CN204801783U - Train head branch - Google Patents
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- CN204801783U CN204801783U CN201390000640.1U CN201390000640U CN204801783U CN 204801783 U CN204801783 U CN 204801783U CN 201390000640 U CN201390000640 U CN 201390000640U CN 204801783 U CN204801783 U CN 204801783U
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- 239000000969 carrier Substances 0.000 claims description 16
- 230000008676 import Effects 0.000 claims 1
- 210000001364 upper extremity Anatomy 0.000 claims 1
- 230000003137 locomotive effect Effects 0.000 description 40
- XAGFODPZIPBFFR-UHFFFAOYSA-N aluminium Chemical compound [Al] XAGFODPZIPBFFR-UHFFFAOYSA-N 0.000 description 5
- 229910052782 aluminium Inorganic materials 0.000 description 5
- 229910000831 Steel Inorganic materials 0.000 description 3
- 239000010959 steel Substances 0.000 description 3
- 238000009434 installation Methods 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 238000003466 welding Methods 0.000 description 2
- 238000010521 absorption reaction Methods 0.000 description 1
- 239000004411 aluminium Substances 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 239000011152 fibreglass Substances 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 230000002787 reinforcement Effects 0.000 description 1
- 238000007493 shaping process Methods 0.000 description 1
- 230000003068 static effect Effects 0.000 description 1
Classifications
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- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D17/00—Construction details of vehicle bodies
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Body Structure For Vehicles (AREA)
Abstract
Description
技术领域 technical field
本实用新型涉及一种具有舱室的列车头部分，所述舱室具有地板区域、顶和两个侧壁，所述侧壁在地板区域和顶之间延伸。 The utility model relates to a locomotive head part with a cabin, the cabin has a floor area, a roof and two side walls, and the side walls extend between the floor area and the roof.
背景技术 Background technique
列车头部分例如相应于机动列车的头部、控制车或者也相应于火车头。相应地，舱室能够构成为列车驾驶室、客舱或者构成为它们的组合。列车头部分能够附加地包括轨道驱动器。 The locomotive part corresponds, for example, to the head of a motor train, to a control car or also to a locomotive. Accordingly, the cabin can be designed as a train cab, as a passenger cabin or as a combination thereof. The locomotive part can additionally include a rail drive.
在现有技术中，列车头部分通常包括白车身结构，在所述白车身结构上安置有成型的外罩。白车身结构和外罩在此在结构上分开。白车身结构承担对静负荷以及碰撞负荷的吸收，相对地，外罩是设计的主要载体并且对于空气动力学而言是决定性的设计特征。白车身结构通常由焊接的钢/铝元件构成并且外罩由玻璃纤维增强塑料材料形成。外罩粘接或者旋接到白车身结构上。 In the prior art, locomotive locomotive sections generally comprise a body-in-white structure on which a profiled skin is placed. The body-in-white structure and the outer shell are structurally separated here. The body-in-white structure is responsible for the absorption of static loads and crash loads, whereas the skin is the main carrier of the design and is a decisive design feature for aerodynamics. The body-in-white structure is usually constructed of welded steel/aluminum elements and the skin is formed of glass fiber reinforced plastic material. The outer cover is glued or screwed to the body-in-white structure.
在这样的列车头部分中不利的是，列车头部分包括两个基本上不相关的结构，所述结构具有功能独立的任务。由此限制了舱室的设计方案并且减小了其空间。列车头部分的重量、尤其是舱室的重量提高并且使安装变得更困难。除此之外，需满足对碰撞的情况下强度的要求。 A disadvantage of such a locomotive part is that the locomotive part comprises two essentially unrelated structures which have functionally independent tasks. This restricts the design options of the cabin and reduces its space. The weight of the locomotive, especially the cabin, increases and makes installation more difficult. In addition, the requirements for strength in the event of a collision must be met.
实用新型内容 Utility model content
因此本实用新型的目的是，从开始提到类型的列车头部分出发，以如下方式在技术上改进该列车头部分：能够安全地吸收在碰撞中出现的力，以及能简单地安装舱室和列车头部分，以及舱室具有大的内部容积。 Therefore, the object of the present invention is to start from a locomotive part of the type mentioned at the outset and to technically improve the locomotive part in such a way that the forces occurring in a collision can be safely absorbed and the cabin and train can be easily installed The head section, as well as the cabin, have a large internal volume.
该目的根据本实用新型通过一种具有舱室的列车头部分实现，所述列车头部分具有在本文中所给出的特征。 This object is achieved according to the invention by a locomotive part with a cabin, which has the features given here.
根据本实用新型的列车头部分的有利的设计方案是下文的主题。 Advantageous embodiments of the locomotive part according to the invention are the subject of the following.
根据本实用新型，因此提出一种列车头部分，所述列车头部分具有舱室，所述舱室包括地板区域、顶和两个侧壁，所述侧壁在地板区域和顶之间延伸。侧壁在其头端部处分别具有A柱，所述A柱保持在地板区域上。各一个纵向载体从每个A柱处延伸到侧壁中，其中由A柱和纵向载体构成的单元构成为，在碰撞情况下将力吸收并且导入到舱室中。 According to the invention, a locomotive part is therefore proposed which has a cabin comprising a floor area, a roof and two side walls which extend between the floor area and the roof. At their ends, the side walls each have an A-pillar which is held on the floor area. A longitudinal carrier extends from each A-pillar into the side wall, wherein the unit consisting of the A-pillar and the longitudinal carrier is designed to absorb and introduce forces into the cabin in the event of a crash.
换句话说，在列车头部分的侧壁中分别由A柱和纵向载体形成单元，所述单元将碰撞中的力导出到舱室中。由此舱室能够吸收力并且列车头部分的强度能够提高。列车头部分的头端部涉及下述端部，所述端部远离列车指向。A柱从头端部来观察是第一柱，所述第一柱从地板区域处向上延伸。纵向载体在侧壁中延伸。优选地，纵向载体是侧壁的集成的组成部分。此外优选的是，A柱和/或纵向载体由铝或者钢制成。 In other words, in the side walls of the locomotive part, the A-pillar and the longitudinal carrier each form a unit which dissipates the forces in the event of a crash into the cabin. As a result, the cabin can absorb forces and the strength of the locomotive part can be increased. The head end of the train head part refers to the end pointing away from the train. Viewed from the head end, the A-pillar is the first pillar that extends upwards from the floor area. A longitudinal carrier extends in the sidewall. Preferably, the longitudinal carrier is an integral component of the side walls. It is also preferred if the A-pillar and/or the longitudinal carrier are made of aluminum or steel.
所描述的列车头部分具有下述优点：分别形成侧壁，所述侧壁整体上适合于吸收在碰撞时出现的力并且将力导入到舱室中。因此舱室作为整体有助于提高碰撞情况中的安全性。附加地，能够在保持外部尺寸不变的条件下增大列车头部分的可用的内部容积。通过侧壁具有A柱和纵向载体的设计方案，提出侧壁的一种简单的结构，由此所需要的构件的数量少并且可降低重量和成本。 The described locomotive part has the advantage that each side wall is formed, which as a whole is suitable for absorbing the forces occurring in the event of a collision and introducing them into the compartment. The cabin as a whole thus contributes to increased safety in the event of a crash. Additionally, the usable internal volume of the locomotive section can be increased while maintaining the same external dimensions. The configuration of the side walls with A-pillars and longitudinal supports results in a simple construction of the side walls, whereby the number of required components is small and the weight and costs can be reduced.
根据一个优选的实施方式，列车头部分构成为，使得纵向载体形成各个侧壁的上边缘。因此在碰撞的情况下力能够与碰撞点的高度无关地被导出直至舱室的顶中，使得力能够分布到舱室的大的区域上。附加地，舱室在其高度方面被稳定，使得位于舱室中的人员在碰撞时受到保护。 According to a preferred embodiment, the locomotive part is designed such that the longitudinal carrier forms the upper edge of the respective side wall. In the event of a collision, forces can thus be dissipated up to the roof of the cabin independently of the height of the collision point, so that the forces can be distributed over a large area of the cabin. In addition, the cabin is stabilized in its height, so that persons located in the cabin are protected in the event of a collision.
根据一个优选的实施方式，列车头部分构成为，使得舱室是自承式的。自承式的在此意味着：舱室的壁板实施和连接为，使得其提高舱室的强度。壁板例如能够通过焊接与地板区域、A柱和/或纵向载体连接，使得产生承载式的连接。所述实施方案相应地适合于顶板。壁板和/或顶板优选由铝或者钢制成。板的厚度优选选择为，使得板能够容易地安装并且能够有助于舱室的强度。由此外罩同样能够吸收碰撞情况下的力并且将力导出到整体结构中。由此进一步提高碰撞情况下的安全性。 According to a preferred embodiment, the locomotive part is designed such that the cabin is self-supporting. Self-supporting here means that the walls of the compartment are designed and connected in such a way that they increase the strength of the compartment. The wall panels can be connected to the floor area, the A-pillars and/or the longitudinal carrier, for example by welding, so that a load-bearing connection is produced. Said embodiment is correspondingly suitable for the top plate. The wall and/or roof panels are preferably made of aluminum or steel. The thickness of the plate is preferably chosen such that the plate can be easily installed and can contribute to the strength of the cabin. As a result, the outer cover can likewise absorb forces in the event of a crash and dissipate them into the overall structure. Safety in the event of a crash is thus further increased.
根据一个优选的实施方式，列车头部分构成为，使得侧壁分别具有至少一个另外的柱，并且纵向载体分别与所述至少一个另外的柱连接。至少一个另外的柱改善每个侧壁的稳定性并且简化壁板的安置。壁板优选分别固定在两个柱上，使得它们附加地提高列车头部分的稳定性、尤其是沿着纵向方向。 According to a preferred embodiment, the locomotive part is designed such that the side walls each have at least one further column, and the longitudinal supports are each connected to the at least one further column. At least one additional column improves the stability of each side wall and simplifies the placement of the wall panels. The wall panels are preferably each fastened to the two posts, so that they additionally increase the stability of the locomotive part, in particular in the longitudinal direction.
根据一个优选的实施方式，列车头部分构成为，使得纵向载体多件式地构成，并且纵向载体的至少一个部分分别在两个柱之间延伸。纵向载体优选借助于其两个端部分别贴靠在柱上，使得力能够良好地在这些构件之间传输。 According to a preferred embodiment, the locomotive part is designed in such a way that the longitudinal carrier is formed in multiple parts and at least one part of the longitudinal carrier extends between two columns in each case. The longitudinal carrier preferably bears by means of its two ends in each case against the column, so that a good force transmission between these components is possible.
根据一个优选的实施方式，列车头部分构成为，使得纵向载体构成为型材载体。通过所述型材提高纵向载体的稳定性、尤其是沿着其纵向方向。同时，纵向载体的重量能够是低的。 According to a preferred embodiment, the locomotive part is designed such that the longitudinal support is formed as a profiled support. The profile increases the stability of the longitudinal carrier, in particular in its longitudinal direction. At the same time, the weight of the longitudinal carrier can be low.
根据一个优选的实施方式，列车头部分构成为，使得顶包括至少一个横向载体，所述横向载体借助于其端部保持在两个纵向载体上。横向载体产生舱室的横向加强，这例如在列车头部分翻倒的情况下能够是重要的。仅对A-柱中的一个起作用的力也能够通过横向载体部分地传输到相应另一侧壁中、尤其是导入到另一侧壁的纵向载体中从而均匀地导入到舱室中。 According to a preferred embodiment, the locomotive part is designed such that the roof comprises at least one transverse carrier, which is held by means of its ends on two longitudinal carriers. The transverse carrier produces a transverse reinforcement of the cabin, which can be important, for example, in the event of a locomotive partly falling over. Forces acting on only one of the A-pillars can also be partially transmitted via the transverse carrier into the respective other side wall, in particular into the longitudinal carrier of the other side wall, and thus uniformly introduced into the compartment.
根据一个优选的实施方式，列车头部分构成为，使得至少两个另外的柱和一个横向载体彼此连接。存在支撑弧形件，所述支撑弧形件稳定舱室的横截面。借助于支撑弧形件，能够通过构件的安装，在与之前所描述的不同的方面提高舱室的稳定性。因此使用支撑弧形件对于安装舱室和列车头部分是极其有效的。 According to a preferred embodiment, the locomotive part is designed such that at least two further columns and a transverse carrier are connected to each other. There are support arcs which stabilize the cross-section of the cabin. By means of the support arcs, the stability of the cabin can be increased in a different way than previously described by the installation of the components. The use of support arcs is therefore extremely effective for mounting the cabin and locomotive section.
根据一个优选的实施方式，列车头部分构成为，使得纵向载体分别具有弧形形状并且从A柱向上延伸。曲线形状是有利的，因为它一方面实现了列车头部分的空气动力学的设计方案并且另一方面良好地适合于吸收碰撞中的力。 According to a preferred embodiment, the locomotive part is designed such that the longitudinal carriers each have a curved shape and extend upwards from the A-pillars. A curved shape is advantageous because it enables an aerodynamic design of the locomotive part on the one hand and is well suited to absorbing forces in a crash on the other hand.
根据一个优选的实施方式，列车头部分构成为，使得纵向载体分别与至少一个壁板和/或顶板集成地构成。由此形成稳定的结构单元，在所述结构单元上可容易地固定其它的壁板和/或顶板。纵向载体因此与至少一个壁板和/或顶板一方面形成承载结构，所述承载结构主要有助于列车头部分的稳定性、尤其是在碰撞的情况下。另一方面，这样构成的结构单元形成列车头部分的外部形状，而在该区域中不需要附加的造型构件。 According to a preferred embodiment, the locomotive part is designed in such a way that the longitudinal carriers are each formed integrally with at least one wall and/or roof. This results in a stable structural unit to which further wall and/or roof panels can easily be fastened. The longitudinal carrier thus forms with the at least one wall and/or roof on the one hand a load-bearing structure which primarily contributes to the stability of the locomotive part, in particular in the event of a crash. On the other hand, the structural unit formed in this way forms the outer shape of the locomotive part without requiring additional shaping components in this region.
根据一个优选的实施方式，列车头部分构成为，使得舱室构成为被焊接的单元。舱室通过焊接能够以简单的方式形成并且同时具有高的稳定性。A柱、纵向载体和假如存在的话侧板、顶板、另外的柱和横向载体因此能够整体上形成稳定的单元。 According to a preferred embodiment, the locomotive part is designed such that the cabin is formed as a welded unit. The compartment can be formed in a simple manner by welding and at the same time has a high degree of stability. The A-pillar, the longitudinal carrier and, if present, the side panels, the roof, the further pillars and the transverse carrier can thus form a stable unit as a whole.
附图说明 Description of drawings
本实用新型的在上文中所描述的特性、特征和优点以及实现这些特性、特征和优点的方式方法结合在下文中对实施例的描述变得更清楚和更易理解，所述实施例结合附图来详细阐述。其中示出： The characteristics, characteristics and advantages of the present invention described above and the manners and methods for realizing these characteristics, characteristics and advantages become clearer and easier to understand in conjunction with the description of the embodiments below, which are described in conjunction with the accompanying drawings Elaborate. which shows:
图1以从头部侧面观察的视图示出根据第一实施方式的列车头部分的立体视图，以及 Figure 1 shows a perspective view of a locomotive part according to a first embodiment in a view from the side of the head, and
图2由列车头部分的与头部侧相反的一侧的方向的视图从侧面示出图1中的列车头部分的立体视图。 FIG. 2 shows a perspective view of the locomotive part in FIG. 1 from the side, viewed from the direction of the side of the locomotive part opposite to the head side.
具体实施方式 Detailed ways
图1和2示出根据一个优选的实施方式的列车头部分1。列车头部分1包括舱室3，所述舱室包括地板区域5、顶7和两个侧壁9，所述侧壁在地板区域5和顶7之间延伸。 Figures 1 and 2 show a locomotive section 1 according to a preferred embodiment. The locomotive part 1 comprises a cabin 3 comprising a floor area 5 , a roof 7 and two side walls 9 extending between the floor area 5 and the roof 7 .
侧壁9在列车头部分1的头端部11处分别具有A柱13并且沿着纵向方向间隔地具有另外的柱15a、15b，所述另外的柱保持在地板区域5上，并且在其位置上关于侧壁的高度具有不同的高度。各一个纵向载体17从A柱13处延伸到侧壁9中，其中纵向载体17具有弧形形状，在所述弧形形状中所述纵向载体从A柱13向上延伸。在此纵向载体17形成相应的侧壁9的上边缘。纵向载体17与另外的柱15a、15b连接。纵向载体17因此是侧壁9的集成的组成部分。 The side walls 9 each have an A-pillar 13 at the head end 11 of the locomotive head part 1 and have further columns 15a, 15b at intervals in the longitudinal direction, which are held on the floor area 5 and in their position have different heights with respect to the height of the side walls. A longitudinal carrier 17 in each case extends from the A-pillar 13 into the side wall 9 , wherein the longitudinal carrier 17 has an arcuate shape in which it extends upward from the A-pillar 13 . The longitudinal carrier 17 here forms the upper edge of the respective side wall 9 . The longitudinal carrier 17 is connected to further columns 15a, 15b. The longitudinal carrier 17 is thus an integral component of the side wall 9 .
如在图2中所看到的，纵向载体17分别构成为多件式的型材载体，所述型材载体具有头部侧的和后方的单独载体17a、17b，所述单独载体形成纵向载体17的两部分。头部侧的单独载体17a在A柱13和构成为高柱的另一个柱15a之间延伸并且借助于其两个端部固定在其上。其余的相应较低构造的柱15b在单独载体17a、17b的中间区域中与单独载体17a、17b连接。 As can be seen in FIG. 2 , the longitudinal carriers 17 are each formed as a multi-part profile carrier with head-side and rear separate carriers 17 a , 17 b forming the longitudinal carriers 17 . two parts. The head-side separate carrier 17a extends between the A-pillar 13 and the further pillar 15a designed as a tall pillar and is fastened thereon by means of its two ends. The remaining correspondingly lower columns 15b are connected to the individual carriers 17a, 17b in their central regions.
顶7包括头部侧的和后方的横向载体19a、19b。后方的横向载体19b借助于其端部保持在这两个后方的单独载体17b上，而头部侧的横向载体19a与提高的柱15a连接并且与这些柱形成支撑弧形件21。 The roof 7 comprises head-side and rear transverse carriers 19a, 19b. The rear transverse carrier 19b is held by its ends on the two rear individual carriers 17b, while the head-side transverse carrier 19a is connected to the raised columns 15a and forms a supporting arc 21 with these columns.
如在附图中可进一步所看到的，侧壁9和顶7分别包括多个壁板或者顶板23、25。壁板和顶板23、25分别安置在两个柱13、15a、15b或横向载体19a、19b上。如可在壁板23上看到的那样，这些壁板部分地跨越多个柱15a、15b，其中所述壁板同样固定在被跨越的柱15a、15b上。 As can further be seen in the figures, the side walls 9 and the roof 7 comprise a plurality of wall or roof panels 23, 25, respectively. The wall and roof panels 23 , 25 rest on two columns 13 , 15 a , 15 b or transverse carriers 19 a , 19 b , respectively. As can be seen on the wall panels 23, these partially span the columns 15a, 15b, wherein the wall panels are likewise fastened to the spanned columns 15a, 15b.
A柱13、纵向载体17、横向载体19a、19b以及壁板和顶板23、25在该实施例中由铝制成并且彼此焊接，使得舱室3构成为被焊接的单元。舱室3由此是自承式的，使得壁板和顶板23、25提高舱室3的强度。A柱13和纵向载体15在此构成为，使得它们在碰撞的情况下一起吸收力并且将力导入到舱室3中。在一个替选的实施例中，A柱13、纵向载体17、横向载体19a、19b以及壁板和顶板23、25由铝制成。 The A-pillars 13 , the longitudinal carriers 17 , the transverse carriers 19 a , 19 b as well as the wall and roof panels 23 , 25 are made of aluminum in this embodiment and are welded to one another so that the cabin 3 is formed as a welded unit. The cabin 3 is thus self-supporting, so that the wall and roof panels 23 , 25 increase the strength of the cabin 3 . The A-pillar 13 and the longitudinal carrier 15 are designed in such a way that in the event of a collision they together absorb forces and introduce them into the cabin 3 . In an alternative embodiment, the A-pillars 13, the longitudinal carriers 17, the transverse carriers 19a, 19b and the wall and roof panels 23, 25 are made of aluminium.
虽然本实用新型在细节方面通过优选的实施方式详细说明和描述，但是本实用新型不受限于所公开的实例。本领域技术人员能够从中推导出其它的变型形式，而不脱离本实用新型的保护范围。 Although the invention has been illustrated and described in detail by preferred embodiments, the invention is not limited to the disclosed examples. Those skilled in the art can derive other modified forms therefrom without departing from the protection scope of the present utility model.
Claims (12)
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102012212967.7 | 2012-07-24 | ||
| DE102012212967.7A DE102012212967A1 (en) | 2012-07-24 | 2012-07-24 | Zugkopfteil |
| PCT/EP2013/062466 WO2014016049A1 (en) | 2012-07-24 | 2013-06-17 | Traction head part |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN204801783U true CN204801783U (en) | 2015-11-25 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201390000640.1U Expired - Lifetime CN204801783U (en) | 2012-07-24 | 2013-06-17 | Train head branch |
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| Country | Link |
|---|---|
| US (1) | US20150191180A1 (en) |
| EP (1) | EP2844533B1 (en) |
| CN (1) | CN204801783U (en) |
| BR (1) | BR112015001393A2 (en) |
| CA (1) | CA2879759A1 (en) |
| DE (1) | DE102012212967A1 (en) |
| ES (1) | ES2733454T3 (en) |
| IN (1) | IN2014DN10893A (en) |
| PL (1) | PL2844533T3 (en) |
| PT (1) | PT2844533T (en) |
| RU (1) | RU162454U1 (en) |
| TR (1) | TR201906314T4 (en) |
| WO (1) | WO2014016049A1 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109070908A (en) * | 2016-03-31 | 2018-12-21 | 西门子股份公司 | Rail vehicle, especially locomotive |
| CN111746583A (en) * | 2020-07-14 | 2020-10-09 | 中车大连机车车辆有限公司 | Train collision-resistant energy-absorbing structure |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP5808430B2 (en) * | 2011-12-02 | 2015-11-10 | 日本車輌製造株式会社 | Railway vehicle |
| WO2013124962A1 (en) * | 2012-02-21 | 2013-08-29 | 日本車輌製造株式会社 | Railway vehicle |
| DE102012213019B4 (en) | 2012-07-25 | 2014-12-04 | Siemens Aktiengesellschaft | Zugkopfteil |
| USD827493S1 (en) * | 2016-04-01 | 2018-09-04 | Byd Company Limited | Train |
| EP3929055A1 (en) * | 2020-06-22 | 2021-12-29 | Stadler Rail AG | Rail vehicle carriage for transporting passengers, railway vehicle with a railway vehicle carriage and method for forming a transition between railway vehicles |
Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2698840B1 (en) * | 1992-12-08 | 1995-02-24 | Dietrich & Cie De | Railway vehicle with driver's cab having an energy absorbing structure. |
| FR2712950B1 (en) * | 1993-11-25 | 1995-12-29 | Gec Alsthom Transport Sa | Shock absorbing devices and method, frame and vehicle comprising such shock absorbing devices. |
| FR2747633B1 (en) * | 1996-04-19 | 2003-01-31 | Alstom Ddf | RAILWAY VEHICLE WITH DRIVING CABIN COMPRISING AN ENERGY ABSORBING STRUCTURE WITH PROGRESSIVE DEFORMATION |
| GB2404635B (en) * | 2003-08-08 | 2007-03-07 | Bombardier Transp | Energy absorpotion device for absorbing impact energy of a vehicle |
| US7536958B2 (en) * | 2006-05-09 | 2009-05-26 | Raul V. Bravo & Associates, Inc. | Passenger rail car |
| DE102006044397A1 (en) * | 2006-09-18 | 2008-03-27 | Bombardier Transportation Gmbh | Head module for a rail vehicle |
| DE102009053750A1 (en) * | 2009-11-18 | 2011-05-19 | Man Nutzfahrzeuge Ag | Cab of a commercial vehicle with center roof module |
-
2012
- 2012-07-24 DE DE102012212967.7A patent/DE102012212967A1/en not_active Ceased
-
2013
- 2013-06-17 ES ES13729705T patent/ES2733454T3/en active Active
- 2013-06-17 EP EP13729705.7A patent/EP2844533B1/en active Active
- 2013-06-17 CN CN201390000640.1U patent/CN204801783U/en not_active Expired - Lifetime
- 2013-06-17 WO PCT/EP2013/062466 patent/WO2014016049A1/en active Application Filing
- 2013-06-17 US US14/417,208 patent/US20150191180A1/en not_active Abandoned
- 2013-06-17 PL PL13729705T patent/PL2844533T3/en unknown
- 2013-06-17 PT PT13729705T patent/PT2844533T/en unknown
- 2013-06-17 TR TR2019/06314T patent/TR201906314T4/en unknown
- 2013-06-17 CA CA2879759A patent/CA2879759A1/en not_active Abandoned
- 2013-06-17 BR BR112015001393A patent/BR112015001393A2/en not_active IP Right Cessation
- 2013-06-17 RU RU2015105963/11U patent/RU162454U1/en active
- 2013-06-17 IN IN10893DEN2014 patent/IN2014DN10893A/en unknown
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109070908A (en) * | 2016-03-31 | 2018-12-21 | 西门子股份公司 | Rail vehicle, especially locomotive |
| US10981582B2 (en) | 2016-03-31 | 2021-04-20 | Siemens Mobility GmbH | Rail vehicle, in particular locomotive |
| CN111746583A (en) * | 2020-07-14 | 2020-10-09 | 中车大连机车车辆有限公司 | Train collision-resistant energy-absorbing structure |
Also Published As
| Publication number | Publication date |
|---|---|
| EP2844533A1 (en) | 2015-03-11 |
| EP2844533B1 (en) | 2019-04-03 |
| PT2844533T (en) | 2019-06-06 |
| TR201906314T4 (en) | 2019-05-21 |
| ES2733454T3 (en) | 2019-11-29 |
| PL2844533T3 (en) | 2019-09-30 |
| DE102012212967A1 (en) | 2014-01-30 |
| IN2014DN10893A (en) | 2015-09-11 |
| CA2879759A1 (en) | 2014-01-30 |
| WO2014016049A1 (en) | 2014-01-30 |
| BR112015001393A2 (en) | 2017-07-04 |
| US20150191180A1 (en) | 2015-07-09 |
| RU162454U1 (en) | 2016-06-10 |
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| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| TR01 | Transfer of patent right | ||
| TR01 | Transfer of patent right |
Effective date of registration: 20190219 Address after: Munich, Germany Patentee after: Siemens Mobile Co.,Ltd. Address before: Munich, Germany Patentee before: Siemens AG |
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| CP01 | Change in the name or title of a patent holder | ||
| CP01 | Change in the name or title of a patent holder |
Address after: Munich, Germany Patentee after: Siemens Transportation Co.,Ltd. Address before: Munich, Germany Patentee before: Siemens Mobile Co.,Ltd. |
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| CX01 | Expiry of patent term | ||
| CX01 | Expiry of patent term |
Granted publication date: 20151125 |