Abstract:
An anti-climbing protection apparatus for a rail vehicle includes at least one buffer supported by an energy absorption element connected to a rail vehicle frame. In order to permit such a protection apparatus to be produced economically, to reliably prevent overriding and to be comparatively easy to retrofit, a bearing element is fastened to an end of the energy absorption element facing away from the vehicle frame. The bearing element supports an anti-climbing protection device at an end thereof protruding in a vertical direction from the buffer. In the event of a crash, a horizontally oriented stop, in cooperation with the front of the rail vehicle, permits an anti-climbing protection element of the anti-climbing protection device to be brought from the stop into an anti-climbing protection position extending outward over the buffer.

Description:
BACKGROUND OF THE INVENTION 
     Field of the Invention 
     The invention relates to an anti-climbing protection apparatus for a rail vehicle comprising at least one buffer which is supported by an energy absorption element connected to a vehicle frame of the rail vehicle. 
     An anti-climbing protection apparatus of this type is described in the German patent specification DE 10 2008 048 247 B3. The known anti-climbing protection apparatus has support elements extending in a longitudinal direction of a rail vehicle that is formed by a locomotive, said support elements being interconnected via a transverse support. The support elements are so arranged above the buffers on the locomotive frame or chassis as to be displaceable via guides, and extend as far as an end region of an elastic path of the buffer plates of the buffers. Thrust bearings, against which a solid structure of a colliding rail vehicle comes to bear in the event of a crash, are provided at the end of the support elements. The known anti-climbing protection apparatus requires a special construction of a rail vehicle or locomotive, and is therefore not suitable for retrofitting. 
     The European patent specification EP 2 033 868 B1 also discloses an anti-climbing protection apparatus in the form of a so-called buffer anti-climbing protection device, in which a funnel-shaped shell of rigid material is provided for each of the two buffers at the ends of a rail vehicle, and is so fastened to the vehicle frame as to overhang the respective buffer. The known buffer anti-climbing protection device preferably has two shell sections, these being formed as protruding catches. In the event of a crash, the buffer of an oncoming vehicle goes into the funnel-shaped shell, thereby preventing the buffer from overriding. If two rail vehicles having identically protected buffers collide, it cannot be excluded that one of the two shells, by virtue of its shape, could necessarily cause a degree of climbing and hence derailment of one or both rail vehicles. 
     The unexamined German patent application DE 10 2006 050 028 A1 also discloses an anti-climbing protection apparatus for rail vehicles, in which the rail vehicles have projecting shaped parts at the front of the vehicle. In the event of two rail vehicles colliding, these produce a positive engagement between the vehicle fronts impacting each other. A matrix of cells made from flat plates is provided at the front of each vehicle in this case, said cells being open in the direction of travel, wherein the intersection points thereof have greater rigidity in a longitudinal direction and the webs thereof have less rigidity in a longitudinal direction. When a collision occurs, the vehicle front of one of the rail vehicles penetrates the vehicle front of the other rail vehicle, resulting in interlocking in both vertical and horizontal directions. This anti-climbing protection apparatus does not function if the colliding vehicles are equipped with dissimilar anti-climbing protection apparatus, and therefore cannot be used in the context of interoperable transport. 
     BRIEF SUMMARY OF THE INVENTION. 
     The object of the invention is to specify an anti-climbing protection apparatus of the type cited in the introduction, wherein said anti-climbing protection apparatus can be produced economically, reliably prevents overriding and can easily be retrofitted. 
     In order to achieve this object, as part of an anti-climbing protection apparatus of the type cited above, a bearing element is inventively fastened to that end of the energy absorption element which faces away from the vehicle frame, wherein said bearing element supports an anti-climbing protection device at its end which projects in a vertical direction from the buffer, and a horizontally aligned stop is provided in such a way that an anti-climbing protection element of the anti-climbing protection device, interacting with the vehicle front of the rail vehicle in the event of a crash, can be moved by said stop into an anti-climbing protection position which extends over the buffer element. 
     An important advantage of the inventive anti-climbing protection apparatus is that it is relatively economical to produce because it consists essentially of only the bearing element with the anti-climbing protection device and the stop, and its main parts can therefore be preproduced in series; installation into the rail vehicle is relatively easy to manage. A further advantage of the inventive anti-climbing protection apparatus is that it can easily be retrofitted to rail vehicles because the attachment of the bearing element with the anti-climbing protection device can be effected at the free end of the energy absorption element and the fastening of the stop can be effected at the vehicle frame. Consequently, no significant intervention is required in the rail vehicle or the front thereof. 
     With regard to the inventive anti-climbing protection apparatus, the stop can be arranged in various ways. It may be advantageous to fasten the stop in the region of the vehicle front of the rail vehicle. This does not require any expensive supplementary work on the rail vehicle because the stop can readily be attached to the vehicle front. 
     However, it is also possible to fasten the stop to the anti-climbing protection element. In this case, the inventive anti-climbing protection apparatus including the stop can be entirely preproduced, and it is merely necessary to ensure that a suitably mechanically stable region is provided for the stop on the rail vehicle or its vehicle frame. 
     Concerning the attachment of the stop and the anti-climbing protection device in relation to the energy absorption element or the buffer of the rail vehicle, various possibilities exist. In order to prevent the opposing vehicle from overriding in the event of a collision, the stop and the anti-climbing protection device are arranged above the energy absorption element. 
     In order to prevent the local vehicle from overriding in the event of a collision, the stop and the anti-climbing protection device are arranged below the energy absorption element. 
     In order to prevent the opposing vehicle and the local vehicle from overriding in the event of a collision, the anti-climbing protection entities are arranged both above and below the energy absorption element. 
     With regard to the inventive anti-climbing protection apparatus, the anti-climbing protection element can be designed in different ways. In an embodiment which is considered advantageous, the anti-climbing protection element is a slider which is so held in a guide of the anti-climbing protection device as to be horizontally displaceable and which, at its end facing the stop, projects from the guide. This embodiment of the anti-climbing protection element is considered to be advantageous due to its functional safety and comparative ease of implementation. 
     In order to increase the reliability of the inventive anti-climbing protection apparatus, the slider can be arrested in the initial operating position in order to prevent unwanted slipping, e.g. by means of a break-off connection between the slider and the guide. Only if the stop exerts a horizontal force on the slider, as normally occurs in the event of a crash, does the break-off connection break and the slider can be moved by means of the stop into the anti-climbing protection position. Unwanted slipping of the slider during normal operation is prevented by the break-off connection. 
     A further functional improvement can be achieved by equipping the slider of the anti-climbing protection device with an additional horizontal rib at its end which faces away from the stop. As a result of this, the local vehicle can also “interlock” with a correspondingly embodied vehicle front of the opposing vehicle in the event of a collision. 
     In order to increase the reliability of the inventive anti-climbing protection apparatus by locking the anti-climbing protection element in the anti-climbing protection position in the event of a crash, in an advantageous embodiment, the anti-climbing protection element is a slider element which is connected in a longitudinally offset manner via a rated break point to a slider part that faces the stop, and the slider part is connected via a further rated break point to the guide, wherein the one rated break point between the slider part and the slider element is stronger than the further rated break point between the slider part and the guide. It is thereby ensured that overriding is prevented in the event of a crash, while unwanted slipping is prevented in the initial operating position during normal operation. 
     Concerning the embodiment of the slider element and the slider part, various possibilities exist. It is considered advantageous, for example, for the slider element and the slider part to be so designed as to have a constant thickness over their length in each case. This embodiment has the advantage that, in addition to the above cited safety, ease of manufacture is assured for the slider element and the slider part. 
     As an alternative to the embodiment described above, provision can be made for the slider part to widen in the shape of a wedge towards the stop, and for the slider element to have a reverse widening. In this case, the slider element and the slider part interact to form a wedge-shaped connection, by means of which positive fixing in the guide is effected as soon as the anti-climbing protection position is reached. By virtue of said fixing, the slider element is secured in the anti-climbing protection position against displacement due to any possible horizontal force effects caused by a collision. 
     Irrespective whether the anti-climbing protection element is a slider or a slider part, it is considered advantageous for the slider or the slider element of the inventive anti-climbing protection apparatus to be equipped with a catch at its end which faces away from the stop. 
     In a further embodiment variant of the inventive anti-climbing protection apparatus, the anti-climbing protection device is designed as a pivoting bracket which is pivotably mounted via one of its bracket arms on a rocker joint of the bearing element, said rocker joint being situated below the energy absorption element, and is embodied at that end of the bearing element which is situated above the energy absorption element in such a way that its other bracket arm can be pivoted and locked into the anti-climbing protection position by means of the stop on the rail vehicle in the event of a crash. It is considered a significant advantage of this embodiment variant that it reliably prevents overriding and is easy to retrofit. 
    
    
     
       BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING 
       The invention is further explained in the drawings, in which: 
         FIGS. 1 to 3  show a first exemplary embodiment of the inventive anti-climbing protection apparatus comprising a slider arranged above the energy absorption element, in various positions during different stages of a crash, 
         FIG. 4  shows a further exemplary embodiment of the inventive anti-climbing protection apparatus comprising a stop on the slider, inventive anti-climbing protection apparatus comprising an additional horizontal rib on that end of the slider which faces away from the stop, 
         FIGS. 6 to 8  show a further exemplary embodiment of the inventive anti-climbing protection apparatus comprising a slider arranged below the energy absorption element, during different stages of a crash, 
         FIGS. 9 to 12  show a further exemplary embodiment of the inventive anti-climbing protection apparatus comprising a slider part and a slider element having constant thickness, 
         FIGS. 13 to 16  show an exemplary embodiment comprising a wedge-shaped slider element and a wedge-shaped slider part, 
         FIGS. 17 to 19  show an exemplary embodiment comprising a pivoting bracket as an anti-climbing protection element, and 
         FIG. 20  shows a further exemplary embodiment comprising a pivoting bracket which is embodied with an additional horizontal rib at that end of the pivoting bracket which faces away from the stop. 
     
    
    
     DESCRIPTION OF THE INVENTION 
       FIGS. 1 to 3 , in which corresponding elements are denoted by the same reference signs, schematically show a vehicle frame  1  of a rail vehicle which is not shown in further detail. Attached to the vehicle frame  1  is an energy absorption element  2  having a bearing element  4  at its end  3  which faces away from the vehicle frame  1 . The bearing element  4  supports an anti-climbing protection device  5  that has a guide  6  in which a slider  8  is held by means of a break-off connection  7 . At its left-hand end in  FIGS. 1 to 3 , the slider  8  is located directly in front of or abuts a stop  9  which is fastened to the vehicle frame  1 . 
       FIGS. 1 to 3  also show that a buffer  10  is held in the energy absorption element  2  in a conventional manner, wherein said buffer  10  faces a buffer  11  of an opposing vehicle in the event of a crash. This buffer  11  is guided and/or held in an energy absorption element  12  directly in the opposing vehicle. 
       FIG. 1  shows a state in which the buffers  10  and  11  of two rail vehicles abut with a vertical offset, as occurs during operation when rail vehicles come together in a normal manner. 
     If the rail vehicle having the vehicle frame  1  and the buffer  10  are pressed against the buffer  11  of the opposing vehicle in the event of a crash, as illustrated in  FIG. 2 , the energy absorption element  2  is first compressed and thereby shortened in length. At the same time, the stop  9  is pushed against the slider  8  of the anti-climbing protection device  5 , the break-off connection  7  being severed and the slider  8  being shifted in the direction of the arrow  13 . In this way, the slider  8  is moved into an anti-climbing protection position, this being produced by virtue of the slider  8  sliding over the buffer  11  of the opposing vehicle and thereby preventing any overriding of the buffer  11  and the opposing vehicle connected thereto. 
       FIG. 3  shows that during the course of the crash the energy absorption element  2  is compressed even further than is illustrated in  FIG. 2 , whereby the vehicle frame  1  comes even closer to the vehicle frame of the opposing vehicle (not shown) and the buffer  11 , the stop  9  being then deformed or broken off depending on the design. 
     In the case of the exemplary embodiment of the inventive anti-climbing protection apparatus according to  FIG. 4 , an anti-climbing protection device  20  is used which again features a slider  21  in a guide  22 . The slider  21  is again connected to the guide  22  by means of a rated break point  23 . Unlike the exemplary embodiment according to  FIGS. 1 to 3 , a stop  24  is attached to the slider  21  in this exemplary embodiment and, in the event of a crash, is pushed against a front region  25  of the vehicle frame  26  of the rail vehicle, which is likewise not illustrated in detail here. 
     The operation of this anti-climbing protection device otherwise corresponds exactly to that explained in detail with reference to  FIGS. 1 to 3 , and a detailed description thereof is therefore omitted here in order to avoid repetition. 
     This applies likewise to the exemplary embodiment according to  FIG. 5 , which differs from the exemplary embodiment according to  FIG. 4  only in that a slider  27  features an additional horizontal rib  28  by means of which the slider  27  can also “interlock” (in a manner which is not shown) with a correspondingly embodied vehicle front of the opposing vehicle. 
     The exemplary embodiment according to  FIGS. 6 to 8  corresponds largely to the exemplary embodiment according to  FIGS. 1 to 3 , differing in that an anti-climbing protection device  30  here is located vertically below an energy absorption element  31  or a buffer  32 . A stop  33  here is likewise attached to the vehicle frame  34  in a different, low region.  FIG. 6  illustrates the anti-climbing protection apparatus in the normal state. 
       FIGS. 7 and 8  show the various states in the event of a crash, wherein the states according to  FIGS. 7 and 8  correspond analogously to  FIGS. 2 and 3 . 
     The exemplary embodiment of the inventive anti-climbing protection apparatus illustrated in various states in  FIGS. 9 to 12  has an anti-climbing protection device  40  which is again supported by a bearing element  41 . The bearing element  41  is in turn attached to that end  43  of an energy absorption element  44  which faces away from a vehicle frame  42 . 
     The anti-climbing protection device  40  here has an anti-climbing protection element in the form of a slider element  45  which is guided in a guide  46 . As shown in the magnified illustration of the anti-climbing protection device  40  according to  FIG. 10 , the slider element  45  is connected in a longitudinally offset manner by means of a rated break point  47  to a slider part  48 , which itself is fastened via a further rated break point  49  to the guide  46 . At its left-hand end as shown in  FIGS. 9 to 12 , the slider part  48  is located directly in front of or abuts a stop  50  which is fastened to the vehicle frame  42 . The slider part  48  is so designed as to be sectionally wedge-shaped relative to the slider element  45 . A buffer  51  is held in a sprung manner in the energy absorption element  44 . 
     If a crash with an opposing vehicle having a buffer  52  as shown in  FIG. 9  occurs, a compression of the energy absorption element  44  initially takes place here again, the distance of the bearing element  41  from the vehicle frame  42  being shortened. The slider part  48  is thereby pushed in the direction of the arrow  53  by means of the stop  50 , severing the further rated break point  49 , and the slider element  45  is carried along with it. In this case, the latter slides into the anti-climbing protection position over the buffer  52 , its catch  55  behind the buffer  52  of the opposing vehicle which is not otherwise illustrated (cf.  FIGS. 10 and 12 ), and is arrested in this position by its stop  54 . 
     During the further course of the supposed crash (see  FIG. 12 ), the energy absorption element  44  is compressed even further as shown in  FIG. 11 . In this context, the slider part  48  is pushed further in the direction of the arrow  53  by means of the stop  50 , severing the rated break point  47 , until the slider part  48  and the slider element  45  are jammed together in the guide  46 . The rated break point  47  is so designed as to be stronger than the rated break point  49 . 
     During the further course of a supposed crash, the stop  50  is deformed in a plastic manner or broken. The slider element  45  with its catch  55  prevents overriding of the opposing vehicle, and is secured in the guide  46  against backward displacement due to any possible horizontal force effects caused by the collision. 
     The exemplary embodiment of the inventive anti-climbing protection apparatus shown in  FIGS. 13 to 16  differs from the exemplary embodiment according to  FIGS. 9 to 12  in that a slider element  60  here is designed in the shape of a wedge, this decreasing in width towards a stop  61 , and is securely connected to a slider part  63  via a rated break point  62 . Said slider part  63  is likewise designed in the shape of a wedge, but increases in width towards the stop  61  and is connected via a further rated break point  64  to the guide  65 . 
     If a crash occurs, an energy absorption element  67  is compressed and the stop  61  is pressed against the slider part  63  in this case. The rated break point  64  is severed first in this case, because it is weaker than the further rated break point  62 . The slider element  60  with its catch  69  is pushed as far as the stop  70 , and slides over a buffer  68  of an opposing vehicle which is not illustrated further (see in particular  FIG. 14  showing a magnified illustration of the anti-climbing protection apparatus  66 ). 
     It can be seen from  FIG. 15  that the energy absorption element  67  is compressed even further during the crash. In this context, the slider part  63  is pushed further in the direction of the arrow  71  by means of the stop  61 , severing the rated break point  62 , until it is jammed together with the slider element  60  in the guide  65 . During the further course of the supposed crash, the energy absorption element  67  is further compressed as shown in  FIG. 16 . In this context, the stop  61  is deformed in a plastic manner or broken. The slider element  60  with its catch  69  prevents overriding of the opposing vehicle, and is secured in the guide  65  against backward displacement due to any possible horizontal force effects caused by the collision. 
       FIGS. 17 to 19  show a further exemplary embodiment of the inventive anti-climbing protection apparatus in various positions during a crash. 
     In this case,  FIG. 17  shows the initial position, i.e. before the crash, of an anti-climbing protection apparatus, here comprising an anti-climbing protection device  80  which is again attached to that side  82  of an energy absorption element  83  which faces away from a vehicle frame  81 . Specifically, a bearing element  84  is attached to this end of the energy absorption element  83  and has a rocker joint  85 , by means of which a pivoting bracket  86  is pivotably mounted, below the energy absorption element. A locking wedge  87  is formed on the bearing element  84  above the energy absorption element  83 , and is connected to said bearing element  84  in a flexionally elastic manner. A stop  88  which is fastened to the vehicle frame  81  is situated opposite the pivoting bracket  86 . 
     As shown in  FIG. 18 , compression of the energy absorption element  83  occurs in the event of a crash, whereby the stop  88  is pushed against the pivoting bracket  86  and tilts the latter at the rocker joint  85  into the anti-climbing protection position as far as a stop  91  at the locking wedge  87 . In this case, a lever arm comprising the locking wedge  87  of the support element  84  is pushed up in an elastic manner and locks the pivoting bracket  86  as soon as the anti-climbing protection position is reached at the stop  91 . In the anti-climbing protection position, the pivoting bracket  86  with its bracket arm  89  is positioned over a buffer  90  of an opposing vehicle which is not shown further. 
       FIG. 19  shows that the energy absorption element  83  is compressed even further during the further course of the supposed crash. In this context, the stop  88  is deformed in a plastic manner or broken. The pivoting bracket  86  with its bracket arm  89  prevents the overriding of the opposing vehicle and is secured against backward displacement in its anti-climbing protection position by the locking wedge  87 . 
     The anti-climbing protection apparatus shown in  FIG. 20  differs from the anti-climbing protection apparatus illustrated in  FIGS. 17 to 19  in that additional horizontal ribbing  101  is provided on a pivoting bracket  100 , by means of which vertical deviation is prevented in the event of a crash with a vehicle which is structurally identical or which has a vehicle front that is configured correspondingly.