EP4353561A1 - Wagenkasten eines schienenfahrzeugs und entsprechendes fahrzeug - Google Patents

Wagenkasten eines schienenfahrzeugs und entsprechendes fahrzeug Download PDF

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Publication number
EP4353561A1
EP4353561A1 EP23202600.5A EP23202600A EP4353561A1 EP 4353561 A1 EP4353561 A1 EP 4353561A1 EP 23202600 A EP23202600 A EP 23202600A EP 4353561 A1 EP4353561 A1 EP 4353561A1
Authority
EP
European Patent Office
Prior art keywords
configuration
side wall
hook
retaining
flange
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.)
Pending
Application number
EP23202600.5A
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English (en)
French (fr)
Inventor
Thomas GENDRON
Christophe Hoyon
Guillaume VINEL
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 Holdings SA
Original Assignee
Alstom Holdings SA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Alstom Holdings SA filed Critical Alstom Holdings SA
Publication of EP4353561A1 publication Critical patent/EP4353561A1/de
Pending legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
    • B61C17/04—Arrangement or disposition of driving cabins, footplates or engine rooms; Ventilation thereof

Definitions

  • the invention relates to a railway vehicle body, in particular a tram body, as well as a vehicle comprising such a body.
  • a railway vehicle body in particular a tram body, comprises a rigid chassis supported by bogies rolling on a railway track.
  • the body generally comprises a lower structural part, which includes the chassis and which is called a "low body", the lower body being surmounted by an upper part, called a “high body”, made of light materials, for example example in composite materials.
  • the body provides, at one end of the railway vehicle, a driving cabin accommodating a driver of the vehicle.
  • the high body generally includes large windows, reducing the section of the intermediate pillar(s) which hold the windows.
  • the vehicle must resist impacts with external obstacles so as to protect the driver, in particular in the event of a frontal impact, when the railway vehicle hits a road vehicle stopped on the railway track, for example on a crossing. level.
  • the passive safety devices present at this height and the rigidity of the chassis are generally sufficient to absorb most of the energy of the impact and to protect the driver.
  • the obstacle hits the high body for example when the obstacle is a truck trailer, the high body is not sufficiently strong to preserve a survival space for the driver.
  • DE-19 860 888-A1 describes, for example, a body structure with a low body comprising uprights secured to the chassis, while the upper part comprises horizontal beams which are fitted onto the uprights.
  • the high body risks rising and sinking in relation to the low body, the survival space then being depressed, leaving the driver unprotected.
  • Another solution would consist of increasing the height of the low body so that, in the event of a frontal impact with a trailer, the trailer hits the low body, but this tends to increase the mass of the railway vehicle and harms the driver's low visibility, which does not comply with current visibility standards.
  • EP 1 215 098 A1 describes, for its part, a body structure a body structure with a rigid lower body and an upper part forming a protective shield, the shield being connected to the lower body by deformable elements, which absorb energy in the event of collision.
  • the protective shield impairs the driver's visibility, especially on the sides.
  • the invention seeks to remedy more particularly, by proposing a railway vehicle body which offers improved driving safety by preserving a survival space for the driver in the event of a frontal impact on the high body.
  • the attachment device in the event of a high frontal impact the attachment device prevents movements of the high body relative to the low body both upwards and backwards, which amounts to preserving a space of driver survival, despite the fact that the high body has a light structure favoring outward visibility.
  • the attachment device limits the transmission of vibrations, which contributes, with good outward visibility, to driving comfort and the fatigue resistance of the light structure.
  • the invention also relates to a railway vehicle, in particular a tramway, comprising a body as described above.
  • a railway vehicle 10 is shown on the figure 1 .
  • Rail vehicle 10 here is a tram.
  • the vehicle 10 travels on rails 12.
  • the rails 12 are rectilinear and extend along a longitudinal axis X10.
  • the rails 12 are assumed to be horizontal, the following description being made in relation to the orientation of the various elements of the vehicle 10 in the figures, knowing that these elements can be oriented differently in reality.
  • a height axis Z10 which is orthogonal to the longitudinal axis X10
  • a transverse axis Y10 which is orthogonal to both the longitudinal axis X10 and the height axis Z10.
  • the height axis Z10 is therefore here a vertical axis
  • the transverse axis Y10 is a horizontal axis.
  • a direction of movement of the vehicle 10 along the rails 12 defines a forward direction of the vehicle 10, which is parallel to the longitudinal axis X10 and which is here oriented towards the right of the figure 1 .
  • the reference X10 also designates the front direction.
  • a rear direction is a direction opposite to the front direction X10, that is to say oriented towards the left of the figure 1 .
  • a height direction is oriented towards the top of the figure 1 .
  • the reference Z10 also designates the height direction, which is oriented away from the ground.
  • Vehicle 10 is observed on the figure 1 in section along a longitudinal plane P10, which is orthogonal to the transverse axis Y10.
  • the vehicle 10 is shown here facing an obstacle 14, which is not part of the vehicle 10 but serves to clarify the context of the invention.
  • the obstacle 14 is for example a truck trailer, in particular a drop side of this trailer. Obstacle 14 is here considered to be immobile.
  • the vehicle 10 comprises a body 20, this body 20 comprising a driving cabin 22 provided at one end of the body 20.
  • the end of the body 20 is therefore here a front end 20A, oriented towards the front when the vehicle 10 flows in the forward direction.
  • the vehicle 10 generally comprises another end, opposite the front end and called the “rear end”.
  • Another driving position is generally provided at the rear end of the body 20, so that a driver can drive the vehicle 10 in both directions.
  • the rear end is not shown, which is explained for the front end 20A of the body 20 being transposable to the rear end, the front and rear directions then being reversed.
  • the cabin 22 includes a driving station 23.
  • the driving station 23 is here materialized by a seat 24, intended to accommodate a driver, and a control console 26.
  • the body 20 includes a low body 30 and a high body 40, which surmounts the low body 30.
  • the lower body 30 comprises a chassis 32.
  • the chassis 32 is here made by an assembly of metal plates, preferably steel plates assembled by welding, and is considered rigid and non-deformable.
  • the lower body 30 is here preceded by a passive safety device 321, visible on the figure 2 .
  • the device of passive safety 321 is here composed of a deformable steel crosspiece 322 and deformable buffers 323 which make it possible to absorb part of the energy released during a low frontal impact, for example during an inter-train collision.
  • the deformable buffers 323 are here four in number, only one of the buffers 323 being visible on the figure 2 .
  • the deformable pads 323 are for example made of polyester.
  • the low body 30 rests, on the one hand, on the rails 12 via bogies with wheels 34 and, on the other hand, supports the high body 40.
  • the high body 40 comprises a frame 42 with a front face 42A, oriented towards the front of the vehicle 10.
  • the frame 42 provides an opening 44, materialized here by a window, which allows visibility from the driving position 23 towards the exterior of the body 20 in the forward direction.
  • the frame 42 also includes a front wall 46, visible on the figures 1 And 2 , which extends along a substantially horizontal plane and which delimits the cabin 22 at the front of the driving station 23.
  • the front wall 46 therefore extends the front face 42A.
  • the front wall 46 includes a lower face 46A, oriented towards the chassis 32.
  • the frame 42 also includes two side walls 47, which extend the front face 42A on either side of the longitudinal plane P10. The two side walls 47 are therefore arranged facing each other and delimit between them a high portion of the cabin 22 towards the rear of the body 20.
  • the low body 30 also includes two side partitions 37, which are integral with the frame 32 and which each support a respective side wall 47. The two side partitions 37 are therefore arranged facing each other and delimit between them a lower portion of the cabin 22, towards the rear of the body 20.
  • Each side wall 47 and each side partition 37 thus comprises a interior side, oriented towards the cabin 22.
  • the side partitions 37 are made of steel.
  • a single side wall 37 and a single side wall 47 are shown on the figure 4 .
  • Side openings are generally provided in the side walls 47, in order to improve the outward visibility of the driver and/or passengers of the vehicle 10. The side openings are not shown.
  • the frame 42 has a light structure compared to the low body 30, that is to say a structure having less mechanical resistance.
  • the frame 42 is advantageously made essentially of composite materials.
  • the frame 42 includes elements made of other materials, for example metal reinforcements around the side openings, etc.
  • the passive safety device 321 and the chassis 32 are sufficient to dissipate most of the energy of the shock and preserve the driving cabin 22, while in the event of high frontal impact, that is to say at the level of the high body 40, as illustrated in the figure 1 , the high body 40 is not sufficiently strong to, on its own, dissipate the energy of the impact and preserve the driving cabin 22.
  • the high body 40 is connected to the low body 30 by a hooking device 100, which is arranged at the front of the body 20 relative to the driving position 23.
  • the attachment device 100 In normal operation, that is to say in the absence of frontal impact, the attachment device 100 is configured to limit the transmission of vibrations between the high, low body 30 and the high body 40.
  • the vibrations are for example vibrations due to the rolling of the wheels 34 on the rails 12.
  • the attachment device 100 then in a so-called “floating” configuration. In floating configuration, the attachment device 100 thus makes it possible to limit the transmission of vibrations to the driving position 23, thus contributing to driver comfort.
  • the hooking device 100 limits the movements of the high body 40 relative to the low body 30 in the rear direction and in the height direction.
  • the attachment device 100 limits the movements of the front wall 46 towards the rear relative to the lower body 30 - in other words prevents the high body 40 from sinking relative to the lower body 30. the low body 30 -, preserving the driver's survival space in the driving cabin 22 and contributing to the safety of the driver.
  • the hooking device 100 is here produced by two hooks 110, which are fixed to the upper body 40, each hook cooperating with a complementary orifice 120 made in a plate 122 secured to the lower part 30, for example fixed by welding to the chassis 32.
  • the plate 122 is here made in two parts, which each extend along a transverse plane T10, that is to say a plane orthogonal to the longitudinal axis X10. Each part of the plate 122 provides a complementary orifice 120 configured to cooperate with a respective hook 110.
  • the plate 122 is made in one piece, forming a shield integral with the chassis 32.
  • the two hooks 110 are here arranged symmetrically with respect to the longitudinal plane P10.
  • the two hooks 110 operate in the same way, which is valid for one of the two hooks being transposable to the other hook.
  • Each hook 110 here has a “C” shape, with a high branch arranged opposite a low branch forming an opening of the C.
  • the opening of the C is oriented towards the rear of the body 20, that is to say towards the left of the figures 1 to 3 .
  • the upper branch of the C forms an attachment portion 112 of the hook 110, which is fixed to the upper body 40, while the lower branch forms an attachment portion 114 of the hook 110.
  • the portion of hook 114 comprises a free end extending rearwardly and configured to be received in the corresponding complementary orifice 120.
  • the hooking device 100 is configured so that in floating configuration, each hooking portion 114 crosses or is opposite the corresponding complementary orifice 120, so as to limit the transmission of vibrations between the high body 40 and the low body 30.
  • each hooking portion 114 crosses or is opposite the corresponding complementary orifice 120, so as to limit the transmission of vibrations between the high body 40 and the low body 30.
  • the hook 110 moves rearward relative to the low body 30 and, while the hook portion 114 is received in the corresponding complementary orifice 120, the hook 110 comes to rest on the plate 122.
  • each hook 110 abuts against the corresponding plate 122, the hooking device 100 is then in the retaining configuration.
  • the hooking device 100 comprises, for each hook 110, a wedge 102, which is fixed to the associated hook 110, in the hollow of the hook 110.
  • Each wedge 102 is arranged opposite the corresponding plate 102 .
  • the wedges 102 are for example made of steel. In the floating configuration of the hooking device 100, each wedge 102 is at a distance from the corresponding plate 122, while in the retaining configuration of the hooking device 100, the wedge 102 is in rear abutment against the corresponding plate 122.
  • the hooking portion 114 is received in the corresponding complementary orifice 120 also limits the translation movements of the upper body 40 relative to the lower body 30 in the transverse plane T10, which makes it possible in particular to prevent the high body 40 from rising, along the height axis Z10, relative to the low body 30.
  • each hook portion 114 is preferably arranged at a distance from the corresponding plate 122, that is to say there is no direct physical contact between the hook portion 114 and the plate 122. There is thus no transmission of vibration through the hooking member 100. In other words the transmission of vibrations is limited.
  • the frame 42 is advantageously made of a composite material, comprising a matrix made of fiber-reinforced polymer resin.
  • the composite material here is a polyester resin reinforced with glass fibers.
  • the fibers come in the form of fabrics, also called “ mat ” in English, which are cut to the desired dimensions then positioned in a mold.
  • the composite material thus comprises several layers of fabrics, which are superimposed on each other and which are impregnated with resin which has not yet polymerized. Once the resin has polymerized, the layers of fabric are held together by the resin.
  • the high box 40 then comprises an insert 48, which is secured to the front wall 46, while each attachment portion 112 is fixed to the insert 48.
  • the attachment portion 112 is here fixed to the insert 48 by fixing members 50, here bolts.
  • Each insert 48 is for example made by a metal plate, which is glued to the frame 42.
  • the insert 48 is deformable on its front part, so as to absorb part of the collision energy in the event of high frontal impact.
  • the insert 48 is preferably laminated, that is to say glued and sandwiched between two layers of the composite material of the frame 42.
  • spacers 49 are arranged between each hook 110 and the corresponding insert 48.
  • the spacers 49 are present to ensure the position of the hooks 110 and the hooking portion 114 in the orifice 120.
  • the spacers 49 are preferably made of steel.
  • the attachment device 110 limits the movements of the high body 40 relative to the low body 20 towards the rear, however the side walls 47 of the The frame 42 tends to widen and deform the driving cabin 22, which causes a rearward movement of the driving cabin 22, potentially altering the driver's survival space.
  • each side wall 47 carries a respective retaining device 200, configured to limit the movements of the side wall 47 relative to the corresponding side wall 37 in the event of a high impact.
  • the number and arrangement of the retaining devices 200 are not limiting. The following description is given with reference to the retaining device 200 shown in figure 4 .
  • the retaining device 200 comprises a high flange 210, carried by the corresponding side wall 47 on the interior side of the side wall 47, and a low flange 220, which is arranged facing the corresponding side wall 37.
  • the high flange 210 comprises an insert portion 212, which is assembled to the corresponding side wall 47 by gluing.
  • the insert portion 212 is preferably sandwiched between two layers of composite material of the frame 42.
  • the upper flange 210 also comprises an attachment zone 214, which extends along a plane substantially orthogonal to the axis height Z10.
  • the attachment zone 214 of the upper flange 210 is connected to the lower flange 220 by a fixing member 230, here formed by two bolts.
  • An adjustment wedge 240 made of preferably made of steel, is here inserted between the upper flange 210 and the lower flange 240.
  • the upper flange 210 and the lower flange 220 are each made of a metallic material, preferably steel, and are for example manufactured by folding and/or welding of a metal plate.
  • each retaining device 200 is then in a waiting configuration, in which this retaining device 200 limits the transmission of vibrations between the side wall 47 and the corresponding side partition 37.
  • the side wall 47 deforms along the transverse axis Y10, which has the effect of pressing the lower flange 220 against the facing side wall 37.
  • the rigidity of the assembly of the two flanges 210 and 220 makes it possible to limit the deformation of the side wall 47.
  • each retaining device 200 is configured to move from the waiting configuration to a retaining configuration, in which this retaining device 200 limits the movements of the side wall 47 relative to the corresponding side partition 37.
  • Each retaining device 200 is therefore configured to move from the waiting configuration to the retaining configuration when the high body 40 is subjected to a frontal impact and deforms.
  • the hooking device 100 comprises two hooks 110. In a variant not illustrated, the hooking device 100 comprises a single hook of the type of hooks 110, or three or more hooks. More generally, the hooking device 100 comprises at least one hook 110, each received in a complementary orifice 120 provided in the plate 122 of the low body 30.
  • damping elements made of a material limiting the transmission of vibrations, for example an elastomeric material, are inserted between each hook 110 and the plate 122, so as to limit the transmission of vibrations. Whether damping elements are present or not, the attachment device 100 is configured, in waiting configuration, to limit the transmission of vibration transmissions between the upper body 40 and the lower body 30.
  • each lower flange 220 when the retaining device 200 is in the waiting configuration, there is no direct contact between, on the one hand, each lower flange 220 and, on the other hand, the side partition 37 located opposite.
  • damping spacers are inserted between each lower plate 220 and the facing side wall 37, so as to limit the transmission of vibrations between the side wall 47 and the associated side wall 37. . Whether damping spacers are present or not, the retaining device 200 is configured, in waiting configuration, to limit the transmission of vibrations between the side wall 47 and the associated side wall 37.
  • the retaining device 200 comprises the upper flange 210 and the lower flange 220, which are two separate parts.
  • the upper flange 210 is fixed to the frame 42 during the manufacture of the frame 42.
  • the flange lower flange 220 is fixed to the upper flange 210, the lower flange 220 being positioned facing and at a distance from the corresponding side partition 37.
  • the upper flange 210 and the lower flange 220 are manufactured in one piece.
  • the situation where the upper flange 210 and the lower flange 220 are two separate parts is nevertheless preferred because it facilitates the assembly of the body 20.
EP23202600.5A 2022-10-11 2023-10-10 Wagenkasten eines schienenfahrzeugs und entsprechendes fahrzeug Pending EP4353561A1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR2210411A FR3140605A1 (fr) 2022-10-11 2022-10-11 Caisse de véhicule ferroviaire et véhicule associé

Publications (1)

Publication Number Publication Date
EP4353561A1 true EP4353561A1 (de) 2024-04-17

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ID=84362441

Family Applications (1)

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EP23202600.5A Pending EP4353561A1 (de) 2022-10-11 2023-10-10 Wagenkasten eines schienenfahrzeugs und entsprechendes fahrzeug

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EP (1) EP4353561A1 (de)
FR (1) FR3140605A1 (de)

Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2759338A1 (fr) * 1997-02-10 1998-08-14 Gec Alsthom Transport Sa Dispositif d'absorption d'energie et vehicule, notamment ferroviaire, comportant un tel dispositif d'absorption
EP0952062A1 (de) * 1998-04-22 1999-10-27 DWA Deutsche Waggonbau GmbH Kollisionsschutzeinrichtung für Schienenfahrzeuge
DE19860888A1 (de) 1998-12-31 2000-07-13 Daimler Chrysler Ag Schienenfahrzeug mit frontseitigem Rammschutz
US6167815B1 (en) * 1997-05-15 2001-01-02 Abb Daimler-Benz Transportation (Technology) Gmbh Rail vehicle with an impact absorbing device
EP1215098A1 (de) 2000-12-18 2002-06-19 Alstom Schienenfahrzeug mit einer Fahrerkabine mit einer Struktur zur Energieaufnahme während einer Kollision oberhalb des Fahrzeugrahmens
WO2002070319A1 (de) * 2001-03-01 2002-09-12 Bombardier Transportation Gmbh Verfahren zum lagegerechten ausrichten eines führerhauses und schienenfahrzeug zur ausübung des verfahrens
CN103661437A (zh) * 2014-01-02 2014-03-26 南车株洲电力机车有限公司 一种城轨司机室结构
CN104176075A (zh) * 2014-09-09 2014-12-03 南车戚墅堰机车有限公司 新型司机室
CN207416840U (zh) * 2017-09-14 2018-05-29 青岛罗美威奥新材料制造有限公司 一种地铁司机室车头
EP3456602A1 (de) * 2017-09-13 2019-03-20 SpeedInnov Schienenfahrzeug, das eine absorptionseinheit für kollisionsenergie umfasst
CN113928352A (zh) * 2021-10-26 2022-01-14 交控科技股份有限公司 用于轨道车辆的罩体控制系统

Patent Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2759338A1 (fr) * 1997-02-10 1998-08-14 Gec Alsthom Transport Sa Dispositif d'absorption d'energie et vehicule, notamment ferroviaire, comportant un tel dispositif d'absorption
US6167815B1 (en) * 1997-05-15 2001-01-02 Abb Daimler-Benz Transportation (Technology) Gmbh Rail vehicle with an impact absorbing device
EP0952062A1 (de) * 1998-04-22 1999-10-27 DWA Deutsche Waggonbau GmbH Kollisionsschutzeinrichtung für Schienenfahrzeuge
DE19860888A1 (de) 1998-12-31 2000-07-13 Daimler Chrysler Ag Schienenfahrzeug mit frontseitigem Rammschutz
EP1215098A1 (de) 2000-12-18 2002-06-19 Alstom Schienenfahrzeug mit einer Fahrerkabine mit einer Struktur zur Energieaufnahme während einer Kollision oberhalb des Fahrzeugrahmens
WO2002070319A1 (de) * 2001-03-01 2002-09-12 Bombardier Transportation Gmbh Verfahren zum lagegerechten ausrichten eines führerhauses und schienenfahrzeug zur ausübung des verfahrens
CN103661437A (zh) * 2014-01-02 2014-03-26 南车株洲电力机车有限公司 一种城轨司机室结构
CN104176075A (zh) * 2014-09-09 2014-12-03 南车戚墅堰机车有限公司 新型司机室
EP3456602A1 (de) * 2017-09-13 2019-03-20 SpeedInnov Schienenfahrzeug, das eine absorptionseinheit für kollisionsenergie umfasst
CN207416840U (zh) * 2017-09-14 2018-05-29 青岛罗美威奥新材料制造有限公司 一种地铁司机室车头
CN113928352A (zh) * 2021-10-26 2022-01-14 交控科技股份有限公司 用于轨道车辆的罩体控制系统

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