HK1189200B - Rail vehicle having an attached deformation zone - Google Patents

Description

Rail vehicle with a deformation zone that is additionally connected

Technical Field

The invention relates to a rail vehicle having a deformation zone that is affixed.

Background

The licensing standards for rail vehicles require, in particular, that a specific strength value of the car be certified. These standards, for example, require that the rail vehicle be able to withstand without damage certain longitudinal forces (coupling pressure, damper pressure, pressure acting on the end transverse supports). Standards UIC-566 applicable in europe require, for example, a coupling pressure to be verified of 2000kN, and standards applicable in the united states require a coupling pressure to be verified of 3558kN (800 kilopounds). At the same time, it is often necessary to ensure optimal deformation behavior in the event of a crash in order to increase the passive safety of the vehicle occupants.

For this purpose, structural measures are to be provided which allow the crash energy to be absorbed in such a way that the impact zone which is deformable in a defined manner converts this energy into deformation energy and in this way reduces the load for the occupants of the vehicle.

Likewise, the escape compartment in the vehicle must not be excessively severely deformed in order to reduce the possibility of injury for the persons in the vehicle, in particular also for the driver at the head of the train. This is particularly important for train sets with propulsion locomotives or for motor train units (triebzige).

According to the prior art, the rail vehicle can easily be dimensioned according to the specific coupling pressure or end cross brace pressure. Suitable crash modules for absorbing deformation energy are likewise provided successfully. The combination of the requirement for a high static coupling pressure or end cross brace pressure and the requirement for crash performance, which can reduce the maximum deceleration of the vehicle in the event of a crash and thus also the load on the occupants, has not yet been satisfactorily solved for structurally integrated deformation zones. Another difficulty in addressing this conflicting requirement is that vertical car ends are also required at the head and tail of the train, which is preferably desired especially in the united states. The driver is subjected to particular risks because only a very limited installation space is available for the crash elements. One prior art solution provides that the driver's cab be designed as a rigid cabin which is moved into the vehicle interior in the event of a crash. However, the acceleration acting on the person present in the driver's cab cannot be reduced by this. Another difficulty with the deformation-optimized construction is that the hybrid operation, which is often composed of passenger transport and freight transport, is also used in the united states on short-haul lines, so that a large number of vehicles are considered as collisions (kollionsgegenerer). It is problematic here that the freight car and, in particular, the locomotives customary in the united states have virtually no energy-dissipating properties. These locomotives are necessarily considered to be practically rigid due to their robust construction and moreover generally represent geometrically totally incompatible collisions for the cars due to their large structural size.

On the one hand, static design or test loads must not lead to plastic deformation of the components, in particular of the crash elements, which would lead to a very rigid chassis structure. On the other hand, the crash element provided specifically for energy reduction in the event of a crash, together with the inherently rigid chassis structure, is also subjected to a targeted plastic deformation in the event of a crash with a geometrically incompatible accident counterpart (ufallgegner). There are collisions for which the impact occurs at a location not provided for the collision situation, which are considered geometrically incompatible. This is the case, for example, for a crash based on the undercarriage moving vertically upward, as may occur when a passenger car collides with a locomotive or truck. This can only be done in very unsatisfactory situations with the solutions according to the prior art.

Disclosure of Invention

The object of the invention is therefore to specify a rail vehicle having a crimped deformation zone which, on the one hand, can withstand high axial pressures and, on the other hand, has good deformation behavior, in particular in the event of a collision with geometrically incompatible counterbodies, and is provided, in particular, for the construction of vertical car ends.

This object is achieved by a rail vehicle having a deformation zone with an additional connection.

The rail vehicle with the affixed deformation zone comprises at least one end transverse support arranged in the region of the end face and an essentially perpendicularly arranged end pillar projecting from the end transverse support. According to the invention, a deformation zone is provided on the end face, which comprises a front transverse support arranged at a distance from one another parallel to the end transverse support in the direction of the end face, and at least one force transmission element, wherein the at least one force transmission element is arranged between the end transverse support and the front transverse support, transmits a longitudinal pressure between the end transverse support and the front transverse support without plastic deformation up to a specific value, and fails when this specific value is exceeded, and the force transmission element is formed by an x-shaped arrangement of plates, and wherein the intersection line of the x-shaped arrangement of plates of the force transmission element is arranged transversely to the vehicle longitudinal direction.

The invention also relates to other advantageous embodiments.

According to the basic concept of the invention, a rail vehicle is specified with a crimped deformation zone, which comprises at least one end transverse support arranged in the region of the end face and corner posts arranged substantially perpendicularly and projecting from the end transverse support, and wherein a deformation zone is provided on the end face, which deformation zone comprises front transverse supports arranged parallel to the end transverse supports at a distance in the direction of the end face and at least one force transmission element, and wherein the at least one force transmission element is arranged between the end transverse supports and the front transverse supports, which force transmission element transmits longitudinal pressure forces between the end transverse supports and the front transverse supports without plastic deformation up to a specific value and collapses or fails when this specific value is exceeded.

An advantageous development of the rail vehicle according to the invention comprises a diagonal brace which is arranged between the front transverse support and the corner brace and which transmits vertical forces acting on the front transverse support and guides them into the vehicle structure.

In a further advantageous development of the invention, it is provided that at least one deformation element is arranged in the deformation zone in such a way that it does not participate in the transmission of the operating load, but acts upon a crash after the force transmission element collapses or fails and at least partially dissipates the kinetic energy of the crash.

This achieves the advantage that a rail vehicle can be realized which can reliably withstand certain longitudinal forces (coupling pressure, damper pressure, end cross brace pressure) and which has on the other hand a deformation behavior for dissipating energy which reduces the forces acting on the passengers in the event of a crash.

The force transmission element and, if appropriate, the oblique brace of the deformation zone according to the invention should be designed in such a way that it has sufficient strength for reliably transmitting the operating force (Betriebskr ä fte) and the test force between the front transverse brace and the end transverse brace or corner brace. The basic property of the force transmission element is that it is dimensioned such that, once the failure load is exceeded, it collapses or fails in such a way that it no longer opposes further deformation with a significant resistance.

This property can be achieved, for example, by a component of a given strength buckling in the event of a failure, since the forces required for buckling deformation are much lower than for compressive or tensile deformation. Equivalent performance can also be achieved by joining a component of a given strength to a joining means which fails in the event of a defined overload, for example a lap joint with rivets which shear in the event of a specific design load. The force transmission element thus only participates little or not at all in the energy dissipation immediately after its failure. This energy dissipation can thus take place in the deformation element provided for this purpose.

It is proposed that the force transmission element is formed by an essentially X-shaped structure formed by plates, wherein the force is added via the respective opposite sides of this X-shaped plate structure. It is important that the intersection of the plates is arranged transversely to the direction of the force, since a reliable buckling of the plates is thus carried out. In contrast, the arrangement of the intersection lines in the direction of the force results in a component whose force-displacement diagram has a high force level when plastic deformation occurs over the entire deformation displacement and cannot be used as a force transmission element for the invention.

If a geometrically incompatible accident counterpart first strikes the oblique column and the deformation element, the X-shaped structure formed by the plates reacts sensitively enough and collapses by a strongly eccentric load which, by means of the assumed plastic deformation of the oblique column immediately thereafter, also has the characteristic of being more easily driven by the deformation, so that in such a case the force transmission element also only contributes very little to the energy dissipation.

One embodiment of the force transmission element provides that the individual plates forming the essentially X-shaped force transmission element are provided with respectively different thicknesses. Hereby the advantage is obtained that the failure load of the plate and the direction of its buckling can be accurately adjusted. Such a structure can be well designed with computer-supported simulations with respect to its strength (failure load) and its plastic deformation behavior.

Furthermore, it is recommended that one plate of such an X-shaped structure is constructed in one piece and is provided with a greater thickness than the other two plates. Whereby the failure load can be adjusted accurately.

It is also advantageous if the X-shaped structure of plates is composed of a plurality of plates, in particular three plates. This makes it possible to adjust the failure load and the buckling behavior particularly precisely.

It is recommended to join the plates at their intersection, wherein a welded connection is particularly advantageous.

As a further advantageous embodiment, the force transmission element can also be designed as a combined force transmission and energy absorption element which dissipates energy by deforming when a defined failure load is exceeded.

This can be done in a number of ways consistent with the state of the art in rail vehicle manufacturing. As specific possible embodiments, mention is made here of tubular crash elements which bend progressively when a peak force is exceeded, form-locking fixed components of a given strength, which are machined by the form-locking when a release force is exceeded, and tubular crash elements which expand, contract or peel off when a release force is exceeded.

With the invention described here, a rail vehicle with deformation zones is successfully specified, whose strength design for static loads and crash capability design for accident loads (with greater plastic deformation) can be carried out virtually and essentially separately, and which is also suitable for collisions with geometrically incompatible accident counterparts and in particular also for vehicles with vertical cabin ends provided with door openings. However, the deformation zone according to the invention can in principle be provided on all common rail vehicle types. Locomotives and trucks are considered herein as geometrically incompatible accident counterparts.

All customary deformation elements, in particular such deformation elements consisting of tubular profiles, can be used as deformation elements. It is likewise possible to use deformation elements consisting of aluminum honeycomb structures or of metal foam.

The invention is particularly well suited for rail vehicles which are to be approved in the united states, since the relevant standards specify that test longitudinal forces are to be introduced via the end transverse supports and therefore no deformation elements to be attached to the car ends can be provided, since these cannot withstand the test forces.

Drawings

The figures show by way of example:

FIG. 1 is a side view of a rail vehicle having vertical car ends according to the prior art;

FIG. 2 is a side view of a rail vehicle having affixed deformation zones;

FIG. 3 is a top view of a rail vehicle having affixed deformation zones;

FIG. 4 is a side view of a force transfer element;

FIG. 5 is a side view of a rail vehicle having affixed deformation zones and internal deformation elements;

FIG. 6 is an idealized force-displacement plot of a deformation element;

FIG. 7 is an idealized force-displacement diagram of a force transfer element;

FIG. 8 is a side view of a crash-computer simulation 1;

FIG. 9 is a side view 2 of a crash-computer simulation;

FIG. 10 is a side view 3 of a crash-computer simulation;

FIG. 11 is a side view of a crash-computer simulation 4;

FIG. 12 is a side view of a crash-computer simulation 5;

FIG. 13 is an oblique view of a crash-computer simulation 1;

FIG. 14 is an oblique view of a crash-computer simulation 2;

FIG. 15 is an oblique view of a crash-computer simulation 3;

FIG. 16 is an oblique view of a crash-computer simulation 4;

fig. 17 is an oblique view 5 of a collision-computer simulation.

Detailed Description

Fig. 1 shows a rail vehicle with vertical car ends according to the prior art, in a schematic and side view. One vehicle end of a rail vehicle is shown here, which has an end transverse support EQT at its end. Longitudinal forces act on the end transverse support EQT, which is accordingly dimensioned and, if necessary, equipped with fastening means for receiving bumpers, couplings or the like. Perpendicular to this end transverse support EQT, a corner post ES is provided, which extends from the end transverse support EQT as far as the roof of the rail vehicle. The lining panels V are essentially used for general protection and design purposes and have no strength in relation to a crash. The rail vehicle according to fig. 1 has no essential energy-dissipating properties, so that a high force is exerted on the passengers in the event of a crash.

Fig. 2 shows a rail vehicle with a spliced deformation zone in a schematic and side view. The principle of the deformation zone according to the invention is shown here, wherein the rail vehicle is constructed as in the exemplary embodiment shown in fig. 1 with respect to the prior art. The inventive deformation zone VZ is affixed to the rail vehicle on the end face and comprises a force transmission element KUE, which is arranged between the end transverse support EQT and the front transverse support FQT, which is arranged parallel to the end transverse support EQT and spaced apart toward the end of the vehicle cabin. Furthermore, a diagonal strut SS is provided, which connects the front transverse strut to a corner strut ES. The components of the deformation zone VZ (front transverse strut FQT, force transmission element KUE and diagonal strut SS) are designed or dimensioned such that they reliably transmit all operating and test forces between the end transverse strut EQT or the corner strut ES or crash strut KS and the front transverse strut FQT.

The batter post SS may also comprise vertical sections. The force transmission element ku has the same force-displacement diagram as shown in fig. 7 when subjected to a load.

Furthermore, the deformation zone VZ comprises deformation elements VE which are arranged on the end faces on the corner posts ES and which, when subjected to a load, have the same force-displacement diagram as shown in fig. 6 by way of example, and are therefore suitable for energy dissipation in the case of plastic deformation. These deformation elements VE are arranged such that they do not participate in the transmission of static loads and are only active when the force transmission element ku collapses or fails. Furthermore, the deformation element VE is effective in the event of a collision with a geometrically incompatible impact mass.

Fig. 3 shows a rail vehicle with affixed deformation zones, by way of example and schematically, in a top view with a force transmission element. The rail vehicle of fig. 2 is shown here. In this embodiment, four vertically arranged pillars are provided to which the end transverse supports EQT are connected. Two of the four pillars, that is, the corner pillars ES are disposed on the vehicle compartment outer side surface of the end portion cross brace EQT, and the other two pillars, that is, the collision pillars KS, are disposed spaced apart from the corner pillars ES toward the vehicle compartment center. The struts SS extend between the front transverse strut FQT and in each case one crash strut KS. Such a construction corresponds to the type of vehicle often desired in the united states, and the intermediate passage between the two batter posts SS can be easily realized. The space behind the transverse end brace EQT, in particular between a corner post ES and a crash post KS, is also well suited for arranging crash-proof cabs. The lining panels V may form inclined, rounded or vertical vehicle ends, depending on the desired vehicle shape.

Fig. 4 shows a force transmission element in a side view, by way of example and schematically. The force transmission element ku connecting the end transverse strut EQT to the front transverse strut FQT is shown here. This force transmission element ku has the same force-displacement relationship as shown in fig. 7. In order to obtain such a force-displacement relationship, it is particularly advantageous if the force transmission element KUE is formed by x-shaped plates and the intersection of the x-shaped plates of the force transmission element KUE is arranged transversely to the longitudinal direction of the vehicle. With this arrangement, the failure load can be calculated very well and the arrangement resists further deformation with only little resistance after collapse when the failure load is exceeded.

Fig. 5 shows a rail vehicle with a superimposed deformation zone and an inner deformation element, in an exemplary and schematic manner in a side view. A development of the rail vehicle according to the invention with a spliced deformation zone as shown in fig. 2 and 3 is shown here. The inner deformation element IVE is arranged in the center of the end cross braces and supports the advantageous deformation behavior of the rail vehicle according to the invention. This inner deformation element IVE is dimensioned such that it only functions after the force transmission element ku has failed and after the deformation element VE has been exhausted. Likewise, the inner deformation element IVE improves the deformation behavior of the rail vehicle in the event of a collision with a geometrically incompatible collision object, in particular in the event of a collision with a flatbed truck for which the deformation element VE is only deformed late or not at all.

Fig. 6 shows an idealized force-displacement diagram of a deformation element by way of example and schematically. An idealized force-displacement diagram of a typical deformation element VE during plastic deformation is shown here. The horizontal axis represents the deformation displacement x and the vertical axis represents the force F acting on the deformation element VE. The curve of the force F shows a strongly rising section and an immediately horizontal section upon further deformation. The region of this horizontal section (in which the continued deformation x occurs with constant force F) represents the basic region for energy dissipation. If the maximum deformation travel predefined structurally is used, i.e. the deformation element VE is completely compressed, a very steep force rise occurs and the deformation element VE no longer has a substantial energy dissipation effect.

Fig. 7 shows an idealized force-displacement diagram of a force-transmitting element, exemplarily and schematically. The force-displacement diagram of a typical force transmission element ku is shown in the case of plastic deformation or instability. The horizontal axis represents the deformation displacement x and the vertical axis represents the force F acting on the force transfer element ku. In contrast to the force-displacement diagram of the deformation element VE shown in fig. 6, the force-displacement curve of the force transmission element ku does not show the immediately horizontal force curve after the very steep force rise up to the maximum of the force F starting to deform. Fig. 7 shows the basic behavior of the force transmission element ku, i.e. on the one hand, the ability to reliably transmit a specific maximum force, but, if this maximum force is exceeded (if appropriate with a specific safety margin), it fails and no longer opposes further deformation with significant resistance. After a specific maximum force F has been exceeded, the further deformation takes place at a substantially lower force level than the maximum force F, which is practically negligible. A very steep force rise only occurs when the maximum deformation displacement predefined structurally is used, i.e. when the force transmission element ku is fully compressed.

Fig. 8 shows the collision-computer simulation in side view, stage 1-undeformed. A simulation of a collision with a locomotive L of a rail vehicle having a deformation zone affixed as shown in fig. 5 is shown here. The locomotive L represents a strong, substantially non-deformable and geometrically incompatible collision. The batter post SS has a vertical section. The locomotive L hits at a point above the front transverse strut FQT, and plastic deformation begins at this point. This embodiment shows a force transmission element ku different from the one shown in fig. 4.

Fig. 9 shows the collision-computer simulation, stage 2-first deformation, in side view. In order to show the evolution of the deformation process, all reference numerals have been omitted in fig. 9 to 12. The lining V does not resist deformation with a worth mentioning resistance and is already collapsed for this small deformation displacement. The batter post SS is partially straightened by the introduction of force at the location of contact with the locomotive L, the deformation element VE exhibiting a first deformation and dissipating the deformation energy. The force transfer element ku remains dimensionally stable.

Fig. 10 shows the collision-computer simulation, stage 3-severe deformation in side view. By further deformation, the oblique strut SS is straightened and the deformation elements VE lying behind it are almost compressed. In this deformation phase, the force transfer element KUE has collapsed, showing a first deformation of the corner posts ES.

Fig. 11 shows in side view the collision-computer simulation, stage 4-a very severe deformation. The deformation elements VE are completely depleted, resulting in a severe deformation of the corner posts ES.

Fig. 12 shows the collision-computer simulation, stage 5-extreme deformation in side view. In this phase, the corner post is bent violently towards the interior of the cabin, the deformation element of which has responded and has been exhausted.

Fig. 13 shows the collision-computer simulation in oblique view, stage 1-undeformed. The situation of fig. 8 is shown here in an oblique view and with a section in the middle in the longitudinal direction.

Fig. 14 shows the collision-computer simulation, stage 2-first deformation, in oblique view. This is an oblique view of the situation shown in fig. 9.

Fig. 15 shows in oblique view the collision-computer simulation, stage 3-severe deformation. This is an oblique view of the situation shown in fig. 10.

Fig. 16 shows in oblique view the collision-computer simulation, stage 4-very severe deformation. This is an oblique view of the situation shown in fig. 11.

Fig. 17 shows in oblique view the collision-computer simulation, stage 5-extreme deformation. This is an oblique view of the situation shown in fig. 12.

List of reference numerals:

eQT end transverse support

ES corner post

V-shaped lining plate

Zone of VZ deformation

FQT front transverse support

SS batter post

VE deformation element

KUE force transmission element

KS collision column

Deforming member inside IVE

Force F

x displacement of deformation

L locomotive.

Claims (10)

1. Rail vehicle with a spliced deformation zone, comprising at least one end transverse strut (EQT) arranged in the region of the end face and a substantially perpendicularly arranged corner post (ES) projecting from the end transverse strut (EQT), characterized in that a deformation zone (VZ) is provided on the end face, which deformation zone (VZ) comprises a front transverse strut (FQT) arranged parallel to the end transverse strut (EQT) at a distance in the direction of the end face and at least one force transmission element (KUE), wherein the at least one force transmission element (KUE) is arranged between the end transverse strut (EQT) and the front transverse strut (FQT) and transmits a longitudinal pressure between the end transverse strut (EQT) and the front transverse strut (FQT) without plastic deformation up to a specific value and fails when this specific value is exceeded, and the force transmission element is formed by x-shaped plates and the intersection line of the x-shaped plates of the force transmission element (KUE) is arranged transversely to the longitudinal direction of the vehicle.

2. Rail vehicle with affixed deformation zones according to claim 1, characterized in that at least one deformation element (VE) is provided, which is arranged such that the deformation of the at least one deformation element (VE) occurs only after the force transmission element (KUE) has failed.

3. Rail vehicle with affixed deformation zone according to claim 1 or 2, characterized in that at least one oblique column (SS) is arranged between the frontal transverse support (FQT) and the corner column (ES).

4. The rail vehicle with affixed deformation zones according to claim 1 or 2, characterized in that the underframe of the rail vehicle is equipped with at least one internal deformation element (IVE) between the center of the car and the end transverse supports (EQT).

5. Rail vehicle with affixed deformation zone according to claim 1 or 2, characterized in that a lining plate (V) is provided which lines the components of the deformation zone (VZ).

6. Rail vehicle with affixed deformation zone according to claim 5, characterized in that the lining plate (V) is made of plastic.

7. Rail vehicle with affixed deformation zones according to claim 4, characterized in that the at least one deformation element (VE) or the at least one inner deformation element (IVE) is constructed as an aluminum honeycomb structure.

8. Rail vehicle with affixed deformation zone according to claim 4, characterized in that the at least one deformation element (VE) or the at least one inner deformation element (IVE) is composed of metal foam.

9. Rail vehicle with affixed deformation zones according to claim 4, characterized in that the at least one deformation element (VE) or the at least one inner deformation element (IVE) is designed as a tubular profile.

10. The rail vehicle with affixed deformation zones according to claim 1 or 2, characterized in that the deformation zones (VZ) are arranged on both end faces of the rail vehicle.