HK1174880B - Crash module for a rail vehicle and rail vehicle - Google Patents

Description

Crash module for a rail vehicle and corresponding rail vehicle

Technical Field

The invention relates to a crash module for a rail vehicle, in particular for a tram.

Background

In order to improve the deformation behavior of the rail vehicle in the event of a crash, crash-stressed zones are often provided. The object of these improvements is to absorb the crash energy, in such a way that the deformation zone which can be deformed in a defined manner converts this energy into deformation energy and thereby minimizes the load on the vehicle occupant, and in such a way that the living space in the vehicle is not deformed too severely, in order to reduce the likelihood of injury to the vehicle occupant.

For this purpose, on the one hand, large-area regions of the rail vehicle structure can be designed to be able to absorb the deformation energy in a targeted manner, or special crash modules can be placed on the front and rear structure of the rail vehicle. The latter is advantageous because post-crash repairs are simplified due to the easy access to the crash module. Collisions between rail vehicles occur mainly in the direction of the longitudinal axis of the vehicle, and in most cases height differences (caused for example by different load states of the colliding vehicles) lead to so-called overstocks. To prevent this effect, an over-ride protection is usually provided beforehand, wherein generally plates with a toothed structure are mounted on each vehicle, which plates are hooked to one another in the event of a crash and prevent an over-ride.

There are other problems with rail vehicles (particularly trams) that are at a higher risk of colliding with other obstacles than with other rail vehicles. This involves a very wide range of crash scenarios, wherein the usual deformation zones designed essentially for longitudinal crash or single-sided offset and oblique crash of the crash module are still unsatisfactory. For example, standard EN15277 for trams requires verification of a collision with a vehicle of the same structure at a vertical misalignment of 40mm at 15km/h and a collision with a 3 ton obstacle placed at an angle of 45 degrees at a speed of 25km/h (collision scenario trains for light trucks on crossing roads).

Conventional crash modules designed for longitudinal collisions often do not satisfactorily withstand such oblique loads, since bending and shearing stresses occur in the crash module, in which case the associated crash element, which is not provided with transverse support, can bend laterally. WO2009/040309 exemplifies said situation. The crash module disclosed therein, although preventing an over-ride of the rail vehicle, does not provide suitable deformation conditions to withstand an oblique crash. The corresponding design of the known crash elements, which is not only good for handling longitudinal crashes but also for handling oblique crashes, can lead to particularly complex, complex and heavy crash elements which are not suitable for use on rail vehicles.

Disclosure of Invention

The object of the present invention is therefore to specify a crash module for rail vehicles, which crash module is able to dissipate crash energy even in the event of a diagonal crash and is of simple construction and substantially free of weight defects.

To this end, the invention proposes a crash module for a rail vehicle, which is provided for arrangement on a vehicle structure of the rail vehicle, comprising at least one crash element which is designed primarily for absorbing energy in the longitudinal direction and at least one transverse profile which is plate-shaped and is connected to the at least one crash element, characterized in that the at least one transverse profile has a much lower compressive strength in the longitudinal direction of the rail vehicle than in the transverse direction.

According to the basic idea of the invention, a crash module for a rail vehicle is constructed from at least one crash element, which is connected to a transverse profile. As a main characteristic, the transverse profile has a different compressive strength in the longitudinal direction of the vehicle compared to the compressive and shear strength in the transverse direction, which are much greater than in the longitudinal direction. If such known crash elements (for example made of aluminum profiles or steel profiles or aluminum foam) are expanded by the transverse profile into a crash module according to the invention, the energy absorption effect of the crash element is virtually unchanged for a crash in the vehicle longitudinal direction (almost no additional forces are generated on the vehicle due to the slight compressive strength of the transverse profile in the vehicle longitudinal direction).

The advantageous effects of the subject matter of the invention occur for oblique collisions (collisions with additional transverse forces), as may occur, for example, in the event of an accident of a tram with a motor vehicle. Such transverse forces are absorbed by the transverse profile and introduced into defined points of the vehicle compartment, wherein the transverse profile supports the laterally arranged crash elements in such a way that they can dissipate the crash energy by plastic deformation. The crash element, which is designed primarily for the longitudinal absorption of energy, therefore does not have to transmit lateral forces into the vehicle body structure, and the crash element does not bend.

The transverse profile according to the invention is particularly advantageously constructed from an essentially plate-shaped material which, by means of a defined modification, has different strengths in different directions.

For example, sheets with multiple trapezoidal cross sections, sheets with installed triangular reinforcements or profiles with voids are suitable.

The transverse profile is preferably made of metal, for example steel, aluminum or an aluminum alloy.

The main advantageous feature of the invention is that the known crash module requires only very slight structural changes and does not require a significantly larger installation space nor significantly increase the weight of the crash module.

Another major advantage of the invention is that the rail vehicle can be repaired very quickly, simply and inexpensively in most cases (if the crash energy is not too great) after an oblique crash by using the crash module described here, since the crash module absorbs the crash energy and thus protects the car structure from damage. In the known crash modules, however, oblique impacts can in most cases lead to damage to the structure of the vehicle cabin.

In the case of low crash energies, the crash module can even be repaired by replacing individual, relevant parts of the crash module.

It is also particularly advantageous if the crash module is formed by a plurality of crash elements (generally one on each of the left and right sides of the longitudinal axis of the vehicle), a rear web, a front web and one or two transverse profiles. Thus, a crash module is constructed which is easy to assemble and replace. The vehicle body is provided with means for receiving such a crash module (for example, a connecting plate with fixed connection points, so-called "interfaces"), and the crash element is fastened to the means for receiving the crash module either detachably (for example, by means of a screw connection) or non-detachably (for example, by welding).

In one embodiment of the invention, it is provided that the crash module is equipped with a climbing prevention mechanism (anti-climbing device).

A further preferred embodiment of the invention provides that the crash module is designed in a multistage manner, wherein a reversible damping element is used for the first stage, which damping element can absorb small crash energies, without plastic deformation occurring (neither plastic deformation of the damping element nor plastic deformation of the crash element).

Drawings

The figures show by way of example:

figure 1 is an exploded view of a crash module,

figure 2 is a cross-sectional view of a crash module with a triangular profile,

figure 3 is a cross-sectional view of a crash module with a perforated profile,

figure 4 is a cross-sectional view of a crash module with a trapezoidal profile,

figure 5 is a cross-sectional view of an unloaded crash module,

figure 6 cross-section of the crash module under longitudinal load 1,

figure 7 cross-section of the crash module under a longitudinal load 2,

figure 8 is a cross-sectional view of the crash module under a longitudinal load 3,

figure 9 impact module under an unloaded diagonal load,

figure 10 shows the crash module under a diagonal load 1,

figure 11 shows the crash module under a diagonal load 2,

fig. 12 impact module without transverse profile under oblique loading.

Detailed Description

Fig. 1 shows an exemplary crash module in an exploded view. In the exemplary embodiment shown in fig. 1, the crash module comprises two crash elements 2, 2a, which are arranged between a rear web 5 and a front web 6. The transverse profile 3 and the lower transverse profile 4 are each arranged in the region enclosed by the two crash elements 2, 2a and the webs 5, 6 and can be connected to the aforementioned components, for example by means of welding. In the exemplary embodiment shown, two damping elements 9 are shown as further components, which damping elements 9 are mounted on the front connecting plate 6 and have impact beams 8. Furthermore, the front connecting plate 6 is provided with two toothed plates as climbing protection 7. The thus constructed crash module is connected to the vehicle cabin 1. In the connection position, the vehicle body 1 has a correspondingly stable receiving means, in which the crash module is fixed, for example by means of a detachable connection (for example a screw connection) or a fixed connection (for example by welding). Furthermore, two guide tubes 10 are provided on the car 1, which guide tubes serve for the longitudinal guidance of the damping element 9.

The exemplary embodiment shown comprises, in addition to the component transverse profile 3 according to the invention and the lower transverse profile 4, further components which can be omitted depending on the respective intended use of the crash module. In particular, it is also provided that only one transverse profile is arranged, wherein either the transverse profile 3 or the lower transverse profile 4 can be omitted.

Fig. 2 shows an exemplary crash module in a schematic sectional view. It shows a crash module cut in the longitudinal direction of the rail vehicle, wherein the transverse profile 3 and the lower transverse profile 4 are designed as triangular profiles. The triangular profile has the mechanical properties (different strength in different directions) required for use as a transverse profile.

Fig. 3 shows an exemplary crash module in a schematic sectional view. It shows a crash module cut in the longitudinal direction of the rail vehicle, wherein the transverse profile 3 and the lower transverse profile 4 are designed as perforated profiles. Fig. 3 shows, by way of example, another possibility of obtaining the required mechanical properties of the transverse profiles 3, 4 by means of substantially plate-shaped parts.

Fig. 4 shows an exemplary crash module in a schematic sectional view. It shows a crash module cut in the longitudinal direction of the rail vehicle, wherein the transverse profile 3 and the lower transverse profile 4 are designed as trapezoidal profiles.

All other structural shapes besides the shown structural shapes triangular, perforated and trapezoidal are also included in the specific context of the present invention. For example, the transverse profile can be realized by a rounded profile (corrugated sheet pattern) to achieve the desired properties. Likewise, all forms of processing of the transverse profiles 3, 4 are also included in the present invention, which can be obtained, for example, by means of a casting or extrusion process or assembled in multiple parts from individual parts.

Fig. 5 to 8: the deformation behavior is simulated when the longitudinal load is respectively increased.

Fig. 5 shows a schematic representation of the crash module in an unloaded state in a sectional view. It shows the crash module of fig. 2, in which no crash forces act on the crash module.

Fig. 6 shows an exemplary crash module in a schematic sectional view in the loaded state. It shows the crash module of fig. 2, in which crash forces act on the crash module in the longitudinal direction.

In this loaded state, the impact beam 8 has already been pressed in over the maximum displacement travel of the damping element 9 (not visible in fig. 6). The structure of the crash module is not plastically deformed.

Fig. 7 shows an exemplary crash module in a schematic sectional view in the loaded state. The collision force in the longitudinal direction is greater than in the state shown in fig. 6. The crash module 2 exhibits plastic deformation, the transverse profiles 3, 4 buckling and not impeding the desired deformation of the crash element.

Fig. 8 shows a schematic sectional view of an exemplary crash module in the loaded state. The collision force in the longitudinal direction is larger than in the state shown in fig. 7. The crash element 2 exhibits a great plastic deformation, the transverse profiles 3, 4 buckling particularly strongly.

Fig. 9 to 11: the deformation behavior when the oblique load was increased respectively was simulated.

Fig. 9 shows a schematic representation of the crash module in an unloaded state in a sectional view. It shows the crash module of fig. 1, in which no crash forces act on the crash module.

Fig. 10 shows a schematic representation of an exemplary crash module in a cross-sectional view in the loaded state. It shows the crash module of fig. 1, in which oblique crash forces act on the crash module. Under these loads, the impact beam 8 and the damping element 9 are not pressed in, since the loads are in this case directed in the diagonal direction directly into the front web 6 in the region of the impact element 2. The crash element 2 has an initial plastic deformation in the force introduction position.

Fig. 11 shows an exemplary crash module in a schematic sectional view in the loaded state. The collision force is greater than in the state shown in fig. 10. The crash element 2 exhibits a large plastic deformation, the transverse profiles 3, 4 introducing transverse force components into the fixed passenger compartment structure and preventing buckling of the crash element 2.

Fig. 12 shows a schematic representation of the simulation results of an impact module without transverse profiles after impact with an oblique force, in a sectional view. The crash element 2 has a great plastic deformation and buckling. The transverse force component also causes an initial buckling at the crash element 2a and a damage of the internal structural elements of the crash module.

List of reference numerals

1 compartment

2. 2a crash element

3 transverse section bar

Cross section bar under 4

5 rear connecting plate

6 front connecting plate

7 climbing protection

8 Collision beam

9 buffer element

10 guiding the tube.

Claims (10)

1. Crash module for a rail vehicle, which is provided for arrangement on a vehicle structure (1) of the rail vehicle, comprising at least one crash element (2, 2 a) which is designed primarily for energy absorption in the longitudinal direction and at least one transverse profile (3, 4) which is plate-shaped, which at least one transverse profile (3, 4) is connected to the at least one crash element (2, 2 a), characterized in that the at least one transverse profile (3, 4) has a much lower compressive strength in the longitudinal direction of the rail vehicle than in the transverse direction.

2. Crash module according to claim 1, characterized in that the transverse profiles (3, 4) are designed as triangular profiles.

3. Crash module according to claim 1, characterized in that the transverse profiles (3, 4) are designed as perforated profiles.

4. Crash module according to claim 1, characterized in that the transverse profiles (3, 4) are designed as trapezoidal profiles.

5. Crash module according to one of claims 1 to 4, characterized in that the at least one transverse profile (3, 4) is welded to the at least one crash element (2, 2 a).

6. Crash module according to one of the preceding claims 1 to 4, characterized in that a rear web (5) and a front web (6) are provided and that the crash element (2, 2 a) is arranged between the rear web (5) and the front web (6).

7. Crash module according to claim 6, characterized in that a crash beam (8) and a climbing protection (7) are provided.

8. Crash module according to one of the preceding claims 1 to 4, characterized in that the crash module comprises means for detachable fastening to a carriage (1) of a rail vehicle.

9. Crash module according to one of claims 1 to 4, characterized in that the crash module is configured to establish a non-detachable fastening to a carriage (1) of a rail vehicle.

10. Rail vehicle with a crash module according to one of the preceding claims.