1, the (rail) end region 11 of which is typically rigidly attached to the car body 110, for example screwed to the car body 110.

The typically destructively designed energy absorption element 1 is designed to absorb part of a collision energy if, in the event of a collision of the rail vehicle 100, there is a pulse transmission to the energy absorption element in a working direction -x of the energy absorption element 1. In this case, the energy absorption element 1 is deformed as indicated by the dashed arrow.

In addition, an ascent element 5 with a step surface 51 for one person is attached to the end region 12 facing away from the vehicle.

Alternatively, the step surface 51 can also be formed by the end region 12 facing away from the vehicle.

In the exemplary embodiment, the ascent element 5 is arranged on the end face at the end region 12 facing away from the vehicle. In addition, it overlaps with the energy absorption element 1 in a projection onto a plane defined by the x-axis or the working direction -x of the energy absorption element 1.

This is also in Figure 1B shown, which shows a section of a front view of the rail vehicle 100.

As in Figure 1B Furthermore, the rail vehicle 102 can have two energy absorption devices 10 which, depending on their function, can typically be arranged at the same height z and / or mirror-symmetrically with respect to a vertically oriented xz central plane of the car body 110.

Figure 1C FIG. 12 shows a schematic cross-sectional view of a front part of a rail vehicle 200 that is similar to the above with reference to FIGS Figures 1A, 1B described rail vehicle 100. However, the energy absorption device 20 attached to the car body 210 additionally has an anti-climbing device 6.

In the exemplary embodiment, the anti-climbing device 6 is attached to an end face (front side, side facing away from the vehicle) of the ascent element 5.

Accordingly, the ascent element 5 is arranged between the anti-climbing device 6 and the (actual) energy absorption element 1.

Figure 1D FIG. 12 shows a schematic cross-sectional view of a front part of a rail vehicle 300, which is similar to the above with reference to FIG Figure 1C described rail vehicle 200. However, the energy absorption device 30 attached to the car body 310 additionally has a typically reversibly embodied further energy absorption element 2, which is attached to the front side (front side, side facing away from the vehicle) of the end region 12 facing away from the vehicle of the typically reversible energy absorption element 1a instead of the ascent element.

In this exemplary embodiment, the ascent element 5 ′ is arranged on an upper side of the energy absorption element 1a and between the end region 11 on the vehicle side and the end region 12 of the energy absorption element 1a facing away from the vehicle.

Accordingly, the tread surface 51 is arranged above the energy absorption element 1a.

In addition, the ascent element 5 'consists of several parts 5a, 5b, 5c, typically a footplate or footboard 5a, a support element for the footplate or footboard 5a on the energy absorption element 1a and an optional edge 5c, which can represent a slip protection for the person .

As further in Figure 1D is shown, the further energy absorption element 2 can be provided on its front side (front side, side facing away from the vehicle) with a buffer plate 4.

Figure 1E FIG. 12 shows a schematic cross-sectional view of a front part of a rail vehicle 400 that is similar to those above with reference to FIGS Figures 1C, 1D described rail vehicles 200, 300. However, the rail vehicle 400 has (partial) energy absorption devices 20, 40 arranged one above the other, each of which can be separately fastened to the car body 410 of the rail vehicle 400.

In the exemplary embodiment, the upper energy absorption device 20 is embodied analogously to the energy absorption device of the rail vehicle 200 and the lower energy absorption device 40 is similar to the energy absorption device 30 of the rail vehicle 300. However, the energy absorption device 40 is shown without an optional climbing element and optional climbing protection device, which in this exemplary embodiment is shown by the upper one Energy absorption device 20 are provided.

However, it is also possible that the Figure 1E The energy absorption element 1a shown is also provided with a typically laterally arranged ascent element (not shown), for example a step, in order to make it easier for the person to ascend to the step surface 51 shown.

The rail vehicle 400 is typically equipped with four energy absorption devices, namely with left and right upper energy absorption device 20 and right and left lower energy absorption device 40, respectively.

Figure 1E shows a schematic side view of a rail vehicle 500 with a locomotive or a control car 100 and an exemplary car 50.

In the exemplary embodiment, the locomotive or control car 100 is provided on the front side with two energy absorption devices 10, as described above with reference to FIGS Figures 1A, 1B have been explained.

As an alternative to this, the locomotive or the control car 100 can also be connected to the front (at least one of the) with reference to the Figures 1C to 1D explained energy absorption devices.

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.

Reference list

1, 1a, 2

Energy absorption element

4th

Buffer plate

5.5 '

Ascent element

6

Climbing protection device

11

Vehicle-side end region of the energy absorption element

12th

End area of the energy absorption element facing away from the vehicle

10 - 40

Energy absorption device

50

wagon

51

Tread

110-410

Car body

100-500

Rail vehicle

-x

Working direction of the energy absorption element

Claims (10)

Energy absorption device (10-40) for a front side of a rail vehicle (100-500), comprising: - An energy absorption element (1, 1a), which is set up to absorb at least part of a collision energy if, in the event of a collision of the rail vehicle, it results in a pulse transmission to the energy absorption element (1.) that acts in a working direction (-x) of the energy absorption element (1, 1a) , 1a) comes; and - An ascent element (5, 5 ') for a person, which is rigidly connected to the energy absorption element (1, 1a) or formed by the energy absorption element (1, 1a) and has a step surface (51) for the person. Energy absorption device (10-40) according to claim 1, wherein the energy absorption element (1, 1a) is set up to work at a force level of at least 500 kN during the pulse transmission. Energy absorption device (10-40) according to one of the preceding claims, wherein the energy absorption element (1, 1a) is a destructively designed energy absorption element (1, 2), in particular a plastically deformable energy absorption element (1, 2). Energy absorption device (10-40) according to any one of the preceding claims, wherein the ascent element (5, 5 ') comprises a running board or a step, the ascent element (5, 5') is attached to the energy absorption element (1, 1a), and / or is formed by a running board or a step, the step surface (51) having a surface area of at least 450 cm ² , and / or the energy absorption element (1a) in a projection onto a plane parallel to the step surface (51) with the step surface (51 ) overlaps. Energy absorption device (10-40) according to one of the preceding claims, wherein the energy absorption element (1, 1a) has a vehicle-side end region (11) which can be connected to a car body (110-410) of the rail vehicle (100-500) and has an end region (12) facing away from the vehicle, the working direction (-x) of the energy absorption element (1, 2) running from the end region (12) facing away from the vehicle to the end region (11) on the vehicle side. Energy absorption device (10-40) according to one of the preceding claims, wherein the energy absorption device (10-40) has a further energy absorption element (2), which is set up to absorb part of the collision energy and its working direction parallel to the working direction (-x) of the energy absorption element ( 1, 1a), and / or wherein the further energy absorption element (2) is designed as a buffer. Energy absorption device (10-40) according to claim 6, wherein the further energy absorption element (2) is a regeneratively designed energy absorption element, the further energy absorption element (2) being arranged on the end region (12) of the energy absorption element (1, 1a) facing away from the vehicle, the further energy absorption element (2) is spaced from the ascent element (5 '), the further energy absorption element (2) in a projection onto a plane parallel to the tread surface (51) not overlapping with the tread surface (51), and / or wherein the further energy absorption element (2) is arranged between the energy absorption element (1, 1a) and a buffer plate (4) of the energy absorption device (30, 40). Energy absorption device (10-40) according to one of the preceding claims, further comprising an anti-climbing device (6) connected to the ascent element (5, 5 ') and typically adjoining the ascent element (5, 5'). Energy absorption device (10-40) according to one of the preceding claims, wherein the ascent element (5, 5 ') overlaps with the energy absorption element (1, 1a) in a projection onto a plane perpendicular to the working direction of the energy absorption element (1, 1a), the ascent element (5) is arranged on the end region (12) facing away from the vehicle, and / or wherein the ascent element (5) is arranged between the end region (12) facing away from the vehicle and the climbing protection device (6). Rail vehicle (100-500), comprising: - a car body (110-410); and - An energy absorption device (10-40) according to any one of the preceding claims, whose energy absorption element (1, 1a) is attached to the car body (110-410).

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