EP2918473B1 - Tête de véhicule pour un véhicule guidé, en particulier un véhicule sur rail doté d'une structure de cadre renforcée pour la vitre frontale et vitre frontale pour la tête de véhicule - Google Patents

Tête de véhicule pour un véhicule guidé, en particulier un véhicule sur rail doté d'une structure de cadre renforcée pour la vitre frontale et vitre frontale pour la tête de véhicule Download PDF

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Publication number
EP2918473B1
EP2918473B1 EP15157117.1A EP15157117A EP2918473B1 EP 2918473 B1 EP2918473 B1 EP 2918473B1 EP 15157117 A EP15157117 A EP 15157117A EP 2918473 B1 EP2918473 B1 EP 2918473B1
Authority
EP
European Patent Office
Prior art keywords
frame
windscreen
vehicle head
vehicle
deformation element
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP15157117.1A
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German (de)
English (en)
Other versions
EP2918473A1 (fr
Inventor
Sascha Ende
Uwe Beika
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.)
Voith Patent GmbH
Original Assignee
Voith Patent 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
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Priority to PL15157117T priority Critical patent/PL2918473T3/pl
Publication of EP2918473A1 publication Critical patent/EP2918473A1/fr
Application granted granted Critical
Publication of EP2918473B1 publication Critical patent/EP2918473B1/fr
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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

Definitions

  • the invention relates to a vehicle head for a track-bound vehicle, in particular rail vehicle, wherein a recess is provided, in which a windscreen can be inserted and the windshield is selectively connected directly from the frame of the vehicle head or a separate window frame to the vehicle head and a frame for receiving a windshield for mounting on a vehicle head for a tracked vehicle.
  • Vehicle heads for attachment to the front side of a track-bound vehicle, in particular a rail vehicle are known in various designs from the prior art.
  • the publication GB 2 411 630 A discloses a frame for a vehicle cabin of a rail vehicle, the frame being constructed of frame members defining the front, bottom and roof parts as well as the lateral parts of the vehicle cabin.
  • the frame known from this prior art has a plurality of compliant regions distributed on the frame members.
  • the yielding regions yield, so that the frame can at least partially adapt to the contours of the collision opponent , whereby the collision initiated in the frame impact energy is at least partially degraded.
  • the windshield directly on the vehicle head in a frame which is integrated with the vehicle head, or the windscreen is provided with a corresponding window frame, which in turn can be introduced into the frame of the vehicle head.
  • the object of the invention is to at least partially allow for a possible crash case integrity of the front window contained in the vehicle head, which undergoes a targeted move out of the deformation region in the event of a crash and a depression of the windscreen is avoided in the cab.
  • the object of the invention results from the features of claims 1 and 8.
  • the subject matter of claim 1 is a frame for receiving a windscreen, which is provided for arrangement on a vehicle head.
  • Subject matter of claim 8 is a vehicle head with a frame for receiving a windshield. Advantageous embodiments are given in the dependent claims.
  • the solution of the problem is thus that the windscreen arranged in the vehicle head on the frame / window frame as at least partially, preferably completely running around the windscreen bead designed deformation element provides.
  • the deformation element can be executed on the frame or in this integrated.
  • the windscreen In the event of a crash, the windscreen is intentionally moved out of the connection environment in the event of deformation and possibly destruction, so that the occupants in the driver's cab are not injured.
  • the windshield is destroyed (small cracks and / or crack nets), but falling into the survival space of the driver is prevented by the frame. Due to the possible path that the pane can make in the event of a crash, it is not pushed or pulled out of the window frame. Fragments are not cut out of the disc and thus can not endanger the driver.
  • the penetration of large outer shell material, such as fiberglass is avoided and thus protects the driver.
  • the basic idea of the invention is to at least partially preserve the integrity of the windscreen even in the event of a crash. This is achieved in that, in the case of the corresponding deformation of the vehicle head, the windscreen can break out of the frame or window frame holding it, so that the deformation energy is no longer transmitted to the windscreen.
  • the frame holding the windshield has a predetermined breaking point at least in some areas. This predetermined breaking point causes the windshield of the frame of the vehicle head, which undergoes deformation in the event of a crash, can separate or elastically deform.
  • the predetermined breaking points can be executed and provided in different ways.
  • the at least one deformation element has such a predetermined breaking point.
  • the predetermined breaking point or trigger point is in particular adjacent to the disc in a predefined, in particular sufficient distance, so that a defined deformation in the event of a crash is possible.
  • the disk can move out of the vehicle head with a reinforced region, in particular a frame part, enclosing it in the circumferential direction.
  • the behavior relating to the movement of the windscreen in the event of a crash can be decisively influenced by the definition of the predetermined breaking point and thus the response in the event of a crash.
  • the at least one deformation element in the circumferential direction is arranged at least partially, preferably extending completely around the windshield.
  • the beads themselves can be designed in different ways. They are on the one hand arcuate, angular or have a round cross section in plan view.
  • the frame of the vehicle head can be constructed differently. This includes according to a first training for receiving a Driver's cab substantially deformation-resistant, self-supporting and formed from individual structural elements head structure and an outer shell connected to these. If the self-supporting head structure has an underbody structure which is connected in a material-locking and / or form-fitting manner to the other structural elements and / or outer shell of the self-supporting head structure, an optimized behavior in the event of a crash can be achieved in an advantageous manner.
  • the frame of the vehicle head is formed by an outer shell of the vehicle head.
  • the frame of the windshield there are different possibilities for the formation of the frame of the windshield.
  • This can be formed according to a first embodiment directly through the frame of the vehicle head, in particular the structural elements and / or the outer shell of the vehicle head by this is integrated in the structural elements and / or the outer shell.
  • a separate window frame first surrounds the windscreen and this is then used together as a unit in the vehicle head or first a separate frame is connected to the frame of the vehicle head, in which then the windscreen is used .
  • the deformation element can be arranged directly on the frame for the windscreen or the frame of the vehicle head or integrated in this. Integral solutions offer the advantage that they can already be taken into account during production and no additional connection areas need to be created.
  • the reinforced version of the frame in connection with the deformation elements also allows for the response of the deformation elements a stable fixation of the windscreen in this, whereby the windshield when loosened from the vehicle head not released from the frame but still fixed in this moves.
  • connection between the windshield and the frame This will preferably take place cohesively and / or positively.
  • a cohesive connection is to be chosen because with this good damping properties and a uniform force in the event of a crash is given. Due to elastic deformation in the event of a crash, the adhesive seam can obtain the composite of frame and window with the help of the large elongation at break of the adhesive.
  • the invention is not limited to use predetermined breaking points on windscreens of vehicle heads of rail vehicles or in the connection area to the connection environment. Rather, intended breaking points should be provided on the frame for windows of rail vehicles, which are designed so that they have to absorb corresponding deformation energy in a crash.
  • a recess 12 is provided, in which a windshield 4 is optionally connected to the frame of the vehicle head 1 or to a separate frame.
  • the vehicle head 1 comprises a substantially rigid for receiving a driver's cab, self-supporting and formed from individual structural elements 13 head structure 14 and connected to the structural elements 13 outer shell 2.
  • the self-supporting Head structure 14 further comprises an underbody structure 3 and a roof area 5, preferably also an end wall 7.
  • the structural elements 13 are formed by so-called A-pillars, which are designed extending on both sides of the longitudinal axis of the vehicle head 1 preferably in the longitudinal and vertical directions and which are connected to each other via the end wall 7 and the roof area 3 and the underbody structure 3.
  • the structural elements 13 and the outer shell 2 itself are advantageously produced from a fiber composite.
  • This fiber composite brings on the one hand the advantage that the vehicle head 1 is lightweight in terms of its weight, but also that a defined stability is given. In addition, this is designed so that it can absorb corresponding impact energy in the event of a crash, so in particular Supporting elements are designed such that they provide appropriate deformations at defined locations in the event of a crash.
  • the windscreen 4 is preferably made of single or multi-layer safety glass.
  • the windscreen 4 can be made in one or more parts.
  • the frame 8 is connected to the windscreen.
  • the frame 8 can either be part of the head structure 14, in particular the outer shell 2 or the frame 8 is arranged separately on the windscreen 4 receiving or attached to this.
  • the beads 9 may be formed in different shapes.
  • the aim is to the deformation energy that is provided by the impact energy can act on the frame 8 of the windshield 4, such that the frame is at least partially deformed or broken so that the preferably made of safety glass windscreen can then move freely, so a break is avoided.
  • FIGS. 3 and 4 Schematically simplified example shows possible connections of the windshield 4 to a frame 8.
  • the frame 8 is formed by the outer shell 2 of the head structure 14.
  • the frame 8 is formed on the outer shell 2 and has a joining region 21 and a deformation region 22, the deformation region 22 comprising the at least one deformation element 16.
  • the joining region 21 forms the region in which the connection to the windshield 4 takes place, in this case by a bonded connection 17 in the form of an adhesive bond.
  • the deformation region 22 connects directly to the joining region 21, so that the connection 17 can be designed for a case independent of the crash case and also in the event of a crash the front screen 4 directly after the joining region 21, ie the connection to the frame 8 is separated from this.
  • FIG. 4 illustrates an embodiment with connection of the windscreen 4 via a separate frame 8 to the outer shell 2 and the head structure 14.
  • the frame has a joining region 21, within which the connection with the windscreen 4 is arranged.
  • the frame 8 has a deformation region 22, within which the at least one deformation element 16, in particular the bead 9 is arranged. This is integrated here in the frame 8 and preferably between the two connection areas for connection to the windscreen 4 - the connection 19 - and the connection 20 for connecting the frame 8 with the head structure 14, in particular the outer shell 2 is arranged. In the event of a crash thus breaks the frame 8 with the windshield 4 from the outer shell. 2
  • FIGS. 5 and 6 show embodiments according to the FIGS. 3 and 4 , which are characterized by additional reinforcing elements in the frame 8 and / or the outer shell 2.
  • the FIG. 5 illustrates an embodiment according to FIG. 4 with reinforcement of the separate frame 8.
  • the reinforced area is denoted by 19.
  • the outer shell 2 of the head structure 14, the connection region, ie the connection 18 to the frame 8 is executed reinforced amplified.
  • the reinforced area is designated 20.
  • the frame 8 and the outer shell 2 are preferably made of plastic, particularly preferably made of fiber composite material.
  • the individual reinforcing regions 19, 20 can be formed by foam cores around which the construction of the frame 8 or the outer shell 2 takes place.

Landscapes

  • Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)

Claims (24)

  1. Cadre destiné à accueillir un pare-brise, lequel est prévu pour être agencé à un module de tête d'un véhicule guidé sur voie, en particulier un véhicule sur rails, dans lequel le cadre (8) pour le pare-brise (4) comporte au moins un élément de déformation (16), lequel peut absorber une énergie correspondante et peut être détruit par déformation ciblée, de telle sorte que le pare-brise (4) se détache du cadre (8) sans fragments majeurs, de préférence sans aucun fragment, caractérisé en ce que l'au moins un élément de déformation (16) est réalisé dans la direction du pourtour au moins en partie, de préférence en totalité, comme nervure (9) sur la circonférence du pare-brise.
  2. Cadre selon la revendication 1, caractérisé en ce que l'au moins un élément de déformation (16) est à agencer à une distance prédéfinie de la vitre.
  3. Cadre selon la revendication 1 ou 2, caractérisé en ce que l'au moins un élément de déformation comporte une zone de rupture imposée.
  4. Cadre selon la revendication 3, caractérisé en ce que la zone de rupture imposée est définissable comme fonction d'au moins un paramètre issu du groupe ci-dessous ou d'une combinaison de ceux-ci :
    - réalisation géométrique de l'élément de déformation individuel
    - dimensionnement de l'élément de déformation individuel
    - matériau de l'élément de déformation individuel.
  5. Cadre selon l'une des revendications 1 à 4, caractérisé en ce qu'est prévue une pluralité d'éléments de déformation agencés en ligne l'un derrière l'autre.
  6. Cadre selon l'une des revendications précédentes, caractérisé en ce qu'il est prévu pour l'utilisation avec un pare-brise (4) constitué d'un verre de sûreté monolithique ou feuilleté.
  7. Cadre selon l'une des revendications précédentes, caractérisé en ce que l'élément de déformation est agencé à la circonférence extérieure du cadre ou intégré dans celle-ci.
  8. Module de tête pour véhicule guidé sur voie, en particulier un véhicule sur rails, dans lequel un emplacement est prévu dans le module de tête où un pare-brise peut être inséré, dans lequel le pare-brise est amarré directement au cadre du module tête ou à un cadre séparé sur le module de tête, le cadre (8) pour le pare-brise (4) comporte au moins un élément de déformation (16), lequel peut absorber une énergie correspondante et peut être détruit par déformation ciblée, de telle sorte que le pare-brise (4) se détache du cadre (8) et/ou du module de tête sans fragments majeurs, de préférence sans aucun fragment, caractérisé en ce que l'au moins un élément de déformation est réalisé dans la direction du pourtour au moins en partie, de préférence en totalité, comme nervure (9) sur la circonférence du pare-brise.
  9. Module de tête selon la revendication 8, caractérisé en ce que l'au moins un élément de déformation est agencé au cadre à une distance prédéfinie de la vitre ou intégré dans celui-ci.
  10. Module de tête selon la revendication 8 ou 9, caractérisé en ce que l'au moins un élément de déformation comporte une zone de rupture imposée.
  11. Module de tête selon la revendication 10, caractérisé en ce que la zone de rupture imposée est définissable comme fonction d'au moins un paramètre issu du groupe ci-dessous ou d'une combinaison de ceux-ci :
    - réalisation géométrique de l'élément de déformation individuel
    - dimensionnement de l'élément de déformation individuel
    - matériau de l'élément de déformation individuel.
  12. Module de tête selon l'une des revendications 8 à 11, caractérisé en ce qu'une pluralité d'éléments de déformation agencés en ligne l'un derrière l'autre est prévue.
    l'élément de déformation individuel est réalisé dans la direction du pourtour comme nervure sur la circonférence du pare-brise.
  13. Module de tête selon l'une des revendications 8 à 12, caractérisé en ce que le pare-brise (4) est constitué d'un verre de sûreté monolithique ou feuilleté.
  14. Module de tête selon l'une des revendications 8 à 13, caractérisé en ce que le cadre pour le pare-brise est conçu comme renforcé dans la zone entourant la circonférence du pare-brise par rapport au module de tête en ce qui concerne sa résistance (19, 20).
  15. Module de tête selon la revendication 14, caractérisé en ce que le renforcement du cadre pour le pare-brise est ajustable par une des mesures ci-dessous ou une combinaison de celles-ci :
    - dimensionnement du cadre pour le pare-brise
    - matériel
    - conception géométrique.
  16. Module de tête selon l'une des revendications 8 à 15, caractérisé en ce que le cadre pour le pare-brise est réalisé en un matériau issu du groupe de matériaux ci-dessous :
    - plastique
    - matériau composite en fibres ou composite sandwich en fibres.
  17. Module de tête selon l'une des revendications 8 à 16, caractérisé en ce que le module de tête comprend, pour accueillir un poste de conducteur de véhicule, une structure de tête (14) essentiellement résistante à la déformation, autoportante et construite à partir d'éléments de structure individuels et une enveloppe extérieure (2) rattachée à ceux-ci.
  18. Module de tête selon la revendication 17, caractérisé en ce que la structure de tête autoportante comporte une structure de soubassement (3), laquelle est rattachée aux autres éléments de structure et/ou à l'enveloppe extérieure de la structure de tête autoportante par adhérence et/ou complémentarité de forme.
  19. Module de tête selon l'une des revendications 8 à 18, caractérisé en ce que le cadre du module de tête est formé d'une enveloppe extérieure.
  20. Module de tête selon l'une des revendications 17 à 19, caractérisé en ce que le cadre pour le pare-brise est formé d'éléments de structure de la structure de tête autoportante ou de l'enveloppe extérieure.
  21. Module de tête selon l'une des revendications 17 à 19, caractérisé en ce que le cadre pour le pare-brise est formé d'un cadre séparé (8), rattaché au cadre du module de tête.
  22. Module de tête selon l'une des revendications 17 à 19, caractérisé en ce que le pare-brise est rattaché au cadre pour le pare-brise par adhérence ou par complémentarité de forme.
  23. Module de tête selon la revendication 22, caractérisé en ce que le cadre séparé pour le pare-brise est rattaché au cadre du module de tête par adhérence ou par complémentarité de forme.
  24. Module de tête selon l'une des revendications 8 à 23, caractérisé en ce que le cadre du module de tête est réalisé en un matériau sélectionné parmi le groupe de matériaux ci-dessous :
    - plastique
    - matériau composite en fibres ou composite sandwich en fibres.
EP15157117.1A 2014-03-14 2015-03-02 Tête de véhicule pour un véhicule guidé, en particulier un véhicule sur rail doté d'une structure de cadre renforcée pour la vitre frontale et vitre frontale pour la tête de véhicule Active EP2918473B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL15157117T PL2918473T3 (pl) 2014-03-14 2015-03-02 Czoło pojazdu do pojazdu szynowego, zwłaszcza pojazdu szynowego ze wzmocnioną strukturą ramy do szyby czołowej i szyba przednia do czoła pojazdu

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102014204761.7A DE102014204761A1 (de) 2014-03-14 2014-03-14 Fahrzeugkopf für ein spurgebundenes Fahrzeug, insbesondere Schienenfahrzeug mit einer verstärkten Rahmenstruktur für die Frontscheibe sowie Frontscheibe für den Fahrzeugkopf

Publications (2)

Publication Number Publication Date
EP2918473A1 EP2918473A1 (fr) 2015-09-16
EP2918473B1 true EP2918473B1 (fr) 2019-09-25

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EP15157117.1A Active EP2918473B1 (fr) 2014-03-14 2015-03-02 Tête de véhicule pour un véhicule guidé, en particulier un véhicule sur rail doté d'une structure de cadre renforcée pour la vitre frontale et vitre frontale pour la tête de véhicule

Country Status (3)

Country Link
EP (1) EP2918473B1 (fr)
DE (1) DE102014204761A1 (fr)
PL (1) PL2918473T3 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105416314B (zh) * 2015-12-02 2018-02-06 广州电力机车有限公司 一种有轨电车驾驶室
DE102017102568A1 (de) 2017-02-09 2018-08-09 CG Rail - Chinesisch-Deutsches Forschungs- und Entwicklungszentrum für Bahn- und Verkehrstechnik Dresden GmbH Crash-System für Schienenfahrzeug
DE102017102566B4 (de) 2017-02-09 2019-07-11 CG Rail - Chinesisch-Deutsches Forschungs- und Entwicklungszentrum für Bahn- und Verkehrstechnik Dresden GmbH Verfahren zur Verbindung eines Verbindungsstückes mit einem U-förmigen Ringanker für ein Kopfmodul für Schienenfahrzeuge
DE102017102567A1 (de) 2017-02-09 2018-08-09 CG Rail - Chinesisch-Deutsches Forschungs- und Entwicklungszentrum für Bahn- und Verkehrstechnik Dresden GmbH Kopfmodul für Schienenfahrzeug
FR3139536A1 (fr) * 2022-09-12 2024-03-15 Alstom Holdings Paroi latérale d’extrémité de véhicule ferroviaire

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Publication number Priority date Publication date Assignee Title
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
GB2411630A (en) 2004-03-01 2005-09-07 Bombardier Transp Gmbh Vehicle cabin frame with yieldable regions
DE102006044397A1 (de) * 2006-09-18 2008-03-27 Bombardier Transportation Gmbh Kopfmodul für ein Schienenfahrzeug
DE102007007594A1 (de) 2007-02-13 2008-08-14 Bombardier Transportation Gmbh Fahrzeug mit einer Frontscheibenanordnung
DE102008007590A1 (de) * 2008-01-31 2009-08-06 Siemens Aktiengesellschaft Kopfbauteil zum Ausbilden der Stirnseite eines Fahrzeugs

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Also Published As

Publication number Publication date
DE102014204761A1 (de) 2015-09-17
PL2918473T3 (pl) 2020-04-30
EP2918473A1 (fr) 2015-09-16

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