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EP2895370B1 - Rail vehicle having crash equipment - Google Patents

Rail vehicle having crash equipment Download PDF

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Publication number
EP2895370B1
EP2895370B1 EP13763198.2A EP13763198A EP2895370B1 EP 2895370 B1 EP2895370 B1 EP 2895370B1 EP 13763198 A EP13763198 A EP 13763198A EP 2895370 B1 EP2895370 B1 EP 2895370B1
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EP
European Patent Office
Prior art keywords
driver
rail vehicle
vehicle
underframe
control panel
Prior art date
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Active
Application number
EP13763198.2A
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German (de)
French (fr)
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EP2895370A1 (en
EP2895370B8 (en
Inventor
Gerhard SCHILCHER
Robert Edlinger
Richard Graf
Robert Nedelik
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens Mobility Austria GmbH
Original Assignee
Siemens AG Oesterreich
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Publication date
Application filed by Siemens AG Oesterreich filed Critical Siemens AG Oesterreich
Priority to PL13763198T priority Critical patent/PL2895370T3/en
Publication of EP2895370A1 publication Critical patent/EP2895370A1/en
Publication of EP2895370B1 publication Critical patent/EP2895370B1/en
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Publication of EP2895370B8 publication Critical patent/EP2895370B8/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
    • B61C17/04—Arrangement or disposition of driving cabins, footplates or engine rooms; Ventilation thereof
    • 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

Definitions

  • the invention relates to a rail vehicle with crash equipment.
  • the invention is therefore an object of the invention to provide a rail vehicle with crash equipment, which is designed to receive longitudinal forces in a collision and which is easy to build with only a few structural measures on the undercarriage of the rail vehicle are required.
  • a rail vehicle according to the invention does not require a reinforced window sill or pillars to fulfill the task.
  • a rail vehicle with crash equipment which comprises a base frame and a driver's cab, wherein at least one driver's desk is provided, which is detachably connected to the base frame and which has a reinforced frame for receiving and transmitting the at Clash occurring longitudinal pressure forces in the base includes.
  • the advantage can be achieved to be able to build a crashworthy rail vehicle, components such as Rammklalen and reinforced window parapets can be omitted.
  • modern rail vehicles with high-quality end faces which can not be provided with the above-mentioned components or only with great effort, can be equipped with the required favorable crash characteristics.
  • the present invention is particularly advantageous for vehicles having an emergency exit door arranged on the front side, since naturally no continuous window sill can be provided in these vehicles.
  • Another advantage of the present invention lies in the detachable connection of the driver's desk with the base.
  • the advantage can be achieved to be able to use different material pairing of said components.
  • a light metal base can be used with a steel driver's desk because no welding is required to make the connection.
  • an inventive driver's desk can be built separately from the rest of the vehicle, equipped and pre-tested, so it only has to be mounted on the base for mounting and the electrical connections must be made by connecting the plug. This advantage causes a significant acceleration of the production of the entire vehicle, since the very expensive electrical work on the driver's desk outside the vehicle can be performed and thus at the same time further interior work can be performed.
  • the crash equipment according to the invention comprises a driver's desk with a reinforced frame and fastening means and a base frame with fastening means.
  • one or more driver's consoles may be provided in a driver's compartment, with two driver's consoles being advantageous in vehicles with a frontal emergency exit door.
  • the driver's seat is usually centered, located immediately behind the emergency exit door.
  • the detachable attachment of the driver's desk, or the driver's consoles is preferably carried out by means of a screw connection. It is advantageous to relieve this screw from the forces of a collision, as screw which would take up too much space would be suitable for receiving these forces.
  • a force introduced in the longitudinal direction of the rail vehicle on the upper edge of the driver's desk is introduced into the subframe, wherein the force introduced in accordance with the law of levers in a downward force on the vehicle-center edge of the driver's desk and an upward (lifting) force at the front Edge of the leaderboard is dividing. To initiate these forces suitable measures are to be taken, which is to initiate the upward force to provide a positive unlocking of the driver's desk on the base.
  • a cross member is preferably provided on the underbody side.
  • the force applied to the driver's console during a collision in the longitudinal direction of the rail vehicle is to be introduced into the underframe, it being advantageous to provide a force introduction device for this purpose on the vehicle-center edge of the driver's console.
  • This force introduction device transmits this force from the driver's desk into the undercarriage or the vehicle floor.
  • this force introduction device comprises a stop on which the driver's console abuts as far as possible without play.
  • An embodiment of the invention provides to provide the force introduction device with a keying. This wedging allows a backlash-free, detachable mounting of the driver's desk on the base frame wherein the wedging applies a certain contact pressure on the driver's desk, whereby this is pressed into the frontal Aushebêt.
  • the driver's desk is generally constructed as a welded construction of metal profiles.
  • Fig.1 shows by way of example and schematically the abstracted schematic representation of a rail vehicle with crash equipment. It is shown a longitudinal section through a rail vehicle in a frontal area. For simplicity, all components of the rail vehicle not touched by the invention are not shown.
  • the rail vehicle comprises a base frame 2, of which only a few parts are shown in this abstracted illustration.
  • a driver's desk 1 is designed to receive longitudinal compressive forces and is detachably connected to the undercarriage 2.
  • a lift-off 3 is arranged on the vehicle front edge of the driver's desk 1, which prevents lifting the driver's console 1 of the base 2 by means of a positive connection. This lift-off is formed by both the driver's desk 1 and the base 2 provided components.
  • a force introduction device 4 is provided on the undercarriage 2. This allows the initiation of transmitted from the driver's seat 1 longitudinal forces in the base 2, wherein this longitudinal force is distributed so introduced that the respective locally allowable maximum forces are not exceeded and no significant permanent deformation of components of the undercarriage 2 occur. Deformations according to EN 12663-1 are considered to be significant if they exceed the values given in chapter 5.4.2.
  • the underframe 2 comprises a cross member 5, which is provided on the vehicle-center edge of the driver's desk 1. This cross member 5 receives the vertical compressive forces which are transmitted from the driver's desk 1 to the base.
  • Fig.1 the main forces acting on the leaderboard 1 forces shown.
  • the force F1 acts in the vehicle longitudinal direction in the direction of the vehicle center.
  • the force F1 counteracts the counterforce F2, the magnitude of the force F2 is equal to the magnitude of the force F1.
  • the hold-down force F3 is transmitted from the Aushebêt 3 on the driver's desk 1.
  • the support force F4 is transmitted from the undercarriage 2 to the driver's console 1, wherein the cross member 5, the subset 2 reinforced at this point, so that this generally causes very large force no plastic deformation of the undercarriage 2.
  • Fig.2 shows by way of example and schematically a rail vehicle with crash equipment. It is shown an oblique view of a driver's desk 1 of a rail vehicle, which is arranged on a base 2 and releasably connected thereto.
  • the driver's desk 1 is equipped and dimensioned such that it can absorb the required longitudinal compressive forces and transmit it to the undercarriage 2.
  • the undercarriage 2 comprises, in particular, a cross member arranged on the vehicle side and reinforced slanted columns.
  • the undercarriage 2 is equipped with two force introduction devices 4. The power transmission between the driver's desk 1 and the force introduction devices 4 via a respective keying 6. These wedges 6 ensure a backlash-free assembly of the driver's desk 1.
  • Figure 3 shows an example and schematically a detail of a rail vehicle with crash equipment. It is a sectional view in the vehicle longitudinal direction by a Undercarriage 2 and a driver's desk 1 shown.
  • the undercarriage 2 is equipped with a cross member 5, which in Figure 3 also shown cut.
  • the undercarriage 2 is further equipped with a force introduction device 4, which consists essentially of a plate-shaped component, which distributes the absorbed forces distributed in the bottom of the undercarriage.
  • the contact between the force introduction device 4 and the driver's desk 1 by means of a keying 6.
  • the driver's desk 1 is connected by means of screw 7 with the base 2.
  • Figure 4 shows an example and schematically a detail of a rail vehicle with crash equipment. It is a sectional view in the vehicle longitudinal direction through a base 2 and a driver's console 1 shown, wherein the structure substantially identical to the in Figure 3 , shown embodiment.
  • Figure 4 explains the anti-lifting device according to the invention 3.
  • This lift-off 3 is designed as a component of the undercarriage 2 and clasps a lower cross member of the driver's desk 1 so that a vertical lifting of the driver's desk 1 is prevented. In this way, the hold-down force F3 is exerted on the driver's desk 1.
  • the assembly of the driver's desk 1 is carried out by placing it on the base 2 and then moving the driver's console 1 in the vehicle longitudinal direction in the direction of the front side, or the Aushebêt 3. Subsequently, the wedging 6 is pressed and the screw 7 made.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Body Structure For Vehicles (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
  • Emergency Lowering Means (AREA)

Description

Technisches GebietTechnical area

Die Erfindung betrifft ein Schienenfahrzeug mit Crashausrüstung.The invention relates to a rail vehicle with crash equipment.

Stand der TechnikState of the art

Moderne Bau- und Zulassungsvorschriften für Schienenfahrzeuge räumen den Schutz der Passagiere und des Zugpersonals vor Verletzungen bei Unfällen immer größeren Raum ein. Die für europäische Schienenfahrzeuge maßgebende Festigkeits-Norm EN 12663 fordert eine hohe Druckfestigkeit der Fahrzeugstruktur im Stirnwandbereich. Die häufigste Unfallart, insbesondere bei U-Bahnen ist der Zusammenstoß mit einem weiteren Fahrzeug bzw. einem Gleisabschluss(Prellbock). Dabei treten Kräfte im Wesentlichen in axialer Richtung auf. Zur Aufnahme, bzw. Umwandlung der dabei auftretenden Kollisionsenergie sind sogenannte Verformungselemente (Crashelemente) im Untergestell bekannt, siehe das Schienenfahrzeug nach Dokument EP 0 888 946 A1 , welches die Merkmale des Oberbegriffes des Anpruchs 1 aufweist. Betrifft ein Zusammenstoß jedoch einen höher gelegenen Teil des Fahrzeugs, z.B. im Bereich der Frontmaske bzw. des Führerraums können Verformungselemente meist nicht eingesetzt werden. Stattdessen werden sehr stabil ausgeführte Bauteile (z.B. Rammsäulen) eingesetzt um den Fahrerraum bzw. den Passagierraum zu schützen. Eine weitere Möglichkeit besteht in der Verstärkung des unteren Fensterrahmens (Fensterbrüstung), sodass dort diese Kräfte aufgenommen und in das Untergestell geleitet werden können. Bei Fahrzeugen mit modernen, nach optischen Gesichtspunkten gestalteten Fahrzeugfronten können die genannten Verstärkungen jedoch meist aus Platzgründen nicht eingesetzt werden. Insbesondere bei Fahrzeugen mit einer stirnseitig angeordneten Notausstiegstür kann keine verstärkte durchgehende Fensterbrüstung eingesetzt werden. Solche Fahrzeuge sind gemäß dem Stand der Technik mit Rammsäulen auszustatten. Gelingt es aufgrund der Fahrzeugform nicht solche Rammsäulen vorzusehen, so kann ein solches Fahrzeug die geforderten Längsdruckkräfte nicht aufnehmen.Modern construction and approval regulations for railway vehicles give the protection of passengers and train crews from injuries in accidents ever larger space. The strength standard EN 12663, which is decisive for European rail vehicles, calls for high pressure resistance of the vehicle structure in the bulkhead area. The most common type of accident, especially with underground trains, is the collision with another vehicle or a track closure (buffer stop). In this case, forces occur essentially in the axial direction. For recording, or conversion of the collision energy occurring so-called deformation elements (crash elements) in the base are known, see the rail vehicle document EP 0 888 946 A1 , which has the features of the preamble of Anpruchs 1. However, if a collision affects a higher part of the vehicle, eg in the area of the front mask or the driver's compartment, deformation elements can usually not be used. Instead, very stable running components (eg Rammsäulen) used to protect the driver's compartment or the passenger compartment. Another possibility is to reinforce the lower window frame (window sill) so that these forces can be absorbed and directed into the base. For vehicles with modern, optical points of view designed vehicle fronts, however, the said reinforcements can usually not be used for reasons of space. In particular, in vehicles with a frontally arranged emergency exit door no reinforced continuous window sill can be used. Such vehicles are equipped according to the prior art with Rammsäulen. If it is not possible to provide such Rammsäulen due to the vehicle shape, such a vehicle can not absorb the required longitudinal compressive forces.

Darstellung der ErfindungPresentation of the invention

Der Erfindung liegt daher die Aufgabe zugrunde, ein Schienenfahrzeug mit Crashausrüstung anzugeben, welches zur Aufnahme von Längskräften bei einem Zusammenstoß ausgebildet ist und welches einfach aufzubauen ist wobei nur wenige konstruktive Maßnahmen an dem Untergestell des Schienenfahrzeugs erforderlich sind.
Insbesondere bedarf ein erfindungsgemäßes Schienenfahrzeug zur Erfüllung der Aufgabe weder einer verstärkten Fensterbrüstung noch Rammsäulen.The invention is therefore an object of the invention to provide a rail vehicle with crash equipment, which is designed to receive longitudinal forces in a collision and which is easy to build with only a few structural measures on the undercarriage of the rail vehicle are required.
In particular, a rail vehicle according to the invention does not require a reinforced window sill or pillars to fulfill the task.

Die Aufgabe wird durch ein Schienenfahrzeug mit Crashausrüstung mit den Merkmalen des Anspruchs 1 und ein Führerpult gemäß Anspruch 8 gelöst. Vorteilhafte Ausgestaltungen sind Gegenstand untergeordneter Ansprüche.The object is achieved by a rail vehicle with crash equipment having the features of claim 1 and a driver's desk according to claim 8. Advantageous embodiments are the subject of the subordinate claims.

Dem Grundgedanken der Erfindung nach wird ein Schienenfahrzeug mit Crashausrüstung aufgebaut, welches ein Untergestell und einen Führerstand umfasst, wobei mindestens ein Führerpult vorgesehen ist, welches lösbar mit dem Untergestell verbunden ist und welches einen verstärkten Rahmen zur Aufnahme und Übermittlung der bei einem Zusammenstoß auftretenden Längsdruckkräfte in das Untergestell umfasst.According to the basic idea of the invention, a rail vehicle with crash equipment is constructed, which comprises a base frame and a driver's cab, wherein at least one driver's desk is provided, which is detachably connected to the base frame and which has a reinforced frame for receiving and transmitting the at Clash occurring longitudinal pressure forces in the base includes.

Dadurch ist der Vorteil erzielbar, ein crashgeeignetes Schienenfahrzeug aufbauen zu können, wobei Bauteile wie Rammsäulen und verstärkte Fensterbrüstungen entfallen können. Solcherart können insbesondere moderne Schienenfahrzeuge mit gestalterisch hochwertigen Stirnseiten, die die genannten Bauteile nicht bzw. nur mit hohem Aufwand vorsehen lassen mit den geforderten günstigen Crasheigenschaften ausgestattet werden. Ganz besonders vorteilhaft ist gegenständliche Erfindung bei Fahrzeugen mit einer stirnseitig angeordneten Notausstiegstür, da bei diesen Fahrzeugen naturgemäß keine durchgehende Fensterbrüstung vorsehbar ist.As a result, the advantage can be achieved to be able to build a crashworthy rail vehicle, components such as Rammsäulen and reinforced window parapets can be omitted. In particular, modern rail vehicles with high-quality end faces, which can not be provided with the above-mentioned components or only with great effort, can be equipped with the required favorable crash characteristics. The present invention is particularly advantageous for vehicles having an emergency exit door arranged on the front side, since naturally no continuous window sill can be provided in these vehicles.

Ein weiterer Vorteil gegenständlicher Erfindung liegt in der lösbaren Verbindung des Führerpults mit dem Untergestell. Dadurch ist einerseits der Vorteil erzielbar, unterschiedliche Materialpaarung der genannten Bauteile einsetzen zu können. Z.B kann ein Untergestell aus Leichtmetall mit einem Führerpult aus Stahl eingesetzt werden, da keinerlei Schweißarbeiten zur Herstellung der Verbindung erforderlich sind. Andererseits kann ein erfindungsgemäßes Führerpult getrennt von dem restlichen Fahrzeug aufgebaut, ausgestattet und vorgeprüft werden, sodass es zur Montage nur mehr am Untergestell befestigt werden muss und die elektrischen Anschlüsse über Verbindung der Stecker hergestellt werden müssen. Dieser Vorteil bewirkt eine deutliche Beschleunigung der Herstellung des Gesamtfahrzeugs, da die sehr aufwendigen elektrischen Arbeiten an dem Führerpult außerhalb des Fahrzeugs durchgeführt werden können und somit gleichzeitig weitere Innenausbauarbeiten durchgeführt werden können.Another advantage of the present invention lies in the detachable connection of the driver's desk with the base. As a result, on the one hand the advantage can be achieved to be able to use different material pairing of said components. For example, a light metal base can be used with a steel driver's desk because no welding is required to make the connection. On the other hand, an inventive driver's desk can be built separately from the rest of the vehicle, equipped and pre-tested, so it only has to be mounted on the base for mounting and the electrical connections must be made by connecting the plug. This advantage causes a significant acceleration of the production of the entire vehicle, since the very expensive electrical work on the driver's desk outside the vehicle can be performed and thus at the same time further interior work can be performed.

Die erfindungsgemäße Crashausrüstung umfasst ein Führerpult mit einem verstärktem Rahmen und Befestigungsmitteln sowie ein Untergestell mit Befestigungsmitteln.The crash equipment according to the invention comprises a driver's desk with a reinforced frame and fastening means and a base frame with fastening means.

Je nach konkretem Fahrzeug können ein oder mehrere Führerpulte (im Allgemeinen zwei) in einem Fahrerraum vorgesehen werden, wobei zwei Führerpulte bei Fahrzeugen mit einer stirnseitigen Notausstiegstür vorteilhaft sind. Bei den letztgenannten Fahrzeugen ist der Fahrersitz meist mittig, unmittelbar hinter der Notausstiegstür angeordnet.Depending on the specific vehicle, one or more driver's consoles (generally two) may be provided in a driver's compartment, with two driver's consoles being advantageous in vehicles with a frontal emergency exit door. In the latter vehicles, the driver's seat is usually centered, located immediately behind the emergency exit door.

Die lösbare Befestigung des Führerpults, bzw. der Führerpulte erfolgt vorzugsweise mittels einer Schraubverbindung. Es ist Vorteilhaft, diese Schraubverbindung von den Kräften eines Zusammenstoßes zu entlasten, da Schraubverbindungen die sich zur Aufnahme dieser Kräfte eignen zu viel Bauraum beanspruchen würden.
Eine in Längsrichtung des Schienenfahrzeugs eingebrachte Kraft auf die Oberkante des Führerpults wird in das Untergestell eingeleitet, wobei sich die eingeleitete Kraft gemäß des Hebelgesetzes in eine nach unten gerichtete Kraft an der fahrzeugmittigen Kante des Führerpults und eine nach oben gerichtete (abhebende) Kraft an der stirnseitigen Kante des Führerpults aufteilt. Zur Einleitung dieser Kräfte sind geeignete Maßnahmen zu treffen, wobei zur Einleitung der nach oben gerichteten Kraft eine formschlüssige Aushebesicherung des Führerpults an dem Untergestell vorzusehen ist.The detachable attachment of the driver's desk, or the driver's consoles is preferably carried out by means of a screw connection. It is advantageous to relieve this screw from the forces of a collision, as screw which would take up too much space would be suitable for receiving these forces.
A force introduced in the longitudinal direction of the rail vehicle on the upper edge of the driver's desk is introduced into the subframe, wherein the force introduced in accordance with the law of levers in a downward force on the vehicle-center edge of the driver's desk and an upward (lifting) force at the front Edge of the leaderboard is dividing. To initiate these forces suitable measures are to be taken, which is to initiate the upward force to provide a positive unlocking of the driver's desk on the base.

Zur Einleitung der nach unten gerichteten Kraft an der fahrzeugmittigen Kante des Führerpults ist untergestellseitig vorzugsweise ein Querträger vorzusehen.In order to initiate the downward force on the vehicle-center edge of the driver's seat, a cross member is preferably provided on the underbody side.

Die bei einem Zusammenstoß in Längsrichtung des Schienenfahrzeugs eingebrachte Kraft auf das Führerpult ist in das Untergestell einzuleiten, wobei es vorteilhaft ist, dafür an der fahrzeugmittigen Kante des Führerpults eine Krafteinleitungsvorrichtung vorzusehen. Diese Krafteinleitungsvorrichtung übermittelt diese Kraft von dem Führerpult in das Untergestell, bzw. dem Fahrzeugboden. Vorteilhafterweise umfasst diese Krafteinleitungsvorrichtung einen Anschlag an welchem das Führerpult möglichst spielfrei anliegt. Eine Ausführungsform der Erfindung sieht vor, die Krafteinleitungsvorrichtung mit einer Verkeilung auszustatten. Diese Verkeilung ermöglicht eine spielfreie, lösbare Montage des Führerpults an dem Untergestell wobei die Verkeilung einen bestimmten Anpressdruck auf das Führerpult aufbringt, wodurch dieses in die stirnseitige Aushebesicherung gepresst wird.The force applied to the driver's console during a collision in the longitudinal direction of the rail vehicle is to be introduced into the underframe, it being advantageous to provide a force introduction device for this purpose on the vehicle-center edge of the driver's console. This force introduction device transmits this force from the driver's desk into the undercarriage or the vehicle floor. Advantageously, this force introduction device comprises a stop on which the driver's console abuts as far as possible without play. An embodiment of the invention provides to provide the force introduction device with a keying. This wedging allows a backlash-free, detachable mounting of the driver's desk on the base frame wherein the wedging applies a certain contact pressure on the driver's desk, whereby this is pressed into the frontal Aushebsicherung.

Das Führerpult ist im Allgemeinen als Schweißkonstruktion aus Metallprofilen aufzubauen.The driver's desk is generally constructed as a welded construction of metal profiles.

Kurzbeschreibung der ZeichnungenBrief description of the drawings

Es zeigen beispielhaft:

Fig.1
Schienenfahrzeug mit Crashausrüstung - Prinzip.
Fig.2
Schienenfahrzeug mit Crashausrüstung.
Fig.3
Schienenfahrzeug mit Crashausrüstung - Detail 1.
Fig.4
Schienenfahrzeug mit Crashausrüstung - Detail 2.
They show by way of example:
Fig.1
Rail vehicle with crash equipment - principle.
Fig.2
Rail vehicle with crash equipment.
Figure 3
Rail vehicle with crash equipment - detail 1.
Figure 4
Rail vehicle with crash equipment - detail 2.

Ausführung der ErfindungEmbodiment of the invention

Fig.1 zeigt beispielhaft und schematisch die abstrahierte Prinzipdarstellung eines Schienenfahrzeugs mit Crashausrüstung. Es ist ein Längsschnitt durch ein Schienenfahrzeug in einem Stirnbereich dargestellt. Zur Vereinfachung sind alle von der Erfindung nicht berührten Bauteile des Schienenfahrzeugs nicht gezeigt. Das Schienenfahrzeug umfasst ein Untergestell 2, von welchem in dieser abstrahierten Darstellung nur wenige Teile gezeigt sind. Ein Führerpult 1 ist zur Aufnahme von Längsdruckkräften ausgebildet und ist lösbar mit dem Untergestell 2 verbunden. Dazu ist an der fahrzeugstirnseitigen Kante des Führerpults 1 eine Aushebesicherung 3 angeordnet, welche ein Abheben der Führerpults 1 von dem Untergestell 2 mittels einer formschlüssigen Verbindung verhindert. Diese Aushebesicherung ist durch sowohl am Führerpult 1 als auch am Untergestell 2 vorgesehene Bauteile gebildet. An der fahrzeugmittigen Kante des Führerpults 1 ist eine Krafteinleitungsvorrichtung 4 an dem Untergestell 2 vorgesehen. Diese ermöglicht die Einleitung der von dem Führerpult 1 übermittelten Längskräfte in das Untergestell 2, wobei diese Längskraft so verteilt eingeleitet wird, dass die jeweils örtlich zulässigen maximalen Kräfte nicht überschritten werden und keine signifikanten bleibenden Verformungen an Bauteilen des Untergestells 2 auftreten. Als signifikant sind Verformungen gemäß der Norm EN 12663-1 anzusehen, wenn sie über die in Kapitel 5.4.2 genannten Werte hinausgehen. Weiters umfasst das Untergestell 2 einen Querträger 5, welcher an der fahrzeugmittigen Kante des Führerpults 1 vorgesehen ist. Dieser Querträger 5 nimmt die vertikalen Druckkräfte auf, welche von dem Führerpult 1 an das Untergestell übermittelt werden. Fig.1 shows by way of example and schematically the abstracted schematic representation of a rail vehicle with crash equipment. It is shown a longitudinal section through a rail vehicle in a frontal area. For simplicity, all components of the rail vehicle not touched by the invention are not shown. The rail vehicle comprises a base frame 2, of which only a few parts are shown in this abstracted illustration. A driver's desk 1 is designed to receive longitudinal compressive forces and is detachably connected to the undercarriage 2. For this purpose, a lift-off 3 is arranged on the vehicle front edge of the driver's desk 1, which prevents lifting the driver's console 1 of the base 2 by means of a positive connection. This lift-off is formed by both the driver's desk 1 and the base 2 provided components. At the vehicle-center edge of the driver's console 1, a force introduction device 4 is provided on the undercarriage 2. This allows the initiation of transmitted from the driver's seat 1 longitudinal forces in the base 2, wherein this longitudinal force is distributed so introduced that the respective locally allowable maximum forces are not exceeded and no significant permanent deformation of components of the undercarriage 2 occur. Deformations according to EN 12663-1 are considered to be significant if they exceed the values given in chapter 5.4.2. Furthermore, the underframe 2 comprises a cross member 5, which is provided on the vehicle-center edge of the driver's desk 1. This cross member 5 receives the vertical compressive forces which are transmitted from the driver's desk 1 to the base.

Weiters sind in Fig.1 die wesentlichen auf das Führerpult 1 wirkenden Kräfte gezeigt. Die Kraft F1 wirkt in Fahrzeuglängsrichtung in Richtung der Fahrzeugmitte. Der Kraft F1 wirkt die Gegenkraft F2 entgegen, der Betrag der Kraft F2 ist gleich dem Betrag der Kraft F1. Aufgrund der unterschiedlichen Kraftansatzpunkte der Kräfte F1 und F2 entstehen die Niederhaltekraft F3 und die Stützkraft F4. Die Niederhaltekraft F3 wird von der Aushebsicherung 3 auf das Führerpult 1 übermittelt. Die Stützkraft F4 wird von dem Untergestell 2 auf das Führerpult 1 übermittelt, wobei der Querträger 5 das Unterstell 2 an dieser Stelle verstärkt, sodass diese im Allgemeinen sehr große Kraft keine plastischen Verformungen des Untergestells 2 bewirkt.Furthermore are in Fig.1 the main forces acting on the leaderboard 1 forces shown. The force F1 acts in the vehicle longitudinal direction in the direction of the vehicle center. The force F1 counteracts the counterforce F2, the magnitude of the force F2 is equal to the magnitude of the force F1. Due to the different force application points of the forces F1 and F2, the hold-down force F3 and the support force F4 arise. The hold-down force F3 is transmitted from the Aushebsicherung 3 on the driver's desk 1. The support force F4 is transmitted from the undercarriage 2 to the driver's console 1, wherein the cross member 5, the subset 2 reinforced at this point, so that this generally causes very large force no plastic deformation of the undercarriage 2.

Fig.2 zeigt beispielhaft und schematisch ein Schienenfahrzeug mit Crashausrüstung. Es ist eine Schrägansicht auf ein Führerpult 1 eines Schienenfahrzeugs dargestellt, welches an einem Untergestell 2 angeordnet und mit diesem lösbar verbunden ist. Das Führerpult 1 ist solcherart ausgestattet und bemessen, dass es die geforderten Längsdruckkräfte aufnehmen und an das Untergestell 2 übermitteln kann. Dazu umfasst es insbesondere einen fahrzeugstirnseitig angeordneten Querträger und verstärkte Schrägsäulen. Das Untergestell 2 ist mit zwei Krafteinleitungsvorrichtungen 4 ausgestattet. Die Kraftübertragung zwischen dem Führerpult 1 und den Krafteinleitungsvorrichtungen 4 erfolgt über jeweils eine Verkeilung 6. Diese Verkeilungen 6 stellen eine spielfreie Montage des Führerpults 1 sicher. Fig.2 shows by way of example and schematically a rail vehicle with crash equipment. It is shown an oblique view of a driver's desk 1 of a rail vehicle, which is arranged on a base 2 and releasably connected thereto. The driver's desk 1 is equipped and dimensioned such that it can absorb the required longitudinal compressive forces and transmit it to the undercarriage 2. For this purpose, it comprises, in particular, a cross member arranged on the vehicle side and reinforced slanted columns. The undercarriage 2 is equipped with two force introduction devices 4. The power transmission between the driver's desk 1 and the force introduction devices 4 via a respective keying 6. These wedges 6 ensure a backlash-free assembly of the driver's desk 1.

Fig.3 zeigt beispielhaft und schematisch ein Detail eines Schienenfahrzeugs mit Crashausrüstung. Es ist eine Schnittdarstellung in Fahrzeuglängsrichtung durch ein Untergestell 2 und ein Führerpult 1 gezeigt. Das Untergestell 2 ist mit einem Querträger 5 ausgestattet, welcher in Fig.3 ebenfalls geschnitten dargestellt ist. Das Untergestell 2 ist weiters mit einer Krafteinleitungsvorrichtung 4 ausgestattet, welche im Wesentlichen aus einem plattenförmigen Bauteil besteht, welches die aufgenommenen Kräfte verteilt in den Boden des Untergestells leitet. Der Kontakt zwischen der Krafteinleitungsvorrichtung 4 und dem Führerpult 1 erfolgt mittels einer Verkeilung 6. Das Führerpult 1 ist mittels Schraubverbindungen 7 mit dem Untergestell 2 verbunden. Figure 3 shows an example and schematically a detail of a rail vehicle with crash equipment. It is a sectional view in the vehicle longitudinal direction by a Undercarriage 2 and a driver's desk 1 shown. The undercarriage 2 is equipped with a cross member 5, which in Figure 3 also shown cut. The undercarriage 2 is further equipped with a force introduction device 4, which consists essentially of a plate-shaped component, which distributes the absorbed forces distributed in the bottom of the undercarriage. The contact between the force introduction device 4 and the driver's desk 1 by means of a keying 6. The driver's desk 1 is connected by means of screw 7 with the base 2.

Fig.4 zeigt beispielhaft und schematisch ein Detail eines Schienenfahrzeugs mit Crashausrüstung. Es ist eine Schnittdarstellung in Fahrzeuglängsrichtung durch ein Untergestell 2 und ein Führerpult 1 gezeigt, wobei der Aufbau im Wesentlichen identisch zu dem in Fig.3. gezeigtem Ausführungsbeispiel ist. Fig.4 erläutert die erfindungsgemäße Aushebesicherung 3. Diese Aushebesicherung 3 ist als Bauteil des Untergestells 2 ausgeführt und umklammert einen unteren Querträger des Führerpults 1 so, dass ein vertikales Ausheben des Führerpults 1 verhindert wird. Solcherart wird die Niederhaltekraft F3 auf das Führerpult 1 ausgeübt. Die Montage der Führerpults 1 erfolgt mittels Aufsetzens auf das Untergestell 2 und anschließendes Verschieben des Führerpults 1 in Fahrzeuglängsrichtung in Richtung der Stirnseite, bzw. der Aushebesicherung 3. Darauffolgend wird die Verkeilung 6 angepresst und die Schraubverbindung 7 hergestellt. Figure 4 shows an example and schematically a detail of a rail vehicle with crash equipment. It is a sectional view in the vehicle longitudinal direction through a base 2 and a driver's console 1 shown, wherein the structure substantially identical to the in Figure 3 , shown embodiment. Figure 4 explains the anti-lifting device according to the invention 3. This lift-off 3 is designed as a component of the undercarriage 2 and clasps a lower cross member of the driver's desk 1 so that a vertical lifting of the driver's desk 1 is prevented. In this way, the hold-down force F3 is exerted on the driver's desk 1. The assembly of the driver's desk 1 is carried out by placing it on the base 2 and then moving the driver's console 1 in the vehicle longitudinal direction in the direction of the front side, or the Aushebsicherung 3. Subsequently, the wedging 6 is pressed and the screw 7 made.

Liste der BezeichnungenList of terms

11
Führerpultdriver's console
22
Untergestellundercarriage
33
Aushebesicherunglift-out
44
KrafteinleitungsvorrichtungForce application device
55
Querträgercrossbeam
66
Verkeilungwedging
77
Schraubverbindungscrew
F1F1
Kraft in FahrzeugslängsrichtungForce in vehicle longitudinal direction
F2F2
Gegenkraftcounterforce
F3F3
NiederhaltekraftHold down force
F4F4
Stützkraftsupporting force

Claims (8)

  1. Rail vehicle having crash equipment, comprising an underframe (2) and a driver's station, wherein at least one control panel (1) is provided, which is detachably connected to the underframe (2), characterised in that the control panel has a frame which is dimensioned such that it can absorb the longitudinal compressive forces (F1, F2) occurring during a collision and transmit them to the underframe (2) without significant deformations occurring on the underframe.
  2. Rail vehicle having crash equipment according to claim 1, characterised in that a form-fitted anti-lift device (3) of the control panel (1) is disposed on the underframe (2) at a fixing position of the control panel (1) at the front end of the vehicle.
  3. Rail vehicle having crash equipment according to one of claims 1 or 2, characterised in that the control panel (1) is detachably connected to the underframe (2) at a fixing position on the interior of the vehicle by means of a wedging unit (6).
  4. Rail vehicle having crash equipment according to one of claims 1 to 3, characterised in that the control panel (1) is screwed to the underframe (2).
  5. Rail vehicle having crash equipment according to one of claims 1 to 4, characterised in that two control panels (1) for each driver's station are disposed on either side of an outer door at the front end.
  6. Rail vehicle having crash equipment according to one of claims 1 to 4, characterised in that a control panel (1), which extends across the internal width of the driver's station, is provided for each driver's station.
  7. Rail vehicle having crash equipment according to one of claims 1 to 6, characterised in that the underframe (2) comprises a crossbar (5) on the fixing position of the control panel (1) on the interior of the vehicle.
  8. Control panel (1) for a rail vehicle, which is designed to be detachably connected to an underframe (2), characterised in that it comprises a frame according to claim 1.
EP13763198.2A 2012-09-13 2013-09-05 Rail vehicle having crash equipment Active EP2895370B8 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL13763198T PL2895370T3 (en) 2012-09-13 2013-09-05 Rail vehicle having crash equipment

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATA1007/2012A AT513364B1 (en) 2012-09-13 2012-09-13 Rail vehicle with crash equipment
PCT/EP2013/068329 WO2014040896A1 (en) 2012-09-13 2013-09-05 Rail vehicle having crash equipment

Publications (3)

Publication Number Publication Date
EP2895370A1 EP2895370A1 (en) 2015-07-22
EP2895370B1 true EP2895370B1 (en) 2019-06-05
EP2895370B8 EP2895370B8 (en) 2019-08-07

Family

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EP13763198.2A Active EP2895370B8 (en) 2012-09-13 2013-09-05 Rail vehicle having crash equipment

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EP (1) EP2895370B8 (en)
CN (1) CN104640757B (en)
AT (1) AT513364B1 (en)
CL (1) CL2015000611A1 (en)
ES (1) ES2744496T3 (en)
IN (1) IN2015DN01620A (en)
PL (1) PL2895370T3 (en)
RU (1) RU2637846C2 (en)
WO (1) WO2014040896A1 (en)

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Publication number Priority date Publication date Assignee Title
CN113460109B (en) * 2021-07-13 2022-11-22 中车唐山机车车辆有限公司 Energy-absorbing housing, carriage and rail vehicle

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US4216725A (en) * 1978-11-13 1980-08-12 Pullman Incorporated Combination door and emergency stairway exit
DE4343800A1 (en) * 1993-12-22 1995-06-29 Transtec Gmbh Head module for locomotive
FR2715904A1 (en) * 1994-02-08 1995-08-11 Sardou Max Vehicle chassis construction for use in train locomotives
DE19649526C2 (en) * 1996-11-29 1999-03-04 Talbot Gmbh & Co Kg Vehicle head of a railway vehicle with a driver's cab
FR2759338B1 (en) * 1997-02-10 1999-04-02 Gec Alsthom Transport Sa ENERGY ABSORPTION DEVICE AND VEHICLE, PARTICULARLY RAILWAY, COMPRISING SUCH AN ABSORPTION DEVICE
FR2765543B1 (en) * 1997-07-02 2005-01-07 Alstom Ddf RAILWAY VEHICLE COMPRISING AT LEAST ONE INTERCHANGEABLE END MODULE
DE19817860A1 (en) * 1998-04-22 1999-11-04 Dwa Deutsche Waggonbau Gmbh Safety device for vehicle drivers of rail vehicles
DE19860888A1 (en) * 1998-12-31 2000-07-13 Daimler Chrysler Ag Rail vehicle with front impact protector has separate bogie and cab, with vertical supports on bogie and collision panels on cross bars on cab
JP2003095097A (en) * 2001-09-25 2003-04-03 Hitachi Ltd Rail rolling stock
CZ2006736A3 (en) * 2006-11-24 2008-01-16 Ĺ KODA TRANSPORTATION s. r. o. Rail vehicle cabin of defined deformation
CN201334014Y (en) * 2008-12-26 2009-10-28 唐山轨道客车有限责任公司 Cab console
US8701566B2 (en) * 2009-03-25 2014-04-22 West Japan Railway Company Railcar

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Also Published As

Publication number Publication date
AT513364A1 (en) 2014-03-15
RU2637846C2 (en) 2017-12-07
EP2895370A1 (en) 2015-07-22
PL2895370T3 (en) 2020-03-31
CN104640757B (en) 2019-10-18
CN104640757A (en) 2015-05-20
RU2015113177A (en) 2016-11-10
AT513364B1 (en) 2014-06-15
IN2015DN01620A (en) 2015-07-03
CL2015000611A1 (en) 2015-11-06
EP2895370B8 (en) 2019-08-07
ES2744496T3 (en) 2020-02-25
WO2014040896A1 (en) 2014-03-20

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