EP0915001B1 - Connection between vehicle bodies - Google Patents
Connection between vehicle bodies Download PDFInfo
- Publication number
- EP0915001B1 EP0915001B1 EP98120736A EP98120736A EP0915001B1 EP 0915001 B1 EP0915001 B1 EP 0915001B1 EP 98120736 A EP98120736 A EP 98120736A EP 98120736 A EP98120736 A EP 98120736A EP 0915001 B1 EP0915001 B1 EP 0915001B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- fact
- vehicle box
- realized
- box bodies
- transmission
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
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Classifications
-
- 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
- B61D17/20—Communication passages between coaches; Adaptation of coach ends therefor
-
- 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
Definitions
- the invention relates to a device for connecting car bodies or the like Components of a train set, preferably of vehicles of the rail - passenger traffic.
- Car body connections generally consist of the assemblies assigned to the respective intended use. These are traction and impact devices for the transmission of tractive and compressive forces or shock energy absorption, electrical, pneumatic and hydraulic connections, transition devices for people and special devices, for example to ensure certain requirements for driving comfort. With the assignment of certain appropriate functions to the individual modules, there are limits to their further technical development. This primarily concerns the elimination of the disadvantage of the selective transmission of tractive and compressive force between the car bodies, which is also carried out eccentrically with regard to their structural cross section.
- the bodywork connections of freely adjustable rail vehicles must be technically and operationally compatible and comply with international agreements that exclude deviating technical solutions.
- EP 0 343 482 describes a coupling joint described between two railroad cars. It connects, carried by a bogie, two car bodies with each other in such a way that a cylindrical axis and a frustoconical plate tensile, compressive and inclined forces are absorbed. This has the disadvantage that the forces occur here selectively and not so can be distributed over the entire face of the car body. Similar relationships are shown in DE OS 44 22 109 and DE OS 44 22 581. With the detachable Running gear arrangement and the connection device of adjacent car bodies occur the forces at certain points and cannot be extended to other areas to distribute.
- the aim of the invention is, in particular for closed rail vehicle units the possibilities of a tailored to the body cross-section To use traction and pressure force transmission and thus a prerequisite for economic To create rail vehicle configurations that further development of the technical and safety standards.
- the invention has for its object a car body connection of the beginning to create the type mentioned in avoiding the deficiencies of the prior art in Rule - load range the operationally occurring tensile, compressive or shock loads including the impact energy between the car bodies and absorbs the reaction forces largely transfers evenly to their structure, which in the overload area, e.g. due to collision, has a gradual energy absorption and crash ability and prevents individual rail vehicles from climbing or breaking out and in the sense of functional integration further to a car body connection Requirements to be made, such as pressure improvement, sound. and thermal insulation as well fulfills the unhindered transition of people.
- the object is characterized by the features of claim 1 solved.
- the ends of the car bodies to be connected are designed and equipped in the manner of ring frames. Between the end faces is an annular device adapted to the profile of the car body cross section, similar to the principle of the rubber bellows of an air spring, which is in operative connection with the ends of the car bodies which are kept at a defined distance and enables their relative movements caused by load and travel path.
- the mechanical, pneumatic and / or hydraulic pressure force transmission is passive or active in relation to the pressure loads to be transmitted so that after exceeding defined load limits, one reversible and one irreversibly deformable area, the ends of the car body designed as additional energy absorption zones are used for a controlled deformation.
- the traction is also transmitted by the device similar to the rubber bellows of an air spring in conjunction with integrated transmission elements, which are embedded in a deformable material that fills the device, are designed in the horizontal direction as a shaped spring and on the end faces for attachment to the end faces of the car bodies.
- additional mechanical tension members known per se and adapted to the geometrical conditions of the device, can be used for the transmission of tractive power while ensuring the relative movements of the car bodies caused by the load and travel path.
- the operative connection between the device and the ring-frame-like ends of the car bodies is pressure-tight and also to be carried out in such a way that the desired electrical, pneumatic and / or hydraulic lines are coupled by means of integrated interfaces.
- the car body connection is established by a device 3 similar to the rubber bellows of an air spring, which is fastened to the ends 1 and 2 with connecting elements 4, not shown, distributed over the entire car body cross section.
- the device 3 also integrates ring-shaped transmission elements 6 which are distributed over the entire body cross section and are equipped with suspension properties and are suitable for distributing the tensile and compressive forces on the body cross section of the ends 1 and 2 are.
- the energy absorption as a result of tensile and compressive loads or vibrations takes place by deforming the areas 7 of the transmission elements 6 designed as a shaped spring, utilizing the internal friction of the material 5 involved in the deformation, reversible within predetermined load limits and irreversible after they have been exceeded.
- the connecting elements 4 permit the replacement of the device 3 which has become unusable after irreversible deformation.
- the device 3 according to the invention also allows additional deformation areas 8 and 9 to be assigned to the ring frame-like ends 1 and 2 by the uniform introduction of impact energy into the car bodies I and II small deformation length L is capable of absorbing additional impact energy, eg in the event of a collision.
- the device 3 has one or more drillings 10 which are appropriate to the requirements and which can be combined with coupling devices (not shown in more detail) as interfaces for simple assembly.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Life Sciences & Earth Sciences (AREA)
- Wood Science & Technology (AREA)
- Vibration Dampers (AREA)
- Vehicle Body Suspensions (AREA)
- Handcart (AREA)
- Joining Of Building Structures In Genera (AREA)
- Body Structure For Vehicles (AREA)
Abstract
Description
Die Erfindung betrifft eine Vorrichtung zum Verbinden von Wagenkästen oder ähnlichen Bestandteilen einer Zuggarnitur, vorzugsweise von Fahrzeugen des Schienen - Personenverkehrs.The invention relates to a device for connecting car bodies or the like Components of a train set, preferably of vehicles of the rail - passenger traffic.
Wagenkastenverbindungen nach dem bekannten Stand der Technik bestehen im allgemeinen
aus den dem jeweiligen Verwendungszweck zugeordneten Baugruppen.
Dies sind Zug- und Stoßeinrichtungen zur Zug- und Druckkraftübertragung bzw. Stoßenergieaufnahme,
elektrische, pneumatische und hydraulische Verbindungen, Übergangseinrichtungen
für Personen sowie Sondereinrichtungen, z.B. zur Gewährleistung
bestimmter Anforderungen an den Fahrkomfort.
Mit der Zuordnung bestimmter zweckentsprechender Funktionen auf die einzelnen
Baugruppen sind diesen in der technischen Weiterentwicklung Grenzen gesetzt. Vorrangig
betrifft dies die Beseitigung des Nachteils der punktuellen Zug- und Druckkraftübertragung
zwischen den Wagenkästen, die in bezug auf deren Strukturquerschnitt
zudem noch exzentrisch erfolgt. Die Wagenkastenverbindungen von freizügig einstellbaren
Schienenfahrzeugen müssen technisch und betrieblich kompatibel sein und den
internationalen Vereinbarungen entsprechen, die abweichende technische Lösungen
ausschließen. Wagenkastenverbindungen geschlossener Schienenfahrzeugeinheiten,
z.B. Triebzüge, weisen dagegen trotz notwendiger technischer und betrieblicher Kompatibilität
einen erheblichen Gestaltungsspielraum auf. Dieser wurde bisher nur partiell
genutzt und in der Regel auf die Ausschöpfung des Vorteils beschränkt, daß die Schienenfahrzeuge
allenfalls in einer Werkstatt getrennt werden müssen.Car body connections according to the known prior art generally consist of the assemblies assigned to the respective intended use. These are traction and impact devices for the transmission of tractive and compressive forces or shock energy absorption, electrical, pneumatic and hydraulic connections, transition devices for people and special devices, for example to ensure certain requirements for driving comfort.
With the assignment of certain appropriate functions to the individual modules, there are limits to their further technical development. This primarily concerns the elimination of the disadvantage of the selective transmission of tractive and compressive force between the car bodies, which is also carried out eccentrically with regard to their structural cross section. The bodywork connections of freely adjustable rail vehicles must be technically and operationally compatible and comply with international agreements that exclude deviating technical solutions. Car body connections of closed rail vehicle units, such as multiple units, on the other hand, despite the necessary technical and operational compatibility, have considerable scope for design. So far, this has only been partially used and, as a rule, limited to exploiting the advantage that the rail vehicles may need to be separated in a workshop.
Mögliche Funktionskoppelungen werden nur partiell angewendet, z.B. bei Wagenkastenaufhängungen, Gelenkkupplungen sowie Neigeeinrichtungen von Triebzügen und anderen Schienenfahrzeugeinheiten. In der EP 0 343 482 wird ein Kupplungsgelenk zwischen zwei Eisenbahnwagen beschrieben. Es verbindet, getragen von einem Drehgestell, zwei Wagenkästen derart miteinander, daß über eine zylindrische .Achse und eine kegelstumpfförmige Platte Zug-, Druck- und Neigungskräfte aufgenommen werden. Das hat den Nachteil, daß die Kräfte hierbei punktuell auftreten und sich so nicht auf die gesamte Stimfläche des Wagenkastens verteilen können. Ähnliche Verhältnisse sind in der DE OS 44 22 109 und DE OS 44 22 581 dargestellt. Bei der kuppelbaren Fahrwerksanordnung und der Verbindungseinrichtung benachbarter Wagenkästen treten die Kräfte an bestimmten Punkten auf und lassen sich nicht auf weitere Flächen verteilen. Auch bei Übergangseinrichtungen, wie in der OS 31 24 779 und der PS 34 01 555 beschrieben, kann infolge der funktionellen Anordnung keine Weiterverteilung der Kräfte erfolgen. In der PS - US 3,678,863 ist ein Gelenkeisenbahnwagen beschrieben, bei dem die Wagenkästen durch eine in einer vertikalen Ebene angeordneten Gelenkkonstruktion verbunden sind. Diese bewirkt zwar in Bezug auf die fachwerkförmigen Fahrzeuggerippe eine Zwei - Punkt - Krafteinleitung, ist jedoch für Wagenkästen von Fahrzeugen des Schienenpersonenverkehrs funktionell nicht anwendbar.Possible functional linkages are only partially used, e.g. for car body suspensions, Articulated couplings and tilting devices for multiple units and other rail vehicle units. EP 0 343 482 describes a coupling joint described between two railroad cars. It connects, carried by a bogie, two car bodies with each other in such a way that a cylindrical axis and a frustoconical plate tensile, compressive and inclined forces are absorbed. This has the disadvantage that the forces occur here selectively and not so can be distributed over the entire face of the car body. Similar relationships are shown in DE OS 44 22 109 and DE OS 44 22 581. With the detachable Running gear arrangement and the connection device of adjacent car bodies occur the forces at certain points and cannot be extended to other areas to distribute. Also for transitional facilities, such as in OS 31 24 779 and PS 34 01 555 described, due to the functional arrangement, no redistribution of the Forces occur. In the PS - US 3,678,863 an articulated railroad car is described, in which the car bodies by a hinge structure arranged in a vertical plane are connected. Although this causes in relation to the truss-shaped Vehicle frame is a two - point force transmission, but is for car bodies from Rail passenger vehicles are not functionally applicable.
In der Reichs-Patentschrift DE 640 970 wird, im Zusammenhang mit einer windschnittigen Ausbildung der Stirnflächen kuppelfähiger Eisenbahnfahrzeuge, eine den heute gebräuchlichen Gummiwulstabdichtungen ähnliche Windverkleidung beschrieben, die außerdem dem Wagenkastenquerschnitt angepasst ist. Durch zusätzliche innere Druckfedern soll diese Windverkleidung Druckkräfte aufnehmen und damit auch als Rammkonstruktion wirken können. Die vorgesehene Druckkraftübertragung ist in Folge der für die konventionelle Zug- und Stoßeinrichtung notwendigen Aussparung der Windverkleidung im unteren Bereich jedoch in dem am stärksten belastbaren Kopfstückbereich unwirksam und damit ausschließlich auf den weitaus weniger widerstandsfähigen Wagenkastenaufbau begrenzt. Eine definierte Druckkraftübertragungsmöglichkeit schließt das Lösungsprinzip dieser Windverkleidung ebenso aus, wie eine Zugkraftübertragungsmöglichkeit.In the Reichs patent DE 640 970, in connection with a streamlined Formation of the end faces of dome-capable railway vehicles, one of those today windshield similar to the usual rubber bead seals described is also adapted to the body cross-section. Through additional inner This wind cladding should absorb pressure forces and thus also as compression springs Pile construction can act. The intended transmission of pressure force is in a row the recess required for the conventional pulling and pushing device Wind cladding in the lower area, however, in the most resilient head piece area ineffective and thus exclusively on the much less resistant Body structure limited. A defined pressure transmission option excludes the solution principle of this windshield as well as one Traction transfer option.
Das Ziel der Erfindung besteht darin, insbesondere für geschlossene Schienenfahrzeugeinheiten die Möglichkeiten einer auf den Wagenkastenquerschnitt abgestimmten Zug- und Druckkraftübertragung zu nutzen und damit eine Voraussetzung für wirtschaftliche Schienenfahrzeugkonfigurationen zu schaffen, die eine weitere Entwicklung des technischen und Sicherheitsstandards gestatten.The aim of the invention is, in particular for closed rail vehicle units the possibilities of a tailored to the body cross-section To use traction and pressure force transmission and thus a prerequisite for economic To create rail vehicle configurations that further development of the technical and safety standards.
Der Erfindung liegt die Aufgabe zugrunde, eine Wagenkastenverbindung der eingangs
genannten Art zu schaffen, die bei Vermeidung der Mängel des Standes der Technik im
Regel - Lastbereich die betrieblich auftretenden Zug-, Druck- bzw. Stoßbelastungen
einschließlich der Stoßenergie zwischen den Wagenkästen aufnimmt und die Reaktionskräfte
weitgehend gleichmäßig auf deren Struktur überträgt, die im Überlastbereich,
z.B. infolge Kollision, eine stufenweise Energieabsorptions- sowie Crashfähigkeit aufweist
und dabei das Aufklettern bzw. Ausbrechen einzelner Schienenfahrzeuge verhindert
und im Sinne einer Funktionsintegration weitere an eine Wagenkastenverbindung
zu stellende Anforderungen, wie Druckertüchtigung, Schall. und Wärmedämmung sowie
den ungehinderten Übergang von Personen erfüllt. Erfindungsgemäß wird die Aufgabe durch die Merkmale
des Anspruchs 1 gelöst.The invention has for its object a car body connection of the beginning
to create the type mentioned in avoiding the deficiencies of the prior art in
Rule - load range the operationally occurring tensile, compressive or shock loads
including the impact energy between the car bodies and absorbs the reaction forces
largely transfers evenly to their structure, which in the overload area,
e.g. due to collision, has a gradual energy absorption and crash ability
and prevents individual rail vehicles from climbing or breaking out
and in the sense of functional integration further to a car body connection
Requirements to be made, such as pressure improvement, sound. and thermal insulation as well
fulfills the unhindered transition of people. According to the invention, the object is characterized by the features
of
Die Enden der zu verbindenden
Wagenkästen sind ringspantähnlich ausgeführt und ausgerüstet. Zwischen den Stirnflächen
ist eine dem Profil des Wagenkastenquerschnitts angepasste ringförmige, dem
Prinzip des Gummibalgs einer Luftfeder ähnliche Vorrichtung eingesetzt, welche in
Wirkverbindung mit den in einem definierten Abstand gehaltenen Enden der Wagenkästen
steht und deren belastungs- und fahrwegsbedingte Relativbewegungen ermöglicht.
Die mechanische, pneumatische und / oder hydraulische Druckkraftübertragung
ist passiv oder aktiv wirkend in Bezug auf die zu übertragenden Drucklasten So abgestimmt,
daß nach Überschreitung definierter Belastungsgrenzen je eines reversibel und
eines irreversibel verformbaren Bereiches die als zusätzliche Energieabsorptionszonen
ausgebildeten Wagenkastenenden zu einer kontrollierten Verformung herangezogen
werden.
Die Zugkraftübertragung erfolgt ebenfalls durch die dem Gummibalg einer Luftfeder
ähnliche Vorrichtung in Verbindung mit integrierten Übertragungselementen, die in einen
die Vorrichtung ausfüllenden, verformbaren Werkstoff eingelassen, in horizontaler
Richtung als Formfeder und an den Stirnseiten zur Befestigung an den Stirnflächen der
Wagenkästen ausgebildet sind. Bei Bedarf können zur Zugkraftübertragung zusätzliche,
an sich bekannte und den geometrischen Verhältnissen der Vorrichtung angepasste
mechanische Zugglieder unter Gewährleistung der belastungs- und fahrwegsbedingten
Relativbewegungen der Wagenkästen eingesetzt werden. Die Wirkverbindung zwischen
der Vorrichtung und den ringspantähnlichen Enden der Wagenkästen ist druckdicht
und ferner so auszuführen, daß mittels integrierter Schnittstellen die gewünschten
elektrischen, pneumatischen und / oder hydraulische Leitungen gekuppelt werden.The ends of the car bodies to be connected are designed and equipped in the manner of ring frames. Between the end faces is an annular device adapted to the profile of the car body cross section, similar to the principle of the rubber bellows of an air spring, which is in operative connection with the ends of the car bodies which are kept at a defined distance and enables their relative movements caused by load and travel path. The mechanical, pneumatic and / or hydraulic pressure force transmission is passive or active in relation to the pressure loads to be transmitted so that after exceeding defined load limits, one reversible and one irreversibly deformable area, the ends of the car body designed as additional energy absorption zones are used for a controlled deformation.
The traction is also transmitted by the device similar to the rubber bellows of an air spring in conjunction with integrated transmission elements, which are embedded in a deformable material that fills the device, are designed in the horizontal direction as a shaped spring and on the end faces for attachment to the end faces of the car bodies. If required, additional mechanical tension members, known per se and adapted to the geometrical conditions of the device, can be used for the transmission of tractive power while ensuring the relative movements of the car bodies caused by the load and travel path. The operative connection between the device and the ring-frame-like ends of the car bodies is pressure-tight and also to be carried out in such a way that the desired electrical, pneumatic and / or hydraulic lines are coupled by means of integrated interfaces.
Die Erfindung ist nachstehend an einem Ausführungsbeispiel näher erläutert. Die zeichnerischen Darstellungen zeigen in
- Fig. 1
- -eine Ansicht der Vorrichtung in der Seitenansicht der Enden der Wagenkästen,
- Fig. 2
- -eine Ansicht der Vorrichtung als Schnittdarstellung der Seitenansicht der Wagenkastenverbindung und
- Fig. 3
- -eine Ansicht der Vorrichtung als Darstellung der Draufsicht der Wagenkastenverbindung.
- Fig. 1
- -a view of the device in the side view of the ends of the car bodies,
- Fig. 2
- -A view of the device as a sectional view of the side view of the car body connection and
- Fig. 3
- -A view of the device as a representation of the top view of the car body connection.
Zwischen den ringspantähnlichen Enden 1 und 2 der Wagenkästen I und II wird die
Wagenkastenverbindung durch eine dem Gummibalg einer Luftfeder ähnlich Vorrichtung
3 hergestellt, die mit über den gesamten Wagenkastenquerschnitt verteilten, nicht
näher dargestellten Verbindungselementen 4 an den Enden 1 und 2 befestigt ist. Bei
dem im Ausführungsbeispiel verwendeten elastisch verformbaren Werkstoff 5, z.B. ein
Verbundwerkstoff, der Vorrichtung 3 sind ebenfalls ringförmig über den gesamten Wagenkastenquerschnitt
verteilte, mit Federungseigenschaften ausgestattete Übertragungselemente
6 integriert, die zur Verteilung der Zug -und Druckkräfte auf den Wagenkastenquerschnitt
der Enden 1 und 2 geeignet sind. Die durch die Vorrichtung 3 im
definierten Abstand a gehaltenen Enden 1 und 2 der Wagenkästen I und II sind infolge
der elastischen Eigenschaften des Werkstoffs 5 und der Übertragungselemente 6 der
Vorrichtung 3 in der Lage, belastungs- und fahrwegbedingte Relativbewegungen zueinander
auszuführen. Die Energieaufnahme infolge Zug- und Druckkraftbelastungen bzw.
Schwingungen erfolgt durch Verformung der als Formfeder ausgeführten Bereiche 7
der Übertragungselemente 6 unter Ausnutzung der inneren Reibung des mit in die
Verformung einbezogenen Werkstoffs 5 innerhalb vorgegebener Belastungsgrenzen
reversibel und nach deren Überschreitung irreversibel. Die Verbindungselemente 4
gestatten den Austausch der nach irreversibler Verformung unbrauchbar gewordenen
Vorrichtung 3. Die erfindungsgemäße Vorrichtung 3 gestattet es ferner, durch die
gleichmäßige Stoßenergieeinleitung in die Wagenkästen I und II den ringspantähnlichen
Enden 1 und 2 zusätzliche Verformungsbereiche 8 und 9 zuzuordnen, die auf eine
verhältnismäßig geringe Verformungslänge L zur Aufnahme weiterer Stoßenergie, z.B.
im Kollisionsfall, in der Lage sind.
Zur Integration der für den Zugbetrieb erforderlichen elektrischen, pneumatischen und
hydraulischen Übertragungsleitungen in die Wagenkastenverbindung weist die Vorrichtung
3 eine oder mehrere den Erfordernissen angemessene Durchörterungen 10
auf, die mit nicht näher dargestellten Kuppeleinrichtungen als Schnittstellen für eine
einfache Montage kombiniert werden können. Between the ring frame-
In order to integrate the electrical, pneumatic and hydraulic transmission lines required for the train operation into the car body connection, the
- II
- Wagenkastencar body
- IIII
- Wagenkastencar body
- 11
- Endenend up
- 22
- Endenend up
- 33
- Vorrichtungcontraption
- 44
- Verbindungselementconnecting element
- 55
- Werkstoffmaterial
- 66
- ÜbertagungselementAbout conference element
- 77
- Formfedershaped spring
- 88th
- Verformungsbereichedeformation regions
- 99
- Verformungsbereichedeformation regions
- 1010
- DurchörterungIntersections
- aa
- Abstanddistance
- LL
- Verformungslängedeformation length
Claims (6)
- A device for interconnecting vehicle box bodies (I, II) with ends (1, 2) that are realized similar to strengthening rings, preferably rail vehicles used for transporting passengers, with the aid of elastic moulded parts, characterized by the fact that the annular device (3) that this realized similar to the rubber bellows of a pneumatic spring contains a conventional elastic covering, wherein this elastic covering is filled with an elastically deformable material (5) that has energy absorption properties and is irreversibly deformed in a plastic fashion after predetermined load limits are exceeded and additional energy is absorbed, wherein transmission elements (6) equipped with springable regions (7) are integrated into said material and annularly distributed over the entire vehicle box body cross section, wherein said transmission elements transmit the occurring tensile forces onto the ends (1, 2) by means of connecting elements (4) and cause a uniform distribution of the compressive forces onto the ends (1, 2) in connection with the material (5), and wherein relative movements between the vehicle box bodies caused by load changes and track conditions are not impaired.
- The device according to Claim 1, characterized by the fact that, if so required, an additional transmission of compressive forces between the ends (1, 2) of the vehicle box bodies (I, II) is realized by utilizing conventional hydraulic and/or pneumatic and/or mechanical components that are integrated into the device (3), and by the fact that, if so required, an additional transmission of tensile forces is realized with the aid of conventional mechanical and/or pneumatic and/or hydraulic traction elements that are integrated into the device (3).
- The device according to Claims 1 and 2, characterized by the fact that the device (3) is mounted in a pressure-tight fashion on the ends (1, 2) of the vehicle box bodies (I, II) by means of connecting elements (4) and exchangeable after having been irreversibly deformed.
- The device according to Claims 1-3, characterized by the fact the device (3) contains at least one through-hole (10).
- The device according to Claims 1-4, characterized by the fact that the material (5) consists of a composite material.
- A vehicle box body with a device according to one of Claims 1-5, characterized by the fact that, after the load limits of the irreversible deformation region of the material (5) are exceeded, the compressive forces are introduced in a uniformly distributed fashion into deformation regions (8, 9) that are realized in the form of additional energy absorption zones in the ends (1, 2) of the vehicle box bodies (I, II), namely in connection with the transmission elements (6).
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19749507A DE19749507B4 (en) | 1997-11-08 | 1997-11-08 | Connecting vehicle bodies |
| DE19749507 | 1997-11-08 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| EP0915001A1 EP0915001A1 (en) | 1999-05-12 |
| EP0915001B1 true EP0915001B1 (en) | 2003-08-13 |
Family
ID=7848096
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP98120736A Expired - Lifetime EP0915001B1 (en) | 1997-11-08 | 1998-11-02 | Connection between vehicle bodies |
Country Status (5)
| Country | Link |
|---|---|
| EP (1) | EP0915001B1 (en) |
| AT (1) | ATE247013T1 (en) |
| DE (2) | DE19749507B4 (en) |
| DK (1) | DK0915001T3 (en) |
| ES (1) | ES2201392T3 (en) |
Families Citing this family (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE19952733A1 (en) * | 1999-10-27 | 2001-05-10 | Deutsche Bahn Ag | Vehicle segment for a rail-bound articulated vehicle |
| ES2278240T3 (en) * | 2004-03-24 | 2007-08-01 | Hubner Gmbh | FRONT OF AN INTERCOM COMMUNICATION GATE BETWEEN TWO BOXES OF COUPLED VEHICLES BETWEEN, WITH AN ABSORBENT FRAME OF IMPACTS. |
| JP2013001195A (en) | 2011-06-14 | 2013-01-07 | Hitachi Ltd | Railroad vehicle with collision energy absorption structure |
| DE112013002238B4 (en) | 2012-04-25 | 2021-11-11 | Hitachi, Ltd. | Railroad car body structure with shock absorbing structure |
| DE102016114355A1 (en) * | 2016-08-03 | 2018-02-08 | HÜBNER GmbH & Co. KG | MULTI-TILTED VEHICLES OR VEHICLES INCLUDING MULTILAYERED VEHICLES OR VEHICLES, SUCH AS A RAIL VEHICLE OR A JOINT BUS |
| DE102018130813A1 (en) | 2018-12-04 | 2020-06-04 | Bombardier Transportation Gmbh | VEHICLE SEGMENT FOR A MULTIPLE RAIL VEHICLE AND RAIL VEHICLE |
| DE102018132455A1 (en) | 2018-12-17 | 2020-06-18 | Bombardier Transportation Gmbh | Passenger cars and rail vehicles |
Family Cites Families (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE640970C (en) * | 1935-01-19 | 1937-01-16 | Deutsche Reichsbahn | Streamlined design of the front surfaces of couplable railway vehicles |
| GB737974A (en) * | 1952-10-08 | 1955-10-05 | Alweg Forschung Gmbh | Improvements in coupling systems for vehicles |
| US3410226A (en) * | 1966-06-23 | 1968-11-12 | Goodrich Co B F | Railroad car diaphragm |
| US3678863A (en) * | 1970-08-21 | 1972-07-25 | Pullman Inc | Articulated railway car |
| DE3124779A1 (en) * | 1980-06-30 | 1982-08-12 | Messerschmitt-Bölkow-Blohm GmbH, 8000 München | Intercommunicating device for carriages |
| DE3401555A1 (en) * | 1984-01-18 | 1985-07-25 | Linke-Hofmann-Busch, Waggon-Fahrzeug-Maschinen Gmbh, 3320 Salzgitter | LEADED MEDIUM PORTAL FOR TRANSITIONAL PROTECTION |
| DK8405728A (en) * | 1984-12-03 | 1986-06-04 | ||
| EP0343483A3 (en) * | 1988-05-26 | 1990-01-10 | T&N TECHNOLOGY LIMITED | Self-lubricating materials |
| US5060577A (en) * | 1989-12-13 | 1991-10-29 | Floyd Steinmetz | Diaphragm assembly for the ends of passenger railroad cars comprising one piece integrally molded urethane channel members |
| DE4422109C2 (en) * | 1994-06-24 | 1996-05-09 | Sig Schweiz Industrieges | Couplable undercarriage arrangement for supporting and transverse inclination of a car body |
| DE4422581A1 (en) * | 1994-06-28 | 1996-01-04 | Linke Hofmann Busch | Connecting device between adjacent car bodies of a rail articulated train, in particular between low-floor tram cars |
| DE29500395U1 (en) * | 1995-01-11 | 1995-03-02 | Gebr. Hennig Gmbh, 85737 Ismaning | Wrinkled protective cover |
-
1997
- 1997-11-08 DE DE19749507A patent/DE19749507B4/en not_active Expired - Fee Related
-
1998
- 1998-11-02 EP EP98120736A patent/EP0915001B1/en not_active Expired - Lifetime
- 1998-11-02 AT AT98120736T patent/ATE247013T1/en not_active IP Right Cessation
- 1998-11-02 DE DE59809271T patent/DE59809271D1/en not_active Expired - Fee Related
- 1998-11-02 DK DK98120736T patent/DK0915001T3/en active
- 1998-11-02 ES ES98120736T patent/ES2201392T3/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| DE59809271D1 (en) | 2003-09-18 |
| ES2201392T3 (en) | 2004-03-16 |
| DK0915001T3 (en) | 2003-09-08 |
| DE19749507B4 (en) | 2005-07-28 |
| ATE247013T1 (en) | 2003-08-15 |
| EP0915001A1 (en) | 1999-05-12 |
| DE19749507A1 (en) | 1999-05-20 |
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