EP3415397B1 - Véhicule ferroviaire ayant une cabine de conducteur de sécurité - Google Patents

Véhicule ferroviaire ayant une cabine de conducteur de sécurité Download PDF

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Publication number
EP3415397B1
EP3415397B1 EP18174616.5A EP18174616A EP3415397B1 EP 3415397 B1 EP3415397 B1 EP 3415397B1 EP 18174616 A EP18174616 A EP 18174616A EP 3415397 B1 EP3415397 B1 EP 3415397B1
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EP
European Patent Office
Prior art keywords
module
rail vehicle
crash
energy absorber
carbody
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EP18174616.5A
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German (de)
English (en)
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EP3415397A1 (fr
Inventor
Julien Kristensen
Matthias Marggraf
Nico Warnt
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Alstom Holdings SA
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Bombardier Transportation GmbH
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Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Publication of EP3415397A1 publication Critical patent/EP3415397A1/fr
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    • 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
    • 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 rail vehicle with a safety driver's cab of improved construction.
  • the European standard EN 15227 defines different scenarios that a rail vehicle must withstand without the space available for the driver or passengers being significantly impaired.
  • a possible scenario is, for example, the collision of the rail vehicle with an identical vehicle at a speed of 36 km/h. Due to the requirements set out in EN 15227, rail vehicles were equipped with additional elements in addition to the usual buffers, which can take up and absorb the kinetic energy that occurs in collisions.
  • WO 2014 195177 A1 a rail vehicle with a deformation zone arranged at the front, which has a collision frame, several deformation elements and two so-called A-pillars.
  • the deformation elements are aligned radially around the front structure of the car body and are each connected to the car body at one of their ends.
  • the collision frame connects the ends of the deformation elements facing away from the car body.
  • the EP 2 694 347 B1 describes a rail vehicle with a deformation zone which is arranged on end cross members provided at the front and end columns of the car body arranged essentially perpendicular thereto.
  • a vehicle head with a vehicle head structure for attachment to the end face of a rail vehicle is known, the vehicle head structure being made up entirely of structural elements which are formed from fiber composite materials or fiber composite sandwich materials.
  • the vehicle head structure is designed as a deformation-resistant, self-supporting head structure that contains structural elements that are designed as elements that absorb impact energy.
  • a rail vehicle having a center section and a driver's compartment having a foldable front section and at least one rigid section is disclosed in US Pat EP 1 768 883 B1 described.
  • the driver's compartment is detachably attached to the center section to facilitate repair.
  • EP 3 168 103 A1 describes a driver's cab for a rail vehicle. Shock-absorbing devices for rail vehicles are also in the KR 10 2011 0 096 300 A and DE 694 21 043 T2 described.
  • a rail vehicle which defines a longitudinal direction.
  • the rail vehicle has a car body with a front end, a crash module that can be deformed in the event of a collision, and a rigid safety module connecting the crash module to the front end of the car body, the crash module and the safety module together forming a driver's cab.
  • the crash module has an attachment structure that defines a connection interface to the safety module and with which the crash module is connected to the safety module.
  • the crash module includes at least two energy absorber elements and a frame structure. The energy absorber elements are each connected to the fastening structure with their rear ends pointing towards the safety module and to the frame structure with their front ends pointing away from the safety module.
  • the frame structure is connected to the attachment structure at its upper end.
  • the crash module is detachably connected to the safety module.
  • the driver's cab thus has structural elements that can take up and absorb kinetic energy in a controlled manner.
  • the driver's cab can thus be designed to be more compact, as a result of which additional installation space is available for other devices.
  • the safety module is designed in such a way that it remains stable during a collision and largely does not deform. This means that it can safely transfer the forces that occur during a collision into the car body.
  • the crash module Part of the kinetic energy that occurs in a collision is absorbed by the crash module through the energy absorber elements and consumed by deformation of the energy absorber elements.
  • the crash module is deformed and shortened in the longitudinal direction. However, this shortening does not lead to an impairment of the driver's survival space, since this survival space is guaranteed by the safety module.
  • the safety module is preserved in a collision and does not collapse.
  • the frame structure of the crash module is used in particular to increase the stability of the crash module in the vertical direction, ie perpendicular to the longitudinal direction of the rail vehicle. to improve and maintain.
  • the frame structure maintains the longitudinal alignment of the energy absorbing elements during the crash.
  • the energy absorber elements are fixed, for example welded, to the fastening structure of the crash module at their rear ends pointing towards the safety module. At their front ends, the energy absorbing elements are connected to the frame structure, which in turn is connected to the upper end of the fastening structure.
  • Energy absorbing elements are typically constructed in such a way that they enable maximum energy absorption in a preferred direction.
  • the energy absorbing elements can often only absorb little energy transversely to this preferred direction. Therefore, maintaining alignment of the energy absorbing elements during the crash is important.
  • the frame structure ensures that the energy absorbing elements largely maintain their orientation and can thus dissipate the energy efficiently.
  • the crash module can be designed as an exchangeable module.
  • the attachment structure is provided, which forms a defined interface to the security module.
  • the front ends of the energy absorbing elements terminate with a front side of the frame structure.
  • the front ends of the energy absorbing elements can protrude beyond the front of the frame structure when viewed in the longitudinal direction.
  • the energy absorbing elements can absorb the impact immediately if the rail vehicle collides.
  • the energy absorbing elements can be connected to the frame structure at their front side areas, for example.
  • the front ends of the energy absorbing elements can have a planar termination that introduces the kinetic energy of the collision directly into the respective energy absorbing element.
  • the flat front ends of the energy absorbing elements can, for example, protrude somewhat beyond the front side of the frame structure.
  • the energy absorbing elements absorb the kinetic energy directly.
  • An energy-distributing solid plate or similar constructive elements which is arranged in front of the energy absorbing elements viewed in the longitudinal direction, are therefore not required, which means that a considerable weight saving is achieved.
  • the frame structure can be welded to side surfaces of the energy absorbing elements, for example, so that the front ends of the energy absorbing elements, viewed in the longitudinal direction, protrude beyond a front side of the frame structure or essentially end with it.
  • the frame structure does not have to be very solid either, since the frame structure essentially serves to ensure the vertical stability of the crash module.
  • the forces occurring in the vertical direction are significantly lower than the forces occurring in the longitudinal direction.
  • the frame structure and the energy absorbing elements can be adapted to their respective function independently of one another.
  • the frame structure of the crash module has two columns.
  • the crash module also includes a front panel.
  • the pillars connect the front ends of the energy absorbing elements with the attachment structure of the crash module.
  • Sections of the columns can be curved and/or kinked in sections.
  • the columns are connected to the top end portion of the mounting structure.
  • the trailing ends of the energy absorbing elements are typically connected to a central portion of the mounting structure.
  • the fastening structure, an energy absorbing element and a column in each case form an approximately triangular structure, the fastening structure extending essentially vertically and the respective energy absorbing element extending essentially horizontally.
  • the columns running essentially vertically or curved in sections therefore connect the front ends of the energy absorbing elements to the fastening structure
  • the front panel increases the lateral stability of the crash module during a collision and in particular protects the lower area of the driver's cab during the collision, for example against the ingress of foreign bodies.
  • this front panel does not have to absorb the kinetic energy directly and pass it on to the energy absorbing elements.
  • the front panel can be formed in one piece, or also in several pieces, for example made of structural elements that are permanently connected to one another.
  • the front panel is arranged between the energy absorbing elements.
  • the front panel therefore does not protrude beyond the energy absorbing elements when viewed in the longitudinal direction, but is arranged between the front ends of the energy absorbing elements when viewed in the transverse direction and connects these front ends to one another. This increases the lateral stability of the frame structure and thus of the driver's cab.
  • the crash module has two vertically spaced energy absorber elements on each side of the crash module.
  • One pillar of the frame structure can be arranged between the energy absorber elements on each side of the crash module and connect the respective front ends of these energy absorber elements to one another.
  • the energy absorbing elements can therefore be arranged in pairs.
  • the energy absorber elements arranged on each side of the crash module can be directly connected to one another via a pillar of the frame structure, with the pillar particularly connecting the front ends of the energy absorber elements to one another.
  • the rear ends of the energy absorber elements are fixed to the fastening structure of the crash module.
  • the energy absorbing elements, the pillar and a portion of the attachment structure form a rectangular shape on each side of the crash module.
  • the pillars connecting the front ends of the energy absorbing elements to the attachment structure may be referred to as upper pillars.
  • the pillars of the frame structure, which connect adjacent energy absorber elements on each side of the crash module can be referred to as lower pillars.
  • the crash module has at least two energy absorber elements on each side, then for example the front end of the upper energy absorber element is connected to the fastening structure via the upper column.
  • the anterior end of the lower one On the other hand, the energy absorbing element is connected to the front end of the upper energy absorbing element via the lower pillar.
  • the upper pillar and the lower pillar may be formed as separate structural elements, i. that is, these two pillars together do not form an integrally continuous structure. Rather, they are connected to one another via the front end of the upper energy absorbing element.
  • the columns are therefore connected, for example, to front side areas of the energy absorbing elements, which are part of the front ends of the energy absorbing elements.
  • the frame structure can therefore be constructed in a modular manner from individual structural elements.
  • the frame structure has at least one cross member, which is arranged between the energy absorber elements located on opposite sides of the crash module and connects the respective front ends of these energy absorber elements.
  • the cross member together with the front panel, serves to stabilize the crash module laterally.
  • a cross member connects the energy absorbing elements arranged at the same height. If the crash module has at least two energy absorber elements on each side, the frame structure can also have two cross members.
  • the laterally arranged energy absorbing elements can run slightly towards one another.
  • the energy absorbing elements are held securely in their longitudinal orientation by the front panel and/or the cross member, even in the event of a collision.
  • the energy absorbing elements can form a trapezium shape together with the cross member and/or the front panel, with the energy absorbing elements forming the inclined sides of the trapezium. Such a structure is very stable.
  • the energy absorbing elements can be folded or deformed in the longitudinal direction.
  • the energy absorber elements can consist of a plastically deformable material, such as metal.
  • the energy absorbing elements it is also possible for the energy absorbing elements to consist partially or entirely of composite materials which absorb the kinetic energy in their Material structure are destroyed. The specific nature of the energy absorbing elements is unimportant as long as they allow sufficient absorption of the kinetic energy, in particular in the longitudinal direction of the rail vehicle.
  • the crash module is detachably connected to the safety module, which enables easy replacement and faster repairs after a collision.
  • the car body has a car body underframe and a car body segment arranged on the car body underframe. Viewed in the longitudinal direction, the car body underframe protrudes beyond a front end of the car body segment.
  • the safety module is arranged on the protruding end of the car body underframe and connected to the front end of the car body segment.
  • the car body underframe can extend below the safety module and carry it. This further improves the stability of the security module. In addition, a direct introduction of force into the car body is already possible as a result.
  • the safety module has a connecting frame and two side members in the roof area, which connect the connecting frame to the car body.
  • the attachment structure of the crash module is connected to the connecting frame of the safety module.
  • the connecting frame encloses the security module and at the same time forms an outer closure.
  • the connecting frame can essentially be formed from two vertically running beams and a transverse beam in the roof area.
  • the connecting frame can be open towards the bottom of the car body underframe, so that the connecting frame can have a U-shaped structure which is open towards the bottom.
  • connection frame fulfills several functions. On the one hand, it serves to reinforce the safety module both vertically and laterally. In addition, it forms a connection interface to the attachment structure of the crash module and allows a simple connection of the two modules. Furthermore, on the connection frame at a Forces that occur in a collision are introduced into the longitudinal beams in the roof area, which in turn derive the forces on the roof structure of the car body segment.
  • these side members are designed to be sufficiently rigid so that, under the required conditions, they introduce the forces into the car body segment without any appreciable plastic deformation.
  • the safety module has a stiffener on each side, which is connected to the car body, the connecting frame and the respective side member and stiffens the safety module in particular in the longitudinal direction.
  • the reinforcements can, for example, be plate-shaped in the longitudinal direction of the rail vehicle and in the vertical direction. This results in an efficient stiffening of the security module both in the longitudinal direction and in the vertical direction.
  • the stiffener can completely or partially fill the space formed on each side of the safety module between the car body, the connecting frame and the respective side member.
  • the stiffeners each have a recess facing the car body, so that the stiffeners are wider at their upper ends facing the longitudinal member and their opposite lower ends, viewed in the longitudinal direction, than in a middle region lying between the upper end and the lower end.
  • This recess in the central area serves in particular to ensure that the forces occurring in the event of a collision are introduced, in particular, into the roof area of the car body segment and into the car body underframe. This reduces the force acting on the side walls of the car body segment and thereby reduces the risk of damaging the side walls of the car body segment.
  • the car body segment, together with the car body underframe, can therefore form an effective survival space for both the driver and the passengers.
  • the stiffeners are connected to the connecting frame along the entire vertical extension of the connecting frame.
  • the connecting frame is stabilized and the security module is designed to be rigid overall.
  • the forces acting on the connecting frame can be efficiently distributed to the reinforcements and introduced into the car body.
  • the driver's cab with integrated crash module described here shows a number of structural and functional advantages compared to previous solutions.
  • the driver's cab enables a new type of crash concept in which parts of the driver's cab are designed as an energy-absorbing structure.
  • the driver's cab, including its integrated energy-absorbing structure in the form of the crash module, can be designed to be shorter overall than previous solutions, while retaining a survival space for the driver.
  • the impact acts directly on the crash module, which is located at the front of the rail vehicle.
  • the energy absorbing elements whose effective axis is in the longitudinal direction are deformed or compressed in a controlled manner.
  • a large part of the kinetic energy is already absorbed.
  • the stability of the crash module is ensured by the frame structure, in particular by the columns, which stabilize the crash module in the vertical direction, and by the front panel or the cross member, which stabilize the crash module in the lateral direction.
  • the forces that occur are introduced from the crash module via the safety module into the car body, ie into the car body segment arranged on the car body underframe and into the car body underframe.
  • the forces are introduced into the roof area of the car body segment via the side members and the stiffeners.
  • the force is dissipated to the underframe of the car body essentially through the reinforcements, which are connected to the underframe of the car body on their underside.
  • the safety module is designed to be rigid and not subject to plastic deformation during a crash.
  • the side walls and the roof structure of the car body segment, the car body underframe and the safety module are not deformed in the event of a collision, so that the safety of the passengers is also guaranteed.
  • the driver's cab allows for improved repairability after a collision, since the crash module can be easily detached from the safety module.
  • the dismantling interface here is between the attachment structure of the crash module and the connecting frame of the safety module. As a result, the time required to repair the rail vehicle after a possible collision can be significantly reduced.
  • Additional driver protection is provided by the front panel. In addition to the function of lateral stabilization of the crash module, this also takes on the function of preventing the ingress of foreign bodies during the collision. This protects in particular the lower area of the driver's cab, which is particularly at risk.
  • the driver's cab has a driver's desk that extends from the safety module to the crash module.
  • the driver's desk can therefore be arranged in both modules, with a first section of the driver's desk being able to be arranged in the safety module and a second section of the driver's desk being able to be arranged in the crash module.
  • a predetermined breaking point can be provided between the two sections, which allows controlled and defined deformation of the driver's desk in the event of a collision.
  • the driver's desk is located with its larger section, or almost completely, in the crash module.
  • the crash module and the safety module therefore together define an interior of the driver's cab.
  • the rail vehicle can be a locomotive or the front car of a traction vehicle.
  • the rail vehicle can be used for local passenger transport, for example as a tram or suburban train, or for long-distance passenger transport, for example as a regional train.
  • figure 1 shows - in a schematic representation - a side view of a front section of a rail vehicle.
  • the rail vehicle comprises a car body 100 and a driver's cab at the front end of the car body 100.
  • the driver's cab comprises two main components, namely a safety module 110 and a crash module 120.
  • the safety module 110 connects the crash module 120 to the car body 100.
  • the rail vehicle defines a longitudinal direction that runs along of the car body 100 to the crash module 120 runs.
  • the car body 100 comprises a car body underframe 102 and a car body segment 101 placed on the car body underframe 102.
  • the car body segment 101 can be designed as a self-supporting structure, for example in the form of interconnected extruded profiles.
  • the profile of the car body segment 101 can be made thicker in order to effectively absorb the forces occurring in the event of a collision.
  • the car body segment 101 can also be formed by a frame structure with paneling elements attached to it.
  • the car body underframe 102 extends over the front end of the car body segment 101. This projection formed in this way serves to carry the safety module 110.
  • the crash module 120 essentially comprises four main components: a system of one or more energy absorbing elements 124, 125, a front panel 123 to improve the lateral stability of the crash module 120 and to protect against the ingress of foreign bodies, a frame structure with vertical columns 121 to improve the vertical stability of the crash module 120, and a fastening structure 126.
  • the crash module has at least one energy absorber element, typically at least two energy absorber elements.
  • the crash module 120 includes four energy absorber elements 124,125, which are arranged in pairs on each side of the crash module 120.
  • the energy absorber elements 124, 125 of each pair of energy absorber elements are arranged vertically spaced apart from one another, so that per pair one can speak of an upper energy absorber element 124 and a lower energy absorber element 125 spaced therefrom.
  • the cross section of each energy absorbing element 124, 125 can taper from its rear end pointing towards the fastening structure 126 to its front end 129.
  • the front end 129 can be designed in the form of a plate, so that the forces occurring in a collision can be uniformly introduced into the respective energy absorbing element 124,125.
  • the energy absorbing elements 124, 125 can, for example, be in the form of longerons, i. H. Longitudinal members may be formed, which have a preferred direction for energy absorption running in the longitudinal direction.
  • the frame structure is provided for vertical stabilization of the crash module 120 and the energy absorber elements 124, 125, which in particular has columns 121 running vertically in sections. These pillars 121 connect the front end 129 of the upper energy absorbing element 125 to an upper end of the attachment structure 126.
  • the pillars 121 can be curved in sections or also partially kinked. In the figures 1 and 2 is an embodiment with angled columns 121 shown. In figure 3 the columns 121 have a more partially curved shape.
  • the upper energy absorbing member 124 and the lower energy absorbing member 125 runs a lower pillar 121 of the frame structure, which respectively connects the front end portions of the energy absorbing members within a pair of energy absorbing members.
  • the respective upper energy absorbing element 124 is connected to the fastening structure 126 via the upper column 121 .
  • the upper column 121 and the lower column 122 are provided as separate structural elements which are each connected to the front end or the front end region of the energy absorbing elements 124, 125, for example by means of welded joints.
  • the upper column 121 and the lower column 122 form a continuous structure and have receptacles in which the front end 129 of the respective energy absorbing element 124, 125 is mounted.
  • the front end 129 of the energy absorber elements 124,125 represents a front termination of the crash module 120. A collision with a stationary rail vehicle, for example, is therefore immediately absorbed by the energy absorber elements 124,125.
  • a front plate 123 which, alone or in combination with one or more transverse columns 127, connects the respective laterally arranged energy absorber elements 124, 125 to one another.
  • the front plate 123 extends between the energy absorbing elements 124, 125 and, seen in the longitudinal direction, is arranged slightly retracted in relation to the front end 129 of the energy absorbing elements 124,125.
  • two transverse columns 127 are provided.
  • An upper transverse column 127 connects the upper energy absorber elements 124 of the two pairs of energy absorber elements, and a lower column 127 connects the lower energy absorber elements 125 of the two pairs of energy absorber elements.
  • the front panel 123 is arranged between these two transverse columns in 127 and welded to the transverse columns 127, for example. Alternatively, it is possible for the cross columns 127 to be an integral part of the front panel 123 .
  • the front panel 123 may have a central opening 128 to allow passage for plumbing fixtures from inside the cab to the outside. This opening 128 is preferably made relatively small in order not to impair the protective effect of the front panel 123 against the ingress of foreign objects in the event of a collision.
  • Fastening structure 126 of crash module 120 forms the termination of crash module 120 facing safety module 110 and at the same time serves as a connection interface to safety module 110.
  • Fastening structure 126 can be constructed, for example, from two substantially vertically running plate-shaped supports that do not necessarily have to be directly connected to one another. in the in figure 3
  • the front view shown shows that the two carriers on the back of the crash module 120 each run in the side area.
  • screw connections 116 for attaching the attachment structure 126 to the security module 110 are shown in punctiform form.
  • each beam of the mounting structure 126 lies behind the respective upper column 121 and the respective lower column 122 of the frame structure.
  • the energy absorbing elements 124 and 125 extend forward from the respective beams of the attachment structure 126 .
  • Each support of the attachment structure 126 extends continuously from the lower energy absorbing element 125 to the connection point with the respective upper column 121.
  • each support can have a lateral extension 115, which runs inwards at the upper end.
  • the side projections 115 are used to stably attach the attachment structure 126 to the security module 110 . It is also possible that these projections 115 converge more closely and are connected to one another.
  • the safety module 110 is essentially made up of three main components: the connecting frame 114, which represents a defined interface to the fastening structure 126 of the crash module 120, two longitudinal members 113 arranged in the upper roof area, and the lateral reinforcements 112.
  • the safety module 110 In the area facing the crash module 120, the safety module 110 includes the connecting frame 114. This runs in the front plane of the safety module 110, ie in a plane transverse to the longitudinal direction, along the side areas and the Roof area of the security module 110. This is best in the in figure 3 illustrated embodiment to recognize.
  • the connecting frame 114 can have a profile, for example, in order to increase its stability.
  • the connecting frame 114 forms the safety module-side connection interface to the crash module 120. It also serves as a force dissipation, in particular to the two side members 113, which in turn transmit the force to the roof area of the car body segment 101.
  • the longitudinal members 113 therefore extend between the connecting frame 114 and the car body segment 101.
  • the longitudinal members 113 are designed in such a way that they do not deform plastically in the event of a collision.
  • lateral stiffeners 112 are provided, which extend between the projection formed by the car body underframe 102, the connecting frame 114, the longitudinal members 113 and the front end of the car body segment 101. This provides, in particular, a stiffening of the security module 110 in the longitudinal direction.
  • the lateral stiffeners 112 can each have cutouts pointing towards the car body segment 102 in order to introduce the forces in particular into the roof area of the car body segment 101 and into the car body underframe 102 and to minimize the effect of forces on the side walls of the car body segment 101.
  • the stiffeners 112 can directly adjoin the connecting frame 114 over the entire vertical length, particularly viewed in the longitudinal direction, and can be welded to the connecting frame 114, for example. Likewise, the stiffeners 112 can be connected to the longitudinal beams 113 along the entire length of the latter. However, it is also possible that instead of a continuous weld, for example, the connection can also be formed in a punctiform manner.
  • the stiffeners 112 may be longitudinally wider in their upper and lower portions than in their middle portion where the recess 111 is formed. Further recesses can be provided in the stiffeners 112, such as in figure 3 implied.
  • the car body underframe 102 preferably extends to the front end of the security module 110, i. H. up to the front end of the connecting frame 114.
  • the security module 110 thus sits completely on the car body underframe 102, which forms the bottom of the security module 110.
  • a collision under the conditions specified in the European standard EN 15227 only leads to a deformation of the crash module 120 in the longitudinal direction of the rail vehicle.
  • the driver's cab is shortened in the longitudinal direction.
  • the safety module 110 and the car body 100 adjoining it at the rear provide a survival area for the driver and the passengers.
  • the energy absorbing elements 124, 125 are folded or pressed together in the longitudinal direction as a result of the collision and in the process absorb a considerable part of the kinetic energy to be absorbed.
  • the upper columns 121 are bent downwards without detaching from the fastening structure 126 .
  • the safety module 110 then distributes the forces in particular in the roof area of the car body segment 101 and in the car body underframe 102.
  • FIG 4 shows a plan view of a rail vehicle according to an embodiment.
  • the driver's cab formed from safety module 110 and crash module 120 includes a driver's desk 140 with a first section 141 which is arranged in safety module 110 and a second section 142 which is arranged in crash module 120 .
  • a predetermined breaking point 143 is formed between the two sections 141, 142, which in the event of a collision ensures that the second section 142 can deform without substantially jeopardizing the structural integrity of the first section 141. This serves to further improve driver protection.
  • the predetermined breaking point can be integrated in the second section 142 .
  • the energy absorbing elements 124 converge slightly in the direction of their front ends and together with the front plate 123 and/or the cross member or the cross members 127 a Form a trapezoid shape for further lateral stabilization.
  • the front panel 123 and/or the cross member 127 are located between the laterally arranged energy absorber elements 124.

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

Claims (14)

  1. Véhicule ferroviaire définissant une direction longitudinale, présentant :
    une caisse (100) comportant une extrémité avant ;
    un module de crash (120) déformable en cas de collision ; et
    un module de sécurité (110) rigide reliant le module de crash (120) à l'extrémité avant de la caisse (100), le module de crash (120) et le module de sécurité (110) formant ensemble une cabine de conducteur ;
    dans lequel le module de crash (120) présente au moins deux éléments absorbeurs d'énergie (124, 125) et une structure de cadre (121, 122), les éléments absorbeurs d'énergie (124, 125) étant respectivement reliés à la structure de cadre (121, 122) avec leurs extrémités avant tournées à l'opposé du module de sécurité (110),
    caractérisé en ce que
    le module de crash (120) présente une structure de fixation (126) qui définit une interface de liaison au module de sécurité (110) et avec laquelle le module de crash (120) est relié au module de sécurité (110),
    dans lequel les éléments absorbeurs d'énergie (124, 125) sont respectivement reliés à la structure de fixation avec leurs extrémités arrière tournées vers le module de sécurité (110),
    dans lequel la structure de cadre (121, 122) est reliée au niveau de son extrémité supérieure à la structure de fixation (126),
    dans lequel le module de crash (120) est relié de manière amovible au module de sécurité (110) avec sa structure de fixation (126).
  2. Véhicule ferroviaire selon la revendication 1, caractérisé en ce que les extrémités avant (129) des éléments absorbeurs d'énergie (124, 125), vues dans la direction longitudinale, se terminent par un côté avant de la structure de cadre (121, 122) ou font saillie par-delà le côté avant de la structure de cadre (121, 122), de sorte que les éléments absorbeurs d'énergie (124, 125) peuvent absorber l'impact immédiatement en cas de collision du véhicule ferroviaire.
  3. Véhicule ferroviaire selon la revendication 1 ou 2, caractérisé en ce que le module de crash (120) présente également un panneau avant (123) et en ce que la structure de cadre du module de crash (120) présente deux colonnes (121).
  4. Véhicule ferroviaire selon la revendication 3, caractérisé en ce que le panneau avant (123) est disposé entre les éléments absorbeurs d'énergie (124, 125).
  5. Véhicule ferroviaire selon la revendication 3 ou 4, caractérisé en ce que les colonnes (121) relient les extrémités avant des éléments absorbeurs d'énergie (124, 125) à la structure de fixation (126).
  6. Véhicule ferroviaire selon l'une des revendications 1 à 5, caractérisé en ce que le module de crash (120) présente respectivement deux éléments absorbeurs d'énergie (124, 125) espacés l'un de l'autre verticalement de chaque côté du module de crash (120), une colonne (122) de la structure de cadre étant disposée entre les éléments absorbeurs d'énergie (124, 125) respectivement de chaque côté du module de crash (120) et reliant les extrémités avant respectives desdits éléments absorbeurs d'énergie (124, 125).
  7. Véhicule ferroviaire selon l'une des revendications 1 à 6, caractérisé en ce que la structure de cadre présente au moins une poutre transversale (127) disposée entre les éléments absorbeurs d'énergie (124, 125) situés sur des côtés opposés du module de crash (120) et reliant les extrémités avant respectives desdits éléments absorbeurs d'énergie (124, 125).
  8. Véhicule ferroviaire selon l'une des revendications 1 à 7, caractérisé en ce que les éléments absorbeurs d'énergie (124, 125) sont pliables dans la direction longitudinale.
  9. Véhicule ferroviaire selon l'une des revendications 1 à 8, caractérisé en ce que la caisse (100) présente un châssis de caisse (102) et un segment de caisse (101) disposé sur le châssis de caisse (102), le châssis de caisse (102), vu dans la direction longitudinale, faisant saillie d'une extrémité avant du segment de caisse (101) et le module de sécurité (110) étant disposé sur l'extrémité faisant saillie du châssis de caisse (102) et étant relié à l'extrémité avant du segment de caisse (101).
  10. Véhicule ferroviaire selon l'une des revendications 1 à 9, caractérisé en ce que le module de sécurité (110) présente un cadre de liaison (114) et deux poutres longitudinales (113) dans la zone de toit, lesquelles relient le cadre de liaison (114) à la caisse (100), la structure de fixation (126) du module de crash (120) étant reliée au cadre de liaison (114) du module de sécurité (110).
  11. Véhicule ferroviaire selon la revendication 10, caractérisé en ce que le module de sécurité (110) présente respectivement de chaque côté un renforcement (112), lequel est relié respectivement à la caisse (101), au cadre de liaison (114) et à la poutre longitudinale (113) respective, et rigidifie le module de sécurité (110), en particulier dans la direction longitudinale.
  12. Véhicule ferroviaire selon la revendication 11, caractérisé en ce que les renforcements (112) sont en forme de panneau et présentent un évidement (111) tourné vers la caisse (100), de sorte que les renforcements, vus dans la direction longitudinale, sont plus larges au niveau de leurs extrémités supérieures tournées vers la poutre longitudinale (113) et au niveau de leurs extrémités inférieures opposées que dans une région médiane située entre l'extrémité supérieure et l'extrémité inférieure.
  13. Véhicule ferroviaire selon la revendication 11 ou 12, caractérisé en ce que les renforcements (112) sont chacun reliés au cadre de liaison (114) le long de toute l'extension verticale du cadre de liaison (114).
  14. Véhicule ferroviaire selon l'une des revendications 1 à 13, caractérisé en ce que la cabine de conducteur présente un pupitre de conducteur (140) qui s'étend du module de sécurité (110) au module de crash (120).
EP18174616.5A 2017-06-08 2018-05-28 Véhicule ferroviaire ayant une cabine de conducteur de sécurité Active EP3415397B1 (fr)

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DE102024120410A1 (de) * 2024-07-18 2026-01-22 Deutsches Zentrum für Luft- und Raumfahrt e.V. Schienenfahrzeug

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EP2407367A2 (fr) 2004-03-01 2012-01-18 Bombardier Transportation GmbH Véhicule de chemin de fer doté d'une cabine conducteur déformable avec une interface de réparation dédiée
WO2012038383A1 (fr) 2010-09-20 2012-03-29 Bombardier Transportation Gmbh Structure de cabine de conduite composée et légère destinée à un véhicule sur rail
WO2014195177A1 (fr) 2013-06-04 2014-12-11 Siemens Ag Österreich Véhicule ferroviaire comprenant une zone de déformation
EP3168103A1 (fr) 2015-11-11 2017-05-17 Bombardier Transportation GmbH Cabine de conducteur d'un véhicule ferroviaire

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DE102004028964A1 (de) 2004-05-07 2005-12-01 Siemens Ag Fahrzeug mit Deformationszone
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CZ298757B6 (cs) 2006-11-24 2008-01-16 Ĺ KODA TRANSPORTATION s. r. o. Kabina železničního vozidla s definovanou deformací
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AT511291A1 (de) 2011-04-04 2012-10-15 Siemens Ag Oesterreich Schienenfahrzeug mit angesetzter verformungszone

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EP2407367A2 (fr) 2004-03-01 2012-01-18 Bombardier Transportation GmbH Véhicule de chemin de fer doté d'une cabine conducteur déformable avec une interface de réparation dédiée
WO2012038383A1 (fr) 2010-09-20 2012-03-29 Bombardier Transportation Gmbh Structure de cabine de conduite composée et légère destinée à un véhicule sur rail
WO2014195177A1 (fr) 2013-06-04 2014-12-11 Siemens Ag Österreich Véhicule ferroviaire comprenant une zone de déformation
EP3003816B1 (fr) 2013-06-04 2018-01-03 Siemens AG Österreich Véhicule ferroviaire comprenant une zone de déformation
EP3168103A1 (fr) 2015-11-11 2017-05-17 Bombardier Transportation GmbH Cabine de conducteur d'un véhicule ferroviaire

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