WO2001068407A1

WO2001068407A1 - Collision attenuator assembly

Info

Publication number: WO2001068407A1
Application number: PCT/US2000/006639
Authority: WO
Inventors: Thomas S. Payne; James M. Payne
Original assignee: Payne Thomas S; Payne James M
Priority date: 2000-03-14
Filing date: 2000-03-14
Publication date: 2001-09-20
Also published as: AU2000235282A1

Abstract

A collision attenuator rail car (10) includes a front section (30) with a flexible exterior (36), preferably made of a rubber or flexible plastic material, and is inflated with a gas, creating essentially an air bag. Front section (30) has a very rapid collapse rate for absorbing energy of a collision, and is provided primarily for collisions with pedestrians. During a collision, front section (30) cushions the pedestrian by contacting the lower portions of the pedestrian first, reducing the likelihood that the pedestrian will be crushed under the train. A middle section (32) is made of a higher density collapsible material than front section (30) and has an energy absorbing capacity sufficient for an impact with an automobile. Middle section (32) is shown to comprise a series of middle sections(32, 32', 32''), one or more of which may be provided depending on the energy absorbing requirements for each application. A rear section (34) is made of a material with a high energy absorbing capacity for absorbing the high energies associated with a collision with a bus or truck.

Description

COLLISION ATTENUATOR ASSEMBLY

Technical Field

The present invention relates to railroad trains and, more particularly, to collision safety equipment located at the front of the railroad train.

Background of the Invention

A railroad train at full speed is difficult to stop and of course cannot be steered to avoid a collision with a pedestrian or motor vehicle. Most railroad trains are also extremely heavy relative to a motor vehicle, even a truck or bus. The front engine car of a train is typically constructed of large rigid steel structures and significantly outweighs anything likely to cross a railroad track. Because of this, emphasis to date has been on preventing pedestrians and motor vehicles from crossing or stopping on railroad tracks in the path of an oncoming train. However, collisions with trains are still a significant problem and often result in fatalities for the pedestrians or for the occupants of the motor vehicles. Current collision prevention efforts include warning devices on each train such as horns and lights, and warnings and barriers at railway and pedestrian or motor vehicle crossings. Also, fencing is typically used along railroad right of ways to restrict access by pedestrians and/or motor vehicles. Unfortunately, pedestrians and drivers accidentally miss, ignore, or deliberately circumvent these warning systems.

It is an object of the present invention to reduce the frequency and severity of train collisions with pedestrians and motor vehicles.

Summary of the Invention

Briefly described, the collision attenuator assembly for a railroad train is an energy absorbing structure mounted at the front of the train. As such, it is the first part of the train that impacts the pedestrian and/or the moving vehicle. Since the attenuator assembly is an energy absorbing structure instead of a rigid structure, the impact forces experienced by the pedestrian or moving vehicle are greatly reduced.

According to one aspect of the invention, . the collision attenuator is mounted on a rail car. Alternatively, the collision attenuator is mounted on the front of the train engine or on a common rail car such as a box car.

One aspect of the. invention is to reduce the impact between the railroad train and a pedestrian on the tracks ahead of the train. The forward section of the collision attenuator consists of an inflated or inflatable air bag that cushions the impact between the train and the pedestrian. The airbag is positioned and shaped so that the pedestrian will be accelerated laterally out of the path of the railroad train.

In an alternate embodiment, a spray nozzle is mounted on the front of the attenuator. When a pedestrian is detected in front of the train, a pump is actuated, generating a stream of fluid with sufficient force to push the pedestrian out from in front of the train.

Brief Description of the Drawings

Fig. 1 is a view of a railway car mounted attenuator;

Fig. 2 is a view of a railway car mounted attenuator showing a plurality of attenuators with differing compression densities;

Fig. 3 is a view of an attenuator with an operator actuated airbag;

Fig. 4 is view of an attenuator mounted directly to a train engine car;

Fig. 5 is a view of an engine mounted attenuator pivoted clear of the engine's coupling;

Fig. 6 is a view of a railway car with retractable bidirectional attenuators with one attenuator deployed;

Fig. 7 is a view of a railway car with retractable bidirectional attenuators with both attenuators retracted; Fig. 8 is an attenuator with a fluid jet pedestrian deflector;

Fig. 9 is an attenuator with bi-lateral fluid jet pedestrian deflectors;

Fig. 10 is a top view of an attenuator with bi-lateral fluid jet pedestrian deflectors;

Fig. 11 is a view of a airbag system mounted directly on a train engine car; and

Fig. 12 is a top view of an attenuator shaped to deflect a pedestrian laterally.

Detailed Description of the Preferred Embodiments

Reference will now be made in detail to the preferred embodiments of the invention, examples of which are illustrated in the accompanying drawings. While the invention will be described in conjunction with the preferred embodiments, it will be understood that the described embodiments are not intended to limit the invention to specifically to those embodiments. On the contrary, the invention is intended to cover alternatives, modifications and equivalents, which may be included within the spirit and scope of the invention as defined by the appended claims.

Referring to Fig. 1, the collision attenuator rail car 10 of the present invention comprises an elongated, energy absorbing assembly 18 movably mounted on standard gauge railway wheels 12 that roll on railway rails 14. Specific designs for energy absorbing assembly 18 are discussed later. A rear coupler 16 is mounted to assembly 18 and is adapted to couple to the front of a railcar, typically the engine car. In the event of a collision, a pedestrian or a vehicle first contacts the front of energy absorbing assembly 18, which upon contact begins to collapse, slowly accelerating the pedestrian or vehicle, or decelerating as the case may be. This significantly reduces collision forces experienced by the pedestrian or vehicle.

Due to its overall shape and specifically to its standard rail width, collision attenuator rail car 10 can be used with various types of trains including freight, passenger, and light rail. All that is required is a coupling attachment mounted at the front of the train.

Referring to Fig. 2, energy absorbing assembly 18 is shown without its wheels and is shown to include multiple sections 30, 32, 34, each having a different energy absorbing capacity. Front section 30 has a flexible exterior 36, preferably made of a rubber or flexible plastic material, and is inflated with a gas or filled with low-density beads or other material, creating essentially an air bag. Front section 30 has a very rapid collapse rate for absorbing energy of a collision, and is provided primarily for collisions with pedestrians. During a collision, front section 30 cushions the pedestrian by contacting the lower portions of the pedestrian first, reducing the likelihood that the pedestrian will be crushed under the train. There is also minimal clearance under car assembly 10, which reduces the likelihood that the pedestrian will be crushed under the train. A middle section 32 is made of a higher density collapsible material than front section 30 and has an energy absorbing capacity sufficient for an impact with an automobile. Middle section 32 is shown to comprise a series of middle sections 32, 32', 32''^', one or more of which may be provided depending on the energy absorbing requirements for each application.

A rear section 34 is made of a material with a high energy absorbing capacity for absorbing the high energies associated with a collision with a bus or truck. Sections 32, 34 can be constructed from collapsible containers of granular material such as sand and foam beads, or a foam block, collapsible containers of fluid, or a collapsible mechanical structure such as an aluminum honeycomb matrix, or a matrix made of plastic or rubber. Even recycled automobile tires- could be used as part of this energy absorbing assembly.

Fig. 3 shows an alternative embodiment of an energy absorbing assembly 40 of the present invention. Energy absorbing assembly 40 includes a manually activated airbag 42 located at the front of front section 44, which is a medium energy absorbing section. Energy absorbing assembly 40 may optionally include additional medium energy absorbing sections 45' and a high energy absorbing section ^'46. Airbag 42 may be inflated when, for example, an engineer operating the train spots a pedestrian or vehicle on the tracks ahead of the train and actuates an emergency switch mounted in the train controls. When the emergency switch is flipped, the airbag inflates in a few milliseconds, and remains inflated for several seconds. An airbag inflation system similar to those used in automobiles can be used here. An uninflated airbag is less affected by the moving air around the train and hence is more durable. Alternatively, the emergency switch can be replaced by a proximity detector mounted on or adjacent the airbag. This proximity detector can be, for example, a physical probe, an infrared sensor, or a ultrasound motion sensor.

Fig. 4 shows a different embodiment for a train collision attenuator assembly 50 that mounts directly to and is supported by an engine car 52 of a train. Attenuator assembly 50 includes an energy absorbing assembly 54, carried by forwardly extending mounting arms 56, which are, in turn, attached by pivots 58 to front brackets

'60. Brackets 60 are attached to the front of engine car 52. A lifting mechanism 62 extends between mounting brackets 60 and mounting arms 56. Lifting mechanism 62 can be a hydraulic actuator, or an electrically or manually operated mechanical actuator.

Fig. 5 shows collision attenuator 50 pivoted clear of a coupler 64 mounted at the front of engine car 52 and beneath attenuator 50. In its raised position, collision attenuator 54 allows coupler 64 to join with another car in front of engine car 52, should it be desirable for the supporting car to be used in the middle of a train.

Fig. 6 shows another alternative embodiment for a collision attenuator rail car 200. Rail car 200 is a bi-directional collision attenuator rail car that includes an energy absorbing assembly 204 mounted at one end, and a second energy absorbing assembly 206 mounted at the other end. In addition, a coupler 202 is mounted at each end. In this embodiment, energy absorbing assembly 204 is in a raised, retracted position and second energy absorbing assembly 206 is in a lowered, deployed position.^' Each energy absorbing assembly is attached to a pair of mounting arms 208, which are attached by pivot shafts 210 to lifting mechanism 212. Lifting mechanisms 212 are attached to the rail car frame 214 and can take the form of a hydraulic actuator or an electrically or manually operated mechanical actuator. An example lifting mechanism is an electric motor with attached worm gear that drives a gear attached to the pivot shaft 210. The lifting mechanism pivots the energy absorbing assembly from the retracted to the deployed position and back. Alternatively, a single attenuator could be moved from one end of the rail car to the other by a lifting mechanism.

Fig. 7 is a view of bi-directional collision attenuator 200 with both the first energy absorbing assembly 204, and the second energy absorbing assembly 206 raised and retracted. In this position, coupler 202 is accessible from the front, allowing the rail car 200 to be placed in the middle of a railroad train between other rail cars .

Fig. 8 is an alternative embodiment of a collision attenuator rail car 300 with a fluid jet pedestrian deflection mechanism. A fluid jet nozzle 302 is mounted low on the front of the collision attenuator rail car 300. A fluid tank 304 is mounted on the rail car along with a high pressure fluid pump 306 and a fluid line 308 connects the pump to the fluid jet nozzle 302. When the train engineer actuates an emergency switch located at the train controls, pump 306 activates, pumping the fluid in tank 304 through fluid line 308 and out nozzle 302. Nozzle 302 generates a fan shaped spray of fluid 310 that, when striking a pedestrian on the tracks, accelerates the pedestrian laterally with respect to the train, pushing the pedestrian aside and avoiding a train to pedestrian collision. Examples of fluids that can be used are water and anti-freeze fluids.

Fig. 9 is a modified version of collision attenuator rail car 300 with a fluid jet pedestrian deflection mechanism that includes two pedestrian deflector nozzles, a nozzle 330 mounted on the front left of the rail car and a second nozzle 332 mounted on the front right of the car. With dual nozzles, the controls for actuating nozzles 330, 332 include three settings: off, left spray, and right spray. When a right spray is selected, pump 306 activates and valve 334 is set to direct the fluid to the left nozzle 330. This generates a spray generally directed to the right of the rail car 300, which deflects the pedestrian to the right of the train. Similarly, when the controls are set to left spray, pump 306 activates and valve 334 is set to direct the fluid to the right nozzle 332. This generates a spray generally directed to the left of the rail car 300, which deflects the pedestrian to the left of the train.

Fig. 10 is an overhead view of the collision attenuator rail car 300 with a bi-directional fluid jet pedestrian deflection mechanism shown in Fig. 9. In this example, the controls are set to right spray activated, pump 306 is activated and valve 334 is set to direct fluid to the left nozzle 330. This generates a spray 336 generally directed to the right of the rail car 300, which deflects the pedestrian to the right of the train. Referring to Fig. 11, train engine car 400 has an airbag 402 mounted on its front. When the train operator activates an emergency switch 404, airbag 402 is electronically triggered, inflates in a few milliseconds, and remains inflated for several seconds. An airbag inflation system similar to those used in automobiles can be used here. Alternatively, the emergency switch can be replaced by a proximity detector mounted on the airbag. The proximity detector can be a physical probe, an infrared sensor, or an ultrasound motion sensor. The train engine mounted airbag system can be used in trains that run on tracks that do not have grade crossings. A subway system is an example of such a train system.

Fig. 12 is an overhead view of the collision attenuator rail car 500 with a front airbag 502 where the center 504 of the airbag is significantly forward of the edges 506 of the rail car 500. This airbag shape will impart a lateral acceleration to a pedestrian who is located off center of the airbag deflecting the pedestrian out from in front of the train.

The foregoing descriptions of specific embodiments of the present invention have been presented- for purposes of illustration and description. They are not intended to be exhaustive or to limit the invention to the precise forms disclosed, and obviously many modifications and variations are possible in the light of the above teaching. The embodiments were chosen and described in order to best explain the principles of the invention and its practical applications . Various embodiments with various modifications as are suited to the particular use are contemplated. It is intended that the scope of the invention be defined by the Claims appended hereto when read and interpreted according to accepted legal principles such as the doctrine of equivalents and reversal of parts.

Claims

WHAT IS CLAIMED IS:

1. A train collision attenuator for mounting to an end of a rail car, comprising, an energy absorbing assembly; and mounting brackets secured to the rail car for attaching the energy absorbing assembly to rail car.

2. A train collision attenuator of claim 1 wherein: said mounting brackets include pivots and a lifting mechanism wherein said energy absorbing assembly can be moved up and away from the train coupling mechanism.

3. The train collision attenuator of claim 1 wherein: said energy absorbing assembly is an inflatable air bag.

4. The train collision attenuator of claim 1 wherein: said energy absorbing assembly is an inflatable air bag; and where the inflation of the airbag is actuated by an operator.

5. The train collision attenuator of claim 1 wherein: said energy absorbing assembly is an inflatable air bag; and where the inflation of the airbag is actuated by a proximity detector.

6. The train collision attenuator of claim 1 wherein: said energy absorbing assembly is a collapsible structure.

7. The train collision attenuator of claim 1 wherein: said energy absorbing assembly has a plurality of compartments filled with a fluid.

8. The train collision attenuator of claim 1 wherein: said energy absorbing assembly has a plurality of compartments filled with a granular material.

9. The train collision attenuator of claim 1 wherein: said energy absorbing assembly has a plurality of sections each with a different energy absorbing rate, wherein the sections with lower energy absorbing rates are located in the front of the energy absorber.

10. A collision attenuation railroad car, comprising: a coupler at one end of the car; and an energy absorbing assembly located at the other end of the car.

11. A collision attenuation railroad car of claim 10, with a second coupler located at the second end of the car, and wherein said energy absorbing assembly is movable, wherein said assembly can be located behind of or in front of said second coupling.

12. The collision attenuation railroad car of claim 11, wherein said energy absorbing assembly is movable, and can be located outside of said first coupler or said second coupler.

13. The train collision attenuator of claim 1 wherein: said attenuator includes a fluid spray pedestrian deflector.

14. The train collision attenuator of claim 1 wherein: said attenuator includes a plurality of fluid spray pedestrian deflectors wherein said deflectors spray the fluid significantly laterally with respect to the direction of travel of the train.

15. The train collision attenuator of claim 1 wherein: said energy absorbing assembly protrudes substantially further forward in the center than at the sides .

16. The train collision attenuator of claim 1 wherein: said energy absorbing assembly protrudes substantially further forward near the bottom than near the top.

17. A train collision attenuator of claim 2 wherein: said lifting mechanism is actuated by a switch located in or on the train engine and said lifting mechanism is a high speed lifting mechanism.

18. The train collision attenuator of claim 10 wherein: said energy absorbing assembly is an inflatable air bag.

19. The train collision attenuator of claim 10 wherein: said energy absorbing assembly is an inflatable air bag; and where the inflation of the airbag is actuated by an operator.

20. The train collision attenuator of claim 10 wherein: said energy absorbing assembly is an inflatable air bag; and where the inflation of the airbag is actuated by a proximity detector.

21. The train collision attenuator of claim 10 wherein: said energy absorbing assembly is a collapsible structure.

22. The train collision attenuator of claim 10 wherein: said energy absorbing assembly has a plurality of compartments filled with a fluid.

23. The train collision attenuator of claim 10 wherein: said energy absorbing assembly has a plurality of compartments filled with a granular material.

24. The train collision attenuator of claim 10 wherein: said energy absorbing assembly has a plurality of sections each with a different energy absorbing rate, wherein the sections with lower energy absorbing rates are located in the front of the energy absorber.

25. The train collision attenuator of claim 10 wherein: said attenuator includes a fluid spray pedestrian deflector.

26. The train collision attenuator of claim 10 wherein: said attenuator includes a plurality of fluid spray pedestrian deflectors wherein said deflectors spray the fluid significantly laterally with respect to the direction of travel of the train.

27. The train collision attenuator of claim 10 wherein: said energy absorbing assembly protrudes substantially further forward in the center than at the sides .

28. The train collision attenuator of claim 10 wherein: said energy absorbing assembly protrudes substantially further forward near the bottom than near the top.