EP1958848B1 - Vehicle with a front window assembly - Google Patents

Vehicle with a front window assembly Download PDF

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Publication number
EP1958848B1
EP1958848B1 EP08101571A EP08101571A EP1958848B1 EP 1958848 B1 EP1958848 B1 EP 1958848B1 EP 08101571 A EP08101571 A EP 08101571A EP 08101571 A EP08101571 A EP 08101571A EP 1958848 B1 EP1958848 B1 EP 1958848B1
Authority
EP
European Patent Office
Prior art keywords
section
front window
window pane
pane assembly
flexural rigidity
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.)
Not-in-force
Application number
EP08101571A
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German (de)
French (fr)
Other versions
EP1958848A1 (en
Inventor
Armin Von Loh
Frank Runge
Jörg Denk
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 Transportation Germany GmbH
Original Assignee
Bombardier Transportation GmbH
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 Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Priority to PL08101571T priority Critical patent/PL1958848T3/en
Publication of EP1958848A1 publication Critical patent/EP1958848A1/en
Application granted granted Critical
Publication of EP1958848B1 publication Critical patent/EP1958848B1/en
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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    • 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
    • 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
    • B61D25/00—Window arrangements peculiar to rail vehicles

Definitions

  • the present invention relates to a vehicle, in particular a rail vehicle, with a car body and a front windshield assembly, wherein the car body defines a longitudinal direction, a transverse direction and a height direction, the windshield assembly in the region of a transversely and vertically extending and at least partially inclined longitudinally extending recess is arranged at one end of the car body and the windshield assembly comprises a windscreen and a holding device, via which the windscreen is connected to the car body. Furthermore, the invention relates to a corresponding windshield assembly for such a vehicle.
  • the European "High Speed Rail TSI under Council Directive 96/48 / EC” sets out different crash scenarios and requirements that rail vehicles must meet for their admission to public transport.
  • collision of similar rail vehicles collision of the rail vehicle with a freight train and collision of the rail vehicle with a transverse truck or deformable obstacle
  • the deformation of the rail vehicle and thus the energy absorption in the event of a crash limited to a specially provided front (optionally provided with appropriate Crash energieabsorbem) crash section and thereby penetrate no larger objects in the cab of the rail vehicle, which could otherwise endanger the driver.
  • a particular problem in this case is the windshield of the vehicle, which, in particular for vehicles with a steeply rising frontal area if necessary a large part (for example, to 50% to 60%) protrudes into the crash section and is therefore exposed in the particular given crash scenario relatively high loads.
  • a large part for example, to 50% to 60%
  • the windshield is attached to the car body via a uniform circumferential bond, there is the risk that the windshield (which usually has high strength and inherent stiffness due to rail vehicle-specific requirements) is exposed to high loads in the crash section area detached from the composite with the car body and penetrates as a whole in the driver's cab.
  • the present invention is therefore based on the object to provide a vehicle of the type mentioned, which does not have the abovementioned disadvantages or at least to a much lesser extent and in particular in a predeterminable crash scenario, a release of the windshield from the composite with the car body and prevents subsequent penetration of the windscreen in the cab.
  • the present invention solves this problem starting from a vehicle according to the preamble of claim 1 by the features stated in the characterizing part of claim 1.
  • the present invention is based on the technical teaching that, in the case of a predefinable crash scenario, it is possible to prevent detachment of the windshield from the composite with the vehicle body and subsequent penetration of the windscreen into the driver's cab, if the windscreen arrangement comprising the windshield and its retaining device, is formed weakened in a transition region between a lower portion and an upper portion relative to the upper portion, that in a predetermined frontal crash situation in the transition region a defined failure of the windshield assembly takes place.
  • the weakening of the windshield assembly in the transition region and the resulting early defined failure of the windshield assembly in this region allows for a defined folding of the lower portion relative to the upper portion and prevents the loads acting in the crash from being freely transmitted to the upper portion of the windshield assembly become.
  • the weakening of the windshield assembly in the transition region the introduction of force in the upper portion of the windshield assembly is interrupted early in the event of a crash, so in this area the composite of the windshield assembly remains with the car body and thus penetration of the windshield is avoided as a whole in the cab ,
  • the remaining stable composite of the windscreen to the car body in the upper portion holds the destroyed windshield, which then has a mat-like structure due to the commonly used laminated safety glass, roughly in their position and thus out of the cab.
  • this relates to a vehicle, in particular a rail vehicle, with a car body and a front windshield assembly, wherein the car body defines a longitudinal direction, a transverse direction and a height direction and the windshield assembly in the region of a transversely and vertically extending and at least to the longitudinal direction Sectionally inclined recess is arranged at one end of the car body.
  • the windshield assembly has a windscreen and a holding device, via which the windscreen is connected to the car body.
  • the windscreen assembly further comprises in the height direction at least a first portion and a second portion which is disposed below the first portion.
  • the windshield assembly is at least in a transition region between the first portion and the second portion such weakened relative to the first portion that in a predetermined frontal crash situation, a defined failure of the windshield assembly takes place in this transition region.
  • the weakening of the windscreen assembly in the transition region can basically be achieved in any suitable manner.
  • it can be achieved for example by a correspondingly large change in the curvature of the windshield, for example, a kink in the windshield, and an associated correspondingly strong notch effect or stress concentration in this area.
  • the windscreen arrangement in the first Section has a bending stiffness about a transverse axis, which is greater than the flexural rigidity of the windscreen assembly about a transverse axis in the transition region. Due to this reduced bending stiffness of the windshield assembly, a correspondingly strong notch effect or stress concentration can be achieved in the transition region, which leads to defined premature failure in this area.
  • the ratio of the first and second bending stiffness can basically be chosen in any suitable manner, as long as a premature and defined failure of the windscreen arrangement is ensured in the event of a crash.
  • the flexural rigidity of the windshield assembly in the transition region at most 80%, preferably at most 60%, more preferably about 40% to 50%, the flexural rigidity of the windshield assembly in the first section, since this ensures a reliable early failure of the windshield assembly in the transition region in the event of a crash ,
  • the windshield assembly in the second portion has a bending stiffness about a transverse axis which is less than the flexural rigidity of the windshield assembly about a transverse axis in the first portion. It can be provided that the bending stiffness in the second section corresponds to the bending stiffness in the transition region, so that ultimately two sections are provided with different over the respective section but optionally substantially constant bending stiffness. The weakening is caused by a correspondingly strong, preferably erratic increase in bending stiffness and the consequent notch effect in the transition region.
  • the bending stiffness in the lower, second section may also be greater than the bending stiffness in the transition region. This can be advantageous in particular with regard to the rigidity of the windscreen arrangement to be achieved during normal operation.
  • the variation of the flexural rigidity of the windshield assembly described above may be achieved in any suitable manner. Thus, it can be achieved, for example, alone on a corresponding design of the windshield. It is also possible to achieve the variation of the flexural rigidity by means of appropriate measures both on the windshield and on the holding device.
  • the variation of the flexural rigidity of the windscreen assembly is achieved at least mainly via the holding device.
  • the holding device has a different design and / or a different active principle in the upper, first section than in the lower, second section.
  • the windshield is connected in the upper, first section via a stiffer connection to the car body than in the lower, second section, so that the notch effect at the transition from the softer connection to the stiffer connection causes the defined premature failure of the windshield assembly
  • the windshield in the lower, second section may be glued to the car body only while it is additionally positively and / or non-positively connected to the car body in the upper first section, for example screwed or riveted to the car body via a corresponding frame or the like.
  • the holding device comprises on both longitudinal sides of the car body at least a first holding element and the first holding member in the first section a first bending stiffness about a transverse direction Axis and in the transition region has a second bending stiffness about a transverse axis, wherein the first bending stiffness is greater than the second bending stiffness.
  • the second bending stiffness is at most 80%, preferably at most 60%, more preferably from about 40% to 50%, of the first flexural rigidity.
  • the first retaining element may have in the second section a third bending stiffness about a transverse axis that is less than the first bending stiffness.
  • the third bending stiffness may correspond to the second bending stiffness in the transition region, but it may also be greater than the second bending stiffness.
  • the third bending stiffness corresponds to the first bending stiffness.
  • the above-described variation of the flexural rigidity of the first holding element can basically be achieved in any suitable manner.
  • the first holding element in the transition region has a reduced moment of inertia with respect to the first section about a transversely extending axis, in particular has a reduced compared to the first section cross-sectional area.
  • the first holding element in the transition region has a reduced elasticity module compared to the first section.
  • the holding device is designed in the manner of a peripheral frame.
  • the windshield can thus be already connected to the frame in the manufacture of the vehicle when it is inserted into the car body, which simplifies the manufacture of the vehicle.
  • the frame also causes a stiffening of the windshield assembly, which has a favorable effect during normal operation of the vehicle, since the frame protects the windscreen from local stress concentrations and thus from damage.
  • the windscreen can be connected to the frame in any suitable manner. Preferably, it is glued to the peripheral frame, since hereby a particularly easy to manufacture, reliable and sealing composite can be achieved.
  • the holding device itself can also be connected in any suitable manner cohesively and / or positively and / or non-positively with the car body.
  • the holding device is glued to the car body, as this easily a simple to manufacture, reliable and sealing connection can be achieved.
  • the holding device is connected in the first section by additional mechanical connecting elements, in particular screws, with the car body to ensure a reliable fixation of the first portion in the event of a crash.
  • the connecting elements are preferably designed and / or arranged so that they contribute mainly in the frontal crash situation for fixing the holding device to the car body.
  • a sufficiently resilient connection in normal operation of the holding device and thus the windscreen to the car body is possible, which in turn a certain mechanical decoupling of the relatively rigid windshield of the car body is achieved.
  • Tensions caused by deformation of the car body in normal operation and could lead to damage to the windscreen, are thus kept away from the windscreen.
  • the transition region can in principle be arranged at any suitable location, as long as it is ensured that the upper, first section does not protrude in the longitudinal direction into an area which is appreciably deformed in the given frontal crash situation.
  • the vehicle body has a front section provided in the frontal crash situation for energy absorption by deformation and a longitudinal section adjoining, in the frontal crash situation substantially undeformed rear section and the transition region between the first section and the second Section of the windshield assembly is arranged in the region of the transition between the front section and the rear section, thereby ensuring given dimensions of the windshield assembly that the first portion covers the largest possible area of the windshield assembly.
  • the windshield assembly may be divided into only a first portion and a second portion and thus have only a single transition region with a corresponding weakening. It is understood, however, that in other variants of the invention on the height (dimension in the height direction) of the windshield assembly and multiple transition areas, each with a corresponding weakening of the windshield assembly can be provided, this allows depending on the strength of the impact a graded, defined failure of the windshield assembly , which occurs as the deformation progresses at the closest weakening. This has, inter alia, the advantage that in a lighter impact, if necessary, only a comparatively small portion of the Windscreen arrangement fails while the rest remains firmly connected to the car body.
  • the windshield assembly in the height direction has at least a third portion which is disposed below the second portion, and weakened the windshield assembly at least in a transition region from the second portion to the third portion relative to the second portion is formed so that in the frontal crash situation in the longitudinal direction in the transition region from the second portion to the third portion of a defined failure of the Windscreenanardnung takes place.
  • the windshield can be made up of two or more disk parts, which are connected to each other in the region of a joint by means of a suitable (preferably the view through the windshield, at least not substantially obstructing) connection technology.
  • a suitable connection technology preferably the view through the windshield, at least not substantially obstructing connection technology.
  • the connection in the region of the joint between the two disc parts alone or in combination with the other variants mentioned above can form the desired weakening.
  • the windscreen is integrally formed, since this can be realized in a simple manner a component with well-defined properties.
  • the transition region with the weakening may in principle be arranged at any suitable level in the height direction.
  • the windshield assembly defines in the height direction, a lower edge and an upper edge, wherein a lowest in the height direction arranged point of the lower edge and a height direction in the highest arranged point of the upper edge in the height direction define a height dimension of the windshield assembly.
  • the transition region then has in the height direction at least a distance from the lower edge of 15% of the height dimension of the windshield assembly, preferably at least 25% of the height dimension of the windshield assembly, more preferably at least 35% of the height dimension of the windshield assembly on.
  • the present invention further relates to a windshield assembly for a vehicle, in particular rail vehicle, which has the features of the windshield assembly described above in connection with the vehicle according to the invention.
  • a windshield assembly for a vehicle in particular rail vehicle, which has the features of the windshield assembly described above in connection with the vehicle according to the invention.
  • the windscreen assembly 103 is disposed in a recess 104 at the front end 102.1 of the car body 102, which houses a driver's cab 101.2 of the vehicle 101.
  • the recess 104 extends in the transverse direction (y-direction) and in the height direction (z-direction) and is inclined to the longitudinal direction (x-direction).
  • the front windshield assembly 103 closes the recess 104 and gives the driver the view in the direction of travel on the lying in front of him track section.
  • the windshield assembly 103 includes an integrally formed windshield 103.1, which is arranged in a holding device in the form of a peripheral frame 103.2.
  • the windscreen 101.3 can be connected to the frame 103.2 in any suitable manner.
  • the front screen 101.3 is glued to the frame 103.2 large area, so as to produce a reliable sealing connection.
  • the windshield assembly 103 is subdivided in the height direction (z-direction) into an upper, first section 103.3 and into a lower, second section 103.4, which adjoin one another in a transverse region (y-direction) 103.5.
  • the upper section 103.3 occupies approximately 40% of the extent of the windscreen arrangement 103 in the height direction, while the lower section 103.4 occupies approximately 60% of the extent of the windscreen arrangement 103.
  • the transition region 103.5 is at a height H1 above the lowest point of the lower edge of the windshield assembly 103, which is about 60% of the total height H of the windshield assembly 103.
  • the total height H is defined in the height direction by the lowest point of the lower edge of the windshield assembly 103 and the highest point of the upper edge of the windshield assembly 103.
  • the vehicle body 102 has a front section 102.2 and a rear section 102.4 adjacent thereto in the region of a parting plane 102.3 in the longitudinal direction (x direction).
  • the front section 102.2 is intended to be in a predetermined Frontal crash situation, so in the frontal impact of the vehicle 101 on an obstacle to absorb as much impact energy through defined deformation. For this purpose, it has, inter alia, a number of specially designed crash absorbers 105 and 106.
  • the structure of the rear section 102.4 which comprises a sufficiently large part of the driver's cab 101.2, is designed such that in the given frontal crash situation in which the vehicle 101 is subject to a defined boundary conditions (for example by a standard such as the aforementioned TSI) Obstacle, in any case (eg in any crash scenario of the TSI) provides sufficient survival space for the driver in the event of a crash.
  • a defined boundary conditions for example by a standard such as the aforementioned TSI
  • Obstacle in any case (eg in any crash scenario of the TSI) provides sufficient survival space for the driver in the event of a crash.
  • the transitional area 103.5 between the first section 103.3 and the second section 103.4 lies approximately in the parting plane 102.3 between the front section 102.2 of the carbody deformed in the event of a crash and the rear section 102.4 which is not substantially deformed in the event of a crash.
  • the windshield assembly 103 is so weakened relative to the first portion 103.3 formed that in the predetermined frontal crash situation, an early defined failure of the windshield assembly 103 in the transition region 103.5.
  • the weakening of the front windshield assembly 103 in the transitional region 103.5 prematurely interrupts the force introduction into the upper section 103.3 of the windshield assembly 103 in the event of a crash by the defined failure in the transitional region 103.5, so that in this upper region 103.3 the composite of the windshield assembly 103 with the car body 102 remains. This prevents the windshield assembly 103 from disengaging from the body 102 and allowing the windshield assembly 103 as a whole to enter the cab 101.2, thus posing a danger to the driver.
  • the remaining stable composite of the windshield assembly 103 to the car body 102 in the upper portion 103.3 holds the destroyed windshield 103.1, which then has a mat-like structure because of the safety glass commonly used, roughly in their position and thus out of the cab 101.2 out.
  • the height H1 of the transitional region depends on the installation position of the windshield assembly and the crash behavior of the front section of the vehicle body (thus, accordingly, on the position of the parting plane between the front section deformed in the event of a crash and the undeformed rear section of the vehicle body).
  • the steeper the windshield assembly is arranged i.e., the lower its inclination to the height direction
  • the weakening of the windshield assembly 103 in the transition region 103.5 is achieved in the present example in that the windshield assembly 103 in the first section 103.3 has a flexural rigidity about a transversely extending (y-axis) axis, which is greater than the bending stiffness of the windshield assembly 103 to a transverse axis in the transition region 103.5.
  • y-axis transversely extending
  • the windshield assembly 103 is particularly easy to manufacture, since only the local weakening in the transition region must be generated.
  • the variation of the bending stiffness of the windshield assembly is achieved in the present example mainly on the frame 103.2, which is constructed of simple extruded profiles (for example, aluminum).
  • the frame 103.2 has on both longitudinal sides of the car body 102 at least one first holding element in the form of a lateral frame profile 103.6, which in the first section 103.3 a first bending stiffness about an axis extending in the transverse direction (y-direction) axis and in the transition region 103.5 a second Bending stiffness about a transverse axis.
  • the second bending stiffness amounts to approximately 50% of the first bending stiffness, while the bending stiffness of the lateral frame profile 103.6 in the second section 103.4 again corresponds to the first bending stiffness.
  • the reduction of the flexural rigidity in the transition region 103.5 is achieved by a simple recess 103.8 in the lateral frame profile 103.6, which results in a reduction of the cross-sectional area and thus the area moment of inertia of the frame profile 103.6 about a transversely extending axis.
  • the first holding element in the second section has a bending stiffness which is less than the first bending stiffness.
  • the bending stiffness in the second section may correspond to the second bending stiffness in the transitional region 103.5. This can be achieved, for example, simply by virtue of the fact that the lateral frame profiles in the transition region and in the second section have the same reduced cross-section as compared to the first section, as shown in FIG. 2 is indicated by the dashed contour 107. In the end, this results in two sections with different flexural rigidity over the respective section but possibly substantially constant. The weakening is caused by a correspondingly strong, preferably erratic increase in bending stiffness and the consequent notch effect in the transition region.
  • the windshield 103. 1 can thus already be connected to the frame 103. 2 in the production of the vehicle 101 when it is inserted into the body 102, which simplifies the manufacture of the vehicle.
  • the frame 103.2 also causes a stiffening of the windshield assembly 103, which has a favorable effect in the normal operation of the vehicle 101, since the frame 103.2 protects the windshield 103.1 from local stress concentrations and thus from damage.
  • the frame 103.2 itself can also be connected in any suitable manner to the car body 102 in a materially and / or positively locking and / or force-locking manner.
  • the frame 103.2 is glued to the car body 102, since this can be easily achieved in an easy to manufacture, reliable and sealing connection.
  • the frame is 103.2 in the first section 103.3 by additional (in the Figures 1 and 2 not shown) mechanical fasteners in the form of screws connected to the car body to ensure reliable fixation of the first portion 103.3 in the event of a crash. It is understood, however, that in other variants of the invention, such additional fixation may be missing by connecting elements.
  • a sufficiently elastic connection of the frame 103.2 and thus of the windshield 103.1 to the vehicle body 102 is possible in normal operation, which in turn enables a certain mechanical decoupling of the comparatively rigid windshield 103.1 from the vehicle body 102.
  • Tensions that arise during normal operation of a deformation of the car body 102 and could lead to damage of the windshield 103.1 are kept away from the windshield 103.1.
  • the windscreen assembly 103 is in the example of FIG. 2 as mentioned by the defined weakened transition region 103.5 only in the first section 103.3 and the second section 103.4 divided. It is understood, however, that in other variants of the invention on the height (dimension in the height direction z) of the windshield assembly 203 (which can be used as an alternative to the windshield assembly 103 in the vehicle 101) and several transition areas 203.5, 203.8, each with a corresponding weakening of Windscreen assembly 203 may be provided as shown in FIG FIG. 3 is shown.
  • the side frame sections 203.6 of the frame 203.2 in which the front screen 203.1 is used, stepped, so that the windshield assembly 203 is divided into three sections, namely an upper, first section 203.3, arranged underneath, the middle second section 203.4 and a turn arranged underneath, lower third section 203.9.
  • the sections 203.3, 203.4 and 203.9 can each extend over about one third of the windshield assembly, but it is also any other Allocation possible, provided that in any case intact held composite of the first section 203.3 is secured to the car body 102.
  • This design allows depending on the severity of the impact a graded, defined failure of the windshield assembly 203, which occurs with progressive deformation in each case at the nearest weakening.
  • the defined failure of the windshield assembly initially limited at least largely to the lower, third section 203.9. Only when the deformation zone of the vehicle 101 reaches the middle, second section 203.4, there again occurs a defined failure, which in turn is at least largely limited to the middle, second section 203.4.
  • FIG. 4 shows another variant of the windshield assembly according to the invention 303, instead of the windshield assembly 103 in the vehicle 101 from FIG. 1 can be used.
  • the weakening takes place in the transition region 303.5 between the upper, first section 303.3 and the lower, second section 303.4 of the windshield assembly 303 via a reduction of the modulus of elasticity of the frame 303.2, in which the windscreen 303.1 is inserted.
  • the reduction of the modulus of elasticity, and thus the flexural rigidity, about an axis extending in the transverse direction (y-direction) is achieved in the transition region 303.5 on both longitudinal sides of the vehicle 101 via a simple connection module 303.10 connecting the upper part and the lower part of the frame 303.2 ,
  • connection module 303.10 is simply plugged into the lateral frame profiles 303.6 formed as hollow profiles.
  • an adhesion or other connection between the connection module 303.10 and the side frame profiles 303.6 may be provided.
  • the stable composite can also be ensured simply by bonding the front pane 303.1 to the frame 303.2.
  • connection module 303.10 has a modulus of elasticity which is sufficiently reduced compared with the frame profiles 303.6, so that in the transition region 303.5 a sufficient reduction of the bending stiffness and thus a sufficient weakening of the windshield assembly 303 are achieved already via the elastic connection thus achieved.
  • FIG. 5 shows a further variant of the windshield assembly according to the invention 403, instead of the windshield assembly 103 in the vehicle 101 from FIG. 1 can be used.
  • a frame 403.2 is provided only in the region of the upper, first section 403.3, in which the front screen 403.1 is inserted.
  • the lower second section 403.4 such a frame is missing, so that the front screen 403.1 is directly connected to the car body 102 in this area.
  • the reduction in the bending stiffness of the windshield assembly 403 and thus the weakening of the windshield assembly 403 is carried out in this variant, ie in the transition region 403.5 at the lower end of the side frame sections 403.6 of the frame 403.2.
  • windscreen assemblies 203, 303 and 403 in the FIGS. 3 to 5 in simplistic terms, with a windscreen 203.1, 303.1 and 403.1 which is not curved in the xz plane or a frame 203.2, 303.2 and 403.2 which is not curved in the xz plane.
  • respective front screen 203.1, 303.1 and 403.1 and / or the respective frame 203.2, 303.2 and 403.2 in the xz plane analogous to those in FIG. 2 illustrated embodiment of the windscreen assembly 103 may be curved to achieve an adaptation to the contour of the car body 102 of the vehicle 101.

Abstract

The vehicle has a rail car body (102) and a windshield arrangement (103). The wind shield arrangement has two sections in the vertical direction. The latter section is arranged below the former section. The windshield arrangement is formed in a transition area between the two sections relaxed against the former section. An independent claim is also included for a windshield arrangement for a vehicle, particularly for a rail-mounted vehicle.

Description

Die vorliegende Erfindung betrifft ein Fahrzeug, insbesondere ein Schienenfahrzeug, mit einem Wagenkasten und einer Frontscheibenanordnung, wobei der Wagenkasten eine Längsrichtung, eine Querrichtung und eine Höhenrichtung definiert, die Frontscheibenanordnung im Bereich einer in Querrichtung und in Höhenrichtung verlaufenden und zur Längsrichtung zumindest abschnittsweise geneigt verlaufenden Ausnehmung an einem Ende des Wagenkastens angeordnet ist und die Frontscheibenanordnung eine Frontscheibe sowie eine Halteeinrichtung aufweist, über welche die Frontscheibe mit dem Wagenkasten verbunden ist. Weiterhin betrifft die Erfindung eine entsprechende Frontscheibenanordnung für ein solches Fahrzeug.The present invention relates to a vehicle, in particular a rail vehicle, with a car body and a front windshield assembly, wherein the car body defines a longitudinal direction, a transverse direction and a height direction, the windshield assembly in the region of a transversely and vertically extending and at least partially inclined longitudinally extending recess is arranged at one end of the car body and the windshield assembly comprises a windscreen and a holding device, via which the windscreen is connected to the car body. Furthermore, the invention relates to a corresponding windshield assembly for such a vehicle.

Bei der Entwicklung moderner Fahrzeuge für den Transport von Personen oder Gütern, insbesondere der Entwicklung moderner Schienenfahrzeuge, legen die späteren Betreiber des Fahrzeugs in zunehmendem Maße Wert auf die Crashtauglichkeit des Fahrzeugs. Diese Tendenz ist nicht zuletzt durch die immer schärfer werdenden Vorgaben der Zulassungsbehörden bedingt, welche die Freigabe des Fahrzeugs für den öffentlichen Verkehr vergeben.In the development of modern vehicles for the transport of persons or goods, in particular the development of modern rail vehicles, the later operators of the vehicle increasingly attach importance to the crashworthiness of the vehicle. This trend is not least due to the ever stricter requirements of the registration authorities, which award the release of the vehicle for public transport.

So legt beispielsweise die europäische "TSI für das Hochgeschwindigkeitsbahnsystem gemäß Richtlinie 96/48/EG des Rates" unterschiedliche Crashszenarien und Anforderungen fest, welchen die Schienenfahrzeuge für ihre Zulassung zu öffentlichen Verkehr genügen müssen. Gemäß dieser Spezifikation muss unter anderem bei drei unterschiedlichen Crashszenarien (Kollision gleichartiger Schienenfahrzeuge, Kollision des Schienenfahrzeugs mit einem Güterzug und Kollision des Schienenfahrzeugs mit einem quer stehenden Lastkraftwagen bzw. deformierbaren Hindernis) nachgewiesen werden, dass sich die Verformung des Schienenfahrzeugs und damit die Energieabsorption im Crashfall auf eine speziell dafür vorgesehene vordere (gegebenenfalls mit entsprechenden Crashenergieabsorbem versehene) Crashsektion beschränkt und dabei keine größeren Gegenstände in den Führerraum des Schienenfahrzeugs eindringen, die andernfalls den Fahrzeugführer gefährden könnten.For example, the European "High Speed Rail TSI under Council Directive 96/48 / EC" sets out different crash scenarios and requirements that rail vehicles must meet for their admission to public transport. According to this specification, among other things in three different crash scenarios (collision of similar rail vehicles, collision of the rail vehicle with a freight train and collision of the rail vehicle with a transverse truck or deformable obstacle) must be demonstrated that the deformation of the rail vehicle and thus the energy absorption in the event of a crash limited to a specially provided front (optionally provided with appropriate Crashenergieabsorbem) crash section and thereby penetrate no larger objects in the cab of the rail vehicle, which could otherwise endanger the driver.

Ein besonderes Problem stellt hierbei die Frontscheibe des Fahrzeugs dar, welche insbesondere bei Fahrzeugen mit einer steil ansteigenden Frontpartie gegebenenfalls zu einem großen Teil (beispielsweise zu 50% bis 60%) in die Crashsektion hineinragt und daher in dem jeweils vorgegebenen Crashszenario vergleichsweise hohen Belastungen ausgesetzt ist. Bei herkömmlichen Fahrzeugen, bei denen die Frontscheibe über eine gleichmäßig umlaufende Verklebung am Wagenkasten befestigt ist, besteht die Gefahr, dass sich die Frontscheibe (die die aufgrund schienenfahrzeugspezifischer Anforderungen in der Regel eine hohe Festigkeit und Eigensteifigkeit aufweist) durch die hohen Belastungen im Bereich der Crashsektion aus dem Verbund mit dem Wagenkasten löst und als Ganzes in die Fahrerkabine eindringt.A particular problem in this case is the windshield of the vehicle, which, in particular for vehicles with a steeply rising frontal area if necessary a large part (for example, to 50% to 60%) protrudes into the crash section and is therefore exposed in the particular given crash scenario relatively high loads. In conventional vehicles, where the windshield is attached to the car body via a uniform circumferential bond, there is the risk that the windshield (which usually has high strength and inherent stiffness due to rail vehicle-specific requirements) is exposed to high loads in the crash section area detached from the composite with the car body and penetrates as a whole in the driver's cab.

Bei Fahrerkabinen aus Faserverbundmaterial könnte bedingt durch die hohen Belastungen im Bereich der Crashsektion zudem der Fall eintreten, dass anstelle der Verbindung zwischen der Frontscheibe und dem angrenzenden Gehäuseteil der Fahrerkabine sogar das Material des umgebenden Gehäuseteils (z. B. durch Rissausbreitung) auch in solchen Bereichen versagt, die von einem Crash gar nicht betroffen sind, sodass sich die Frontscheibe aus dem Verbund mit dem Gehäuse löst und als Ganzes in die Fahrerkabine eindringt.In the case of driver cabins made of fiber composite material, due to the high loads in the area of the crash section, it may also be the case that instead of the connection between the windshield and the adjacent housing part of the driver's cab, even the material of the surrounding housing part (eg due to crack propagation) also occurs in such areas failed, which are not affected by a crash, so that the windshield dissolves from the composite with the housing and penetrates as a whole in the cab.

Der vorliegenden Erfindung liegt daher die Aufgabe zu Grunde, ein Fahrzeug der eingangs genannten Art zur Verfügung zu stellen, welches die oben genannten Nachteile nicht oder zumindest in deutlich geringerem Maße aufweist und insbesondere bei einem vorgebbaren Crashszenario ein Lösen der Frontscheibe aus dem Verbund mit dem Wagenkasten und einen nachfolgendes Eindringen der Frontscheibe in die Fahrerkabine verhindert.The present invention is therefore based on the object to provide a vehicle of the type mentioned, which does not have the abovementioned disadvantages or at least to a much lesser extent and in particular in a predeterminable crash scenario, a release of the windshield from the composite with the car body and prevents subsequent penetration of the windscreen in the cab.

Die vorliegende Erfindung löst diese Aufgabe ausgehend von einem Fahrzeug gemäß dem Oberbegriff des Anspruchs 1 durch die im kennzeichnenden Teil des Anspruchs 1 angegebenen Merkmale.The present invention solves this problem starting from a vehicle according to the preamble of claim 1 by the features stated in the characterizing part of claim 1.

Der vorliegenden Erfindung liegt die technische Lehre zu Grunde, dass man bei einem vorgebbaren Crashszenario ein Lösen der Frontscheibe aus dem Verbund mit dem Wagenkasten und einen nachfolgendes Eindringen der Frontscheibe in die Fahrerkabine verhindern kann, wenn die Frontscheibenanordnung, welche die Frontscheibe und ihre Halteeinrichtung umfasst, in einem Übergangsbereich zwischen einem unteren Abschnitt und einem oberen Abschnitt derart gegenüber dem oberen Abschnitt geschwächt ausgebildet ist, dass in einer vorgebbaren Frontalcrashsituation in dem Übergangsbereich ein definiertes Versagen der Frontscheibenanordnung erfolgt.The present invention is based on the technical teaching that, in the case of a predefinable crash scenario, it is possible to prevent detachment of the windshield from the composite with the vehicle body and subsequent penetration of the windscreen into the driver's cab, if the windscreen arrangement comprising the windshield and its retaining device, is formed weakened in a transition region between a lower portion and an upper portion relative to the upper portion, that in a predetermined frontal crash situation in the transition region a defined failure of the windshield assembly takes place.

Durch die Schwächung der Frontscheibenanordnung in dem Übergangsbereich und das daraus resultierende frühzeitigen definierte Versagen der Frontscheibenanordnung in diesem Bereich wird ein definiertes Abklappen des unteren Abschnitts gegenüber dem oberen Abschnitt ermöglicht und verhindert, dass die bei dem Crash wirkenden Lasten ungehindert in den oberen Abschnitt der Frontscheibenanordnung weitergeleitet werden.The weakening of the windshield assembly in the transition region and the resulting early defined failure of the windshield assembly in this region allows for a defined folding of the lower portion relative to the upper portion and prevents the loads acting in the crash from being freely transmitted to the upper portion of the windshield assembly become.

Mit anderen Worten wird durch die Schwächung der Frontscheibenanordnung im Übergangsbereich die Krafteinleitung in den oberen Abschnitt der Frontscheibenanordnung im Crashfall frühzeitig unterbrochen, sodass in diesem Bereich der Verbund der Frontscheibenanordnung mit dem Wagenkasten bestehen bleibt und damit ein Eindringen der Frontscheibe als Ganzes in die Fahrerkabine vermieden wird. Der verbleibende stabile Verbund der Frontscheibe zum Wagenkasten in dem oberen Abschnitt hält die zerstörte Frontscheibe, die wegen des üblicherweise verwendeten Verbundsicherheitsglases dann eine mattenartige Struktur aufweist, grob in ihrer Position und damit aus der Fahrerkabine heraus.In other words, the weakening of the windshield assembly in the transition region, the introduction of force in the upper portion of the windshield assembly is interrupted early in the event of a crash, so in this area the composite of the windshield assembly remains with the car body and thus penetration of the windshield is avoided as a whole in the cab , The remaining stable composite of the windscreen to the car body in the upper portion holds the destroyed windshield, which then has a mat-like structure due to the commonly used laminated safety glass, roughly in their position and thus out of the cab.

Gemäß einem Aspekt der Erfindung betrifft diese daher ein Fahrzeug, insbesondere ein Schienenfahrzeug, mit einem Wagenkasten und einer Frontscheibenanordnung, wobei der Wagenkasten eine Längsrichtung, eine Querrichtung und eine Höhenrichtung definiert und die Frontscheibenanordnung im Bereich einer in Querrichtung und in Höhenrichtung verlaufenden und zur Längsrichtung zumindest abschnittsweise geneigt verlaufenden Ausnehmung an einem Ende des Wagenkastens angeordnet ist. Die Frontscheibenanordnung weist eine Frontscheibe und eine Halteeinrichtung auf, über welche die Frontscheibe mit dem Wagenkasten verbunden ist. Die Frontscheibenanordnung weist in der Höhenrichtung weiterhin wenigstens einen ersten Abschnitt und einen zweiten Abschnitt, der unterhalb des ersten Abschnitts angeordnet ist. Die Frontscheibenanordnung ist zumindest in einem Übergangsbereich zwischen dem ersten Abschnitt und den zweiten Abschnitt derart gegenüber dem ersten Abschnitt geschwächt ausgebildet, dass in einer vorgebbaren Frontalcrashsituation ein definiertes Versagen der Frontscheibenanordnung in diesem Übergangsbereich erfolgt.According to one aspect of the invention, therefore, this relates to a vehicle, in particular a rail vehicle, with a car body and a front windshield assembly, wherein the car body defines a longitudinal direction, a transverse direction and a height direction and the windshield assembly in the region of a transversely and vertically extending and at least to the longitudinal direction Sectionally inclined recess is arranged at one end of the car body. The windshield assembly has a windscreen and a holding device, via which the windscreen is connected to the car body. The windscreen assembly further comprises in the height direction at least a first portion and a second portion which is disposed below the first portion. The windshield assembly is at least in a transition region between the first portion and the second portion such weakened relative to the first portion that in a predetermined frontal crash situation, a defined failure of the windshield assembly takes place in this transition region.

Die Schwächung der Frontscheibenanordnung in dem Übergangsbereich kann grundsätzlich in beliebiger geeigneter Weise erzielt werden. So kann sie beispielsweise durch eine entsprechend starke Änderung in der Krümmung der Frontscheibe, beispielsweise einen Knick in der Frontscheibe, und einer damit einhergehenden entsprechend starken Kerbwirkung bzw. Spannungskonzentration in diesem Bereich erzielt werden. Vorzugsweise ist vorgesehen, dass die Frontscheibenanordnung in dem ersten Abschnitt eine Biegesteifigkeit um eine in Querrichtung verlaufende Achse aufweist, die größer ist als die Biegesteifigkeit der Frontscheibenanordnung um eine in Querrichtung verlaufende Achse in dem Übergangsbereich. Durch diese reduzierte Biegesteifigkeit der Frontscheibenanordnung kann im Übergangsbereich eine entsprechend starke Kerbwirkung bzw. Spannungskonzentration erzielt werden, welche zum definierten frühzeitigen Versagen in diesem Bereich führt.The weakening of the windscreen assembly in the transition region can basically be achieved in any suitable manner. Thus, it can be achieved for example by a correspondingly large change in the curvature of the windshield, for example, a kink in the windshield, and an associated correspondingly strong notch effect or stress concentration in this area. It is preferably provided that the windscreen arrangement in the first Section has a bending stiffness about a transverse axis, which is greater than the flexural rigidity of the windscreen assembly about a transverse axis in the transition region. Due to this reduced bending stiffness of the windshield assembly, a correspondingly strong notch effect or stress concentration can be achieved in the transition region, which leads to defined premature failure in this area.

Das Verhältnis der ersten und zweiten Biegesteifigkeit kann grundsätzlich in beliebiger geeigneter Weise gewählt sein, solange im Crashfall ein frühzeitiges und definiertes Versagen der Frontscheibenanordnung gewährleistet ist. Bevorzugt beträgt die Biegesteifigkeit der Frontscheibenanordnung in dem Übergangsbereich höchstens 80%, vorzugsweise höchstens 60%, weiter vorzugsweise etwa 40% bis 50%, der Biegesteifigkeit der Frontscheibenanordnung in dem ersten Abschnitt, da hiermit im Crashfall ein zuverlässiges frühzeitiges Versagen der Frontscheibenanordnung im Übergangsbereich sichergestellt ist.The ratio of the first and second bending stiffness can basically be chosen in any suitable manner, as long as a premature and defined failure of the windscreen arrangement is ensured in the event of a crash. Preferably, the flexural rigidity of the windshield assembly in the transition region at most 80%, preferably at most 60%, more preferably about 40% to 50%, the flexural rigidity of the windshield assembly in the first section, since this ensures a reliable early failure of the windshield assembly in the transition region in the event of a crash ,

Es versteht sich hierbei, dass in dem Übergangsbereich nur eine lokale Reduzierung der Biegesteifigkeit der Frontscheibenanordnung vorliegen kann, sodass mit anderen Worten die Biegesteifigkeit der Frontscheibenanordnung im unteren, zweiten Abschnitt der Biegesteifigkeit der Frontscheibenanordnung im oberen, ersten Abschnitt entspricht. Mit anderen Worten kann vorgesehen sein, dass die Frontscheibenanordnung nur lokal im Übergangsbereich geschwächt ist. Hierdurch lässt sich die Frontscheibenanordnung besonders einfach fertigen, da nur die lokale Schwächung im Übergangsbereich erzeugt werden muss.It is understood that in the transition region only a local reduction of the flexural rigidity of the windshield assembly may be present, so in other words corresponds to the bending stiffness of the windshield assembly in the lower second section of the flexural rigidity of the windshield assembly in the upper first section. In other words, it can be provided that the windshield assembly is weakened only locally in the transition region. This makes it possible to manufacture the windshield assembly particularly simple, since only the local weakening in the transition region must be generated.

Bei weiteren bevorzugten Varianten des erfindungsgemäßen Fahrzeugs kann jedoch auch vorgesehen sein, dass die Frontscheibenanordnung in dem zweiten Abschnitt eine Biegesteifigkeit um eine in Querrichtung verlaufende Achse aufweist, die geringer ist als die Biegesteifigkeit der Frontscheibenanordnung um eine in Querrichtung verlaufende Achse in dem ersten Abschnitt. Dabei kann vorgesehen sein, dass die Biegesteifigkeit in dem zweiten Abschnitt der Biegesteifigkeit in dem Übergangsbereich entspricht, sodass letztlich zwei Abschnitte mit unterschiedlicher, über den jeweiligen Abschnitt aber gegebenenfalls im Wesentlichen konstanter Biegesteifigkeit vorgesehen sind. Die Schwächung entsteht hierbei durch einen entsprechend starken, vorzugsweise sprunghaften Anstieg der Biegesteifigkeit und die damit einhergehende Kerbwirkung im Übergangsbereich.In other preferred variants of the vehicle according to the invention, however, it may also be provided that the windshield assembly in the second portion has a bending stiffness about a transverse axis which is less than the flexural rigidity of the windshield assembly about a transverse axis in the first portion. It can be provided that the bending stiffness in the second section corresponds to the bending stiffness in the transition region, so that ultimately two sections are provided with different over the respective section but optionally substantially constant bending stiffness. The weakening is caused by a correspondingly strong, preferably erratic increase in bending stiffness and the consequent notch effect in the transition region.

Es versteht sich jedoch, dass die Biegesteifigkeit in dem unteren, zweiten Abschnitt bei anderen Varianten auch größer sein kann als die Biegesteifigkeit in dem Übergangsbereich. Dies kann insbesondere im Hinblick auf die zu erzielende Steifigkeit der Frontscheibenanordnung im Normalbetrieb von Vorteil sein.However, it should be understood that in other variants, the bending stiffness in the lower, second section may also be greater than the bending stiffness in the transition region. This can be advantageous in particular with regard to the rigidity of the windscreen arrangement to be achieved during normal operation.

Die oben beschriebene Variation der Biegesteifigkeit der Frontscheibenanordnung kann auf beliebige geeignete Weise erzielt werden. So kann sie beispielsweise alleine über eine entsprechende Gestaltung der Frontscheibe erzielt werden. Ebenso ist es möglich, die Variation der Biegesteifigkeit über entsprechende Maßnahmen sowohl an der Frontscheibe als auch an der Halteeinrichtung zu erzielen.The variation of the flexural rigidity of the windshield assembly described above may be achieved in any suitable manner. Thus, it can be achieved, for example, alone on a corresponding design of the windshield. It is also possible to achieve the variation of the flexural rigidity by means of appropriate measures both on the windshield and on the holding device.

Bei bevorzugten, weil einfach herzustellenden Varianten der Erfindung wird die Variation der Biegesteifigkeit der Frontscheibenanordnung zumindest hauptsächlich über die Halteeinrichtung erzielt. So kann beispielsweise vorgesehen sein, dass die Halteeinrichtung in dem oberen, ersten Abschnitt eine andere Gestaltung und/oder ein anderes Wirkprinzip aufweist als in dem unteren, zweiten Abschnitt. Beispielsweise kann vorgesehen sein, dass die Frontscheibe in dem oberen, ersten Abschnitt über eine steifere Verbindung an den Wagenkasten angeschlossen ist als in dem unteren, zweiten Abschnitt, sodass die Kerbwirkung am Übergang von der weicheren Anbindung zur steiferen Anbindung das definierte frühzeitige Versagen der Frontscheibenanordnung bewirkt. Beispielsweise kann die Frontscheibe im unteren, zweiten Abschnitt lediglich mit dem Wagenkasten verklebt sein, während sie im oberen, ersten Abschnitt zusätzlich formschlüssig und/oder kraftschlüssig mit dem Wagenkasten verbunden ist, beispielsweise über einen entsprechenden Rahmen oder dergleichen mit dem Wagenkasten verschraubt oder vernietet ist.In preferred, because easy to manufacture variants of the invention, the variation of the flexural rigidity of the windscreen assembly is achieved at least mainly via the holding device. For example, it may be provided that the holding device has a different design and / or a different active principle in the upper, first section than in the lower, second section. For example, it can be provided that the windshield is connected in the upper, first section via a stiffer connection to the car body than in the lower, second section, so that the notch effect at the transition from the softer connection to the stiffer connection causes the defined premature failure of the windshield assembly , For example, the windshield in the lower, second section may be glued to the car body only while it is additionally positively and / or non-positively connected to the car body in the upper first section, for example screwed or riveted to the car body via a corresponding frame or the like.

Bei besonders einfach herzustellenden Varianten des erfindungsgemäßen Fahrzeugs mit günstiger Steifigkeit der Frontscheibenanordnung im Normalbetrieb des Fahrzeugs ist vorgesehen, dass die Halteeinrichtung auf beiden Längsseiten des Wagenkastens jeweils wenigstens ein erstes Halteelement umfasst und das erste Halteelement in dem ersten Abschnitt eine erste Biegesteifigkeit um eine in Querrichtung verlaufende Achse und in dem Übergangsbereich eine zweite Biegesteifigkeit um eine in Querrichtung verlaufende Achse aufweist, wobei die erste Biegesteifigkeit größer ist als die zweite Biegesteifigkeit. Bevorzugt beträgt die zweite Biegesteifigkeit höchstens 80%, vorzugsweise höchstens 60%, weiter vorzugsweise etwa 40% bis 50%, der ersten Biegesteifigkeit.In particularly easy to manufacture variants of the vehicle according to the invention with favorable stiffness of the windshield assembly during normal operation of the vehicle is provided that the holding device comprises on both longitudinal sides of the car body at least a first holding element and the first holding member in the first section a first bending stiffness about a transverse direction Axis and in the transition region has a second bending stiffness about a transverse axis, wherein the first bending stiffness is greater than the second bending stiffness. Preferably, the second bending stiffness is at most 80%, preferably at most 60%, more preferably from about 40% to 50%, of the first flexural rigidity.

Das erste Halteelement kann in dem zweiten Abschnitt eine dritte Biegesteifigkeit um eine in Querrichtung verlaufende Achse aufweisen, die geringer ist als die erste Biegesteifigkeit. Dabei kann die dritte Biegesteifigkeit der zweiten Biegesteifigkeit im Übergangsbereich entsprechen, sie kann aber auch größer sein als die zweite Biegesteifigkeit. Ebenso kann bei anderen Varianten der Erfindung auch vorgesehen sein, dass die dritte Biegesteifigkeit der ersten Biegesteifigkeit entspricht.The first retaining element may have in the second section a third bending stiffness about a transverse axis that is less than the first bending stiffness. In this case, the third bending stiffness may correspond to the second bending stiffness in the transition region, but it may also be greater than the second bending stiffness. Likewise, it can also be provided in other variants of the invention that the third bending stiffness corresponds to the first bending stiffness.

Die oben beschriebene Variation der Biegesteifigkeit des ersten Halteelements kann grundsätzlich auf beliebige geeignete Weise erzielt werden. Bei bevorzugten Varianten der Erfindung ist vorgesehen, dass das erste Halteelement in dem Übergangsbereich ein gegenüber dem ersten Abschnitt reduziertes Flächenträgheitsmoment um eine in Querrichtung verlaufende Achse aufweist, insbesondere eine gegenüber dem ersten Abschnitt reduzierte Querschnittsfläche aufweist. Zusätzlich oder alternativ kann vorgesehen sein, dass das erste Halteelement in dem Übergangsbereich einen gegenüber dem ersten Abschnitt reduzierten Elastizitätsmodul aufweist.The above-described variation of the flexural rigidity of the first holding element can basically be achieved in any suitable manner. In preferred variants of the invention, it is provided that the first holding element in the transition region has a reduced moment of inertia with respect to the first section about a transversely extending axis, in particular has a reduced compared to the first section cross-sectional area. Additionally or alternatively, it can be provided that the first holding element in the transition region has a reduced elasticity module compared to the first section.

Bei bevorzugten Varianten des erfindungsgemäßen Fahrzeugs, die sich besonders einfach herstellen lassen und besonders günstige Eigenschaften der Frontscheibenanordnung im Normalbetrieb aufweisen, ist die die Halteeinrichtung nach Art eines umlaufenden Rahmens ausgebildet. Die Frontscheibe kann so bei der Herstellung des Fahrzeugs schon mit dem Rahmen verbunden sein, wenn sie in den Wagenkasten eingesetzt wird, wodurch sich die Herstellung des Fahrzeugs vereinfacht. Der Rahmen bewirkt zudem eine Versteifung der Frontscheibenanordnung, welche sich im normalen Betrieb des Fahrzeugs günstig auswirkt, da der Rahmen die Frontscheibe vor lokalen Spannungskonzentrationen und damit vor Beschädigung schützt. Die Frontscheibe kann dabei auf beliebige geeignete Weise mit dem Rahmen verbunden sein. Bevorzugt ist sie mit dem umlaufenden Rahmen verklebt, da hiermit ein besonders einfach herzustellender, zuverlässiger und dichtender Verbund erzielt werden kann.In preferred variants of the vehicle according to the invention, which are particularly easy to manufacture and have particularly favorable properties of the windshield assembly in normal operation, the holding device is designed in the manner of a peripheral frame. The windshield can thus be already connected to the frame in the manufacture of the vehicle when it is inserted into the car body, which simplifies the manufacture of the vehicle. The frame also causes a stiffening of the windshield assembly, which has a favorable effect during normal operation of the vehicle, since the frame protects the windscreen from local stress concentrations and thus from damage. The windscreen can be connected to the frame in any suitable manner. Preferably, it is glued to the peripheral frame, since hereby a particularly easy to manufacture, reliable and sealing composite can be achieved.

Die Halteeinrichtung selbst kann ebenfalls auf beliebige geeignete Weise stoffschlüssig und/oder formschlüssig und/oder kraftschlüssig mit dem Wagenkasten verbunden sein. Vorzugsweise ist die Halteeinrichtung mit dem Wagenkasten verklebt, da hiermit auf einfache Weise eine einfach zu fertigende, zuverlässige und dichtende Verbindung erzielt werden kann. Bevorzugt ist die Halteeinrichtung in dem ersten Abschnitt durch zusätzliche mechanische Verbindungselemente, insbesondere Schrauben, mit dem Wagenkasten verbunden, um eine zuverlässige Fixierung des ersten Abschnitts im Crashfall sicherzustellen.The holding device itself can also be connected in any suitable manner cohesively and / or positively and / or non-positively with the car body. Preferably, the holding device is glued to the car body, as this easily a simple to manufacture, reliable and sealing connection can be achieved. Preferably, the holding device is connected in the first section by additional mechanical connecting elements, in particular screws, with the car body to ensure a reliable fixation of the first portion in the event of a crash.

Die Verbindungselemente sind dabei vorzugsweise so ausgebildet und/oder angeordnet, dass sie hauptsächlich in der Frontalcrashsituation zur Fixierung der Halteeinrichtung an dem Wagenkasten beitragen. Hierdurch ist eine im Normalbetrieb ausreichend elastische Anbindung der Halteeinrichtung und damit der Frontscheibe an den Wagenkasten möglich, wodurch wiederum eine gewisse mechanische Entkopplung der vergleichsweise starren Frontscheibe von dem Wagenkasten erzielbar ist. Spannungen, die durch eine Verformung des Wagenkastens im Normalbetrieb entstehen und zu einer Beschädigung der Frontscheibe führen könnten, werden so von der Frontscheibe fern gehalten.The connecting elements are preferably designed and / or arranged so that they contribute mainly in the frontal crash situation for fixing the holding device to the car body. As a result, a sufficiently resilient connection in normal operation of the holding device and thus the windscreen to the car body is possible, which in turn a certain mechanical decoupling of the relatively rigid windshield of the car body is achieved. Tensions caused by deformation of the car body in normal operation and could lead to damage to the windscreen, are thus kept away from the windscreen.

In Längsrichtung des Wagenkastens kann der Übergangsbereich grundsätzlich an beliebiger geeigneter Stelle angeordnet sein, solange sichergestellt ist, dass der obere, erste Abschnitt in Längsrichtung nicht in einen Bereich hineinragt, der in der vorgegebenen Frontalcrashsituation nennenswert verformt wird. Bei bevorzugten Varianten des erfindungsgemäßen Fahrzeugs ist vorgesehen, dass der Wagenkasten eine in der Frontalcrashsituation zur Energieaufnahme durch Deformation vorgesehene vordere Sektion und eine in der Längsrichtung daran anschließende, in der Frontalcrashsituation im Wesentlichen unverformte hintere Sektion aufweist und der Übergangsbereich zwischen dem ersten Abschnitt und dem zweiten Abschnitt der Frontscheibenanordnung im Bereich des Übergangs zwischen der vorderen Sektion und der hinteren Sektion angeordnet ist, hierdurch ist bei gegebenen Abmessungen der Frontscheibenanordnung sichergestellt, dass der erste Abschnitt einen möglichst großen Bereich der Frontscheibenanordnung abdeckt. Damit bleibt im Crashfall ein möglichst großer Teil der Frontscheibenanordnung, nämlich der erste Abschnitt (der sich vorzugsweise über 30% bis 60%, weiter vorzugsweise über 40% bis 50%, der Frontscheibenanordnung erstreckt) im Crashfall fest mit dem Wagenkasten verbunden.In the longitudinal direction of the car body, the transition region can in principle be arranged at any suitable location, as long as it is ensured that the upper, first section does not protrude in the longitudinal direction into an area which is appreciably deformed in the given frontal crash situation. In preferred variants of the vehicle according to the invention it is provided that the vehicle body has a front section provided in the frontal crash situation for energy absorption by deformation and a longitudinal section adjoining, in the frontal crash situation substantially undeformed rear section and the transition region between the first section and the second Section of the windshield assembly is arranged in the region of the transition between the front section and the rear section, thereby ensuring given dimensions of the windshield assembly that the first portion covers the largest possible area of the windshield assembly. Thus, in the event of a crash as large a portion of the windshield assembly, namely the first portion (preferably over 30% to 60%, more preferably over 40% to 50%, the windscreen assembly extends) in the event of a crash firmly connected to the car body.

Die Frontscheibenanordnung kann lediglich in einen ersten Abschnitt und einen zweiten Abschnitt unterteilt sein und damit lediglich einen einzigen Übergangsbereich mit einer entsprechenden Schwächung aufweisen. Es versteht sich jedoch, dass bei anderen Varianten der Erfindung über die Höhe (Abmessung in der Höhenrichtung) der Frontscheibenanordnung auch mehrere Übergangsbereiche mit jeweils einer entsprechenden Schwächung der Frontscheibenanordnung vorgesehen sein können, dies ermöglicht je nach Stärke des Aufpralls ein abgestuftes, definiertes Versagen der Frontscheibenanordnung, welches bei fortschreitender Verformung jeweils bei der nächstliegenden Schwächung eintritt. Dies hat unter anderem den Vorteil, dass bei einem leichteren Aufprall gegebenenfalls nur ein vergleichsweise kleiner Abschnitt der Frontscheibenanordnung versagt, während der Rest fest mit dem Wagenkasten verbunden bleibt.The windshield assembly may be divided into only a first portion and a second portion and thus have only a single transition region with a corresponding weakening. It is understood, however, that in other variants of the invention on the height (dimension in the height direction) of the windshield assembly and multiple transition areas, each with a corresponding weakening of the windshield assembly can be provided, this allows depending on the strength of the impact a graded, defined failure of the windshield assembly , which occurs as the deformation progresses at the closest weakening. This has, inter alia, the advantage that in a lighter impact, if necessary, only a comparatively small portion of the Windscreen arrangement fails while the rest remains firmly connected to the car body.

Bei vorteilhaften Varianten der Erfindung ist daher vorgesehen, dass die Frontscheibenanordnung in der Höhenrichtung wenigstens einen dritten Abschnitt aufweist, der unterhalb des zweiten Abschnitts angeordnet ist, und die Frontscheibenanordnung zumindest in einem Übergangsbereich von dem zweiten Abschnitt zu dem dritten Abschnitt derart gegenüber dem zweiten Abschnitt geschwächt ausgebildet ist, dass in der Frontalcrashsituation in der Längsrichtung in dem Übergangsbereich von dem zweiten Abschnitt zu dem dritten Abschnitt ein definiertes Versagen der Frontscheibenanardnung erfolgt.In advantageous variants of the invention it is therefore provided that the windshield assembly in the height direction has at least a third portion which is disposed below the second portion, and weakened the windshield assembly at least in a transition region from the second portion to the third portion relative to the second portion is formed so that in the frontal crash situation in the longitudinal direction in the transition region from the second portion to the third portion of a defined failure of the Windscreenanardnung takes place.

Die Frontscheibe kann gegebenenfalls aus zwei oder mehreren Scheibenteilen aufgebaut sein, die jeweils im Bereich einer Fügestelle über eine geeignete (bevorzugt die Sicht durch die Frontscheibe zumindest nicht wesentlich behindernde) Verbindungstechnik miteinander verbunden sind. Gegebenenfalls kann die Verbindung im Bereich der Fügestelle zwischen den beiden Scheibenteilen alleine oder in Verbindung mit den anderen oben genannten Varianten die gewünschte Schwächung bilden. Bei vorteilhaften Varianten der Erfindung ist jedoch vorgesehen, dass die Frontscheibe einstückig ausgebildet ist, da hiermit auf einfache Weise ein Bauteil mit genau definierten Eigenschaften realisiert werden kann.If necessary, the windshield can be made up of two or more disk parts, which are connected to each other in the region of a joint by means of a suitable (preferably the view through the windshield, at least not substantially obstructing) connection technology. Optionally, the connection in the region of the joint between the two disc parts alone or in combination with the other variants mentioned above can form the desired weakening. In advantageous variants of the invention, however, it is provided that the windscreen is integrally formed, since this can be realized in a simple manner a component with well-defined properties.

Der Übergangsbereich mit der Schwächung kann grundsätzlich auf beliebige geeignete Niveau in der Höhenrichtung angeordnet sein. Bevorzugt definiert die Frontscheibenanordnung in der Höhenrichtung eine Unterkante und eine Oberkante, wobei ein in der Höhenrichtung am tiefsten angeordneter Punkt der Unterkante und ein in der Höhenrichtung am höchsten angeordneter Punkt der Oberkante in der Höhenrichtung eine Höhenabmessung der Frontscheibenanordnung definieren. Der Übergangsbereich weist in der Höhenrichtung dann wenigstens einen Abstand von der Unterkante von 15% der Höhenabmessung der Frontscheibenanordnung, vorzugsweise wenigstens 25% der Höhenabmessung der Frontscheibenanordnung, weiter vorzugsweise wenigstens 35% der Höhenabmessung der Frontscheibenanordnung, auf.The transition region with the weakening may in principle be arranged at any suitable level in the height direction. Preferably, the windshield assembly defines in the height direction, a lower edge and an upper edge, wherein a lowest in the height direction arranged point of the lower edge and a height direction in the highest arranged point of the upper edge in the height direction define a height dimension of the windshield assembly. The transition region then has in the height direction at least a distance from the lower edge of 15% of the height dimension of the windshield assembly, preferably at least 25% of the height dimension of the windshield assembly, more preferably at least 35% of the height dimension of the windshield assembly on.

Hierdurch ist in vorteilhafter Weise sichergestellt, dass in den meisten Crashsituationen ein ausreichend großer Bereich der Frontscheibenanordnung frühzeitig definiert versagt, sodass die Einleitung hoher Crashlasten in den restlichen Teil der Frontscheibenanordnung in den meisten (weniger katastrophalen) Crashfällen zuverlässig unterbunden ist. Andernfalls könnte es bei einer Anordnung mit einem nahe an der Unterkante angeordneten (obersten) Übergangsbereich in vielen Crashfällen dazu kommen, dass die Verformungszone über den Übergangsbereich hinaus wandert und damit der Vorteil des geschwächten Übergangsbereichs verloren geht.This advantageously ensures that in most crash situations, a sufficiently large area of the windscreen arrangement fails to be defined early, so that the introduction of high crash loads into the remaining part of the windscreen arrangement is reliably prevented in most (less catastrophic) crash situations. Otherwise it could be an arrangement with a close to the bottom edge arranged (uppermost) transition region in many crash cases occur that the deformation zone migrates beyond the transition area and thus the advantage of the weakened transition area is lost.

Die vorliegende Erfindung betrifft weiterhin eine Frontscheibenanordnung für ein Fahrzeug, insbesondere Schienenfahrzeug, welche die Merkmale der oben im Zusammenhang mit dem erfindungsgemäßen Fahrzeug beschriebenen Frontscheibenanordnung aufweist. Mit dieser erfindungsgemäßen Frontscheibenanordnung lassen sich die oben beschriebenen Vorteile und Varianten in demselben Maße realisieren, sodass hier lediglich auf die obigen Ausführungen Bezug genommen wird.The present invention further relates to a windshield assembly for a vehicle, in particular rail vehicle, which has the features of the windshield assembly described above in connection with the vehicle according to the invention. With this front windshield assembly according to the invention, the advantages and variants described above can be realized to the same extent, so that reference is made here only to the above statements.

Weitere bevorzugte Ausgestaltungen der Erfindung ergeben sich aus den Unteransprüchen bzw. der nachstehenden Beschreibung bevorzugter Ausführungsbeispiele, welche auf die beigefügten Zeichnungen Bezug nimmt. Es zeigt

Figur 1
einen schematischen Schnitt durch eine bevorzugte Ausführungsform des erfindungsgemäßen Fahrzeugs mit einer bevorzugten Ausführungsform der erfindungsgemäßen Frontscheibenanordnung;
Figur 2
einen schematische perspektivische Ansicht der Frontscheibenanordnung aus Figur 1;
Figur 3
eine schematische Seitenansicht einer weiteren bevorzugten Ausführungsform der erfindungsgemäßen Frontscheibenanordnung;
Figur 4
eine schematische Seitenansicht einer weiteren bevorzugten Ausführungsform der erfindungsgemäßen Frontscheibenanordnung;
Figur 5
eine schematische Seitenansicht einer weiteren bevorzugten Ausführungsform der erfindungsgemäßen Frontscheibenanordnung.
Further preferred embodiments of the invention will become apparent from the dependent claims and the following description of preferred embodiments, which refers to the accompanying drawings. It shows
FIG. 1
a schematic section through a preferred embodiment of the vehicle according to the invention with a preferred embodiment of the windshield assembly according to the invention;
FIG. 2
a schematic perspective view of the windscreen assembly FIG. 1 ;
FIG. 3
a schematic side view of another preferred embodiment of the windshield assembly according to the invention;
FIG. 4
a schematic side view of another preferred embodiment of the windshield assembly according to the invention;
FIG. 5
a schematic side view of another preferred embodiment of the windshield assembly according to the invention.

Im Folgenden wird unter Bezugnahme auf die Figuren 1 und 2 ein bevorzugtes Ausführungsbeispiel eines erfindungsgemäßen Fahrzeugs in Form eines Schienenfahrzeugs 101 beschrieben, welches einen Wagenkasten 102 und eine bevorzugte Ausführungsform der erfindungsgemäßen Frontscheibenanordnung 103 umfasst.The following is with reference to the Figures 1 and 2 a preferred embodiment of a vehicle according to the invention in the form of a rail vehicle 101 described which comprises a car body 102 and a preferred embodiment of the windshield assembly 103 according to the invention.

Zum einfacheren Verständnis der nachfolgenden Erläuterungen ist in den Figuren 1 und 2 ein Koordinatensystem angegeben, in dem die x-Koordinate die Längsrichtung des Schienenfahrzeugs 101, die y-Koordinate die Querrichtung des Schienenfahrzeugs 101 und die z-Koordinate die Höhenrichtung des Schienenfahrzeugs 101 bezeichnen, die jeweils durch den Wagenkasten 102 definiert werden.For easier understanding of the following explanations is in the Figures 1 and 2 a coordinate system in which the x-coordinate indicates the longitudinal direction of the rail vehicle 101, the y-coordinate the transverse direction of the rail vehicle 101 and the z-coordinate the height direction of the rail vehicle 101, which are defined by the car body 102.

Die Frontscheibenanordnung 103 ist in einer Ausnehmung 104 am vorderen Ende 102.1 des Wagenkastens 102 angeordnet, welches eine Fahrerkabine 101.2 des Fahrzeugs 101 beherbergt. Die Ausnehmung 104 verläuft in Querrichtung (y-Richtung) und in Höhenrichtung (z-Richtung) und ist zur Längsrichtung (x-Richtung) geneigt. Die Frontscheibenanordnung 103 verschließt die Ausnehmung 104 und gibt für den Fahrer den Blick in Fahrtrichtung auf den vor ihm liegenden Streckenabschnitt frei.The windscreen assembly 103 is disposed in a recess 104 at the front end 102.1 of the car body 102, which houses a driver's cab 101.2 of the vehicle 101. The recess 104 extends in the transverse direction (y-direction) and in the height direction (z-direction) and is inclined to the longitudinal direction (x-direction). The front windshield assembly 103 closes the recess 104 and gives the driver the view in the direction of travel on the lying in front of him track section.

Wie insbesondere Figur 2 zu entnehmen ist, umfasst die Frontscheibenanordnung 103 eine einstückig ausgebildete Frontscheibe 103.1, die in einer Halteeinrichtung in Form eines umlaufenden Rahmens 103.2 angeordnet ist. Die Frontscheibe 101.3 kann dabei in beliebiger geeigneter Weise mit dem Rahmen 103.2 verbunden sein. Im vorliegenden Beispiel ist die Frontscheibe 101.3 mit dem Rahmen 103.2 großflächig verklebt, um so eine zuverlässige dichtende Verbindung herzustellen.In particular FIG. 2 can be seen, the windshield assembly 103 includes an integrally formed windshield 103.1, which is arranged in a holding device in the form of a peripheral frame 103.2. The windscreen 101.3 can be connected to the frame 103.2 in any suitable manner. In the present example, the front screen 101.3 is glued to the frame 103.2 large area, so as to produce a reliable sealing connection.

Die Frontscheibenanordnung 103 ist in Höhenrichtung (z-Richtung) in einen oberen, ersten Abschnitt 103.3 und in einen unteren, zweiten Abschnitt 103.4 unterteilt, die in einem in Querrichtung (y-Richtung) verlaufenden Übergangsbereich 103.5 aneinander angrenzen. Der obere Abschnitt 103.3 nimmt dabei in Höhenrichtung etwa 40% der Ausdehnung der Frontscheibenanordnung 103 ein, während der untere Abschnitt 103.4 etwa 60% der Ausdehnung der Frontscheibenanordnung 103 einnimmt.The windshield assembly 103 is subdivided in the height direction (z-direction) into an upper, first section 103.3 and into a lower, second section 103.4, which adjoin one another in a transverse region (y-direction) 103.5. The upper section 103.3 occupies approximately 40% of the extent of the windscreen arrangement 103 in the height direction, while the lower section 103.4 occupies approximately 60% of the extent of the windscreen arrangement 103.

Mit anderen Worten liegt der Übergangsbereich 103.5 auf einer Höhe H1 über dem am tiefsten gelegenen Punkt der Unterkante der Frontscheibenanordnung 103, die etwa 60% der Gesamthöhe H der Frontscheibenanordnung 103 beträgt. Die Gesamthöhe H wird dabei in der Höhenrichtung durch tiefsten Punkt der Unterkante der Frontscheibenanordnung 103 und den höchsten Punkt der Oberkante der Frontscheibenanordnung 103 definiert.In other words, the transition region 103.5 is at a height H1 above the lowest point of the lower edge of the windshield assembly 103, which is about 60% of the total height H of the windshield assembly 103. The total height H is defined in the height direction by the lowest point of the lower edge of the windshield assembly 103 and the highest point of the upper edge of the windshield assembly 103.

Der Wagenkasten 102 weist eine vordere Sektion 102.2 und eine im Bereich einer Trennebene 102.3 in Längsrichtung (x-Richtung) daran angrenzende hintere Sektion 102.4 auf. Die vordere Sektion 102.2 ist dazu vorgesehen, in einer vorgegebenen Frontalcrashsituation, also beim frontalen Aufprall des Fahrzeugs 101 auf ein Hindernis, durch definierte Deformation möglichst viel Stoßenergie zu absorbieren. Hierzu weist sie unter anderem eine Reihe von speziell gestalteten Crashabsorbem 105 und 106 auf.The vehicle body 102 has a front section 102.2 and a rear section 102.4 adjacent thereto in the region of a parting plane 102.3 in the longitudinal direction (x direction). The front section 102.2 is intended to be in a predetermined Frontal crash situation, so in the frontal impact of the vehicle 101 on an obstacle to absorb as much impact energy through defined deformation. For this purpose, it has, inter alia, a number of specially designed crash absorbers 105 and 106.

Die Struktur der hinteren Sektion 102.4, welche einen ausreichend großen Teil der Fahrerkabine 101.2 umfasst, ist so gestaltet, dass sie in der vorgegebenen Frontalcrashsituation, in der das Fahrzeug 101 unter (beispielsweise durch einen Standard wie die eingangs genannte TSI) vorgegebenen Randbedingungen auf ein definiertes Hindernis auftrifft, in jedem Fall (z. B. in jedem Crashszenario der TSI) einen ausreichenden Überlebensraum für den Fahrer im Crashfall bietet.The structure of the rear section 102.4, which comprises a sufficiently large part of the driver's cab 101.2, is designed such that in the given frontal crash situation in which the vehicle 101 is subject to a defined boundary conditions (for example by a standard such as the aforementioned TSI) Obstacle, in any case (eg in any crash scenario of the TSI) provides sufficient survival space for the driver in the event of a crash.

Der Übergangsbereich 103.5 zwischen dem ersten Abschnitt 103.3 und dem zweiten Abschnitt 103.4 liegt etwa in der Trennebene 102.3 zwischen der im Crashfall deformierten vorderen Sektion 102.2 des Wagenkastens und der im Crashfall im Wesentlichen nicht deformierten hinteren Sektion 102.4. In dem Übergangsbereich 103.5 ist die Frontscheibenanordnung 103 derart gegenüber dem ersten Abschnitt 103.3 geschwächt ausgebildet, dass in der vorgegebenen Frontalcrashsituation ein frühzeitiges definiertes Versagen der Frontscheibenanordnung 103 in dem Übergangsbereich 103.5 erfolgt.The transitional area 103.5 between the first section 103.3 and the second section 103.4 lies approximately in the parting plane 102.3 between the front section 102.2 of the carbody deformed in the event of a crash and the rear section 102.4 which is not substantially deformed in the event of a crash. In the transition region 103.5, the windshield assembly 103 is so weakened relative to the first portion 103.3 formed that in the predetermined frontal crash situation, an early defined failure of the windshield assembly 103 in the transition region 103.5.

Durch die Schwächung der Frontscheibenanordnung 103 in dem Übergangsbereich 103.5 und das daraus resultierende frühzeitige definierte Versagen der Frontscheibenanordnung 103 in diesem Bereich 103.5 wird ein definiertes Abklappen um eine in Querrichtung verlaufende Achse des unteren, zweiten Abschnitts 103.4 gegenüber dem oberen, ersten Abschnitt 103.3 ermöglicht. Hiermit wird verhindert, dass die bei dem Crash wirkenden Lasten, die zunächst in den unteren Abschnitt 103.4 eingeleitet werden, ungehindert in den oberen Abschnitt 103.3 der Frontscheibenanordnung 103 weitergeleitet werden.Due to the weakening of the windshield assembly 103 in the transition region 103.5 and the resulting early defined failure of the windshield assembly 103 in this area 103.5 a defined folding about a transverse axis of the lower second portion 103.4 relative to the upper, first portion 103.3 is possible. This prevents the loads acting in the crash, which are initially introduced into the lower section 103.4, from being passed unhindered into the upper section 103.3 of the windscreen arrangement 103.

Mit anderen Worten wird durch die Schwächung der Frontscheibenanordnung 103 im Übergangsbereich 103.5 die Krafteinleitung in den oberen Abschnitt 103.3 der Frontscheibenanordnung 103 im Crashfall durch das definierte Versagen in dem Übergangsbereich 103.5 frühzeitig unterbrochen, sodass in diesem oberen Bereich 103.3 der Verbund der Frontscheibenanordnung 103 mit dem Wagenkasten 102 bestehen bleibt. Damit wird verhindert, dass sich die Frontscheibeanordnung 103 vom Wagenkasten 102 löst und die Frontscheibenanordnung 103 als Ganzes in die Fahrerkabine 101.2 eindringen kann und so eine Gefahr für den Fahrer darstellen kann.In other words, the weakening of the front windshield assembly 103 in the transitional region 103.5 prematurely interrupts the force introduction into the upper section 103.3 of the windshield assembly 103 in the event of a crash by the defined failure in the transitional region 103.5, so that in this upper region 103.3 the composite of the windshield assembly 103 with the car body 102 remains. This prevents the windshield assembly 103 from disengaging from the body 102 and allowing the windshield assembly 103 as a whole to enter the cab 101.2, thus posing a danger to the driver.

Der verbleibende stabile Verbund der Frontscheibenanordnung 103 zum Wagenkasten 102 in dem oberen Abschnitt 103.3 hält die zerstörte Frontscheibe 103.1, die wegen des üblicherweise verwendeten Sicherheitsglases dann eine mattenartige Struktur aufweist, grob in ihrer Position und damit aus der Fahrerkabine 101.2 heraus.The remaining stable composite of the windshield assembly 103 to the car body 102 in the upper portion 103.3 holds the destroyed windshield 103.1, which then has a mat-like structure because of the safety glass commonly used, roughly in their position and thus out of the cab 101.2 out.

Hierdurch ist in vorteilhafter Weise sichergestellt, dass in den meisten (weniger katastrophalen) Crashsituationen ein ausreichend großer Bereich der Frontscheibenanordnung frühzeitig definiert versagt, sodass die Einleitung hoher Crashlasten in den restlichen Teil der Frontscheibenanordnung in den meisten Crashfällen zuverlässig unterbunden ist.This advantageously ensures that in most (less catastrophic) crash situations, a sufficiently large area of the windscreen arrangement fails to be defined early, so that the introduction of high crash loads into the remaining part of the windscreen arrangement is reliably prevented in most crash situations.

Es versteht sich hierbei, dass sich die Höhe H1 des Übergangsbereichs nach der Einbaulage der Frontscheibenanordnung und dem Crashverhalten der vorderen Sektion des Wagenkastens richtet (also mithin nach der Lage der Trennebene zwischen der im Crashfall deformierten vorderen Sektion und der undeformierten hinteren Sektion des Wagenkastens). Je steiler die Frontscheibenanordnung angeordnet ist (d. h. je geringer ihre Neigung zur Höhenrichtung ist), desto größer ist die Höhe H1 bei vergleichbarem Längsabstand (in x-Richtung) der Unterkante der Frontscheibenanordnung zu der Trennebene.It is understood here that the height H1 of the transitional region depends on the installation position of the windshield assembly and the crash behavior of the front section of the vehicle body (thus, accordingly, on the position of the parting plane between the front section deformed in the event of a crash and the undeformed rear section of the vehicle body). The steeper the windshield assembly is arranged (i.e., the lower its inclination to the height direction), the greater the height H1 at a comparable longitudinal distance (in the x direction) of the lower edge of the windshield assembly to the parting plane.

Die Schwächung der Frontscheibenanordnung 103 in dem Übergangsbereich 103.5 wird im vorliegenden Beispiel dadurch erreicht, dass die Frontscheibenanordnung 103 in dem ersten Abschnitt 103.3 eine Biegesteifigkeit um eine in Querrichtung (y-Achse) verlaufende Achse aufweist, die größer ist als die Biegesteifigkeit der Frontscheibenanordnung 103 um eine in Querrichtung verlaufende Achse in dem Übergangsbereich 103.5. Durch diese reduzierte Biegesteifigkeit der Frontscheibenanordnung 103 wird im Übergangsbereich 103.5 im Crashfall eine entsprechend starke Kerbwirkung bzw. Spannungskonzentration erzielt, welche zum definierten frühzeitigen Versagen in diesem Übergangsbereich 103.5 führt.The weakening of the windshield assembly 103 in the transition region 103.5 is achieved in the present example in that the windshield assembly 103 in the first section 103.3 has a flexural rigidity about a transversely extending (y-axis) axis, which is greater than the bending stiffness of the windshield assembly 103 to a transverse axis in the transition region 103.5. As a result of this reduced bending stiffness of the windshield assembly 103, a correspondingly strong notch effect or stress concentration is achieved in the transition region 103.5 in the event of a crash, which leads to defined premature failure in this transitional region 103.5.

Im vorliegenden Beispiel ist in dem Übergangsbereich 103.5 nur eine lokale Reduzierung der Biegesteifigkeit und damit eine Schwächung der Frontscheibenanordnung 103 vorgesehen. Mit anderen Worten entspricht also die Biegesteifigkeit der Frontscheibenanordnung 103 im unteren, zweiten Abschnitt 103.4 der Biegesteifigkeit der Frontscheibenanordnung 103 im oberen, ersten Abschnitt 103.3. Somit lässt sich die Frontscheibenanordnung 103 besonders einfach fertigen, da nur die lokale Schwächung im Übergangsbereich erzeugt werden muss.In the present example, only a local reduction of the bending stiffness and thus a weakening of the windscreen arrangement 103 are provided in the transitional area 103.5. In other words, the bending stiffness of the windscreen arrangement 103 in the lower, second section 103.4 thus corresponds to the bending stiffness of the windscreen arrangement 103 in the upper, first section 103.3. Thus, the windshield assembly 103 is particularly easy to manufacture, since only the local weakening in the transition region must be generated.

Die Variation der Biegesteifigkeit der Frontscheibenanordnung wird im vorliegenden Beispiel hauptsächlich über den Rahmen 103.2 erzielt, der aus einfachen Strangpressprofilen (beispielsweise aus Aluminium) aufgebaut ist. Der Rahmen 103.2 weist auf beiden Längsseiten des Wagenkastens 102 jeweils wenigstens ein erstes Halteelement in Form eines seitlichen Rahmenprofils 103.6 auf, das in dem ersten Abschnitt 103.3 eine erste Biegesteifigkeit um eine in Querrichtung (y-Richtung) verlaufende Achse und in dem Übergangsbereich 103.5 eine zweite Biegesteifigkeit um eine in Querrichtung verlaufende Achse aufweist.The variation of the bending stiffness of the windshield assembly is achieved in the present example mainly on the frame 103.2, which is constructed of simple extruded profiles (for example, aluminum). The frame 103.2 has on both longitudinal sides of the car body 102 at least one first holding element in the form of a lateral frame profile 103.6, which in the first section 103.3 a first bending stiffness about an axis extending in the transverse direction (y-direction) axis and in the transition region 103.5 a second Bending stiffness about a transverse axis.

Die zweite Biegesteifigkeit beträgt dabei etwa 50% der ersten Biegesteifigkeit, während die Biegesteifigkeit des seitlichen Rahmenprofils 103.6 in dem zweiten Abschnitt 103.4 wiederum der ersten Biegesteifigkeit entspricht. Die Reduktion der Biegesteifigkeit in dem Übergangsbereich 103.5 wird durch eine einfache Ausnehmung 103.8 in dem seitlichen Rahmenprofil 103.6 erzielt, die in einer Reduktion der Querschnittsfläche und damit des Flächenträgheitsmoments des Rahmenprofils 103.6 um eine in Querrichtung verlaufende Achse resultiert.The second bending stiffness amounts to approximately 50% of the first bending stiffness, while the bending stiffness of the lateral frame profile 103.6 in the second section 103.4 again corresponds to the first bending stiffness. The reduction of the flexural rigidity in the transition region 103.5 is achieved by a simple recess 103.8 in the lateral frame profile 103.6, which results in a reduction of the cross-sectional area and thus the area moment of inertia of the frame profile 103.6 about a transversely extending axis.

Es versteht sich, dass bei anderen Varianten auch vorgesehen sein kann, dass das erste Halteelement in dem zweiten Abschnitt eine Biegesteifigkeit aufweist, die geringer ist als die erste Biegesteifigkeit. Dabei kann die Biegesteifigkeit in dem zweiten Abschnitt der zweiten Biegesteifigkeit im Übergangsbereich 103.5 entsprechen. Dies kann beispielsweise einfach dadurch erreicht werden, dass die seitlichen Rahmenprofile im Übergangsbereich und im zweiten Abschnitt denselben, gegenüber dem ersten Abschnitt reduzierten Querschnitt aufweisen, wie dies in Figur 2 durch die gestrichelte Kontur 107 angedeutet ist. Hierdurch entstehen letztlich zwei Abschnitte mit unterschiedlicher, über den jeweiligen Abschnitt aber gegebenenfalls im Wesentlichen konstanter Biegesteifigkeit. Die Schwächung entsteht hierbei durch einen entsprechend starken, vorzugsweise sprunghaften Anstieg der Biegesteifigkeit und die damit einhergehende Kerbwirkung im Übergangsbereich.It is understood that in other variants can also be provided that the first holding element in the second section has a bending stiffness which is less than the first bending stiffness. In this case, the bending stiffness in the second section may correspond to the second bending stiffness in the transitional region 103.5. This can be achieved, for example, simply by virtue of the fact that the lateral frame profiles in the transition region and in the second section have the same reduced cross-section as compared to the first section, as shown in FIG FIG. 2 is indicated by the dashed contour 107. In the end, this results in two sections with different flexural rigidity over the respective section but possibly substantially constant. The weakening is caused by a correspondingly strong, preferably erratic increase in bending stiffness and the consequent notch effect in the transition region.

Die Frontscheibe 103.1 kann so bei der Herstellung des Fahrzeugs 101 schon mit dem Rahmen 103.2 verbunden sein, wenn sie in den Wagenkasten 102 eingesetzt wird, wodurch sich die Herstellung des Fahrzeugs vereinfacht. Der Rahmen 103.2 bewirkt zudem eine Versteifung der Frontscheibenanordnung 103, welche sich im normalen Betrieb des Fahrzeugs 101 günstig auswirkt, da der Rahmen 103.2 die Frontscheibe 103.1 vor lokalen Spannungskonzentrationen und damit vor Beschädigung schützt.The windshield 103. 1 can thus already be connected to the frame 103. 2 in the production of the vehicle 101 when it is inserted into the body 102, which simplifies the manufacture of the vehicle. The frame 103.2 also causes a stiffening of the windshield assembly 103, which has a favorable effect in the normal operation of the vehicle 101, since the frame 103.2 protects the windshield 103.1 from local stress concentrations and thus from damage.

Der Rahmen 103.2 selbst kann ebenfalls auf beliebige geeignete Weise stoffschlüssig und/oder formschlüssig und/oder kraftschlüssig mit dem Wagenkasten 102 verbunden sein. Im vorliegenden Beispiel ist der Rahmen 103.2 mit dem Wagenkasten 102 verklebt, da hiermit auf einfache Weise eine einfach zu fertigende, zuverlässige und dichtende Verbindung erzielt werden kann. Weiterhin ist der Rahmen 103.2 in dem ersten Abschnitt 103.3 durch zusätzliche (in den Figuren 1 und 2 nicht näher dargestellte) mechanische Verbindungselemente in Form von Schrauben mit dem Wagenkasten verbunden, um eine zuverlässige Fixierung des ersten Abschnitts 103.3 im Crashfall sicherzustellen. Es versteht sich jedoch, dass bei anderen Varianten der Erfindung eine solche zusätzliche Fixierung durch Verbindungselemente auch fehlen kann.The frame 103.2 itself can also be connected in any suitable manner to the car body 102 in a materially and / or positively locking and / or force-locking manner. In the present example, the frame 103.2 is glued to the car body 102, since this can be easily achieved in an easy to manufacture, reliable and sealing connection. Furthermore, the frame is 103.2 in the first section 103.3 by additional (in the Figures 1 and 2 not shown) mechanical fasteners in the form of screws connected to the car body to ensure reliable fixation of the first portion 103.3 in the event of a crash. It is understood, however, that in other variants of the invention, such additional fixation may be missing by connecting elements.

Die Verbindung mit dem Wagenkasten 102 über die Schrauben dabei so ausgebildet und/oder angeordnet, dass sie hauptsächlich in der Frontalcrashsituation zur Fixierung des Rahmens 103.2 an dem Wagenkasten 102 beitragen, während im Normalbetrieb die Fixierung des Rahmens 103.2 und damit der Frontscheibenanordnung 103 primär über die Klebeverbindung hergestellt ist. Hierdurch ist eine im Normalbetrieb ausreichend elastische Anbindung des Rahmens 103.2 und damit der Frontscheibe 103.1 an den Wagenkasten 102 möglich, wodurch wiederum eine gewisse mechanische Entkopplung der vergleichsweise starren Frontscheibe 103.1 von dem Wagenkasten 102 erzielbar ist. Spannungen, die durch eine Verformung des Wagenkastens 102 im Normalbetrieb entstehen und zu einer Beschädigung der Frontscheibe 103.1 führen könnten, werden so von der Frontscheibe 103.1 fern gehalten.The connection to the car body 102 via the screws thereby formed and / or arranged so that they contribute mainly in the frontal crash situation for fixing the frame 103.2 to the car body 102, while in normal operation, the fixation of the frame 103.2 and thus the windshield assembly 103 primarily on the Adhesive connection is made. As a result, a sufficiently elastic connection of the frame 103.2 and thus of the windshield 103.1 to the vehicle body 102 is possible in normal operation, which in turn enables a certain mechanical decoupling of the comparatively rigid windshield 103.1 from the vehicle body 102. Tensions that arise during normal operation of a deformation of the car body 102 and could lead to damage of the windshield 103.1 are kept away from the windshield 103.1.

Die Frontscheibenanordnung 103 ist in dem Beispiel der Figur 2 wie erwähnt durch den definiert geschwächten Übergangsbereich 103.5 lediglich in den ersten Abschnitt 103.3 und den zweiten Abschnitt 103.4 unterteilt. Es versteht sich jedoch, dass bei anderen Varianten der Erfindung über die Höhe (Abmessung in der Höhenrichtung z) der Frontscheibenanordnung 203 (die alternativ zur Frontscheibenanordnung 103 in dem Fahrzeug 101 eingesetzt werden kann) auch mehrere Übergangsbereiche 203.5, 203.8 mit jeweils einer entsprechenden Schwächung der Frontscheibenanordnung 203 vorgesehen sein können, wie dies in Figur 3 dargestellt ist. Dort sind die seitlichen Rahmenprofile 203.6 des Rahmens 203.2, in den die Frontscheibe 203.1 eingesetzt ist, abgestuft ausgebildet, sodass die Frontscheibenanordnung 203 in drei Abschnitte unterteilt ist, nämlich einen oberen, ersten Abschnitt 203.3, einen darunter angeordneten, mittleren zweiten Abschnitt 203.4 und einen wiederum darunter angeordneten, unteren dritten Abschnitt 203.9. Die Abschnitte 203.3, 203.4 und 203.9 können sich dabei jeweils über etwa ein Drittel der Frontscheibenanordnung erstrecken, es ist jedoch aber auch eine beliebige andere Aufteilung möglich, sofern der in jedem Fall intakt zu haltende Verbund des ersten Abschnitts 203.3 mit dem Wagenkasten 102 sichergestellt ist.The windscreen assembly 103 is in the example of FIG. 2 as mentioned by the defined weakened transition region 103.5 only in the first section 103.3 and the second section 103.4 divided. It is understood, however, that in other variants of the invention on the height (dimension in the height direction z) of the windshield assembly 203 (which can be used as an alternative to the windshield assembly 103 in the vehicle 101) and several transition areas 203.5, 203.8, each with a corresponding weakening of Windscreen assembly 203 may be provided as shown in FIG FIG. 3 is shown. There are the side frame sections 203.6 of the frame 203.2, in which the front screen 203.1 is used, stepped, so that the windshield assembly 203 is divided into three sections, namely an upper, first section 203.3, arranged underneath, the middle second section 203.4 and a turn arranged underneath, lower third section 203.9. The sections 203.3, 203.4 and 203.9 can each extend over about one third of the windshield assembly, but it is also any other Allocation possible, provided that in any case intact held composite of the first section 203.3 is secured to the car body 102.

Diese Gestaltung ermöglicht je nach Stärke des Aufpralls ein abgestuftes, definiertes Versagen der Frontscheibenanordnung 203, welches bei fortschreitender Verformung jeweils bei der nächstliegenden Schwächung eintritt. So beschränkt sich das definierte Versagen der Frontscheibenanordnung zunächst zumindest weit gehend auf den unteren, dritten Abschnitt 203.9. Erst wenn die Verformungszone des Fahrzeugs 101 den mittleren, zweiten Abschnitt 203.4 erreicht, tritt dort wiederum ein definiertes Versagen auf, welches sich dann wiederum zumindest weit gehend auf den mittleren, zweiten Abschnitt 203.4 beschränkt. Dies hat unter anderem den Vorteil, dass bei einem leichteren Aufprall gegebenenfalls nur ein vergleichsweise kleiner Abschnitt der Frontscheibenanordnung versagt, während der Rest fest mit dem Wagenkasten verbunden bleibt.This design allows depending on the severity of the impact a graded, defined failure of the windshield assembly 203, which occurs with progressive deformation in each case at the nearest weakening. Thus, the defined failure of the windshield assembly initially limited at least largely to the lower, third section 203.9. Only when the deformation zone of the vehicle 101 reaches the middle, second section 203.4, there again occurs a defined failure, which in turn is at least largely limited to the middle, second section 203.4. This has, inter alia, the advantage that in a lighter impact, if necessary, only a comparatively small portion of the windshield assembly fails, while the rest remains firmly connected to the car body.

Die vorliegende Erfindung wurde vorstehend ausschließlich anhand von Beispielen beschrieben, bei denen die Schwächung der Frontscheibenanordnung in einem Übergangsbereich durch eine Verringerung des Querschnitts eines Rahmens der Frontscheibenanordnung erzielt wurde, in den die Frontscheibe eingesetzt ist. Die Figur 4 zeigt eine andere Variante der erfindungsgemäßen Frontscheibenanordnung 303, die anstelle der Frontscheibenanordnung 103 in dem Fahrzeug 101 aus Figur 1 verwendet werden kann.The present invention has been described above exclusively by way of examples in which the weakening of the windshield assembly in a transition region has been achieved by reducing the cross-section of a frame of the windshield assembly into which the windshield is inserted. The FIG. 4 shows another variant of the windshield assembly according to the invention 303, instead of the windshield assembly 103 in the vehicle 101 from FIG. 1 can be used.

Bei dieser Variante erfolgt die Schwächung in dem Übergangsbereich 303.5 zwischen dem oberen, ersten Abschnitt 303.3 und dem unteren, zweiten Abschnitt 303.4 der Frontscheibenanordnung 303 über eine Reduktion des Elastizitätsmoduls des Rahmens 303.2, in den die Frontscheibe 303.1 eingesetzt ist. Die Reduktion des Elastizitätsmoduls und damit der Biegesteifigkeit um eine in Querrichtung (y-Richtung) verlaufende Achse wird in dem Übergangsbereich 303.5 auf beiden Längsseiten des Fahrzeugs 101 über ein einfaches Verbindungsmodul 303.10 erzielt, welches den oberen Teil und den unteren Teil des Rahmens 303.2 miteinander verbindet.In this variant, the weakening takes place in the transition region 303.5 between the upper, first section 303.3 and the lower, second section 303.4 of the windshield assembly 303 via a reduction of the modulus of elasticity of the frame 303.2, in which the windscreen 303.1 is inserted. The reduction of the modulus of elasticity, and thus the flexural rigidity, about an axis extending in the transverse direction (y-direction) is achieved in the transition region 303.5 on both longitudinal sides of the vehicle 101 via a simple connection module 303.10 connecting the upper part and the lower part of the frame 303.2 ,

Das Verbindungsmodul 303.10 wird im vorliegenden Beispiel einfach in die als Hohlprofile ausgebildeten seitlichen Rahmenprofile 303.6 eingesteckt. Hierbei kann eine Verklebung oder anderweitige Verbindung zwischen dem Verbindungsmodul 303.10 und den seitlichen Rahmenprofilen 303.6 vorgesehen sein. Der stabile Verbund kann aber auch einfach durch die Verklebung der Frontscheibe 303.1 mit dem Rahmen 303.2 sichergestellt sein.In the present example, the connection module 303.10 is simply plugged into the lateral frame profiles 303.6 formed as hollow profiles. In this case, an adhesion or other connection between the connection module 303.10 and the side frame profiles 303.6 may be provided. However, the stable composite can also be ensured simply by bonding the front pane 303.1 to the frame 303.2.

Das Verbindungsmodul 303.10 weist einen gegenüber den Rahmenprofilen 303.6 ausreichend reduzierten Elastizitätsmodul auf, sodass in dem Übergangsbereich 303.5 schon über die so erzielte elastische Verbindung eine ausreichende Reduktion der Biegesteifigkeit und damit eine ausreichende Schwächung der Frontscheibenanordnung 303 erzielt wird.The connection module 303.10 has a modulus of elasticity which is sufficiently reduced compared with the frame profiles 303.6, so that in the transition region 303.5 a sufficient reduction of the bending stiffness and thus a sufficient weakening of the windshield assembly 303 are achieved already via the elastic connection thus achieved.

Die Figur 5 zeigt eine weitere Variante der erfindungsgemäßen Frontscheibenanordnung 403, die anstelle der Frontscheibenanordnung 103 in dem Fahrzeug 101 aus Figur 1 eingesetzt werden kann. Bei dieser Variante ist lediglich im Bereich des oberen, ersten Abschnitts 403.3 ein Rahmen 403.2 vorgesehen, in welchen die Frontscheibe 403.1 eingesetzt ist. In dem unteren, zweiten Abschnitt 403.4 fehlt ein solcher Rahmen, sodass die Frontscheibe 403.1 in diesem Bereich unmittelbar mit dem Wagenkasten 102 verbunden wird. Die Reduktion der Biegesteifigkeit der Frontscheibenanordnung 403 und damit die Schwächung der Frontscheibenanordnung 403 erfolgt bei dieser Variante also im Übergangsbereich 403.5 am unteren Ende der seitlichen Rahmenprofile 403.6 des Rahmens 403.2.The FIG. 5 shows a further variant of the windshield assembly according to the invention 403, instead of the windshield assembly 103 in the vehicle 101 from FIG. 1 can be used. In this variant, a frame 403.2 is provided only in the region of the upper, first section 403.3, in which the front screen 403.1 is inserted. In the lower second section 403.4, such a frame is missing, so that the front screen 403.1 is directly connected to the car body 102 in this area. The reduction in the bending stiffness of the windshield assembly 403 and thus the weakening of the windshield assembly 403 is carried out in this variant, ie in the transition region 403.5 at the lower end of the side frame sections 403.6 of the frame 403.2.

Es sei an dieser Stelle angemerkt, dass die Frontscheibenanordnungen 203, 303 und 403 in den Figuren 3 bis 5 vereinfachend mit einer in der xz-Ebene ungekrümmten Frontscheibe 203.1, 303.1 und 403.1 bzw. einem in der xz-Ebene ungekrümmten Rahmen 203.2, 303.2 und 403.2 dargestellt sind. Es versteht sich jedoch, dass die jeweilige Frontscheibe 203.1, 303.1 und 403.1 und/oder der jeweilige Rahmen 203.2, 303.2 und 403.2 in der xz-Ebene analog zu der in Figur 2 dargestellten Ausführung der Frontscheibenanordnung 103 gekrümmt sein können, um eine Anpassung an die Kontur des Wagenkastens 102 des Fahrzeugs 101 zu erzielen.It should be noted at this point that the windscreen assemblies 203, 303 and 403 in the FIGS. 3 to 5 in simplistic terms, with a windscreen 203.1, 303.1 and 403.1 which is not curved in the xz plane or a frame 203.2, 303.2 and 403.2 which is not curved in the xz plane. However, it is understood that the respective front screen 203.1, 303.1 and 403.1 and / or the respective frame 203.2, 303.2 and 403.2 in the xz plane analogous to those in FIG. 2 illustrated embodiment of the windscreen assembly 103 may be curved to achieve an adaptation to the contour of the car body 102 of the vehicle 101.

Die vorliegende Erfindung wurde vorstehend ausschließlich anhand von Beispielen aus dem Bereich der Schienenfahrzeuge beschrieben. Es versteht sich jedoch, dass die Erfindung auch in Verbindung mit beliebigen anderen Fahrzeugen zum Einsatz kommen kann.The present invention has been described above solely by means of examples from the field of rail vehicles. It is understood, however, that the invention may also be used in conjunction with any other vehicles.

Claims (17)

  1. Vehicle, in particular rail vehicle, with
    - a wagon body (102) and a front window pane assembly (103; 203; 303; 403), wherein
    - the wagon body (102) defines a longitudinal direction, a transverse direction, and a height direction,
    - the front window pane assembly (103; 203; 303; 403) is arranged in the area of an opening (104), extending in the transverse direction and in the height direction and extending at least partially inclined to the longitudinal direction, at one end (102.1) of the wagon body (102),
    - the front window pane assembly (103; 203; 303; 403) has a front window pane (103.1:203.1; 303.1; 403.1) and a retaining device (103.2; 203.2; 303.2; 403.2), by means of which the front window pane (103.1; 203.1; 303.1; 403.1) is connected to the wagon body (102),
    characterised in that
    - the front window pane assembly (103; 203; 303; 403) has in the height direction at least one first section (103.3; 203.3; 303.3; 403.3) and one second section (103.4; 203.4; 303.4; 403.4), which is arranged beneath the first section (103.3; 203.3; 303.3; 403.3), and
    - the front window pane assembly (103; 203; 303; 403), at least in one transition area (103.5; 203.5; 303.5; 403.5) between the first section (103.3; 203.3; 303.3; 403.3) and the second section (103.4; 203.4; 303.4; 403.4), is designed to be weakened in relation to the first section (103.3; 203.3; 303.3; 403.3) in such a way that, in a definable frontal crash situation, in the transition area (103.5; 203.5; 303.5; 403.5), a defined failure of the front window pane assembly (103; 203; 303; 403) occurs.
  2. Vehicle according to claim 1, characterised in that the front window pane assembly (103; 203; 303; 403) has in the first section (103.3; 203.3; 303.3; 403.3) a flexural rigidity about an axis extending in the transverse direction, which is greater than the flexural rigidity of the front window pane assembly (103; 203; 303; 403) about an axis extending in the transverse direction in the transition area (103.5; 203.5; 303.5; 403.5).
  3. Vehicle according to claim 2, characterised in that the flexural rigidity of the front window pane assembly (103; 203; 303; 403) in the transition area (103.5; 203.5; 303.5; 403.5) amounts to a maximum of 80%, preferably a maximum of 60%, more preferably around 40% to 50%, of the flexural rigidity of the front window pane assembly (103; 203; 303; 403) in the first section (103.3; 203.3; 303.3; 403.3).
  4. Vehicle according to claim 2 or 3, characterised in that the front window pane assembly (103; 203; 303; 403), in the second section (103.4; 203.4; 303.4; 403.4), has a flexural rigidity about an axis extending in the transverse direction which is less than the flexural rigidity of the front window pane assembly (103; 203; 303; 403) about an axis extending in the transverse direction in the first section (103.3; 203.3; 303.3; 403.3).
  5. Vehicle according to one of claims 2 to 4, characterised in that
    - the retaining device (103.2; 203.2; 303.2; 403.2) on both longitudinal sides of the wagon body (102) comprises in each case at least one first retaining element (103.6; 203.6; 303.6; 403.6), and
    - the first retaining element (103.6; 203.6; 303.6; 403.6), in the first section (103.3; 203.3; 303.3; 403.3), has a first flexural rigidity about an axis extending in the transverse direction and, in the transition area (103.5; 203.5; 303.5; 403.5), has a second flexural rigidity about an axis extending in the transverse direction,
    - the first flexural rigidity being greater than the second flexural rigidity.
  6. Vehicle according to claim 5, characterised in that the second flexural rigidity amounts to a maximum of 80%, preferably a maximum of 60%, more preferably around 40% to 50%, of the first flexural rigidity.
  7. Vehicle according to claim 5 or 6, characterised in that
    - the first retaining element (103.6; 203.6; 303.8), in the second section (103.4; 203.4; 303.4), has a third flexural rigidity about an axis extending in the transverse direction,
    - the first flexural rigidity being greater than the third flexural rigidity.
  8. Vehicle according to one of claims 5 to 7, characterised in that
    - the first retaining element (103.6; 203.6; 403.6), in the transition area (103.5; 203.5; 403.5), has an area moment of inertia about an axis extending in the transverse direction reduced in relation to the first section, in particular a cross-section surface reduced in relation to the first section,
    and/or
    - the first retaining element (303.6) has in the transition area (303.5) a module of elasticity reduced in relation to the first section.
  9. Vehicle according to one of the preceding claims, characterised in that the retaining device (103.2; 203.2; 303.2; 403.2), in the first section (103.3; 203.3; 303.3; 403.3), a forms more rigid connection of the front window pane to the wagon body (102) than in the transition area (103.5; 203.5; 303.5; 403.5).
  10. Vehicle according to one of the preceding claims, characterised in that
    - the retaining device (103.2; 203.2; 303.2) is formed in the manner of a circumferential frame,
    - the front window pane (103.1; 203.1; 303.1 in particular, being adhesively bonded to the circumferential frame (103.2; 203.2; 303.2).
  11. Vehicle according to one of the preceding claims, characterised in that the retaining device (103.2; 203.2; 303.2; 403.2) is adhesively bonded to the wagon body (102).
  12. Vehicle according to claim 11, characterised in that
    - the retaining device (103.2; 203.2; 303.2; 403.2) is connected in the first section (103.3; 203.3; 303.3; 403.3) by additional mechanical connection elements, in particular screws, to the wagon body (102),
    - the connection elements, in particular, being designed and/or arranged in such a way that, mainly in the frontal crash situation, they contribute to the fixing of the retaining device (103.2; 203.2; 303.2; 403.2) to the wagon body (102).
  13. Vehicle according to one of the preceding claims, characterised in that
    - the wagon body (102) has a front section (102.2), provided in order to absorb energy by deformation in the frontal crash situation, and a rear section (102.4) connected to the front section in the longitudinal direction, which rear section is essentially not deformed in the frontal crash situation, and
    - the transition area (103.5; 203.5; 303.5; 403.5) between the first section (103.3; 203.3; 303.3; 403.3) and the second section (103.4; 203.4; 303.4; 403.4) of the front window pane assembly (103; 203; 303; 403) is arranged in the area of the transition (102.3) between the front section (102.2) and the rear section (102.4).
  14. Vehicle according to one of the preceding claims, characterised in that
    - the front window pane assembly (203), in the height direction, has at least one third section (203.9), which is arranged beneath the second section (203.4), and
    - the front window pane assembly (203), at least in a transition area (203.8) from the second section (203.4) to the third section (203.9), is designed to be weakened in relation to the second section (203.4) in such a way that, in the transition area (203.8) from the second section (203.4) to the third section (203.9), a defined failure of the front window pane assembly (203) takes place.
  15. Vehicle according to one of the preceding claims, characterised in that the front window pane (103.1; 203.1; 303.1; 403.1) is formed monolithically.
  16. Vehicle according to one of the preceding claims, characterised in that
    - the front window pane assembly (103; 203; 303; 403), in the height direction, defines a lower edge and an upper edge,
    - a point of the lower edge arranged lowest in the height direction and a point of the upper edge arranged highest in the height direction defining a height dimension of the front window pane assembly (103; 203; 303; 403), and
    - the transition area (103.5; 203.5; 303.5; 403.5), in the height direction, has at least a distance from the lower edge of 15% of the height dimension of the front window pane assembly (103; 203; 303; 403), preferably at least 25% of the height dimension of the front window pane assembly (103; 203; 303; 403), more preferably at least 35% of the height dimension of the front window pane assembly (103; 203; 303; 403).
  17. Front window pane assembly for a vehicle, in particular for a rail vehicle, characterised in that it is formed as the front window pane assembly (103; 203; 303; 403) of a vehicle (101) according to one of the preceding claims.
EP08101571A 2007-02-13 2008-02-13 Vehicle with a front window assembly Not-in-force EP1958848B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL08101571T PL1958848T3 (en) 2007-02-13 2008-02-13 Vehicle with a front window assembly

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102007007594A DE102007007594A1 (en) 2007-02-13 2007-02-13 Vehicle, particularly rail vehicle has rail car body and wind shield arrangement, which has two sections in vertical direction, where latter section is arranged below former section

Publications (2)

Publication Number Publication Date
EP1958848A1 EP1958848A1 (en) 2008-08-20
EP1958848B1 true EP1958848B1 (en) 2011-01-12

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Family Applications (1)

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EP08101571A Not-in-force EP1958848B1 (en) 2007-02-13 2008-02-13 Vehicle with a front window assembly

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EP (1) EP1958848B1 (en)
AT (1) ATE495076T1 (en)
DE (2) DE102007007594A1 (en)
ES (1) ES2359757T3 (en)
PL (1) PL1958848T3 (en)

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DE102014200617A1 (en) * 2014-01-15 2015-07-16 Siemens Aktiengesellschaft Vehicle with vehicle window
DE102014204761A1 (en) 2014-03-14 2015-09-17 Voith Patent Gmbh Vehicle head for a track-bound vehicle, in particular rail vehicle with a reinforced frame structure for the windshield and front window for the vehicle head
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PL1958848T3 (en) 2011-06-30
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ATE495076T1 (en) 2011-01-15
DE502008002254D1 (en) 2011-02-24

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