EP1215098B1 - Véhicule ferroviaire à cabine de conduite comportant une structure absorbeuse d'énergie adaptée à une collision au-dessus du chassis du véhicule - Google Patents

Véhicule ferroviaire à cabine de conduite comportant une structure absorbeuse d'énergie adaptée à une collision au-dessus du chassis du véhicule Download PDF

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Publication number
EP1215098B1
EP1215098B1 EP01403037A EP01403037A EP1215098B1 EP 1215098 B1 EP1215098 B1 EP 1215098B1 EP 01403037 A EP01403037 A EP 01403037A EP 01403037 A EP01403037 A EP 01403037A EP 1215098 B1 EP1215098 B1 EP 1215098B1
Authority
EP
European Patent Office
Prior art keywords
frame
protective shield
vehicle
cab
rail vehicle
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.)
Expired - Lifetime
Application number
EP01403037A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP1215098A1 (fr
Inventor
Marcel Godin
Gérard Gielczinski
Christian Boneill
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
Application filed by Alstom SA filed Critical Alstom SA
Priority to DK01403037T priority Critical patent/DK1215098T3/da
Publication of EP1215098A1 publication Critical patent/EP1215098A1/fr
Application granted granted Critical
Publication of EP1215098B1 publication Critical patent/EP1215098B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
    • B61C17/04—Arrangement or disposition of driving cabins, footplates or engine rooms; Ventilation thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
    • B61D15/06—Buffer cars; Arrangements or construction of railway vehicles for protecting them in case of collisions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/06—End walls

Definitions

  • 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.
  • 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.
  • 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.
  • 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.
  • a shield of protection is known from EP-A1-0 888 946.
  • the invention relates to a railway vehicle according to claim 1.
  • 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.
  • 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.
  • 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.
  • the protection shield 3 on the chassis 1 is secured locally by fusible bolts not shown in the figures.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the control panel of the vehicle 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.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Body Structure For Vehicles (AREA)
  • Vibration Dampers (AREA)
  • Aiming, Guidance, Guns With A Light Source, Armor, Camouflage, And Targets (AREA)
EP01403037A 2000-12-18 2001-11-27 Véhicule ferroviaire à cabine de conduite comportant une structure absorbeuse d'énergie adaptée à une collision au-dessus du chassis du véhicule Expired - Lifetime EP1215098B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DK01403037T DK1215098T3 (da) 2000-12-18 2001-11-27 Jernbaneköretöj med förerkabine omfattende en energiabsorberende struktur tilpasset en kollision over köretöjets chassis

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0016493A FR2818224B1 (fr) 2000-12-18 2000-12-18 Vehicule ferroviaire a cabine de conduite comportant une structure absorbeuse d'energie adaptee a une collision au dessus du chassis du vehicule
FR0016493 2000-12-18

Publications (2)

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

Family

ID=8857794

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01403037A Expired - Lifetime EP1215098B1 (fr) 2000-12-18 2001-11-27 Véhicule ferroviaire à cabine de conduite comportant une structure absorbeuse d'énergie adaptée à une collision au-dessus du chassis du véhicule

Country Status (19)

Country Link
US (1) US6561105B2 (sh)
EP (1) EP1215098B1 (sh)
JP (1) JP4044758B2 (sh)
CN (1) CN1315680C (sh)
AT (1) ATE290971T1 (sh)
AU (1) AU779020B2 (sh)
CA (1) CA2364957C (sh)
DE (1) DE60109399T2 (sh)
DK (1) DK1215098T3 (sh)
EG (1) EG22817A (sh)
ES (1) ES2239111T3 (sh)
FR (1) FR2818224B1 (sh)
HK (1) HK1048289B (sh)
HR (1) HRP20010897B1 (sh)
IL (1) IL147096A0 (sh)
MA (1) MA25480A1 (sh)
NO (1) NO324083B1 (sh)
RU (1) RU2231462C2 (sh)
YU (1) YU88501A (sh)

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DE102006043924B4 (de) * 2006-09-14 2009-01-02 Voith Turbo Lokomotivtechnik Gmbh & Co. Kg Lokomotive

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CN112298257B (zh) * 2020-10-27 2022-03-25 中车青岛四方机车车辆股份有限公司 头车前端碰撞吸能结构及轨道车辆
CN112298259B (zh) * 2020-10-27 2022-03-25 中车青岛四方机车车辆股份有限公司 车体碰撞吸能结构及轨道车辆
CN113844477B (zh) * 2021-10-13 2023-06-30 中车大连机车车辆有限公司 一种城际车前端部件安装结构
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MA25480A1 (fr) 2002-07-01
AU9716301A (en) 2002-06-20
HK1048289A1 (en) 2003-03-28
FR2818224A1 (fr) 2002-06-21
YU88501A (sh) 2003-01-31
HRP20010897A2 (en) 2003-08-31
FR2818224B1 (fr) 2003-01-24
CN1368448A (zh) 2002-09-11
RU2231462C2 (ru) 2004-06-27
IL147096A0 (en) 2002-08-14
EG22817A (en) 2003-09-30
DK1215098T3 (da) 2005-07-25
US20020073887A1 (en) 2002-06-20
HK1048289B (zh) 2007-09-28
JP4044758B2 (ja) 2008-02-06
ES2239111T3 (es) 2005-09-16
EP1215098A1 (fr) 2002-06-19
HRP20010897B1 (en) 2006-02-28
NO20016163D0 (no) 2001-12-17
CA2364957C (fr) 2007-02-06
ATE290971T1 (de) 2005-04-15
DE60109399D1 (de) 2005-04-21
NO20016163L (no) 2002-06-19
JP2002225704A (ja) 2002-08-14
DE60109399T2 (de) 2006-01-19
NO324083B1 (no) 2007-08-06
CN1315680C (zh) 2007-05-16
CA2364957A1 (fr) 2002-06-18
AU779020B2 (en) 2005-01-06
US6561105B2 (en) 2003-05-13

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