EP1723019B1

EP1723019B1 - Deformable vehicle cabin with inverted deformation mode

Info

Publication number: EP1723019B1
Application number: EP05715598.8A
Authority: EP
Inventors: Mirko Loeber; Peter Trotsch; Federic Bernard Carl; Sieghard Schneider; Nino Sifri
Original assignee: Bombardier Transportation GmbH
Current assignee: Alstom Transportation Germany GmbH
Priority date: 2004-03-01
Filing date: 2005-02-28
Publication date: 2013-09-25
Anticipated expiration: 2025-02-28
Also published as: PL1723019T3; ES2436398T3; GB2411632A; NO20064409L; WO2005085031A1; GB0404522D0; EP1723019A1; NO334440B1

Description

The present invention relates to a railway vehicle provided with a driver's cabin.
A railway vehicle as defined in the preamble of claim 1 is known from US 5 579 699 .
A vehicle cabin is disclosed in EP0802100B1 where a frame for a railway locomotive cabin comprises several longitudinal energy absorbing elements positioned within the longitudinal frame members and chassis. The longitudinal energy absorbing elements deform longitudinally in a crumpling or a concertina effect absorbing some of the energy of an impact with an obstacle. Similarly, a vehicle cabin for a railway locomotive is disclosed in US2002/0073887 , the vehicle cabin comprising a frame encased by a protective shield having a stiff facia. Longitudinal energy absorbing elements are positioned between the frame and protective shield.
The vehicle cabins of EP0802100B1 and US2002/0073887 have a high rigidity to protect the occupants from high speed collisions with obstacles. However, these vehicle cabins will not sufficiently absorb the kinetic energy of an impact with an obstacle at high speed. Particularly, when the obstacle is heavier or stiffer than the vehicle cabin, and/or irregularly shaped. Once the longitudinal energy absorbing elements are spent, there is no more absorption of the remaining kinetic energy. If the obstacle cannot absorb the kinetic energy, for example if it is heavier and stiffer than the driver's cabin such as being another railway locomotive or the load of a heavy vehicle, then the occurrence of local overload or cracking of the structure of the frame can occur. This can lead to catastrophic structural failure of the frame, railway locomotive cabin, and railway locomotive, posing a risk to the safety of the occupants of the railway locomotive cabin. These risks include but are not limited to the occupants being trapped within the debris of the railway locomotive cabin and/or unable to get immediate medical aid. Finally, the catastrophic structural collapse of the railway locomotive cabin, and hence railway vehicle, increases the efforts necessary for repairing or salvaging the railway vehicle if at all possible.
Accordingly, there is a need for a vehicle cabin that absorbs the kinetic energy of a collision by the controlled collapse of the vehicle cabin, while leaving the escape exits substantially intact.
According to the invention there is provided a vehicle cabin comprising an outer frame, the outer frame comprising a plurality of outer frame members defining side, roof and base portions of the vehicle cabin; a front frame comprising a plurality of front frame members defining a front portion of the vehicle cabin where a shock impact is to be expected, wherein the front frame is connected to the outer frame by yieldable connecting means and is of a size whereby, upon application of sufficient force the front frame moves within the outer frame, substantially without disrupting the outer frame.
The vehicle cabin of the present invention is advantageous since the kinetic energy of a collision is absorbed by the front frame and/or yieldable connecting means, the front frame will be deflected within the outer frame of the vehicle cabin leaving the outer frame relatively intact. The yieldable connection means prevents the kinetic energy of a collision from being fully transferred to the outer frame. It is preferable that the outer frame members within the side portions remain substantially or wholly intact, as the occurrence of catastrophic structural collapse of the outer frame of the vehicle cabin and/or the main section will be minimized. This improves the safety, for the occupants of the vehicle and ensures that any escape exits are remain accessible to occupants and/or authorized personnel.
Further, in having the front frame narrower than the size of the outer frame the panels covering the sides of the front section and/or front frame, such as panels that may be connected between the front frame and the outer frame, will be laterally displaced. The front frame may also be supported, for example at the rear of the front frame by a support, as mentioned above via the yieldable means, such that the panels covering the front frame do not support the front frame at all. These panels are only "loosely connected" between the front frame and the outer frame. The loose connection is such that the laterally displaced panels will deform offering relatively minor resistance as the front frame deforms in the event of a collision. The advantage of this is that it allows the front frame to be displaced to within the outer frame without burdening the side portions of the outer frame. This may be called an inverted deformation of the front section into the vehicle cabin.
In the event of a collision, the aforementioned laterally displaced panels should not interfere with the deformation and movement, (usually back towards and within the interior of the outer frame), of the front frame to within the outer frame. As well, the yieldable means may be designed such that it may also be moved, shifted, and/or guided by, but not limited to energy absorbers, and partially towards the rear of the outer frame. In such designs, the laterally displaced panels should not interfere with the relative shifting of the yieldable means.Both the outer and front frame comprises outer and front frame members that may be any suitable structural form, for example girders, beams, struts, energy absorption struts, structural subassemblies, and/or components. These frame members make up the structure of the front and outer frame. The frame members can be made of any suitable material, for example steel, mild steels, fibreglass, aluminum, carbon fibre, laminates thereof, or any other such material, subassembly or component that is suitable for the purposes of the front and outer frames.
Preferably the front frame has a vertical size that is smaller than the distance between the base portion and roof portion of the outer frame. This is advantageous as it prevents kinetic energy of a collision from being transferred, unintentionally, to the outer frame. In this way, the outer frame is more likely to remain substantially intact.
Preferably the yieldable connecting means between the front frame and outer frame comprises one or more energy absorbing elements. Connecting energy absorbing elements between the front frame and the outer frame ensures that the full kinetic energy of an impact is not transferred to the outer frame.
The energy absorbing elements may be any suitable construction, for example buffers, energy absorbing struts, shock absorbing girders, or a yieldable support frame. For example, the yieldable support frame may have yieldable regions, such that the yieldable regions have a lower resistance to deformation than the frame members of the front frame and/or the outer frame. This provides a controlled collapse of the yieldable support frame during a collision and ensures that the front frame moves within the outer frame with the least amount of disruption to the outer frame.
The lateral distance between the yieldable means, such as the aforementioned yieldable support frame, and the laterally displaced panels is recommended to be at least wide enough to enable unimpeded backward movement and/or shifting of the front frame and/or front section of the vehicle cabin. This lateral distance is also recommended to be wide enough to allow inverted deformation, and preferably unimpeded inverted deformation of the front section along a desired path to within the outer frame. Further, it has been found that to achieve a largely unimpeded inverted deformation it is advantageous to position the front frame and/or front portion such that it is longitudinally displaced in front of the outer frame. The connection, which may be via the yieldable means, between the outer frame and the front frame can compensate both the longitudinal and/or any lateral movement of the front frame. This connection may be, but is not limited to a straight connection since arcuate and/or other shapes and forms of connections may also be applied.
Preferably the energy absorbing elements connect the front frame to the roof portion of the outer frame. The front frame indirectly transfers the remaining kinetic energy of the impact to the roof portion of the outer frame. This is advantageous in redirecting the remaining kinetic energy away from the side portions of the outer frame and will leave the outer frame members of the side portions relatively intact.
The roof portion of the outer frame may comprise further energy absorbing elements such that the remaining kinetic energy of an impact is not transferred to the main section of the vehicle. This increases the chances that the main section of the vehicle will remain intact, improving the safety and reducing the costs of repairing the vehicle.
Preferably the energy absorbing elements connect the front frame to the base portion of the outer frame. This further provides a transfer of the remaining impact kinetic energy from the front frame to the base portion of the outer frame, leaving the side portions of the outer frame substantially intact. The base portion of the outer frame may further comprise energy absorbing elements, ensuring the remaining kinetic energy of an impact is not transferred to the main section of the vehicle. This increases the chances that the main section of the vehicle will remain intact, further improving the safety and reducing the costs of repairing the vehicle.
Preferably the outer frame comprises one or more stiff outer frame members within one or more side portions to provide a non-deformable safety region. The vehicle cabin preferably contains a non-deformable safety region comprising stiff outer frame members such that the side portion of the safety region do not deform, providing a refuge for the occupants of the vehicle cabin during a collision.
Preferably the outer frame, in the region of the non-deformable safety region, further comprises one or more stiff outer frame members within the roof portion. This is advantageous in that the occupants are protected from impacts above the roof level and the outer frame is reinforced to further reduce deformability, such that the side portions will remain substantially intact.
Preferably the stiff outer frame members in the side portions provide one or more doorframes for one or more exits. Reinforcing the outer frame in selected places such as the doorframes, particularly having doorframes within the non-deformable safety space, will allow occupants to escape or rescuers to gain access through the exits within the substantially intact side portions of the outer frame. Preferably one or more exits comprise at least one escape exit. This maximizes the likelihood that the escape exits are left intact after a collision to allow the occupants to escape or allow emergency personnel to gain access to the occupants for treatment.
Preferably the front frame is mounted slideably relative to the base portion of the outer frame. This provides a further means for absorbing the impact of a collision to the front frame, allowing the front frame and/or yieldable connection to further controllably collapse to within the outer frame of the vehicle cabin.
Preferably at least one longitudinal member guides the sliding movement of the front frame in the longitudinal direction. This prevents lateral movement of the front frame as it collapses within the outer frame ensuring the side portions of the outer frame are left substantially intact. Further, the front frame is guided into the outer frame for oblique impacts.
Accordingly to a second aspect of the invention there is provided a vehicle comprising a vehicle cabin according to any variation of the invention as described herein. Any vehicle may benefit from having a vehicle cabin as described to improve the safety of the occupants and to reduce the cost of repair of the vehicle after a collision.
Preferably the vehicle cabin according to any variation of the invention described herein is for use within a railway vehicle. The present invention is particularly suitable for use in railway vehicles as in most circumstances collisions will occur to the front of a railway vehicle and/or between railway vehicles within a train. It is advantageous to have the invention installed in a vehicle cabin at both longitudinally opposing ends of a railway vehicle, further improving the safety for occupants and/or goods and equipment within the railway vehicle. The vehicle cabin of the present invention may be used in a wide range of railway vehicles, for example a locomotive.
According to a further aspect of the invention there is provided a method for modifying a vehicle comprising installing the vehicle cabin of the present invention as described herein. The vehicle cabin can be installed at the time of manufacture onto at least one end of the main section of the vehicle. Alternatively, retrofitting and/or upgrading an existing vehicle with the aforementioned components, such as frame members, roof, base or side portions, outer frame, front frame, and/or energy absorbing elements as described herein and components and subassemblies thereof, can provide a cost effective solution for current fleet operators and/or consumers to benefit from the invention such as improved safety and easier maintenance and repair of the modified vehicle.
Other advantages and features of the invention will become more apparent from the following description of a specific embodiment of the invention, given by way of example only, having reference to the accompanying drawings, in which :

Figure 1 provides a horizontal sectional view of a first embodiment of the present invention prior to impact with an obstacle;
Figure 2 provides a horizontal sectional view of the first embodiment of the present invention at an intermediate stage of the collision;
Figure 3 provides a horizontal sectional view of the first embodiment of the present invention at an advanced stage of a collision;
Figure 4a provides a longitudinal sectional view of a second embodiment of the present invention;
Figure 4b provides a vertical sectional view of the second embodiment of the present invention; and
Figure 4c provides a horizontal sectional view of the second embodiment of the present invention.
Figure 4c provides a horizontal sectional view of the second embodiment of the present invention.

Referring to figure 1, there is shown a railway vehicle generally indicated as 2. The railway vehicle 2 comprises a driver's cabin 16 attached to a main section 14, with the driver's cabin 16 and main section 14 being supported from below by a vehicle base 4, (not shown).
The vehicle base 4, is supported on one or more bogies (not shown), and the vehicle base 4 supports a body structure including main walls 10, extending upwards towards the roof 12, (not shown), wherein the walls 10, the roof 12, and the body structure are referred to as the main section 14 that defines a longitudinal direction. The main section 14 may be but is not limited to a passenger, cargo, and/or machine compartment. Connected to at least one longitudinal end of the main section 14 is the vehicle driver's cabin 16.
The driver's cabin 16 comprises an outer frame 60, and a front frame 62. The outer frame 60 comprises outer frame members defining side portions 102, a base portion 103 (not shown), and a roof portion 105 (not shown). The vehicle base 4, which extends the longitudinal dimension of the railway vehicle 2 includes the base portion 103 of the outer frame 60. The front frame 62 comprises front frame members defining a front portion 104, where a shock impact is to be expected from an obstacle 100. The front portion 104 comprises the front frame members of the front frame 62 that are most exposed in the vehicle longitudinal direction and possibly facing an impact with the obstacle 100. This includes the front frame members in all levels from vehicle base 4 to the roof 12. The lateral size of the front frame 62 is smaller than the lateral size of the outer frame 60.
The front frame 62 is connected by energy absorbing elements 106 to a headstock frame member 80. The energy absorbing elements 106 may have yieldable regions such that the yieldable regions have a lower resistance to deformation than the, headstock frame member 80 connects to the base portion 103 of the outer frame 60. As well, further energy absorbing elements may connect the front frame 62 to the outer frame 60. The base and roof portions 103 and 105 of the outer frame 60 may have yieldable regions for absorbing the kinetic energy of the impact, to prevent the transfer of kinetic energy to the side portions 102.
The outer frame 60 comprises further stiff outer frame members to the rear of the outer frame 60 forming a non-deformable safety region 61. At least one doorframe 20 is positioned within the non-deformable safety region 61. The doorframe 20 may include one or more escape exits. One or more front side panels 110 connect the outer frame 60 to the front frame 62. The front side panels 110 are made of a yieldable material such that the side panels 110 may not disrupt the movement of the front frame 62 when it is forced, for example in a collision, in towards the outer frame 60.
Referring now to figure 2, there is shown a railway vehicle 2, previously described in figure 1, at an initial stage of deformation in a collision with the obstacle 100. The front frame 62 is forced, by the impact of the obstacle 100, towards the interior of the outer frame 60. Simultaneously, the energy absorbing members 106 controllably deform absorbing the kinetic energy of the collision. At the same time the base portion 103 may have deformed, absorbing additional kinetic energy of the collision, by longitudinal compression or crumpling such that the headstock frame member 80 is moved towards the interior of the outer frame 60.
The side panels 110, are made of a yieldable material such that they do not disrupt the longitudinal movement and/or deformation of the front frame 60, energy absorbing members 106 or headstock frame member 80. The remaining kinetic energy of the collision is not substantially transferred to the survival region 61 that remains substantially intact. This ensures that the escape exits within the survival region 61 are accessible by the occupants or emergency personnel.
Referring now to figure 3, there is shown a railway vehicle 2, previously described in figures 1 and 2, at an advanced stage of deformation in the collision with the obstacle 100. Since the front frame 62 has a smaller size than the outer frame 60, the front frame 62 may be forced, by the kinetic energy of the impact, within the outer frame 60. The energy absorbing members 106 and the base portion 103 that are connected to the headstock frame member 80 have been further deformed and displaced to absorb the remaining impact energy.
The debris of the front portion 104 within the front frame 62 may block access to the side windows 22 of the outer frame 60. However, the non-deformable survival region 61 and the exits within the non-deformable survival region 61 remain substantially intact. The kinetic energy of the collision is not substantially transferred through the side portions 102 of the outer frame 60.
During a collision with an obstacle 100 the kinetic energy of the impact is absorbed by the front frame 62, the energy absorbing elements 106, headstock frame members 80, base and/or roof portions 103 and 105 of the outer frame 60. This ensures that the kinetic energy of the impact is transferred away from the occupants, side portions 102, non-deformable survival region 61 and escape exits. The deformation and energy absorption of the front frame 62 minimises the transfer of the remaining kinetic energy to the main section 14 of the railway vehicle 2 improving the chances of the main section 14 remaining substantially intact.
Referring now to figures 4a, 4b, and 4c, there are shown longitudinal, vertical, and horizontal sectional views, respectively, of another embodiment of the present invention within a railway vehicle 2. The reference numbers of figures 1, 2 and 3 are re-used without loss of generality.
The driver's cabin 16 comprises an outer frame 60 that is connected by yieldable connection means to a deformable front frame 62. The side portions 102 of the outer frame (seen in figure 4b) comprises one or more doorframes 20, and one or more side windows 22 located adjacent to the doorframes 20 and positioned towards the front frame 62. A non-deformable survival region 61 is defined by two or more stiff outer frame members 64 that are positioned within the side portions 102 on either side of the doorframes 20, as shown in figure 4a. The doorframes 20 may be made of a material with similar stiffness to that of the stiff outer frame members 64. Further, one or more stiff outer frame members 64 within the side portions 102 separates the doorframes 20 from the side windows 22. The ends of the stiff outer frame members 64 connect with the base and/or roof portions 103 and 105 of the outer frame 60.
The base portion 103 of the outer frame 60 comprises at least one girder 8, since the vehicle base 4 includes the base portion 103 the girder 8 may also extend in the longitudinal dimension of the railway vehicle 2. Alternatively, the girder 8 may extend from substantially near the front portion 104 of the driver's cabin 16 to where the main section 14 connects with the rear of the driver's cabin 16. The girder 8 and/or the vehicle base 4 supports the main section 14 and the outer frame 60 of the driver's cabin 16.
The girder 8 includes at least one open section that is oblong in shape defining a base yieldable region 40. The base yieldable region 40 has a lower resistance to deformation than the two rigid regions 44 and 42 of the girder 8 that are positioned adjacent to either side of the base yieldable region 40. The position of the base yieldable region 40 is substantially aligned with at least one side window 22.
A headstock frame member 80 is connected to the end of the girder 8 that is closer to the front portion 104. The headstock frame member 80 extends in the transverse dimension between the side portions 102 of the outer frame 60 as seen in figure 4b. Supported adjacently and on top the headstock frame member 80 is the front frame 62. Further supported on the headstock frame member 80 can be sub-assemblies including for example buffers, couplings, cowcatchers, bull-bars, anti-climbing devices or further energy absorbing elements. It can be seen that the energy absorbing elements 106 that are described in figures 1, 2, and 3 that make the yieldable connection between the front frame 62 and the outer frame 60 comprises at least a region of the base portion 103 that includes the girder 8 and the base yieldable region 40.
The front frame 62 includes front frame members, for example 82, 84, and 86, that define a front portion 104 where an impact is to be expected. The front frame members can be made of for example, steel, mild steels, fibreglass, aluminium, carbon fibre, laminates thereof, subassemblies or components that are suitable for the purpose of the front frame 62.
The front frame 62 comprises one or more yieldable regions, in this case 70, 72, 74, 76, and 78 as shown in figure 4a. The yieldable regions 70, 72, 74, 76, 78 having a lower resistance to deformation compared to either the corresponding stiff outer frame members 64, or the adjacent portions of the front frame members 82, 84, 86 connected to the yieldable regions 70, 72, 74, 76, 78, such that on impact with an obstacle the yieldable regions, 70, 72, 74, 76, and 78, provide a controlled collapse of the front frame 62.
On top and adjacent to the headstock frame member 80 is connected at least one lower front frame member 82 which inclines towards the front of the driver's cabin 16, wherein the top of the lower front frame member 82 is centrally disposed at a distance between the base and the roof portions 103 and 105 of the outer frame 60. A middle front frame member 84 is connected substantially near the top of the lower front frame member 82. The middle front frame member 84 extends in the lateral dimension between the two side portions 102. At the base of the lower front frame member 82 is located at least one lower yieldable region 70. The lower yieldable region 70 may include but is not limited to an energy absorbing strut.
Further, adjoining the top of the lower front frame member 82 is an upper front frame member 86. In fact, the lower and upper front frame members 84 and 86 may be made out of one piece of a front frame member that extends from the base to the roof portions 103 and 105. Substantially near the adjoining region of the lower front frame member 82 and the upper front frame member 86 is a central yieldable region 72. In this instance, the central yieldable region 72 is above the connection between the middle front frame member 84 and the lower front frame member 82. As can be seen in figure 4a the central yieldable region 72 is made of two essentially opposing non-intersecting semi-circular reduced regions on either/or both the lower and upper front frame members 82 and 86. The central yieldable region 72 acts like a hinge that allows a controlled rotation of the lower and upper front frame members 82 and 86 given sufficient force, for example in a collision. The upper front frame member 86 can be composed of a material with a high stiffness.
At least one upper yieldable region 74 is located either adjacent the top of the upper front frame member 86, or within the top of the upper front frame member 86. Adjacently connected to the upper front frame member 86 and/or the upper yieldable region 74 is the roof portion 105 of the outer frame 60. As discussed previously, the front frame 62 may be connected to the outer frame 60 through the base portion 103 and/or the roof portion 105 of the outer frame 60. The connection of the front portion 62 to the roof portion 105 is made by at least one first roof outer frame member 88. A first roof yieldable region 76 is positioned near the end of the first roof outer frame member 88 that is adjacent to the upper front frame member 86 and/or the upper yieldable region 74.
As well, at least one second roof outer frame member 90 is disposed adjacent and above the first roof outer frame member 88. The second roof outer frame member 90 also connecting to either/or both the upper front frame member 86 or the upper yieldable region 74. A second roof yieldable region 78 is substantially positioned near the end (towards the front frame 62) of the second roof outer frame member 90 and is adjacent to the first roof yieldable region 76.
The first roof yieldable region 76 includes at least two holes, longitudinally spaced along the first roof outer frame member 88. This acts as a hinge positioned between the two holes, as well as, longitudinal energy absorption in the form of a crumpling or buckling. The second roof yieldable region 78, having semi-circular corrugations within the top and lower edges and/or surfaces of the second roof outer frame member 90, wherein the second roof yieldable region 78 performs energy absorption through compression.
In the event of an impact by an obstacle to the front of the driver's cabin 16 of the railway vehicle 2 given in figure 4, the front frame 62, energy absorbing elements 106, and components of the base and roof portions 103 and 105 of the outer frame 60 will controllably collapse to absorb the kinetic energy of the impact. For example, in a medium frontal collision with a flat faced obstacle 100 the lower, central, upper yieldable regions, respectively 70, 72, and 74 do not fully deform since the obstacle 100 is flat-faced and does not penetrate into the driver's cabin 16. The base, roof and second roof yieldable regions, respectively 40, 76, and 78 will absorb the kinetic energy of the impact generally by crumpling or buckling in the longitudinal direction of the corresponding frame members. Depending on the force of the impact, the front frame 62 and energy absorbing elements 106 may be moved in towards the outer frame 60. However, the side portions 102 of the outer frame 60 will not be sufficiently stressed and will remain substantially intact, providing access to the occupants of the driver's cabin 16.
In a collision with a high contoured obstacle 100 that impacts at a height that is centrally between the roof and base portions 103 and 105 the yieldable regions co-operate to adapt to the contours of the obstacle and absorb the kinetic energy of the impact. The girder and roof outer frame members 8, 88 and 90 typically undergo a rotational and/or bending deformation, such that the members rotate inwards towards the interior of the driver's cabin 16 about the yieldable regions 40, 76 and 78.
Simultaneously, as the obstacle 100 impacts centrally, most likely against the upper front frame member 86, the central yieldable region 72 deflects and undergoes a rotational and/or bending deformation, acting like a hinge about the central yieldable region 72. The obstacle 100 pushes the central yieldable region 72 further into the driver's cabin 16, which in turn moves the front frame 62 within the outer frame 60. However, the upper front frame member 86, due to its stiffness, prevents the obstacle 100 from penetrating and/or puncturing the driver's cabin 16. This is where the full surface area of the driver's cabin 16 begins to dramatically absorb the kinetic energy of the impact, eventually stopping the forward momentum of the obstacle 100.
Simultaneously, the upper, lower, first roof, second roof, and base yieldable regions 74, 70, 76, 78 and 40 undergo further rotational deformation absorbing the energy of impact as much as possible. The remaining impact energy is also transferred via the lower and upper yieldable regions 70 and 74 towards the girder and roof outer frame members 8, 88 and 90 by the further compression of the lower and upper yieldable regions 70 and 74. Finally, this energy is dissipated within the base and roof yieldable regions 40, 76 and 78 by a longitudinal compression of the corresponding outer frame members. The kinetic energy of the impact is effectively transferred away from the occupants of the driver's cabin 16. The front frame 62 will adapt to the shape of the obstacle 100 and absorb as much kinetic energy as possible by the deformation of the central yieldable region 72 and the other yieldable regions. Further, the front frame 62 would probably have been pushed, if the force of the collision is sufficient, to within the outer frame 60.
During the impact the occupants of the driver's cabin 16 can be pushed back, by the deforming front frame 62 into the non-deformable safety region 61. Alternatively, the occupants can be pushed towards the non-deformable safety region 61 by the drivers console which may be located within the front frame 62 of the driver's cabin 16, or they can take refuge within the non-deformable safety region 61, improving the safety of the railway vehicle 2.
After a collision with an obstacle 100 the non-deformable safety region 61 remains substantially intact, since the kinetic energy of the impact was directed towards the base and roof portions 103 and 105 of the outer frame 60. This means that the occupants of the driver's cabin 16 can escape or be assisted by emergency personnel through the intact escape exits. As well, the deformed driver's cabin 16 should have absorbed most of the kinetic energy of the impact leaving the main section 14 intact. The driver's cabin 16 can be repaired and/or replaced while re-using the main section 14 and reducing costs of repairing the railway vehicle 2.
While the present invention has been shown and described with reference to particular illustrative embodiments it will be understood by those skilled in the art that various changes in form and detail may be made without departing from the scope of the invention as defined in the appended claims.

Claims

A railway vehicle comprising:
- a main section (14) defining a longitudinal direction of the railway vehicle,

- a driver's cabin (16) attached to the main section (14) at one longitudinal end thereof,

- a vehicle base (4) supporting the driver's cabin (16) and main section (14) from below,

- wherein the driver's cabin (16) comprises an outer frame (60), the outer frame (60) comprising a plurality of outer frame members defining side (102), roof (105) and base (103) portions of the driver's cabin (16); a front frame (62) comprising a plurality of front frame members defining a front portion (104) of the driver's cabin (16) most exposed in the longitudinal direction and possibly facing a shock impact with an obstacle (100), wherein the front frame (12) is connected to the outer frame (60) by yieldable connecting means (106), characterized in that the front frame (62) is of a size whereby, upon application of sufficient force upon a shock impact in the longitudinal direction the front frame (62) moves within the outer frame substantially without disrupting the outer frame (60).
The railway vehicle according to claim 1, wherein the front frame (62) has a vertical size that is smaller than the distance between the base portion (103) and roof portion (105) of the outer frame (60).
The railway vehicle according to claims 1 or 2, wherein the yieldable connecting means between the front frame (62) and outer frame (60) comprises one or more energy absorbing elements (106).
The railway vehicle according to claim 3, wherein the energy absorbing elements (106) connect the front frame (62) to the roof portion (105) of the outer frame (60).
The railway vehicle according to any of claims 3 or 4, wherein the energy absorbing elements (106) connect the front frame (62) to the base portion of the outer frame (60).
The railway vehicle according to any preceding claim, wherein the outer frame (60) comprises one or more stiff outer frame members (64) within one or more side portions (102) to provide a non-deformable safety region (61).
The railway vehicle according to claim 6, wherein the outer frame, in the region of the safety region (61), further comprises one or more stiff outer frame members (64) within the roof portion (105).
The railway vehicle according to claims 6 or 7, wherein the stiff outer frame members (64) in the side potions (102) provide one or more doorframes (20) for one or more exits.
The railway vehicle according to claim 8, wherein one or more exits comprise at least one escape exit.
The railway vehicle according to any preceding claim, wherein the front frame (62) is mounted slideably relative to the base portion (103) of the outer frame (60).
The railway vehicle according to claim 10, wherein at least one longitudinal member guides the sliding movement of the front frame (62) in the longitudinal direction.
A method for modifying a vehicle comprising installing the driver's cabin (16) according to any of claims 1 to 11.