Energy consumption-reduced override protection

Abstract

The invention relates to an energy consumption-reduced override protection for rail vehicles for assembling on a rail vehicle in the region of a buffer of the rail vehicle and for preventing the car body of the rail vehicle from moving over the car body of a colliding rail vehicle or vice versa, comprising a securing section for securing the override protection to the rail vehicle and / or to the buffer and comprising a collision section for mechanically interacting with an override protection on the other colliding rail vehicle. The invention is characterized in that the collision section has a contact and guide section with a finger-like design which points in the travel direction or opposite the travel direction and a support section which connects the contact and guide section to the securing section and is oriented vertically to the travel direction, wherein the contact and guide section and the support section together have at least two finger-like structures which protrude radially from a common center over their extension.

Description

[0001] The invention relates to an energy absorption-reduced climbing protection device for rail vehicles according to claim 1 and to a rail vehicle according to claim 10. State of the art:

[0002] The use of energy-absorbing buffers and anti-climbing devices is known to reduce and, as far as possible, prevent damage to persons and the car bodies of rail vehicles in the event of a collision between rail vehicles.

[0003] The energy-absorbing buffers serve to convert the kinetic energy introduced during a collision into deformation energy when the impact energies that can be reversibly absorbed by the buffer are exceeded.

[0004] Accordingly, the structures of rail vehicles are designed to absorb specific forces. If higher forces are expected in a collision than the characteristic curve of the energy-absorbing buffers and / or other energy-absorbing elements can cover, the structures must be designed accordingly stronger and therefore more expensive.

[0005] Anti-climbing devices are available in four different designs and are designed to prevent railcar bodies from being climbed onto or pushed over each other in the event of a collision. They are designed to interlock with the colliding railcar and / or an anti-climbing device attached to it.

[0006] In the prior art, DE 10 2013 009 121 B3 discloses an over-buffering protection for a crash buffer, arranged between the underframe for a railway wagon and the crash buffer, consisting of a base plate on the front side of the underframe of the railway wagon, wherein the base plate above the crash buffer has a folded area to which two different sides of the over-buffering protection are attached in the direction of travel, wherein one side of the over-buffering protection is arranged immovably fixed and the other side of the over-buffering protection is movable in the direction of travel.

[0007] DE 10 2012 221 313 B3 also discloses an over-buffering protection for a crash buffer, arranged between an underframe for a railway carriage and a buffer, consisting of a base plate parallel to the front side of the underframe, wherein the base plate is folded above the crash buffer, a lateral web projects on both sides of the base plate beyond the folded or angled part of the base plate, and ribs are arranged above the folded part of the base plate between a circumferential impact lip and a cover area.

[0008] The tip of the buffer override protection has a cover plate and a surrounding impact lip, both of which are designed to be deformable, so that in the event of a collision with the tank of a tank wagon or other cargo, deformation occurs in this area of ​​the buffer override protection.

[0009] Due to this design of the buffer over-protection, it can act against a buffer rising from below and hinder its upward movement.

[0010] EP 2 727 792 A1 discloses a device for preventing railcars from colliding with each other in the event of a rail accident. According to its underlying purpose, this device is intended to provide high stability in the transverse direction and to easily interlock with a complementary device on a colliding railcar. This is also possible in the event of a significant change in the linear position of the railcar or its inclination. Furthermore, it is intended to facilitate the modernization of existing railcars.

[0011] For this purpose, the device is equipped with a base plate to which vertically aligned abutments in the form of plates are attached. Three pointed teeth are formed on the front face of each abutment, which in turn are mechanically connected to an adjacent abutment plate by horizontally running struts in the form of bars. The cutouts between the teeth are wider than the thickness of the connecting bars, so that in the event of a collision, the individual rows of teeth can penetrate into the recesses of the respective complementary anti-climbing device and interlock with it.

[0012] EP 2 033 868 A1 describes an anti-climbing device for wagons in the form of bells or shoes that are mounted on the front of a wagon frame together with a buffer. In the event of a collision, this anti-climbing device projects above and below the buffer in question. Rounded recesses are formed on the sides of the front side farthest from the mounting, or a side wall is missing entirely. This design is intended to enable the upper and lower wall elements of the anti-climbing device to interlock so that, in the event of a collision, they can catch either a complementary anti-climbing device of the colliding wagon or, in the absence of such a device, the complementary buffer, thereby preventing the colliding wagons from climbing onto one another.

[0013] EP 0 532 442 A1 discloses an anti-climbing device for wagons, but with two different designs, a female and a male, each in combination / cooperation with an energy-absorbing buffer. The buffers are recessed into a recess in the front of the wagon frame so that, in the event of an overload, the excess energy is dissipated through permanent deformation of the energy-absorbing element of the buffer. The two anti-climbing devices move closer to each other in accordance with the axial displacement of the two buffer plates, until they interlock at the beginning of the permanent deformation of the buffer elements and catch each other to prevent the wagons from climbing onto each other.

[0014] Object and advantages of the invention: The object of the present invention is to enable a high level of operational reliability for rail vehicles while at the same time ensuring the most cost-effective construction of the rail vehicles.

[0015] The problem is solved by the features of claim 1 and 10, respectively. The dependent claims specify advantageous and expedient further developments.

[0016] Accordingly, the invention relates to an energy absorption-reduced anti-climbing device for rail vehicles, for arrangement on a rail vehicle in the region of a buffer of the rail vehicle and for preventing the car body of the rail vehicle from being pushed over the car body of a colliding rail vehicle or vice versa, comprising a fastening section for fastening the anti-climbing device to the rail vehicle and / or to the buffer and a collision section for mechanical interaction with an anti-climbing device on the other colliding rail vehicle.

[0017] The energy absorption-reduced anti-climbing protection is characterized in that the collision section has a finger-like contact and guide section pointing in the direction of travel or opposite to the direction of travel, and a support section connecting the contact and guide section to the fastening section and oriented vertically to the direction of travel, wherein the contact and guide section and the support section together have at least two finger-like structures which radiate from a common center in their extension.

[0018] The collision section facing in the direction of travel or opposite the direction of travel, with its finger-like contact and guide section, forms a comparatively small frontal area. This creates a high probability that, in the event of a collision, an anti-climbing device of the other colliding rail vehicle could pass this frontal area and subsequently become entangled with the collision section and / or buffer, or conversely, that its own contact and guide section could engage with the collision section and / or buffer of the other colliding rail vehicle without colliding with this frontal area.This is because the vehicles generally collide at different heights due to tolerances in vehicle construction and in the fastening of the deformation systems, due to wheelset wear and, in particular in the event of a collision, due to dynamic deflection, so that a small frontal area can hardly collide at all, especially with an equally small frontal area of ​​an anti-climbing device of a colliding rail vehicle.

[0019] Even if in the relevant case a collision with such an anti-climbing device, which is usually manufactured in the same design, should occur, this results in a change in the respective directions in the force vectors, so that the end faces, with a correspondingly high energy input that still exists because it has not yet been destroyed by the energy-absorbing buffers, finally slide past each other.

[0020] The support section, which connects the contact and guide section with the fastening section and is aligned vertically to the direction of travel, absorbs the forces acting from the colliding rail vehicle in the event of a collision and transfers them into the car body of the vehicle itself, either directly and / or via the fastening section and / or via the buffer.

[0021] Reduced energy absorption means that if the front of the anti-climbing device collides with a collision object, e.g. the front of the anti-climbing device of another colliding rail vehicle, a certain amount of impact energy is introduced into the anti-climbing device, but the anti-climbing device is designed to be so robust that no fundamental deformation of the anti-climbing device in the sense of an intended energy absorption can be caused.

[0022] This ensures that the energy absorption of the rail vehicle's deformation system, e.g., an energy-absorbing buffer, is always sufficiently consistent, regardless of whether the anti-climbing device is in use or not. This, in turn, ensures that the anti-climbing device does not generate any forces that would affect the energy absorption capacity of the rail vehicle's deformation system and thus its reproducibility. The rail vehicle can thus be manufactured with the minimum required structural stability, thus conserving resources and also cost-effectively.

[0023] The at least two finger-like structures, which radiate from a common center, widen the capture area of ​​the anti-climbing device by spreading out from each other compared to parallel aligned finger-like structures.

[0024] Preferably, the contact and guide section and the support section, together with the finger-like structures, form the cross-sectional shape of a hand with fingers arranged one behind the other and angled at the base of the fingers to the back of the hand. This ensures excellent mutual interlocking of the anti-climbing device with a similarly designed anti-climbing device, the contact and guide section of which should enter the area between the contact and guide section and the buffer of the associated rail vehicle, or vice versa, for the contact and guide section of the anti-climbing device if it should enter the corresponding area of ​​a colliding rail vehicle.

[0025] Furthermore, it also ensures good force transmission to the supporting structure of the rail vehicle, especially in conjunction with a similarly designed anti-climbing device.

[0026] If the angle between a section of a finger-like structure and the section of the support section aligned vertically to the direction of travel is greater than 90°, the anti-climbing device can be directed towards the buffer and thus become even more entangled if the energy resulting from the collision has not yet been completely dissipated and the anti-climbing device of the colliding rail vehicle is pushed further against its own anti-climbing device.

[0027] The contact and guide section preferably comprises several, in particular three to five, fingers arranged next to one another. This can reinforce the anti-climbing protection with reduced energy absorption.

[0028] To broaden the contact surface against a colliding anti-climbing device, the finger-like structures or fingers can be connected to each other by means of at least one stiffening element. Preferably in the area of ​​the anti-climbing device facing the buffer, either between the fingers and / or on the side facing the buffer.

[0029] If the stiffening element is connected to the fingers on the side of the fingers facing the buffer, e.g. in the form of a plate, this can form a sliding surface for another colliding anti-climbing device, on which the latter is secured against climbing but is guided so as to be freely movable in the direction of the collision.

[0030] Particularly preferably, at least one additional stiffening element is formed between at least two fingers, preferably vertically aligned with the first stiffening element. This can further increase the stiffening effect, particularly against twisting of the fingers.

[0031] The fingers can also have wedge-shaped tips at their ends, farther from the support section, when viewed from the side, preferably with a slope predominantly pointing away from the buffer. This allows them to form a so-called "sweep" in the transverse direction, essentially a narrow end face of a wedge resting flat on its underside.

[0032] As a result, they offer an even smaller frontal contact area through the wedge tip and thus an improvement in the sliding past of two anti-climbing devices in the event of a collision, as well as the lifting of the locally higher positioned of the two colliding anti-climbing devices due to the slope of the wedge shape of the other anti-climbing device.

[0033] To further increase the stiffening effect, in particular to prevent twisting of the fingers, at least one further stiffening element can be formed between at least two fingers, preferably in vertical alignment with the first stiffening element.

[0034] If the finger-like contact and guide section, viewed from the side, exhibits a further angle, similar to that of a hand with fingers arranged one behind the other and angled at the base of the fingers at an angle to the back of the hand, including fingers angled in the first phalanx, this further improves the dissipation of the collision forces exerted horizontally by the other colliding anti-climbing device toward the associated buffer. This is because, on the one hand, increasing the number of angles flattens the alignment of the adjacent areas relative to each other, and, on the other hand, in the event of further collision, the trapped anti-climbing device repeatedly undergoes a forced change of direction toward the buffer.This in turn improves the deflection effect of the second angle due to the change in direction of the trapped anti-climbing device already imposed by the first angle and also increases the wedging effect for the contact and guide section of the other colliding anti-climbing device.

[0035] Further preferably, the contact and guide section is designed in such a way that it can be arranged in relation to the buffer assigned to it and at a distance from it in the vertical direction that a free space is formed between the contact and guide section and the buffer to accommodate a similarly designed contact and guide section of a colliding, energy-absorbing anti-climbing device for rail vehicles, the height of the free space being approximately 1.3 times to, in particular approximately 1.5 times, the height. This brings about, on the one hand, a reliable arresting effect for another colliding anti-climbing device due to the sufficient height between its own anti-climbing device and a buffer assigned to it, and on the other hand also a certain freedom of movement for the captured anti-climbing device, in order to be able to follow the directional changes imposed on it by the capturing anti-climbing device at least to some extent and to wedge itself in.

[0036] The length ratio of the side of the contact and guide section facing the buffer and the side of the contact and guide section facing away from the buffer are particularly matched to one another in such a way that, in the event of a collision with another, similar anti-climbing device, the contact and guide section of the colliding energy-absorption-reduced anti-climbing device held in the free space is trapped between the contact and guide section and the buffer of the energy-absorption-reduced anti-climbing device in the vertical direction.

[0037] The contact and guide section is designed to be anodizable in relation to the buffer assigned to it on the rail vehicle in such a way that its tip is positioned so far behind the buffer plate in the longitudinal direction of the buffer that the latter can develop its energy-absorbing effect unhindered by the energy-absorbing anti-climbing protection.

[0038] In order to have the least possible influence on the force changes in the structures of the associated rail vehicle and their energy-absorbing protective devices as well as the colliding rail vehicle and its energy-absorbing protective devices in the event of a collision, the fastening section is designed to be anodizable with respect to the buffer assigned to it on an energy absorption element and / or the buffer of the rail vehicle, so that the contact and guide section remains aligned in its orientation pointing in the direction of travel or against the direction of travel in the event of collision-related deformation of the buffer and / or the energy absorption element, without deformation of its structure in the sense of energy absorption to reduce the collision energy.

[0039] In general, it is advantageous for the anti-climbing device to extend beyond the buffer as far as possible to the front, so that it can mechanically couple to a climbing collision partner, in particular its buffer, as early as possible and as comprehensively as possible, or become entangled with the collision opponent.

[0040] To prevent jamming during everyday use, it must be retracted beyond the buffer's spring travel and beyond the areas that could lead to contact with its counterparts on the opposite vehicle during cornering or compression. Furthermore, it must not block the deformation of the underlying crash buffer.

[0041] For this purpose, a vertical wedge shape of the fingers and a transverse sweep of the anti-climbing device are provided to maximize the possible coverage length of the anti-climbing device in the longitudinal direction. The fingers are designed as a rigid, virtually non-deforming spike to prevent additional energy input.

[0042] This results in excellent vertical wedging between two identical, meeting anti-climbing systems, regardless of which of the two is locally higher or lower in the event of a collision.

[0043] The sweeping front end minimizes the theoretically possible situation where the anti-climbing systems meet at exactly the same height. In practice, this is exacerbated by the fact that the vehicles inherently always meet at different heights due to tolerances in vehicle construction and the attachment of the deformation systems, wheelset wear, and, especially in the event of a collision, dynamic spring deflection.

[0044] This means that the anti-climbing protection is essentially designed as a rigid spike. It is vertically wedge-shaped upwards. The height of this wedge is provided below as a free space of the same size, plus additional free space for the deformation of the crash buffer. Laterally, in the transverse direction, the anti-climbing protection is swept. Furthermore, the length ratios are precisely coordinated so that colliding anti-climbing modules of exactly the same design can avoid each other and slide past each other vertically along the wedge shape. Thanks to the swept shape in the transverse direction and the coordinated length ratios, they can slide past each other, thus enabling the deformation of the crash buffer in the longitudinal direction, rather than hindering or blocking it.

[0045] In this way, the integrated anti-climbing system develops almost no deformation and thus almost no energy absorption. This ensures that the energy absorption of the deformation system remains sufficiently consistent – ​​regardless of whether the anti-climbing system is in use or not.

[0046] The forces of the anti-climbing device are supported by the pipe in the absorber block, which protrudes above the mounting flange level and is guided through a sleeve, or is supported in an opening and an adjoining shaft in the vehicle.

[0047] Alternatively, if the anti-climbing system were designed to be vertically rigid but longitudinally flexible (deformable), that would also work. However, in this case, the flexibility would potentially generate a force that would affect the energy absorption capacity. Such an influence can be negative because it impacts reproducibility and requires the vehicle to be designed to withstand higher forces.

[0048] Further stabilization, particularly against torques occurring during a collision, can be achieved by providing at least one finger with a support element at its end near the support section. For example, in the form of a structure facing rearward, viewed in the direction of the finger, for support, particularly for torque support, against an abutment. The abutment is preferably formed on an energy-absorbing element (crash box), particularly as part of its housing wall.

[0049] Further preferably, the support section can be mechanically connected to the energy absorption element (which is also referred to as crash box) in such a way that the energy acting in the event of a possible collision of the rail vehicle with another rail vehicle is introduced into the energy absorption element (the crash box) without deformation of the contact and guide section or the support section.

[0050] Furthermore, at least one support element, preferably in the form of an angle, can be arranged on the housing of the energy absorption element (the crash box), by means of which the area surrounding the connection point of the support element with the housing is stabilized against the effect of torques occurring in the event of a collision, wherein the support element is preferably also fastened to a mounting and / or end plate and / or is designed to be supportable against a contact structure formed on the car body of the rail vehicle in the event of a crash.

[0051] Description of an embodiment: The invention is described in more detail below with reference to the accompanying figures. The accompanying figures refer to a non-claimed embodiment with parallel, aligned finger-like structures.

[0052] They show examples and diagrams: Figure 1: An example of a perspective view of an energy-absorbing anti-climbing device for rail vehicles, mounted on an energy-absorbing element and / or a buffer. Figure 2: The energy-absorbing anti-climbing device and the buffer made of Figure 1 Figure 3: The energy absorption-reduced climbing protection and part of the energy absorption element made of Figure 1 in side view. Figure 4: A side view of an energy-absorbing anti-climbing device for rail vehicles, mounted on an energy-absorbing element and / or a buffer, after a collision of the rail vehicle in question with another rail vehicle with a similarly constructed anti-climbing device for rail vehicles, also mounted on an energy-absorbing element and / or a buffer. Figure 5: A perspective view of the arrangement according to Figure 4 Figure 6: A top view of the arrangement according to Figure 4Figure 7: A perspective side view of an energy absorption-reduced anti-climbing device, a buffer and part of the energy absorption element according to Figure 1 , before a collision event. Figure 8: Also a perspective side view of an energy absorption-reduced anti-climbing device, a buffer and part of the energy absorption element corresponding Figure 1 , before a collision event, however, according to an alternative arrangement situation on the rail vehicle, with the energy absorption-reduced climbing protection arranged below the buffer.

[0053] Accordingly, the Figure 1A general illustration of a possible arrangement of an energy-absorbing anti-climbing device 1 for a rail vehicle, for preventing the car body of the rail vehicle from sliding over the car body of a colliding rail vehicle, or vice versa. This anti-climbing device 1 is arranged on an energy-absorbing element and / or on a buffer 9 in a manner suitable for transmitting forces occurring in a collision between rail vehicles.

[0054] In addition to the energy absorption element 10, the buffer 9 can also be designed such that it absorbs energy in the event of a collision, in particular to reduce damage, e.g., by deforming material and / or destroying correspondingly designed structures.

[0055] The buffer 9 can be attached to the energy absorption element 10 and / or to the car body of the rail vehicle in a force-transmitting manner.

[0056] With reference to the Figure 2 Further details of the energy-absorbing anti-climbing device 1 for a rail vehicle are now described. It comprises a fastening section 2, which, in the embodiment shown here, is attached to the energy-absorbing element 10 (see FIG. Fig. 1 , not shown here for reasons of clarity) and is attached to buffer 9.

[0057] The energy-absorbing anti-climbing device 1 also includes a collision section 3 for mechanical interaction with an anti-climbing device on the other colliding rail vehicle. The collision section 3 has a contact and guide section 4, which is finger-shaped when viewed from the side, in the direction of travel or opposite to the direction of travel, and a support section 5, which connects the contact and guide section 4 to the fastening section 2 and is oriented vertically to the direction of travel.

[0058] The contact and guide section 4 and the support section 5, together with the finger-like structures, form the cross-sectional shape of a hand with fingers arranged one behind the other and bent at an angle to the back of the hand in the finger root area (cf. Figure 3 ).

[0059] The contact and guide section 4 can comprise several, in particular three to five, adjacently arranged fingers 4.1, in the exemplary embodiments illustrated here, four fingers 4.1. These fingers 4.1 are connected to one another by means of at least one stiffening element 4.2, preferably designed as a plate, in the area facing the buffer. This stiffening element 4.2 thus forms a sliding surface for a colliding anti-climbing device, along which it can slide in a trapped manner in the event of a sufficiently large anti-climbing force (see Figures 4 , 5 and 6 ).

[0060] Further stiffening elements 4.3 are arranged vertically to the first stiffening element 4.2 between the fingers 4.1, in particular to stabilize them against tilting and / or to absorb or eliminate potentially occurring torques.

[0061] At their ends, remote from the support section 5, the fingers 4.1, viewed from the side, have wedge-shaped tips 4.4, with a slope predominantly pointing away from the buffer 9. In the event of a collision, this slope, on the one hand, lifts a locally higher, colliding anti-climbing device. On the other hand, it simultaneously pushes the anti-climbing device itself downward, causing it to be caught between the other colliding anti-climbing device and the anti-climbing buffer assigned to it, or, in the case of reversed local height positioning, with the opposite effect.

[0062] The finger-like contact and guide section 4 has, viewed from the side, a bend 4.5, in the manner, compared to a hand and fingers arranged one behind the other and bent at an angle to the back of the hand in the finger root area, also fingers bent in the first finger joint (see Figure 3 ). In the event of a collision and when the energy has not yet been completely dissipated, the front end of the wedge-like tip 4.4 of the trapped, colliding anti-climbing device can be guided to hook against the buffer 9.

[0063] Furthermore, the contact and guide section 4 is configured to be arranged in relation to the buffer 9 assigned to it and spaced vertically from the buffer 9 in such a way that a clearance 4.6 is formed between the contact and guide section 4 and the buffer 9 to accommodate a similarly configured contact and guide section 4 of a collision-resistant, energy-absorbing anti-climbing device 1 for rail vehicles. The height of the clearance 4.6 is approximately in the range of 1.3 to, in particular, approximately 1.5 times the height.

[0064] This ensures optimal catching of a colliding, similarly designed anti-climbing device.

[0065] The length ratio of the side 4.1.1 of the contact and guide section 4 facing the buffer and the side 3.1.2 of the contact and guide section 4 facing away from the buffer are matched to one another in such a way that, in the event of a collision with another, similar anti-climbing device, the contact and guide section 4 of the colliding energy-absorption-reduced anti-climbing device accommodated in the free space 4.6 is trapped between the contact and guide section 4 and the buffer 9 of the energy-absorption-reduced anti-climbing device in the vertical direction (cf. Figures 4 to 6 ).

[0066] The contact and guide section 4 can thus be anodised in relation to the buffer 9 assigned to it on the rail vehicle (cf. Figures 1 , 2 , 7 and 8) that its tip is positioned so far behind the buffer plate in the longitudinal direction of the buffer 9 that the buffer plate can develop its energy-absorbing effect unhindered by the energy-absorbing anti-climbing protection 1 (cf. Figures 4 to 6 ).

[0067] Figure 3 also shows a further stabilization option, particularly against torques occurring during a collision, in that at least one finger 4.1 has a support element 4.1.0 at its end near the support section 5. For example, in the form of a structure pointing rearward, viewed in the direction of the finger. This is supported on an abutment 10.1. The abutment is formed on an energy-absorbing element 10 (a so-called crash box). In the example shown, it forms part of its housing wall 10.3, particularly for torque support.

[0068] As in the Figures 1 , 3 to 8As shown, the support section 5 can be mechanically connected to the energy absorption element 10 (the crash box) in such a way that the energy acting in the event of a possible collision of the rail vehicle with another rail vehicle is introduced into the energy absorption element 10 (crash box) without deformation of the contact and guide section 4 or the support section 5.

[0069] The Figures 1 , 4 to 6show, by way of example, several support elements 10.2 on the housing 10.3 of the energy absorption element 10, each designed in the shape of an angle 10.2. These can be used to stabilize the area surrounding the connection point of the support element 10.2 with the housing 10.3 against the effects of torques occurring in a collision. These support elements 10.2 are preferably also attached to a mounting and / or end plate 10.4 and / or designed to be supported against a support structure formed on the car body of the rail vehicle in the event of a crash in order to further increase the stability effect.

[0070] The Figures 4 and 5demonstrate the rotation-stabilizing effectiveness of these support elements 4.1.0 and 10.2, as well as their complementary elements, abutment 10.1 and mounting and / or end plate 10.4, after a crash. Both energy-absorbing anti-climbing devices remain essentially unchanged in their horizontal alignment after the crash. The energy dissipated during this crash was dissipated by the energy-absorbing element 10 and the buffer 9 through their intended deformation and machining.

[0071] Further details, especially structural details, are in the Figure 1 However, for better recognition, it is only marked with the essential reference symbols. Accordingly, the Figure 3 only the left half of the energy absorption element 10 from the Figure 1 together with the contact and guide section 4 and the support section 5 of the energy absorption-reduced anti-climbing protection 1. List of reference symbols:

[0072] 1 Anti-climbing protection 2 Fastening section 3 Collision section 4 Contact and guide section 4.1 Finger 4.1.0 Support element 4.1.1 Side facing the buffer 4.1.2 Side facing away from the buffer 4.2 Stiffening element 4.3 Stiffening element 4.4 Wedge-shaped tip 4.5 Angulation 4.6 Free space 5 Support section 7 Screw 8 Nut 9 Buffer 10 Energy absorption element 10.1 Abutment 10.2 Support element 10.3 Housing wall 10.4 Mounting and / or end plate

Claims

1. Energy absorption-reduced anticlimber (1) for rail vehicles, for arrangement on a rail vehicle in the region of a buffer (9) of the rail vehicle and for preventing the body of the rail vehicle from sliding over the body of a colliding rail vehicle or vice versa, comprising a fastening section (2) for fastening the anticlimber (1) to the rail vehicle and / or to the buffer (9) and a collision section (3) for mechanical interaction with an anticlimber on the other colliding rail vehicle, wherein the collision section (3) has a finger-like contact and guide section (4) which faces in the direction of travel or opposite to the direction of travel and has a support section (5) which connects the contact and guide section (4) to the fastening section (2) and is oriented vertically to the direction of travel, characterized in that the contact and guide section (4) and the support section (5) together have at least two finger-like structures which emanate radially from a common centre in their extension and widen the capture area by spreading apart, wherein the support section (5) is mechanically connected in an energy-transmitting manner to an energy-absorbing element (10) in such a way that the energy acting in the event of a possible collision of the rail vehicle with another rail vehicle is introduced into the energy-absorbing element (10) without deformation of the contact and guide section (4) or the support section (5), and that at least one support element (10.2) in the form of a bracket (10.2) is arranged on the housing (10.3) of the energy-absorbing element (10), by means of which support element the region that surrounds the connecting point of the support element (10.2) to the housing (10.3) is stabilized against the effect of torques occurring in the event of a collision, wherein the support element (10.2) is preferably also fastened to a mounting and / or end plate (10.4) and / or is designed to be supportable against a bearing structure formed on the body of the rail vehicle in the event of a crash.

2. Energy absorption-reduced anticlimber according to Claim 1, characterized in that the contact and guide section (4) and the support section (5) together with the finger-like structures form the cross-sectional shape of a hand with fingers arranged one behind the other and angled at an angle in relation to the back of the hand in the finger base region.

3. Energy absorption-reduced anticlimber according to any of the preceding claims, characterized in that the contact and guide section (4) comprises a plurality of, in particular three to five, fingers (4.1) arranged next to each other.

4. Energy absorption-reduced anticlimber according to Claim 1 or 2, characterized in that the fingers (4.1) are connected to each other by means of at least one stiffening element (4.2).

5. Energy absorption-reduced anticlimber according to any of the preceding claims, characterized in that the stiffening element (4.2) is connected to the fingers on the side of the fingers (4.1) facing the buffer.

6. Energy absorption-reduced anticlimber according to any of the preceding claims, characterized in that at least one further stiffening element (4.3) is formed between at least two fingers (4.1), preferably with a vertical orientation in relation to the first stiffening element (4.2).

7. Energy absorption-reduced anticlimber according to any of the preceding claims, characterized in that the fingers (4.1) have, at their ends remote from the support section (5), as viewed from the side, wedge-like tips (4.4), preferably with a bevel predominantly facing away from the buffer.

8. Energy absorption-reduced anticlimber according to any of the preceding claims, characterized in that the finger-like contact and guide section (4), as viewed from the side, has an angled portion (4.5) in the form of, compared with a hand and fingers arranged one behind the other and angled at an angle in relation the back of the hand in the finger base region, fingers also angled at the first finger member.

9. Energy absorption-reduced anticlimber according to any of the preceding claims, characterized in that at least one finger (4.1) has, at its end close to the support section (5), a support element (4.1.0) in the form of a structure, facing to the rear, as viewed in the course of the finger direction, for providing support, in particular for providing torque support in relation to an abutment (10.1), wherein the abutment is preferably formed on the energy-absorbing element (10), in particular as part of its housing wall (10.3).

10. Rail vehicle having at least one buffer and one energy absorption-reduced anticlimber according to any of the preceding claims, characterized in that the contact and guide section (4) is arranged with respect to the buffer (9) assigned to it and spaced apart from this buffer in the vertical direction such that a clearance (4.6) for receiving an identical contact and guide section (4) of a colliding, energy absorption-reduced anticlimber (1) for rail vehicles is formed between the contact and guide section (4) and the buffer (9), wherein the height of the clearance (4.6) is approximately in the range of from 1.3 times to, in particular is about 1.5 times the height.

11. Rail vehicle having at least one buffer and one energy absorption-reduced anticlimber according to Claim 10, characterized in that the length ratio of that side (4.1.1) of the contact and guide section (4) that faces the buffer and that side (3.1.2) of the contact and guide section (4) that faces away from the buffer are coordinated with each other such that, in the event of a collision with another, similar anticlimber, the contact and guide section (4) of the colliding energy absorption-reduced anticlimber received in the clearance (4.6) is captured between the contact and guide section (4) and the buffer (P) of the energy absorption-reduced anticlimber in the vertical direction.

12. Rail vehicle having at least one buffer and one energy absorption-reduced anticlimber according to any of the preceding claims, characterized in that the contact and guide section (4) is arranged with respect to the buffer (9) assigned to it on the rail vehicle such that its tip is positioned so far behind the buffer plate in the longitudinal direction of the buffer (9) that the buffer plate can deploy its energy-absorbing action without being impeded by the energy absorption-reduced anticlimber (1).

13. Rail vehicle having at least one buffer and one energy absorption-reduced anticlimber according to any of the preceding claims, characterized in that the fastening section (2) is arranged with respect to the buffer (9) assigned to it on an energy-absorbing element (10) and / or the buffer (9) of the rail vehicle such that the contact and guide section (4) remains oriented in its orientation facing in the direction of travel or opposite to the direction of travel without deformation of its structure in the sense of energy absorption in order to reduce the collision energy in the event of collision-related deformation of the buffer (9) and / or the energy-absorbing element (10).

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