OVERRUN PROTECTION DEVICE AND VEHICLE WITH AN OVERRUN PROTECTION DEVICE

Abstract

Overrun protection device (10) for a vehicle, comprising - a collision element (15) defining a collision direction (11), and - a bearing device (20) designed to attach the collision element (15) to the vehicle, - wherein the overrun protection device (10) is designed such that the collision element (15) is effectively supported on the bearing device (20) in the collision direction (11), and that the collision element (15) is supported on the bearing device (20) in a compensation direction (12) for performing a compensation movement (13) at least temporarily displaceable, and - wherein the bearing device (20) is designed in such a way and has an activatable locking device (30) in such a way that the collision element (15) is locked against execution of the compensation movement (13) when the locking device (30) is activated.

Description

Technical field

[0001] The present invention relates to an overrun protection device for a vehicle and a vehicle with such an overrun protection device. In particular, such a vehicle is designed for the mass transport of people, for example, in the context of local public transport, embodied as a tram.

[0002] It is well known that, for example, rail vehicles can encounter undesirable collisions with people, animals, and / or objects during operation. To prevent such accidents, rail vehicles are equipped with protective devices to minimize negative consequences for those involved in the accident.

[0003] For example, rail vehicles are equipped with front aprons that are intended to close a gap-shaped opening between the rail vehicle and the ground as much as possible, thus reducing the risk of a person involved in an accident becoming trapped.

[0004] For example, EP 1 123 851 A1 proposes reducing the size of the gap-shaped opening in a rail vehicle as simply as possible so that people or objects cannot get underneath the vehicle. For this purpose, it is proposed that the vehicle have a height-adjustable front apron covering the gap-shaped opening. This movable front apron, arranged in the area below the front wall or the fixed apron, assumes a central position when the vehicle is standing or traveling on level rails, although the level rails may also be inclined. When traveling over a trough in the rail system, the front apron is moved upwards and lowered accordingly when traveling over a crest. The document DE 10 2018 133 181 B3 discloses a personal protection device for attachment to the underside of a rail vehicle, which device has at least one airbag module.This consists of a support flap and an airbag, which are intended to protect persons in the event of a collision. A front assembly of a rail vehicle and a method for operating and manufacturing the rail vehicle are described in the document DE 10 2015 205 283 A1. The front assembly has, in particular, an impact element that absorbs the impact force resulting, for example, from a collision and is movably arranged on a part of a supporting structure of the rail vehicle. During operation of the rail vehicle before a collision, the impact element has a greater distance from the ground than after the collision. The document WO 2021 / 043752 A1 discloses a protective device for a rail vehicle, which is pivotally mounted relative to the vehicle body by means of a flap and at least one wheel.In addition, the protective device has an elastic return element which exerts a return force which moves the flap in a direction opposite to the vehicle body.

[0005] State-of-the-art solutions require a relatively high level of technical complexity. For example, specific actuators and control devices must be provided. This, in turn, results in the risk of technical failures that can negatively impact the overall operability of a vehicle.

[0006] It is therefore an object of the present invention to provide an overrun protection device for a vehicle that has a less complex structure and is less susceptible to failure than known technical solutions. Furthermore, a vehicle with such a problem-solving overrun protection device is to be presented. Inventive solution

[0007] The above object is achieved by an overrun protection device for a vehicle according to claim 1, and by a vehicle with such an overrun protection device according to claim 13.

[0008] For an overall contextual understanding of the present invention, a longitudinal direction, a horizontal transverse direction oriented perpendicular to the longitudinal direction, and a vertical direction perpendicular thereto are defined, which relate to the vehicle. If such a directional indication is used in connection with individual components of the vehicle, a reference must be made to a proper mounting position of this component in the vehicle used as intended. The proper use of the vehicle can be defined such that the vehicle is positioned on a flat, horizontal, and straight surface, for example, on a roadway or on rails.

[0009] According to one aspect of the present invention, an overrun protection device for a vehicle is provided, wherein the overrun protection device comprises a collision element and a bearing device for, in particular, flexible, fastening of the collision element to the vehicle. For this purpose, the bearing device has suitable fastening elements that can be connected, for example, to a vehicle frame of the vehicle. However, other fastening options and / or locations for connection to the vehicle are also conceivable.

[0010] The collision element can, for example, be designed as a protective bar that protects a person involved in the accident or a corresponding object from coming into contact with the vehicle's chassis or rolling gear. This is achieved by pushing the person involved in the accident or the corresponding object along with the vehicle by the collision element.

[0011] The collision element and / or the type, suitability, and position of the collision element's attachment to the support device and / or the vehicle defines a collision direction. The collision direction generally runs opposite to the direction of travel and can be understood as the direction from which a collision-related force input acts on the collision element and / or the vehicle.

[0012] According to one embodiment, a collision direction can also include a further directional component, for example, in the vertical direction, in particular if, for example, a pivot arm for fastening the collision element to the bearing device extends both in the collision direction and in the vertical direction. According to one embodiment, a vertical component of the collision direction amounts to no more than 50%, in particular no more than 30%, preferably no more than 20%, of a horizontal component of the collision direction.

[0013] The overrun protection device, in particular the bearing device and / or the collision element, is / are designed such that the collision element is, on the one hand, effectively supported on the bearing device in the collision direction, and that the collision element, on the other hand, is supported on the bearing device in a compensation direction for carrying out a compensation movement in such a way that it is at least temporarily and / or partially displaceable, in particular passively displaceable.

[0014] In this context, the term "passively movable" requires that the overrun protection device does not contain any actuators and / or adjusting devices for actively raising and / or lowering the collision element vertically, and / or for actively adjusting the clearance between the collision element and the ground. Actuators and / or adjusting devices that are attached to the vehicle and connected to the overrun protection device for activation are considered components of the overrun protection device.

[0015] Furthermore, the bearing device is configured in such a way and has a correspondingly designed, activatable and deactivatable locking device, so that the collision element is locked against execution of the compensation movement when the locking device is activated.

[0016] The expression “effectively supported on the bearing device” means in the context of the present invention that collision forces from the collision element can be introduced into the bearing device and consequently can be diverted into the vehicle via the bearing device.

[0017] According to one embodiment, the expression "effectively supported on the bearing device" can mean that, in addition to the dissipation of forces, a certain relative movement of the collision element in the collision direction can nevertheless occur within a defined range. This applies in particular if the locking device is designed such that it can be activated by a relative movement of the collision element and / or a support element connected thereto in the collision direction. According to such an embodiment, a flexible attachment of the collision element to the bearing device while allowing a defined relative movement necessary for the purpose of activating the locking device, hereinafter referred to as "activation displacement", is to be subsumed under the expression "essentially firmly supported on the bearing device".

[0018] The configuration of the bearing device and the collision element to perform a compensation movement in the compensation direction has the effect that, on the one hand, a minimum ground clearance between the collision element and a ground can be set and, on the other hand, that the vehicle can be operated on an uneven ground.

[0019] The term “ground” in this context can, viewed in a vertical direction, be, for example, a surface of a roadway, an upper edge of rails and / or any other surface of a ground.

[0020] The term “minimum ground clearance” is a minimum value in the vertical direction of a distance between a bottom edge of the collision element and the ground.

[0021] The aim of the present invention is to keep the minimum ground clearance as small as possible so that, in the event of a collision, the probability of a person involved in the accident and / or a corresponding object becoming trapped between the ground and the collision element is reduced as much as possible. However, this means that the smaller the minimum ground clearance, the higher the probability of unwanted ground contact between the collision element and the ground, particularly when the vehicle is operated on uneven terrain. For example, the actual ground clearance between the collision element and the top edge of a rail decreases when a tram travels through a depression.

[0022] The design of the overrun protection device, in particular of the bearing device and / or the collision element, such that the collision element is supported on the bearing device so as to be at least temporarily displaceable in the compensation direction for executing a compensating movement, requires that the collision element is partially displaced in the vertical direction by the corresponding ground upon contact with the ground. Therefore, if the actual distance from the ground decreases to such an extent that contact occurs between the collision element and the ground, the collision element can move vertically with the ground. It is consciously accepted that this will result in relative movement contact, in particular sliding contact, between the collision element and the ground.

[0023] In particular, displacement of the collision element according to the compensation movement in the compensation direction can occur exclusively passively through actual ground contact. For example, the overrun protection device does not include any active actuators and / or adjusting means for displacing the collision element in the compensation direction.

[0024] In this way, for the first time, it is possible to set a minimum distance between the collision element and the ground, while at the same time ensuring comprehensive operational capability of the corresponding vehicle.

[0025] The design of the bearing device with the activatable and deactivatable locking device ensures that, under certain conditions, the compensation movement can no longer be performed by the collision element. This ensures, for example, that the collision element remains essentially in place, particularly in the event of a collision, and the ground clearance does not increase undesirably.

[0026] In particular, the bearing device is designed and has the activatable locking device in such a way that the locking device can be activated by an ongoing or imminent collision event. Accordingly, an ongoing or imminent collision event is the cause for the activation of the locking device.

[0027] In this way, for the first time, effective protection against climbing onto the collision element in the event of a collision is achieved, thereby reducing as much as possible the probability of a person involved in the accident, an animal and / or a corresponding object becoming trapped between the ground and the collision element.

[0028] According to one embodiment, the overrun protection device comprises a compensation device. The compensation device is connected to the bearing device and to the collision element in such a way that the collision element is enabled to execute the compensation movement by means of the compensation device. The compensation device is thus a flexible connecting device that allows a relative movement of the collision element and the bearing device in the compensation direction, but enables effective support of the collision element on the bearing device in the collision direction.

[0029] According to a further embodiment, the bearing device and / or the locking device, in particular in cooperation with the compensation device, is designed such that the locking device can be activated by an actual collision event that is taking place or by an imminent collision event. Thus, if a collision between the collision element and a person, an animal, and / or an object is imminent, or if a corresponding collision contact has already occurred, the locking device is locked, and displacement of the collision element in the compensation direction is effectively prevented. The functional causality between the imminent and / or actual collision event and the activation of the locking device is achieved by a suitable design with technical means of action, which can be mechanical, electrical, sensory, direct, and / or indirect.

[0030] This measure, for the first time, allows the overrun protection device to be operated with a very small minimum ground clearance between the collision element and the ground in a standard operating state, where the locking device is inactive. In a collision operating state, where the locking device is active, the activated locking device ensures that the minimum ground clearance of the collision element is maintained, and the execution of the compensation movement can be prevented. This effectively prevents the collision element from climbing upwards in the collision operating state.

[0031] According to one embodiment, the overrun protection device is equipped with sensor means for detecting an ongoing or imminent collision event. These can be provided, for example, in the collision element or in a corresponding environment. For example, the sensor means are connected to a control unit, which in turn is connected to the locking device. The sensor means can, for example, comprise a camera, at least one distance sensor, and / or a radar. The control unit is designed such that, based on measurement data from the sensor means, in particular together with other vehicle data, such as speed, it can be determined whether a collision is imminent. Additionally or alternatively, the sensor means can detect an actual collision of the collision element, for example by embodying the sensor means as force sensors.

[0032] If it is detected that a collision is imminent or that a collision is already in its early stages, the control unit initiates a locking signal. This is forwarded to the locking device and causes the locking device to be activated by actuating an activation mechanism. For this purpose, the locking device can have suitable actuating means for actuating the activation mechanism and for activating the activation device.

[0033] According to an additional or alternative embodiment, the overrun protection device, in particular the locking device, has a locking mechanism that can be actuated by applying a force. Actuation of the locking mechanism leads to the activation of the locking device. According to a specific embodiment, the locking mechanism can be actuated by applying a force by the collision element. The overrun protection device is configured such that a collision force resulting from a collision of the collision element with a person, an animal, and / or an object is transmitted from the collision element, in particular via the compensation device, to the bearing device and / or the locking device.The locking device comprises the locking mechanism with a locking catch such that the locking catch engages and provides the locking function of the locking mechanism. This means, for example, that the possibility of movement of the compensation device is blocked by the locking function of the locking mechanism.

[0034] According to a specific embodiment, the locking mechanism is based on a positive-locking operating principle. For example, the locking mechanism comprises a locking pin and a pin receptacle that form a locking closure. If the locking device is in an inactive operating state, the locking mechanism is not actuated, and the locking pin and the locking receptacle cannot operatively engage.

[0035] According to an additional or alternative embodiment, the control mechanism incorporates a frictional engagement principle. For example, a reinforcing wedge effect between the components of the locking mechanism can lead to such normal forces between components of the compensation mechanism that movement of these components due to frictional forces is effectively prevented when the locking device is activated.

[0036] The locking device and / or the locking mechanism are designed such that the locking mechanism is actuated by a force input with an activation force and / or by an input of the activation displacement from the collision element, in particular via the compensation mechanism, into the bearing device and / or into the locking device, and / or that the locking closure is brought into engagement by a force input and / or by an input of the activation displacement from the collision element, in particular via the compensation mechanism, into the bearing device and / or into the locking device.

[0037] According to a detailed embodiment, the compensation device comprises a pivot arm, a pivot bearing, and a pivot axis. In particular, the collision element is connected to the pivot arm, and the pivot arm is supported on the bearing device so that it can pivot about the pivot axis. Accordingly, the compensation movement is carried out by pivoting the collision element and the pivot arm about the pivot axis.

[0038] According to its advantageous detailed design, the pivot arm is essentially aligned in the collision direction. In particular, the expression "essentially aligned in the collision direction" in this context means that at least 50%, in particular at least 70%, preferably at least 90%, of a directional component of a longitudinal axis of the pivot arm is aligned parallel to the collision direction. In this way, collision forces can be particularly effectively diverted into the bearing device and into the vehicle, particularly since the transverse forces resulting from the collision forces are kept as low as possible.

[0039] According to an alternative embodiment, the compensation device can be designed in a scissor-like manner and acting substantially in the vertical direction, so that the corresponding bearing device and the collision element assume substantially the same position in a longitudinal direction, wherein the bearing device is arranged vertically above the collision element, and wherein the bearing device and the collision element are connected to one another by means of the scissor-like combination device.

[0040] The collision element can be divided into a collision section and a contact section, and in particular into a fastening section. The collision section is arranged in a direction of travel of the vehicle, and the contact section is provided such that it faces the ground when the overrun protection device is installed. The fastening section can be provided on a rear side of the collision element, in the opposite direction to the direction of travel.

[0041] According to one embodiment, the collision section can be equipped with damping means. These are designed such that a collision impact can be mitigated.

[0042] Furthermore, or additionally, the contact section can be formed with an abrasion layer. The term "abrasion layer" implies that a specific material layer with a predetermined material thickness is provided on the underside of the collision element, which makes abrasion of the collision element on the floor tolerable to a predetermined extent. Furthermore, the abrasion layer can be arranged fixedly but detachably on a carrier body of the collision element. This allows for easy replacement of the abrasion layer.

[0043] According to a further embodiment, the bearing device and / or the locking device can have preloading means. These are arranged and configured such that the locking device is in an inactive state by default as long as no collision is present or imminent. The locking device is always inactive in the standard operating state. In particular, the preloading means act in a direction opposite to the activation force and / or activation movement.

[0044] In addition to or independently of the foregoing, the locking mechanism may comprise preloading means 36, which always ensure that the locking closure 33 is not engaged when no collision-induced activation force 31 is provided via the collision element 15 and the pivot arm 16. The preloading means 36 are arranged on the bearing device 20 and / or on the locking device 30 such that a correspondingly provided preload force is directed counter to the activation force.

[0045] According to a further aspect of the invention, a vehicle having a vehicle frame and an overrun protection device according to one or a combination of the embodiments described above is disclosed.

[0046] The overrun protection device can be arranged on the vehicle frame or on other load-bearing components of the vehicle such that a minimum ground clearance in a vertical direction of the rail vehicle is no more than 150 mm, in particular no more than 120 mm, preferably no more than 100 mm. It is conceivable to mount the overrun protection device on another main collision bar, on absorber devices for the other main collision bar, or on corresponding absorber bearings of these absorber devices.

[0047] It is further disclosed that the vehicle is designed as a rail vehicle. This rail vehicle has a coupling bearing for arranging a coupling device thereon. In this case, the vehicle is part of a multi-unit composite vehicle, wherein the individual vehicles of the composite vehicle can each be connected to one another using such a coupling device. According to this embodiment, it is disclosed that the bearing arrangement of the overrun protection device is fastened to the vehicle in the longitudinal direction of the rail vehicle in a region of the coupling bearing. The arrangement in a region of the coupling bearing means that the overrun protection device and a coupling device can be mounted and fastened to the vehicle simultaneously and side by side or one behind the other in the longitudinal direction.In this way, it is achieved that a coupling device does not have to be dismantled if an overrun protection device is effectively arranged at the same time.

[0048] According to a specific embodiment of the preceding exemplary embodiment, the overrun protection device, and in particular the compensation mechanism, in particular the pivot arm, is designed to extend so long in the longitudinal direction of the vehicle that the collision element can be arranged longitudinally in the region of a vehicle's front edge. In this way, the overrun protection device extends over a relatively long length from the area of the clutch bearing to an area of the vehicle's front edge. This improves the protective effect of the overrun protection device, since persons, animals, and / or objects involved in an accident are intercepted as far forward as possible in the direction of travel and cannot get underneath the vehicle.

[0049] In particular, and not necessarily limited to the above embodiment, the overrun protection device is designed and arranged on the vehicle in such a way that the pivot arm of the compensation mechanism extends substantially in the longitudinal direction of the vehicle. In this case, this means that a longitudinal axis of the pivot arm forms an angle of no more than 30°, in particular no more than 20°, preferably no more than 10°, with the longitudinal direction of the vehicle.

[0050] The embodiments described above can be combined with each other in any way that makes sense, for example the locking device being based on a combination of a frictional engagement principle and a positive engagement principle. Short description of the characters

[0051] The accompanying drawings illustrate embodiments and, together with the description, serve to explain the principles of the invention. The elements of the drawings are relative to one another and are not necessarily to scale. Like reference characters designate the same or similar parts. Fig. 1 shows a combination of two rail vehicles coupled to each other according to a first embodiment, Fig. 2 includes a perspective view of a front section of the rail vehicle according to Fig. 1 with an overrun protection device, Fig. 3 schematically represents a front section of a rail vehicle according to a second embodiment with an overrun protection device, and Fig. 4 shows a perspective view of a bearing device of an overrun protection device according to Fig. 2 and / or Fig. 3. Examples of implementation

[0052] Fig. 1 shows an example of a tram, wherein two rail vehicles 100 are coupled to one another by means of coupling devices 106. Such a rail vehicle 100 has a front section 112 with a vehicle leading edge 111 in a longitudinal direction 101 of the rail vehicle 100. An overrun protection device 10 is arranged at least on the front section 112, in particular directly on the vehicle edge 111.

[0053] The rail vehicle 100 is arranged so that it can roll on rails 114 using bogies 113. Such a position of the rail vehicle 100 on horizontally extending rails 114 corresponds to a proper use of the rail vehicle 100. A proper arrangement of the overrun protection device 10 corresponds to a mounted state of the overrun protection device 10 on the front section 112. Accordingly, the longitudinal direction 101 and a vertical direction 102 of the rail vehicle 100 are also defined as the longitudinal direction 101 and vertical direction 102 of the overrun protection device 10.

[0054] The Fig. 2 is a perspective view of the front section 112 in the event of a collision with a person 115, wherein the overrun protection device 10 successfully fulfills its function and is fastened to an absorber bearing 110 of the rail vehicle 100 according to a first embodiment.

[0055] Fig. 3 shows a schematic transverse view of the rail vehicle 100, wherein the overrun protection device 10 according to a second embodiment is mounted on a vehicle frame 103 of the rail vehicle 100.

[0056] In the following, the overrun protection device 10 is described using both Fig. 2 and Fig. 3, wherein for explaining the operation of a bearing device 20 of the overrun protection device 10, reference is made to the detailed illustration according to Fig. 4 is used.

[0057] The overrun protection device 10 is arranged on the rail vehicle 100 such that a minimum ground clearance 104 of the rail vehicle 100 between a ground in a vehicle environment of the rail vehicle 100 and / or rails 114 is not exceeded during normal operation. The minimum ground clearance 104 is measured, for example, in the vertical direction 102 between a lower edge of a collision element 15 of the overrun protection device 10 and an upper edge of the rails 114.

[0058] The overrun protection device 10 has a bearing device 20 for supporting the collision element 15 connected thereto, wherein a compensation mechanism is provided between the bearing device 20 and the collision element 15 to enable a compensation movement 13 of the collision element 15 in a compensation direction 12. The compensation movement 12 is performed by the collision element 15 when the collision element 15 comes into contact with a floor of a vehicle environment of the vehicle 100 and / or with rails 114 in the vertical direction 102.

[0059] For example, if the rail vehicle 100 is very heavily loaded in the front section 112, causing the front section 112 to lower toward the rails 114, and / or if the rail vehicle 100 travels over a rail section with a concave curvature viewed in the vertical direction 102—for example, on a steep incline or when passing through a trough—a minimum ground clearance 104 between the collision element 15 and the rails 114 can be completely used up. Physical contact then occurs between the collision element 15 and the rails 114. The compensating movement 13 of the collision element 15 is caused and executed by the approach and contact of the collision element 15 with the ground and / or with the rails 114. In this case, the floor and / or the rails 114 move the collision element 15 upwards in a compensation direction 12 according to the compensation movement 13.The compensation direction 12 can correspond to the vertical direction 102.

[0060] However, it is also conceivable that the compensation direction 12 comprises at least in part a further directional component, whereby it is ensured that the overall functionality of the overrun protection device 10 is guaranteed.

[0061] The overrun protection device 10 is mounted on the rail vehicle 100 in such a way that, in the event of a collision, a person 115 (or an animal or object) is pushed along with the rail vehicle 100 by the collision element 15. This prevents the person 115 from entering an area of a bogie 113. This greatly reduces the risk of serious and / or fatal injuries ( Fig. 2).

[0062] A frontal collision defines a collision direction 11, which may run at least partially parallel to the longitudinal direction 101. In the case of a frontal-oblique collision, collision components in a transverse direction are to be interpreted in the sense of the collision direction 11, so that the full functionality of the overrun protection device 10 is also provided in the case of such collisions.

[0063] According to the present embodiment, the compensation device is implemented by a pivot arm 16 with a longitudinal axis 14 and by a pivot bearing 22 in the bearing device 20. The pivot bearing 22 has a pivot axis 21, about which the pivot arm 16 is pivotally mounted, optionally displaceably, in the pivot bearing 22 of the bearing device 20. The pivot axis 22 can be configured substantially perpendicular to the longitudinal direction 101 and / or to the collision direction 11.

[0064] According to the present embodiment, the collision element 15 is rigidly connected to the pivot arm 16, whereby flexible, rotatable, displaceable and / or compressible connection types are also conceivable.

[0065] Furthermore, the collision element 15 can be subdivided into a collision section 17, a contact section 18, and a fastening section 19. The fastening section 19 serves to establish a physical connection with the pivot arm 16. The collision element 15 is provided such that the collision section 17 is aligned in the collision direction 11 and / or in the direction of travel of the rail vehicle 100 (longitudinal direction 101), and that the contact section 18 faces the ground and / or the rails 114.

[0066] Furthermore, the collision section 17 may comprise damping means to mitigate an intensity of a collision.

[0067] The contact section 18 can be provided with a replaceable abrasion layer which, on the one hand, makes a certain degree of abrasion caused by contact between the collision element 15 and the ground tolerable and / or enables a low coefficient of friction in the event of contact.

[0068] The embodiments of the Fig. 2 and the Fig. 3 differ primarily in the arrangement of the overrun protection device 10 on the rail vehicle 100: The rail vehicle 100 has a vehicle frame 103, a coupling bearing 105 for arranging the coupling device 106, and an absorber bearing 110 for receiving absorber devices 109. The absorber devices 109 are part of a collision protection device of the rail vehicle 100 and furthermore have a main collision bar 107. This collision protection device serves to mitigate the consequences of collisions, for example with vehicles or larger objects. For this purpose, the main collision bar 107 is provided in the front section 112, which can divert collision forces via the absorber devices 109 into the absorber bearings 110 and thus into the vehicle frame 103. The coupling bearing 105 is located, for example, in a transverse direction of the rail vehicle 100 between the absorber bearings 110.

[0069] According to the embodiment of Fig. 2, the overrun protection device 10 is attached to the vehicle frame 103 in the area of the absorber bearings 110. Alternatively, the overrun protection device 10 can be mounted on a main support of the vehicle frame 103, so that collision forces from the overrun protection device 10 can be diverted directly into the rail vehicle 100.

[0070] Alternatively, it is also conceivable to provide the overrun protection device 10 on the main collision bar 107 or on a fastening device 108 of the main collision bar 107 between the main collision bar 107 and the absorber devices 109. The latter variant can be advantageous if the fastening device 108 allows the main collision bar 107 to be displaced upwards in the vertical direction 102 in order to allow the coupling device 106 to protrude beyond the front section 112.

[0071] The arrangement and design of the overrun protection device 10 is selected such that the collision element 15 is arranged in the longitudinal direction 101 essentially in the region of a vehicle front edge 111 of the front section 112. This prevents a person 115 involved in an accident from getting under the rail vehicle 100.

[0072] The overrun protection device 10 has a locking device 30, which can effectively prevent the collision element 15 from climbing upwards in the event of a collision. According to the present embodiment, the locking device 30 can be activated by means of an activation force 31 caused by a collision and / or an activation displacement 32.

[0073] The locking device 30 has a positive locking mechanism with a locking closure 33. The locking closure 33 is composed at least partially of a locking pin 34 and a displaceable locking receptacle 35, wherein the locking closure 33 is engaged when the locking pin 34 engages the locking receptacle 35. Fig. 4 shows the locking device 30 in an inactive state, since the locking pin 34 and the locking receptacle 35 do not engage with each other.

[0074] In the event of a collision, the locking receptacle 35 is displaced in the collision direction 11 according to an activation displacement 32, so that it encompasses the locking pin 34 and thus the locking closure 33 engages. Since the locking pin 34 is firmly connected to the bearing device 20, and since the locking receptacle 35 is firmly connected to the pivot arm 16 such that the locking receptacle 35 and the pivot arm 16 can only perform a pivoting movement together during the compensation movement 13, a pivoting movement of the pivot arm 16 is blocked by the engagement of the locking receptacle 35 and the locking pin 34. This means that the compensation movement 13 cannot be executed in the event of a collision.

[0075] In the present case, either the entire pivot bearing 22, including the pivot axis 21, can be arranged on the bearing device 20 so as to be displaceable in the collision direction 11. Then, the pivot arm 16 can perform the activation displacement 32 together with the pivot axis 21 and the locking receptacle 35.

[0076] Alternatively, it is conceivable that the pivot axis 21 is completely fixed with respect to the bearing device 20, but the pivot arm 16 is arranged to be displaceable relative to the pivot axis 21 and rotatable about the pivot axis 21 in order to carry out the activation displacement 32.

[0077] Alternatively or additionally, it is conceivable that actuating means are provided inside the pivot arm 16, which can be activated in the course of a collision and / or can carry out the activation displacement 32 so that the locking closure 33 can be actuated.

[0078] In addition to or independently of the foregoing, the locking mechanism may comprise preloading means 36, which always ensure that the locking closure 33 is not engaged when no collision-induced activation force 31 is provided via the collision element 15 and the pivot arm 16. The preloading means 36 are arranged on the bearing device 20 and / or on the locking device 30 such that a correspondingly provided preload force is directed counter to the activation force.

[0079] Although specific embodiments have been illustrated and described herein, it is within the scope of the present invention to illustrate corresponding intermediate solutions and / or to suitably modify the embodiments shown without departing from the scope of the present invention, wherein, for example, the locking closure 33 may additionally or alternatively be equipped with frictional engagement means. List of reference symbols 10 Overrun protection device 11 Collision direction 12 Compensation direction 13 Compensation movement 14 Longitudinal axis of the swivel arm 15 Collision element 16 swivel arm 17 Collision section 18 Contact section 19 Fastening section 20 Storage device 21 Swivel axis 22 swivel bearings 30 locking device 31 Activation power 32 Activation shift 33 locking lock 34 locking pins 35 locking receptacle 36 preloading devices 100 rail vehicles 101 Longitudinal direction 102 Vertical direction 103 vehicle frames 104 minimum ground clearance 105 clutch bearings 106 Coupling device 107 Main collision bar 108 Fastening device 109 Absorber device 110 absorber bearings 111 Vehicle front edge 112 front section 113 bogie 114 rails 115 people

Claims

[1] Overrun protection device (10) for a vehicle, comprising - a collision element (15) defining a collision direction (11), and - a bearing device (20) designed to attach the collision element (15) to the vehicle, - wherein the overrun protection device (10) is designed such that the collision element (15) is effectively supported on the bearing device (20) in the collision direction (11), and that the collision element (15) is supported on the bearing device (20) in a compensation direction (12) for carrying out a compensation movement (13) at least temporarily displaceable, and - wherein the bearing device (20) is designed in such a way and has an activatable locking device (30) in such a way that the collision element (15) is locked against execution of the compensation movement (13) when the locking device (30) is activated. [2] Overrun protection device (10) according to claim 1, further comprising a compensation device cooperating with the collision element (15) and with the locking device (30), wherein the compensation device is designed to enable a force transmission in the collision direction (11) and the compensation movement (13) in the compensation direction (12). [3] Overrun protection device (10) according to one of the preceding claims, wherein the bearing device (20) is designed such that the locking device (30) can be activated by an ongoing or imminent collision event. [4] Overrun protection device (10) according to claim 3, comprising sensor means for detecting an ongoing or imminent collision event, which are provided in and / or on the collision element. [5] Overrun protection device (10) according to claim 4, wherein the sensor means are designed as contactless sensor means and / or force sensors. [6] Overrun protection device (10) according to one of the preceding claims, wherein the locking device (30) has a locking mechanism which can be actuated by a force being applied by the collision element (15). [7] Overrun protection device (10) according to claim 6, wherein the locking mechanism is based on a positive locking principle. [8] Overrun protection device (10) according to claim 6 or 7, wherein the locking mechanism is based on a frictional action principle. [9] Overrun protection device (10) according to one of the preceding claims, wherein the locking device (30) has a locking closure (33) which can be brought into engagement by an application of force and / or by an introduction of an activation displacement by the collision element (15). [10] Overrun protection device (10) according to one of the preceding claims 2 to 9, wherein the compensation device comprises a pivot arm (16), pivot bearing (22) and a pivot axis (21). [11] Overrun protection device (10) according to one of the preceding claims, wherein the collision element (15) has a collision section (17) in the collision direction (11) and a contact section (18) in the compensation direction (12). [12] Overrun protection device (10) according to claim 11, wherein the contact portion (18) has an abrasion layer. [13] Vehicle with a vehicle frame (103) and an overrun protection device (10) according to one of the preceding claims. [14] Vehicle according to claim 13, wherein the overrun protection device (10) is attached to the vehicle such that a minimum ground clearance (104) in a vertical direction (102) of the rail vehicle (100) is not more than 150 mm. [15] Vehicle according to claim 13 or 14, designed as a rail vehicle (100) having a coupling bearing (105) designed to support a coupling device (106), wherein the bearing arrangement (20) is fastened to the vehicle in the longitudinal direction (101) of the rail vehicle (100) in a region of the coupling bearing (105). [16] Vehicle according to claim 15, wherein the overrun protection device (10) is designed such that the collision element (15) is arranged in the longitudinal direction (101) in the region of a vehicle front edge (111).

Images