EP1215098B1 - Railway vehicle with an operator's cab comprising a structure for absorbing energy during a collision above the vehicle chassis - Google Patents

Railway vehicle with an operator's cab comprising a structure for absorbing energy during a collision above the vehicle chassis Download PDF

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Publication number
EP1215098B1
EP1215098B1 EP20010403037 EP01403037A EP1215098B1 EP 1215098 B1 EP1215098 B1 EP 1215098B1 EP 20010403037 EP20010403037 EP 20010403037 EP 01403037 A EP01403037 A EP 01403037A EP 1215098 B1 EP1215098 B1 EP 1215098B1
Authority
EP
European Patent Office
Prior art keywords
vehicle
frame
protective shield
energy
cab
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP20010403037
Other languages
German (de)
French (fr)
Other versions
EP1215098A1 (en
Inventor
Christian Boneill
Gérard Gielczinski
Marcel Godin
Isabelle Guilloteau
Jean-Marc Langlet
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alstom Transport Technologies SAS
Original Assignee
Alstom SA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority to FR0016493A priority Critical patent/FR2818224B1/en
Priority to FR0016493 priority
Application filed by Alstom SA filed Critical Alstom SA
Publication of EP1215098A1 publication Critical patent/EP1215098A1/en
Application granted granted Critical
Publication of EP1215098B1 publication Critical patent/EP1215098B1/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61CLOCOMOTIVES; MOTOR RAILCARS
    • B61C17/00Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
    • B61C17/04Arrangement or disposition of driving cabins, footplates or engine rooms; Ventilation thereof
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61DBODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D15/00Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
    • B61D15/06Buffer cars; Arrangements or construction of railway vehicles for protecting them in case of collisions
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61DBODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00Construction details of vehicle bodies
    • B61D17/04Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/06End walls

Description

The invention relates to the field of vehicle construction, in particular railway vehicles with a driver's cab, and relates to such a vehicle having an energy absorbing structure providing driver protection of the vehicle in the event of a collision.

Existing railway vehicles are equipped at their ends with means for supporting the loads which the vehicle undergoes under conditions normal traffic and during low speed shocks, so-called shocks "docking".

It is also known, from document FR-A-2 698 840, to equip vehicles railway cabs of a metal energy absorbing structure whose function is to protect the passengers and the driver of the vehicle in case of significant shocks, for example during a collision with another train. The vehicle then comprises zones of dynamic plastic deformation, formed of elements fixed or interchangeable energy absorbers provided at the ends of the vehicle.

However, such a structure is intended to absorb the energy of a significant shock at the level of the chassis of the vehicle chassis, but is not suitable for a shock with an obstacle coming into the driver's cab of the railway vehicle at the above the level of the chassis. Such a case may occur during a direct impact with an obstacle hitting the railway vehicle at the height of the driver's cab but also during a shock with an obstacle for which the absorber elements chassis power are oversized to ensure proper absorption of the shock. Indeed, in such a case, the substantial rigidity of the chassis and the shape diving from the end of the train usually lead to the uprising of the impeded obstacle that then hits the driver's cab causing uncontrolled deformations of the latter, endangering the life of the driver.

The present invention aims to overcome these disadvantages by proposing a railway vehicle with driver's cab with protective shield which is adapted to absorb the energy of a shock with an obstacle coming to strike the driver's cab above the level of the frame rails of the vehicle and is simple and economical to achieve. Such a shield of protection is known from EP-A1-0 888 946.

The invention relates to a railway vehicle according to claim 1.

According to particular embodiments, the railway vehicle according to the invention may comprise one or more of the following characteristics taken separately or in any technically possible combination:

  • the energy absorbing element (s) longitudinally connect the protective shield to the chassis so as to allow a displacement of the protective shield with respect to the chassis in the longitudinal direction of the vehicle, by deformation of the energy-absorbing element (s) during frontal shock;
  • the frame and the protective shield have, at their interface, complementary shapes constituting a slide-type guiding device in the longitudinal direction of the vehicle;
  • the protective shield consists of a rigid structure extending vertically over the height of the driver's cab and having an opening facing the windshield of the vehicle;
  • the protective shield also extends laterally on the sides of the driver's cab to form a wraparound structure;
  • the protective shield and the frame are locally connected directly to one another by fusible fasteners;
  • the upper part of the protective shield is connected, via energy-absorbing elements, to structural elements integral with the chassis;
  • the front face of the protective shield carries energy absorbing elements extending towards the front end of the vehicle;
  • the front end of the frame supports energy absorbing elements;
  • the energy-absorbing element or elements are constituted by structures with programmed deformation;
  • the front end of the chassis supports a hunt.

The aims, aspects and advantages of the present invention will be better understood from the description given below of a particular embodiment of the invention, given by way of non-limiting example, with reference to the appended drawings. , wherein :

  • Figure 1 is a perspective view of a railway vehicle end, partially exploded, equipped with a structure according to the invention;
  • Figure 2 is an exploded perspective view on a larger scale of a portion of the structure forming the front end of the vehicle of Figure 1;
  • Figure 3 is a perspective view of the structure forming the front end of the vehicle of Figure 1 before a shock;
  • Figure 4 is a view similar to that of Figure 3 after an impact at the height of the driver's cab of the railway vehicle.

To facilitate the reading of the drawing, only the elements necessary for understanding of the invention have been shown. The same elements have the same references from one figure to another.

FIG. 1 represents the front end of a railway vehicle comprising a chassis 1 rigid deformable ensuring the rigidity of the vehicle and a skin 5 realizing the aesthetic envelope of the vehicle and supporting a windshield 9.

The vehicle is equipped with a driver's cab equipped with a structure for the driver protection, shown as exploded in Figure 2, interposed between the part of the skin 5 defining the front face of the vehicle and the interior of the cabin of conduct. This structure comprises a rigid protective shield 3, dimensionally stable, having a front wall 3a extending vertically over substantially the entire height of the driver's cab and having two side walls 3b extending laterally on each side of the driver's cab. The front wall 3a is provided a wide opening 10 facing the windshield 9 of the vehicle with a good field from vision to the driver.

According to FIGS. 2 and 3, the protective shield 3 comprises a sole 3c resting on an upper surface the plane of the frame 1 and has two arms 11 extending respectively the two side walls 3b of the shield of protection 3 down. Each guide arm 11 extends vertically to near a beam 1b of the frame 1 and has a lower end provided with a flange 15 extending under the spar 1b to form an anti-lift abutment preventing the lifting of the protective shield 3 from the chassis 1.

The protective shield 3 is connected longitudinally to the frame 1 at the level of each guide arm 11 by a deformable spacer 6 interposed between a face rear 11a of the guide arm 11 and a bearing surface 1c belonging to a shoulder of the chassis 1 arranged opposite the rear face 11a of the guide arm 11. In the embodiment shown, the deformable spacer 6 is presented advantageously in the form of plastic deformation sheet assemblies programmed, each longitudinal end of which is provided with a collar allowing its fixing by bolting.

The protective shield 3 also comprises, in its upper part, two beams link 12 extending towards the rear of the vehicle and connected to a ring of structure, not shown in the figures, supported by the chassis 1 of the vehicle. The two connecting beams 12 consist of deformed sheet metal assemblies programmed plastic forming energy absorbing elements with properties of mechanical strength substantially equivalent to those of the spacers 6 deformable.

Advantageously, the protection shield 3 on the chassis 1 is secured locally by fusible bolts not shown in the figures.

According to Figure 3, the front face of the front wall 3a of the shield of protection 3 supports a set of casings 7 energy absorbers protruding towards the front of the vehicle. Preferably, the resistance properties mechanical casing 7 energy absorbers are smaller than the spacers 6 and connecting beams 12 causing, in case of shock, a progressive deformation of all the caissons 7 energy absorbers before causing deformation spacers 6 and connecting beams 12.

The front end of the frame 1 of the vehicle is conventionally provided with two anti-climb stops 8 energy absorbers arranged in the extension rails 1b, on either side of an automatic hitch 13 consisting of a head hitch connected to a head beam of the chassis 1 via an element energy absorber. Anti-climb abutments 8 energy absorbers have very high mechanical strength properties, which are suitable for cushion the amount of energy involved in a collision with another vehicle rail.

FIG. 4 illustrates the deformation of the previously described structure of the vehicle after an impact with an obstacle having struck the front of the vehicle over the level of the beams 1b of the frame 1, substantially at the height of the boxes 7 energy absorbers supported by the front of the protection shield 3.

According to this figure, during such an impact, the casings 7 absorbers of the front face of the protection shield 3 are crushed, thus absorbing part of the shock energy and the residual energy of the shock is absorbed by the progressive deformation of the spacers 6 and the connecting beams 12, resulting in a rearward movement of the protective shield 3 relative to the chassis 1, the protective shield 3 being guided on the frame 1 throughout its displacement by the two guide arms 11.

Such a progressive displacement of the protective shield 3 makes it possible to absorb the impact energy while maintaining the integrity of the protective shield 3, which ensures a survival space for the driver who is permanently sheltered behind 3. As can be seen in this figure, the decline in protective shield 3 is carried out on a race which can not be greater than one given maximum stroke, the bearing surface 1c of the frame 1 cooperating with the arms of guidance 11 to block the movement of the shield 3 beyond the normal range of absorption by crushing the spacers 6.

To ensure a high level of safety inside the driving cabin 1, this the latter is arranged in such a way that the retreat of the protective shield 3 on the the crush area of the spacers 6 does not cause injury to the driver. So, the control panel of the vehicle, not shown, is advantageously attached to the protective shield 3 so that it remains intact during the shock thus avoiding any deformation or projection of elements. The driver's seat may also be secured to the protective shield 3 so as to move simultaneously with the shield of protection.

Such a vehicle therefore has the advantage of ensuring great safety for the driver by allowing the absorption of a shock taking place directly at the height of the cabin by the controlled retreat of the protection shield, the latter preserving its integrity constantly ensuring its protective shield function.

Such a vehicle also has the advantage of having a rigid chassis that can not be deformed. which extends to near the front of the vehicle. It is thus possible to fix a fighter, not shown in the figures, near the front of the vehicle by attaching it directly under the rigid chassis, thus avoiding this disrupts the behavior of the vehicle.

Of course, the invention is not limited to the embodiment described and illustrated which has been given only as an example. Modifications are possible, particular from the point of view of the constitution of the various elements or by substitution technical equivalents, without departing from the scope of protection of the invention.

Claims (11)

  1. A rail vehicle having an end provided with a driver's cab, said vehicle having a rigid frame (1) extending under said driver's cab, and a skin (5) forming the aesthetically-pleasing casing for the vehicle and having a protective shield (3) interposed between the portion of the skin (5) defining the front face of the vehicle and the inside of said driver's cab and provided with a rigid structure, said protective shield (3) resting on said frame (1), the vehicle being characterized in that said shield is connected to said frame (1) via at least one energy-absorbing element (6) interposed locally between the shield (3) and the frame (1).
  2. A rail vehicle according to claim 1, characterized in that the energy-absorbing elements (6) connect the protective shield (3) longitudinally to the frame (1) so as to enable the protective shield (3) to move relative to said frame (1) in a longitudinal direction of the vehicle by said energy-absorbing elements (6) deforming when a frontal impact occurs.
  3. A rail vehicle according to claim 2, characterized in that, at their interface, said frame (1) and said protective shield (3) have complementary shapes constituting a guide device of the runner type in the longitudinal direction of the vehicle.
  4. A rail vehicle according to any one of claims 1 to 3, characterized in that the protective shield (3) is constituted of a rigid structure extending vertically over the height of the driver's cab, and provided with an opening (10) facing the windscreen (9) of the vehicle.
  5. A rail vehicle according to claim 4, characterized in that the protective shield (3) also extends over the sides of the driver's cab to form a casing structure.
  6. A rail vehicle according to any one of claims 1 to 5, characterized in that the protective shield (3) and the frame (1) are locally connected directly to each other via break-away fixing elements.
  7. A rail vehicle according to any one of claims 1 to 6, characterized in that the top portion of the protective shield (3) is connected via energy-absorbing elements (12) to structural elements secured to or integral with the frame (1).
  8. A rail vehicle according to any preceding claim, characterized in that the front face of the protective shield (3) supports energy-absorbing elements (7) extending towards the front end of the vehicle.
  9. A rail vehicle according to any one of claims 1 to 8, characterized in that the front end of the frame (1) supports energy-absorbing elements (8).
  10. A rail vehicle according to any one of claims 1 to 9, characterized in that said energy-absorbing elements (6, 7, 8, 12) are constituted by structures that deform in programmed manner.
  11. A rail vehicle according to any one of claims 1 to 10, characterized in that the front end of the frame (1) supports a guard iron.
EP20010403037 2000-12-18 2001-11-27 Railway vehicle with an operator's cab comprising a structure for absorbing energy during a collision above the vehicle chassis Active EP1215098B1 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
FR0016493A FR2818224B1 (en) 2000-12-18 2000-12-18 Rail vehicle with driving cabin comprising an energy absorbing structure suitable for collision above the vehicle chassis
FR0016493 2000-12-18

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DK01403037T DK1215098T3 (en) 2000-12-18 2001-11-27 Railway vehicle with driver's cab comprising an energy-absorbing structure adapted to a collision over the vehicle's chassis

Publications (2)

Publication Number Publication Date
EP1215098A1 EP1215098A1 (en) 2002-06-19
EP1215098B1 true EP1215098B1 (en) 2005-03-16

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Family Applications (1)

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EP20010403037 Active EP1215098B1 (en) 2000-12-18 2001-11-27 Railway vehicle with an operator's cab comprising a structure for absorbing energy during a collision above the vehicle chassis

Country Status (19)

Country Link
US (1) US6561105B2 (en)
EP (1) EP1215098B1 (en)
JP (1) JP4044758B2 (en)
CN (1) CN1315680C (en)
AT (1) AT290971T (en)
AU (1) AU779020B2 (en)
CA (1) CA2364957C (en)
DE (1) DE60109399T2 (en)
DK (1) DK1215098T3 (en)
EG (1) EG22817A (en)
ES (1) ES2239111T3 (en)
FR (1) FR2818224B1 (en)
HK (1) HK1048289B (en)
HR (1) HRP20010897B1 (en)
IL (1) IL147096D0 (en)
MA (1) MA25480A1 (en)
NO (1) NO324083B1 (en)
RU (1) RU2231462C2 (en)
YU (1) YU88501A (en)

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Also Published As

Publication number Publication date
US20020073887A1 (en) 2002-06-20
AU9716301A (en) 2002-06-20
JP4044758B2 (en) 2008-02-06
NO20016163D0 (en) 2001-12-17
CN1315680C (en) 2007-05-16
MA25480A1 (en) 2002-07-01
HK1048289A1 (en) 2003-03-28
FR2818224B1 (en) 2003-01-24
JP2002225704A (en) 2002-08-14
FR2818224A1 (en) 2002-06-21
NO324083B1 (en) 2007-08-06
CA2364957C (en) 2007-02-06
DK1215098T3 (en) 2005-07-25
AU779020B2 (en) 2005-01-06
IL147096D0 (en) 2002-08-14
AT290971T (en) 2005-04-15
HK1048289B (en) 2007-09-28
RU2231462C2 (en) 2004-06-27
EP1215098A1 (en) 2002-06-19
NO20016163L (en) 2002-06-19
HRP20010897B1 (en) 2006-02-28
EG22817A (en) 2003-09-30
CA2364957A1 (en) 2002-06-18
HRP20010897A2 (en) 2003-08-31
CN1368448A (en) 2002-09-11
YU88501A (en) 2003-01-31
US6561105B2 (en) 2003-05-13
ES2239111T3 (en) 2005-09-16
DE60109399D1 (en) 2005-04-21
DE60109399T2 (en) 2006-01-19

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