Abstract
A rail vehicle including at least one deformation zone arranged at each end side, where the deformation zone has a collision frame, a multiplicity of deformation elements and two A pillars, where the deformation elements are oriented radially about the front structure of the wagon body and are respectively connected at one of their ends to the wagon body, and where the collision frame connects the ends, facing away from the wagon body, of the deformation elements and is arranged about the front structure of the wagon body in an arcuate manner, and where the two A pillars each extend between the wagon body and the collision frame and are permanently connected to the collision frame.
Claims
1. A rail vehicle, comprising: at least one deformation zone arranged on an end face of the rail vehicle, the at least one deformation zone comprising: a collision frame having side ends which are joined to the wagon body structure; a plurality of deformation elements incorporated; and two A-pillars; wherein the plurality of deformation elements are aligned radially around a front structure of a wagon body of the rail vehicle and are each joined to the wagon body at one end of the wagon body; wherein the collision frame joins together those ends of the deformation elements which face away from the wagon body and is arranged in an arcuate shaped manner around the front structure of the wagon body; and wherein each of the two A-pillars extends between the wagon body and the collision frame and is permanently connected to the collision frame.
2. The rail vehicle as claimed in claim 1, wherein the plurality of deformation elements are arranged in several horizontal planes.
3. The rail vehicle as claimed in claim 2, wherein the plurality of deformation elements (3) are constructed as crash tubes.
4. The rail vehicle as claimed in claim 1, wherein the plurality of deformation elements are constructed as crash tubes.
5. The rail vehicle as claimed in claim 1, wherein the at least one deformation zone includes an anticlimber which is arranged on a nose of the vehicle on the collision frame.
6. The rail vehicle as claimed in claim 1, wherein the at least one deformation zone includes a front deformation element which is arranged on the nose of the vehicle on the collision frame.
7. The rail vehicle as claimed in claim 1, wherein the at least one deformation zone is formed as an assembly which is removably affixed to the wagon body.
Description
BRIEF DESCRIPTION OF THE DRAWINGS
(1) Shown by way of example are:
(2) FIG. 1 is an oblique view of a rail vehicle with a deformation zone in accordance with the invention;
(3) FIG. 2 is a plan view of a rail vehicle with a deformation zone in accordance with the invention;
(4) FIG. 3 is a side view of a rail vehicle with a deformation zone in accordance with the invention;
(5) FIG. 4 is a view of vehicles of the same construction, before a collision in accordance with the invention;
(6) FIG. 5 is a view of vehicles of the same construction, during a collision in accordance with the invention;
(7) FIG. 6 is a side view of vehicles of the same construction, before the collision in accordance with the invention;
(8) FIG. 7 is a side view of vehicles of the same construction, during the collision in accordance with the invention;
(9) FIG. 8 is a side view of an oblique collision with a goods vehicle in accordance with the invention; and
(10) FIG. 9 is an oblique view of an oblique collision with the goods vehicle in accordance with invention.
DETAILED DESCRIPTION OF THE EXEMPLARY EMBODIMENTS
(11) FIG. 1 shows by way of example and schematically a rail vehicle with a deformation zone, viewed obliquely. A rail vehicle 1 is shown which is designed as a tram. It incorporates a wagon body 5 with a driver's console 8. On the end face, a deformation zone is provided, incorporating two A-pillars 4, a collision frame 2 and a plurality of deformation elements 3. The collision frame 2 is constructed of several linear segments and extends in an arc shape manner in front of the front end of the wagon body 5. Between the wagon body 5 and the collision frame 2 is a plurality of deformation elements 3, arranged essentially radially or in a fan shape. An exemplary embodiment is shown in which the deformation elements 3 are arranged in two horizontal planes. As a result, the collision frame 2 is implemented as a segment-shaped mesh construction, which joins together the ends of the deformation elements 3 which face away from the wagon body 5. The A-pillars 4 are constructed as curved corner pillars and extend between the wagon body 5 and the collision frame, and each of them is joined to these components. The points where the A-pillars 4 join onto the collision frame 2 should be constructed so rigidly that the forces introduced into the A-pillars 4 can be directed into the deformation elements 3 without these joints failing. The illustrated exemplary embodiment shows a deformation zone with four deformation elements 3 oriented in the longitudinal direction of the vehicle, and on each side two deformation elements 3 aligned roughly at 45 degrees to the longitudinal direction of the vehicle. On the nose of the vehicle, the collision frame 2 is fitted with two anticlimbers 6. Between the two anticlimbers 6, a possible fixing point is provided for a front deformation element 7. Further components, in particular the cladding customary on the noses of vehicles, are not shown in FIG. 1. Because of their low strength, these claddings play no significant part in a deformation event.
(12) FIG. 2 shows by way of example and schematically a plan view of a rail vehicle with a deformation zone. Here, FIG. 2 shows the exemplary embodiment from FIG. 1. The radial arrangement of the deformation elements 3 is clearly to be seen.
(13) FIG. 3 shows by way of example and schematically a side view of a rail vehicle with a deformation zone. Here, the exemplary embodiment of FIG. 1 is shown.
(14) FIG. 4 shows by way of example and schematically a collision between two vehicles of the same construction, immediately before the collision. Two rail vehicles 1 like those illustrated in FIGS. 1 to 3 are shown in a position immediately before a collision. The two vehicles 1 are on the same tracks. The illustration shows a collision typical of that in the region of stops.
(15) FIG. 5 shows by way of example and schematically a collision between two vehicles of the same construction, during a collision. Here, FIG. 5 illustrates the collision scenario of FIG. 4 as it has progressed. The anticlimbers on the two vehicles 1 are hooked into each other and prevent riding up. The deformation elements 3 on the two vehicles 1 have been activated, whereby those on the right-hand vehicle have dissipated more energy. The space around the driver's console 8 has retained a stable shape.
(16) FIG. 6 shows by way of example and schematically an oblique view of a collision between two vehicles of the same construction, immediately before the collision. The situation shown is that from the illustration in FIG. 4.
(17) FIG. 7 shows by way of example and schematically a collision between two vehicles of the same construction, as the collision has progressed. The situation shown is that from the illustration in FIG. 5.
(18) FIG. 8 shows by way of example and schematically a side view of an oblique collision of a rail vehicle with a goods vehicle. The collision scenario illustrated is between a rail vehicle 1 and a goods vehicle 9. The rail vehicle 1 is constructed as shown in FIGS. 1 to 3. Of the goods vehicle 9, only a frame of a load surface is shown, because on the one hand this is the most rigid component of a goods vehicle, and a collision with this frame is one of the most frequent collision scenarios. The collision occurs at an angle of about 45 degrees to the longitudinal axis of the rail vehicle. The A-pillar 4 absorbs the collision energy and converts this energy partially within itself into deformation work and, on the other hand, directs the collision energy into the deformation elements 3. Without the A-pillars, the collision illustrated would be very dangerous for the vehicle driver, because the load surface of the goods vehicle 9 could penetrate unhindered into the vehicle driver's space.
(19) FIG. 9 shows by way of example and schematically an oblique view of an oblique collision of a rail vehicle with a goods vehicle. An oblique view of the collision scenario from FIG. 8 is illustrated. FIG. 9 shows the activation of the left-hand deformation elements 3 together with a gentle actuation of the deformation elements 3 oriented in the longitudinal direction of the vehicle. A rail vehicle without a deformation zone in accordance with the invention could, even if it were equipped with conventional deformation elements, be practically completely unable to absorb impact energy in such a collision, because the conventional deformation elements would kink outwards and lose their energy dissipating property.
(20) Thus, while there have been shown, described and pointed out fundamental novel features of the invention as applied to a preferred embodiment thereof, it will be understood that various omissions and substitutions and changes in the form and details of the devices illustrated, and in their operation, may be made by those skilled in the art without departing from the spirit of the invention. For example, it is expressly intended that all combinations of those elements which perform substantially the same function in substantially the same way to achieve the same results are within the scope of the invention. Moreover, it should be recognized that structures and/or elements shown and/or described in connection with any disclosed form or embodiment of the invention may be incorporated in any other disclosed or described or suggested form or embodiment as a general matter of design choice. It is the intention, therefore, to be limited only as indicated by the scope of the claims appended hereto.
