EP1958848B1 - Fahrzeug mit einer Frontscheibenanordnung - Google Patents

Fahrzeug mit einer Frontscheibenanordnung 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
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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
Other languages
German (de)
English (en)
French (fr)
Other versions
EP1958848A1 (de
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/pl
Publication of EP1958848A1 publication Critical patent/EP1958848A1/de
Application granted granted Critical
Publication of EP1958848B1 publication Critical patent/EP1958848B1/de
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • 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.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Body Structure For Vehicles (AREA)
  • Window Of Vehicle (AREA)
EP08101571A 2007-02-13 2008-02-13 Fahrzeug mit einer Frontscheibenanordnung Not-in-force EP1958848B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL08101571T PL1958848T3 (pl) 2007-02-13 2008-02-13 Pojazd z zespołem przedniej szyby

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102007007594A DE102007007594A1 (de) 2007-02-13 2007-02-13 Fahrzeug mit einer Frontscheibenanordnung

Publications (2)

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

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP08101571A Not-in-force EP1958848B1 (de) 2007-02-13 2008-02-13 Fahrzeug mit einer Frontscheibenanordnung

Country Status (5)

Country Link
EP (1) EP1958848B1 (es)
AT (1) ATE495076T1 (es)
DE (2) DE102007007594A1 (es)
ES (1) ES2359757T3 (es)
PL (1) PL1958848T3 (es)

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RU2733196C1 (ru) * 2016-09-07 2020-09-29 ЛЕОНАРДО С.п.А. Окно с функцией аварийного выхода для вертолета и способ удаления прозрачного элемента из такого окна

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DE102014200617A1 (de) * 2014-01-15 2015-07-16 Siemens Aktiengesellschaft Fahrzeug mit Fahrzeugscheibe
DE102014204761A1 (de) 2014-03-14 2015-09-17 Voith Patent Gmbh Fahrzeugkopf für ein spurgebundenes Fahrzeug, insbesondere Schienenfahrzeug mit einer verstärkten Rahmenstruktur für die Frontscheibe sowie Frontscheibe für den Fahrzeugkopf
DE102014212945A1 (de) 2014-07-03 2016-01-21 Siemens Aktiengesellschaft Schienenfahrzeug
FR3033304B1 (fr) 2015-03-03 2017-03-31 Alstom Transp Tech Procede de fabrication d'une cabine de conduite de vehicule ferroviaire, notamment de tramway

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FR2818225B1 (fr) * 2000-12-18 2003-01-24 Alstom Dispositif de protection contre l'intrusion d'un pare-brise dans une cabine de conduite de vehicule ferroviaire lors d'un choc
FR2840274B1 (fr) * 2002-05-31 2004-07-23 Alstom Dispositif contre l'intrusion d'une vitre dans une cabine de vehicule ferroviaire lors d'un choc
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RU2733196C1 (ru) * 2016-09-07 2020-09-29 ЛЕОНАРДО С.п.А. Окно с функцией аварийного выхода для вертолета и способ удаления прозрачного элемента из такого окна

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