Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
  • B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
  • B61D15/06—Buffer cars; Arrangements or construction of railway vehicles for protecting them in case of collisions
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
  • B61D17/00—Construction details of vehicle bodies
  • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
  • B61D17/06—End walls
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
  • B61F1/00—Underframes
  • B61F1/08—Details
  • B61F1/10—End constructions

Definitions

• the invention relates to a rail vehicle with a
• Improvement measures are to absorb the impact energy in such a way that defined deformable crumple zones convert this energy into deformation energy and thereby reduce the impact energy
• 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 and rear structure of the rail vehicle. The latter is advantageous because repair after a collision is facilitated by the easy accessibility of these crash modules.
• crash modules for receiving the deformation energy.
• the static design and test loads must not lead to any plastic deformation of the components, in particular the crash elements
• a planned plastic deformation behavior of the crash elements is to ensure at a slightly above the static design loads lying force level. This is only very inadequately possible with the solutions according to the prior art.
• the invention is therefore based on the object
• Rail vehicle with deformation zone comprising at least one end cross member provided at one end end and at least one further cross member and one provided between the end cross member and the cross member
• Deformation zone wherein the end cross member is connected by means of at least one force transmission element with the cross member, which transmits longitudinal compressive forces to a certain value under elastic deformation and collapses when exceeding this specific value, and that at least one deformation element is arranged so that the
• the force transmission element according to the invention is so
• the essential Property of this power transmission element is that it is dimensioned so that once the failure load
• buckle strength-giving components since a significantly lower force is required for a buckling deformation than for a compression or tension deformation.
• the power transmission element takes after his
• Deformation over the entire deformation path has a very high level of force and can not be used for subject invention as a power transmission element.
• One embodiment of the force transmission element provides for the individual plates, which form the essentially X-shaped force transmission element, to be connected to each
• a deformation zone according to the invention can at all
• Car ends for example with cars with one
• Deformation elements are used, in particular those of an aluminum honeycomb construction. Likewise, deformation elements made of a metal foam can be used.
• This invention is especially good for
• Fig.l A rail vehicle with deformation zone according to the prior art - supervision.
• Fig.2 A rail vehicle with deformation zone according to the prior art - side view.
• Fig.5 force-displacement diagram of a deformation element.
• Fig.6 force-displacement diagram of a power transmission element.
• Fig.7 A deformation zone of a rail vehicle according to the
• Fig.9 Rear of a rail vehicle with deformation zone.
• Fig.l shows an example and schematically a rail vehicle with deformation zone according to the prior art in a plan view. It is shown a vehicle end of a rail vehicle having at its end an end cross member EQT. At this end cross member EQT attack the longitudinal forces, this is corresponding to this end cross member EQT
• Direction of the car center is another cross member QT arranged, in which of the end cross member EQT
• This cross member QT is typically provided between the longitudinal members arranged in the vehicle longitudinal direction and directs the transmitted from the end cross member EQT longitudinal forces to the
• the cross member QT is part of a reinforced end of the car, as is common in rail vehicles. Between the end cross member EQT and the cross member QT a deformation zone VZ is provided. In this deformation zone VZ are deformation elements VE
• Fig.l arranged and connected to both the cross member QT and with the end cross member EQT.
• Fig.l are four deformation elements VE intended. These deformation elements have a deformation behavior (force-displacement diagram) as shown in Figure 5, so they are intended to dissipate the kinetic energy in an impact.
• the deformation elements all operating and testing forces acting on the end cross member, transmitted and interpreted accordingly.
• 2 shows by way of example and schematically a rail vehicle with deformation zone according to the prior art in a side view.
• FIG. 3 shows an example and schematically a rail vehicle with deformation zone in a plan view with a
• deformation zone VZ is designed completely differently than in a vehicle according to the prior art.
• Deformation zone comprises a power transmission element KUE, which is arranged between an end cross member EQT and a cross member QT and which is designed so that it transmits all operating and testing forces safely between the end cross member EQT and another cross member QT.
• This power transmission element KUE has a force-displacement diagram as shown in Figure 6 when loaded.
• the deformation zone VZ includes deformation elements VE, which
• the deformation elements VE are so
• Force transmission element KUE be acted upon with forces. This is achieved in particular by the fact that the deformation elements VE are attached only on one side. In the illustrated embodiment, the deformation elements VE are attached to the cross member QT, to the end cross member EQT exists with intact power transmission element KUE
• Power transmission elements KUE and deformation elements VE are also possible.
• Fig. Shows an example and schematically a rail vehicle with deformation zone in side view with a
• a power transmission element KUE connects one
• Power transmission element KUE has a force path
• FIG. 5 shows by way of example and schematically a force-displacement diagram of a deformation element. It is an idealized force - displacement diagram of a typical deformation element VE during plastic deformation.
• the horizontal axis represents the deformation path x
• the vertical axis represents the force F acting on the deformation element VE.
• the course of the force F shows a strongly rising section and a horizontal section following further deformation.
• the area of this horizontal section, in which a further deformation x occurs at constant force F, represents the area essential for the energy dissipation. Is the design maximum
• the deformation element VE Used up deformation, the deformation element VE thus completely compressed, occurs a very steep increase in force and the deformation element VE has none
• FIG. 6 shows by way of example and schematically an idealized force-displacement diagram of a force transmission element. It is a force - way diagram of a typical
• Power transmission element KUE shown in plastic deformation or instability.
• the horizontal axis represents the deformation path x, the vertical axis represents the force F acting on the force transmission element KUE
• Force transmission element KUE on the one hand to transmit a certain maximum force safely, but when exceeding this maximum force (possibly by a
• FIG. 7 shows by way of example and schematically a deformation zone of a rail vehicle according to the prior art. It is a practical embodiment shown, which the components of a deformation zone VZ, namely a
• End cross member EQT End cross member EQT, a cross member QT and arranged between these carriers deformation elements VE in one
• FIG. 8 shows by way of example and schematically a front of a rail vehicle with an inventive
• Deformation zone It is a practical embodiment of a rail vehicle with a deformation zone VZ
• the rail vehicle is shown cut in the longitudinal direction.
• An end cross member EQT forms the front of the rail vehicle and is by means of a
• the crossmember QT forms with other components (Vertical columns, diagonal columns) a reinforced end of the car, as required, for example, to protect the driver.
• the deformation elements VE are arranged above the force transmission element KUE or the end cross member EQT.
• Deformation elements VE are arranged so that they are deformed in a collision between components of the reinforced end of the car and a baffle plate between the half-height front pillars.
• Rail vehicle with deformation zone It is a practical embodiment of a rail vehicle with a
• the exemplary embodiment shown represents a tail with a passage opening.
• the vehicle front shown in FIG. 1 In contrast to the vehicle front shown in FIG. 1
• the deformation elements VE are arranged so that they are in a collision only after the collapse of the

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Life Sciences & Earth Sciences (AREA)
• Wood Science & Technology (AREA)
• Transportation (AREA)
• Body Structure For Vehicles (AREA)
• Vibration Dampers (AREA)

Priority Applications (2)

Applications Claiming Priority (2)

Publications (1)

Family

ID=46026771

Family Applications (1)

Country Status (4)

Cited By (5)

Citations (2)

Family Cites Families (3)

• 2011
  • 2011-04-04 AT AT4772011A patent/AT511290A1/de not_active Application Discontinuation
• 2012
  • 2012-03-27 ES ES12718608.8T patent/ES2551609T3/es active Active
  • 2012-03-27 EP EP12718608.8A patent/EP2694348B1/de active Active
  • 2012-03-27 WO PCT/EP2012/055391 patent/WO2012136514A1/de not_active Ceased

Patent Citations (2)

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