The invention relates to a rail vehicle, in particular a locomotive, including a car body having a head end with a front nose.
Patent specification EP 2 238 011 B1 has disclosed a head component for a rail vehicle, which head component comprises a load bearing structure made from two side walls, a roof cover and a bottom wall. The load bearing structure has recesses for headlights, for front windows and storage spaces for the accommodation of ventilation technology systems. Furthermore, the load bearing structure comprises a lower driving girder and, below the front window recesses, a central crossmember for attaching a driver's desk. A releasable flange connection with locking collar pins is provided for mounting the load bearing structure on a rail car body of the rail vehicle.
The front nose of the head component of said known rail vehicle comprises a predefined, fixed shape which is formed by way of the front-side, curved ends of the side walls, by way of a metal sheet which covers the central crossmember, and by way of a front flap (not shown). A modification of the front nose shape requires a complicated redesign of the complete head component and its attachment to the rail car body.
EP 2 851 257 A1 has disclosed a rail vehicle having a railcar body which is divided into a main section and into a head section. A “flow separation section” which is preferably configured as a movable edge is arranged in the region of the main section.
EP 0 376 351 A2 has disclosed a device for reducing the air resistance and for damping the impact forces of a vehicle. Here, an adjustable front plate which is connected to skirt-shaped or wedge-shaped side walls is arranged on the front part and/or rear part of the vehicle.
DE 10 2012 213 019 A1 has disclosed a train head part having a cab. The cab comprises at least one roof module which is connected to the cab main body in such a way that it can be decoupled from it in a non-destructive manner.
WO 2011/154527 A1 has disclosed an apparatus for pivoting one or more front flaps of a railborne vehicle, and a front flap module.
The invention is based on the object of providing a rail vehicle of the type mentioned at the outset which allows greater flexibility in the design of the head end of its rail car body.
According to the invention, the object is achieved by way of a rail vehicle of the generic type having the features which are specified below. Accordingly, the rail vehicle, in particular a locomotive, comprises a railcar body having a head end which has a front nose. According to the invention, the railcar body has an interface in the region of its head end, which interface is configured and provided for fastening and connecting differently shaped front noses which form a set of variations. Here, a front nose which is selected from the set of variations is fastened to the interface by means of a welded connection. The core concept of the invention lies firstly in the provision of a set of variations of front noses which differ from one another at least in terms of their shape, and secondly in the provision of a uniform interface on the railcar body for all front noses of the set of variations for fastening and for connecting a front nose which is selected for its intended purpose. This permits a flexible design of the head end in the case of the use of the railcar body which is identical up to its interface. By way of said design freedom, the rail vehicle can be adapted easily to different requirements with regard to its aerodynamics. Whereas, in the case of a use of the rail vehicle in passenger transportation at high traveling speeds, a streamlined front nose leads to lower traction energy losses and traveling noise, the shape of the front nose can also be of flatter design in the case of a use in freight transportation. Differently shaped front noses also simply provide more configuration options for the vehicle design, however, in order to be able to comply with different client requirements, without it being necessary for the rail vehicle to be completely redesigned. By way of welding of the front nose to the interface, a fixed mechanical connection to the railcar body is achieved, which connection can withstand relatively light impacts of objects, for instance of ballast pieces which are whirled up from the rail track.
In one advantageous embodiment of the rail vehicle according to the invention, the interface is formed by way of front plates which extend transversely with respect to a vehicle longitudinal axis and are connected to a crossmember of the rail car body. The vertical front plates form a bulkhead which closes off the driver's cab of the rail vehicle to the front and is connected to a lower crossmember, which belongs to the subframe of the rail car body or is connected to it, and optionally to a central crossmember which runs at the level of the lower edge of the front windows and forms a load bearing structure for the driver's desk. The interface can comprise a coupler cage which is fixed on the lower crossmember, with ribs as a vertical lift protection means and a deflecting carrier for an obstacle deflector. The coupler cage has a passage opening for a center buffer coupler. Furthermore, the interface can have mechanical fastening means which are configured for welding on a front nose, and connector means which are configured for connecting pneumatic and/or electric lines.
In one preferred refinement of the rail vehicle according to the invention, a first front nose forms a suspended skirt shape which covers merely the front plates. Said first variation of the front nose is formed by way of a small-sized welded-on part set which can have headlight recesses for front headlights and a flap recess for a front flap. The flat skirt shape forms clear edges at the transitions of the front nose with respect to the side walls and with respect to the front wall of the rail car body, and is therefore less streamlined but can be produced simply and inexpensively.
In one advantageous refinement of the rail vehicle according to the invention, a second front nose forms an aerodynamic pointed shape which continues the course of a front wall and of side walls of the rail car body without the formation of edges. Said second variation of the front nose is formed by way of a larger-sized welded-on part set which can have headlight recesses for front headlights and a front recess for a front cover. At its tip, said front nose has a coupler opening which can be closed by way of a two-piece front flap. The welded-on parts are connected via a reinforcing carrying framework.
In one preferred embodiment of the rail vehicle according to the invention, the front noses have welded-on parts which are manufactured from steel. Steel welded-on parts afford a certain amount of protection against damage in the case of relatively small impacts by way of objects which lie on the rail track. Moreover, they increase the ease of repair, since damaged steel welded-on parts can be simply beaten out or cut out and can be replaced by newly welded welded-on parts.
Further properties and advantages of the invention result from the following description of one specific exemplary embodiment using the drawings, in which:
in each case illustrated diagrammatically in a perspective view.
In accordance with
According to the invention, the rail car body 2 has an interface 11 in the region of its head end 7, which interface 11 is configured and provided for fastening and connecting differently shaped front noses 30 or 40 according to
The set of variations which is shown comprises a first front nose 30 according to
The welded-on parts, manufactured from steel, of the front noses 30 or 40 afford firstly a certain amount of protection against damage in the case of relatively small impacts by way of objects which lie on the rail track. Secondly, a welded front nose 30 or 40 allows a simple repair option by way of damaged welded-on parts being beaten out or by way of said damaged welded-on parts being cut out and replacement welded-on parts being newly welded on.
Number | Date | Country | Kind |
---|---|---|---|
102016205305.1 | Mar 2016 | DE | national |
Filing Document | Filing Date | Country | Kind |
---|---|---|---|
PCT/EP2017/052950 | 2/10/2017 | WO | 00 |
Publishing Document | Publishing Date | Country | Kind |
---|---|---|---|
WO2017/167488 | 10/5/2017 | WO | A |
Number | Name | Date | Kind |
---|---|---|---|
8757066 | Heinisch et al. | Jun 2014 | B2 |
20130133545 | Schober et al. | May 2013 | A1 |
20130291758 | Orellano et al. | Nov 2013 | A1 |
20150191180 | Langert et al. | Jul 2015 | A1 |
Number | Date | Country |
---|---|---|
201198307 | Feb 2009 | CN |
204801783 | Nov 2015 | CN |
4442263 | May 1996 | DE |
69818357 | Jun 2004 | DE |
102012213019 | Jan 2014 | DE |
0376351 | Jul 1990 | EP |
2428422 | Mar 2012 | EP |
2238011 | Jul 2012 | EP |
2851257 | Mar 2015 | EP |
2851257 | Mar 2015 | EP |
132402 | Sep 2013 | RU |
138267 | Mar 2014 | RU |
541706 | Jan 1977 | SU |
2011135033 | Nov 2011 | WO |
2011154527 | Dec 2011 | WO |
Number | Date | Country | |
---|---|---|---|
20190106128 A1 | Apr 2019 | US |