EP2407367B1 - Véhicule de chemin de fer doté d'une cabine conducteur déformable avec une interface de réparation dédiée - Google Patents
Véhicule de chemin de fer doté d'une cabine conducteur déformable avec une interface de réparation dédiée Download PDFInfo
- Publication number
- EP2407367B1 EP2407367B1 EP11184018.7A EP11184018A EP2407367B1 EP 2407367 B1 EP2407367 B1 EP 2407367B1 EP 11184018 A EP11184018 A EP 11184018A EP 2407367 B1 EP2407367 B1 EP 2407367B1
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- EP
- European Patent Office
- Prior art keywords
- vehicle
- section
- railway vehicle
- rigid
- interface
- 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.)
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Images
Classifications
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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
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- 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
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- 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 present invention relates to a railway vehicle with a deformable driver's cabin.
- Scenario 1 Collision between two identical high speed trainsets at a relative speed of 36 km/h
- Scenario 2 Collision between a high-speed trainset and a railway vehicle equipped with side buffers at a speed of 36 km/h, wherein the railway vehicle is a four-axle freight wagon UIC 571-2 with an 80 tonne mass
- Scenario 3 Collision at a speed of 110 km/h at a level crossing with a 15 tonne lorry represented by a rigid mass presenting a vertical surface for impact).
- non-structural deformation elements i.e. elements that do not support parts of the body of the vehicle, such as a collapsible coupling and/or collapsible buffers at the front of the vehicle including energy absorber allowing dynamic plastic deformation are used as a first stage of these solutions, which guarantee, after accidents between similar vehicles (with buffing gear) involving relatively minor collision forces, easy exchangeability, low repair costs and short down-times. Beyond that, there has so far been no demand for effective maintenance, the main objective being the control of energy absorption and passenger safety.
- the deformation zones described are arranged in their entirety in front of a relatively rigid, non-deformable driver's cab. In others, parts of the driver's cab are made deformable and also used for energy absorption.
- the first solution accepts that, when the frontal deformation elements are spent, there may be immediate and heavy structural damage to the driver's cab and engine room, which cannot normally be repaired in a cost-effective way.
- the second solution allows higher energy absorption in a limited structural space, but still bears the risk of the deformation force then progressing to the next structural zones, i.e. the driver's cab and/or engine room. This too would normally prevent repairs from being cost-effective.
- the railway vehicle described therein has a main vehicle body, including a central section for accommodating passengers, and a steel end frame which is bolted onto the front end of the central section.
- a prefabricated driver's cab having quick-release connections for the controls and circuits by a vehicle interface is fitted within the steel end frame.
- the frame includes impact-absorbing elements, such as buffers and couplings, installed to the front of the frame and railway vehicle.
- the steel end frame is enclosed by a removable fairing that is flush-fitting to the central section.
- the steel end frame is rigid and not designed for a controllable collapse in the case of a collision where the impact-absorbing elements are spent or fully collapsed.
- a vehicle including an impact-absorber device is known from US 5,579,699 .
- the impact-absorber device is located at the front end of the vehicle.
- The. front framework of the rail vehicle body comprises a chassis made up of two side sills between which is disposed a front pivot beam resting on a front bogie.
- First and second rigid rings constitute a safety cage. Sole bars and reinforcing members are fastened to the rigid rings to stiffen the safety cage.
- a first deformbale area constituting the front part of the framework is made up of first and second impact-absorber devices and a coupling bar.
- the first impact-absorber devices are disposed on respective sides of the central axis of the chassis.
- first impact-absorber devices are generally trapezoidal and each is made up of a longitudinal member absorbing by deformation the energy generated by an impact in a given direction, which member is made from thin plate, having a generally triangular cross-section in a plane perpendicular to the direction of impact.
- a rail vehicle with a head module made of a composite fibre material is known from US 6,431,083 .
- a joining region with height-tolerance compensating means is arranged on the underframe and a joining edge with longitudinal and lateral tolerance compensating means is arranged on the wagon body module.
- the head module has joining edges that point toward the wagon body module and the underframe and is provided with reinforced sections that are integrated into the fibre composite material.
- the head module is attached to the underframe and at least at the head module side walls of the wagon body module by means of fastening means, which build up a pre-tensioning force, in such a way that shear-resistant connections are created.
- a railway vehicle defining a longitudinal direction and comprising:
- the dedicated repair interface can also be inclined or graded.
- the repair interface comprises a thick sheet metal plate extending in the plane perpendicular to the longitudinal direction.
- This sheet metal plate may extend over the whole cross-section of the vehicle body, with or without an opening for allowing access from the vehicle cabin to the central section.
- the rigid section is such as not to deform in the event of a front collision between of the railway vehicle with a four-axle freight wagon UIC 571-2 with an 80 tonne mass equipped with side buffers at a speed of 36 km/h, and/or in the event of a collision of the railway vehicle at a speed of 110 km/h at a level crossing with a 15 tonne lorry represented by a rigid mass presenting a vertical surface for impact.
- the vehicle cabin further comprises a driver's instrument panel located in the front section for driving the railway vehicle, and/or a survival space located in the rigid section or directly behind the dedicated repair interface. It is further advantageous for the vehicle cabin to have a survival space enhancing the safety for the occupants in an impact to the front section. Such a survival space would be made of stiff rigid material to protect the occupants from the obstacle, vehicle parts, and/or debris of a collision.
- a method for modifying a railway vehicle comprising installing the vehicle cabin and dedicated repair interface of any of the variations described herein.
- the advantage of installing the replaceable vehicle cabin and the dedicated repair interface in a railway vehicle is that railway vehicles and their main bodies, or central sections, therein would benefit from both the controlled deformability of the vehicle cabin and the ability to replace deformed portions of the vehicle cabin while re-using or salvaging the remaining central section of the railway vehicle.
- There are numerous methods for installing at least one dedicated interface and vehicle cabin to a railway vehicle For example, at the time of manufacture variations of the dedicated repair interface and vehicle cabin, as described herein, may be installed in railway vehicle.
- an existing railway vehicle may be retrofitted with the aforementioned components providing a cost effective solution for current fleet operators.
- FIG 1a and 1b show a railway vehicle indicated as 2.
- the railway vehicle comprises a vehicle cabin 12 that is attached to a central section 10 by means of a dedicated repair interface 14.
- the railway vehicle 2 of figures 1a and 1b includes a chassis or vehicle base 4 supported on one or more bogies (not shown).
- the vehicle base 4 supports a body structure including main walls 6 extending upwards towards the roof 8, (only one wall is shown in the longitudinal section of figure 1 a) , wherein the walls 6, the roof 8 and the vehicle base 4 are referred to as the central section 10 defining a longitudinal direction.
- the central section 10 includes at least one central interface, which is connected, in a plane substantially perpendicular to the longitudinal direction, to the outer perimeter of at least one end of the framework of the body structure and vehicle base 4.
- the central interface provides a mounting platform for mounting and supporting the dedicated repair interface 14, as well as, providing an interface for electrical and mechanical connections that can be connected for the control of the railway vehicle 2.
- the dedicated repair interface 14 comprises a thick sheet metal plate that extends throughout the vertical cross-section of the vehicle and is provided with a central opening to allow passage between the vehicle cabin and the central section of the vehicle.
- the dedicated repair interface 14 can include conduits for electrical and mechanical connections for the required equipment that can be used to operate the railway vehicle 2.
- the sheet metal plate welded to the frame structure of the central section. It provides high dimensional stability and accuracy so that, at the manufacturing stage, it can act as an integrated production device, and as a dimensional reference during repairs.
- the sheet metal plate is connected to the frame of the vehicle cabin via permanent (e.g. a welded) or detachable (e.g. a riveted or screwed) connections.
- the vehicle cabin 12 includes a rigid section 18 and a front section 16.
- the vehicle cabin 12 is supported by a cabin base 17 (some of which may not be shown) and a cabin roof 15 is supported by the rigid section 18 and front section 16.
- the rigid section 18 is positioned between the repair interface 14 and the front section 16 and comprises a bracing ring that extends perpendicular to the longitudinal axis.
- the cross-sectional bracing ring has to be resistant to bending and torsion, and is advantageously formed of structural tubing.
- this ring On each lateral side of the vehicle, this ring also forms the front doorpost of a lateral exit 20 that can be used both for entering the cabin and as escape exit.
- the rear doorposts 19 are formed by a reinforced frame member welded or otherwise rigidly connected to the repair interface 14.
- the rear doorposts are rigidly connected to the ring via a rigid part of a longitudinal girder 23 of the vehicle base and an upper frame member 40.
- This connection is also reinforced by a central girder (not shown) extending in the longitudinal centre plane of the vehicle.
- a survival space is located within the rigid section 18, so that in the event of an emergency, the driver can flee from the front section 16 where the instrument panel and the driver's seat are located and shelter in the survival space.
- the front section 16 comprises at least one deformable region that has a lower resistance to deformation compared to the rigid section 18.
- the front section 16 comprises load-bearing frame members 23, 26, 30, 32, 34 and 44.
- These frame members can be made of, among other materials but not limited to, steel, mild steels, fibreglass, aluminium, carbon fibre, laminates thereof, or any other such material, subassembly or component that is suitable for the purpose of the front section 16.
- the load-bearing frame members 23, 26, 30, 32, 34, and 44 have a predetermined limitation of their bending strength.
- the girder 23 extends longitudinally towards the front of the front section 16 and includes at least one oblong section removed, which defines a base deformable region 24.
- the base deformable region 24 provides energy absorption through longitudinal crumpling and/or buckling.
- the headstock frame member 26 Connected to the front end of the shock absorbing girder 23, and adjacent to the base deformable region 24, is a headstock frame member 26.
- the headstock frame member 26 extends a distance between the sides of the vehicle cabin 12, and supports the front portion of the front section 16. Further supported on the headstock frame member 26 can be sub-assemblies including, but not limited to, buffers, couplings, cowcatchers, bull-bars, anti-climbing devices or further non structural energy absorbing elements that do not support parts of the body of the vehicle and allow energy absorption via dynamic plastic deformation.
- the headstock frame member 26 On top of, and/or adjacent, to the headstock frame member 26 is connected at least one lower frame member 30 which inclines at an angle towards the front of the vehicle cabin 12, wherein the top of the lower frame member 30 is centrally disposed at a distance between the cabin base 17 and cabin roof 15 of the vehicle cabin 12.
- the lower frame member 30 can redirect impact energy that can impinge on the top of the lower frame member 30, towards the shock absorbing girder 23 and into the base deformable region via the headstock frame member 26.
- a lower deformable region 31 is positioned at the base of the lower frame member 30.
- the lower deformable region 31 can provide energy absorption by compressions or crumpling and/or act as a hinge for bending or buckling due to a collision with an obstacle.
- the lower deformable region 31 promotes deformation of the lower frame member 30 in a direction towards the interior of the vehicle cabin 12.
- a central frame member 32 Connected adjacent to the top of the lower frame member 30 is a central frame member 32, which extends in the transverse dimension between the sides of the vehicle cabin 12. Further, adjoining the top of the lower frame member 30 is at least one upper frame member 34. Substantially near the adjoining region of the upper frame member 34 and the lower frame member 30 is a central deformable region 36. In this instance, the central deformable region 36 is positioned above the connection of the central frame member 32 and the lower frame member 30.
- the positioning of the central frame member 32 and the lower frame member 30 aids the deformation and deflection of the central deformable region 36, in the event of a collision, towards the interior of the vehicle cabin 12.
- the central deformable region 36 is made of two essentially opposing non-intersecting semi-circular removed sections, this gives the property of rotational deformation to the lower and upper frame members 30 and 34.
- the upper frame member 34 may be composed of a material with a high stiffness, this prevents an obstacle from fully penetrating the vehicle cabin 12 in a collision.
- At least one upper deformable region 38 is located either adjacent to the top of the upper frame member 34, or within the top of the upper frame member 38. Adjacently connected to either the upper frame member 34, or the upper deformable region 38 is at least one first roof frame member 40. At least one first roof deformable region 42 is located near the end of the first roof frame member 40 that is adjacent to the upper frame member 34 or the upper deformable region 38. The first roof frame member 40 extends towards the rear of the vehicle cabin 12 above the rigid section 18 ending at the dedicated repair interface 14. Adjacent and above the first roof frame member 40 is a second roof frame member 44 with at least one second roof deformable region 46 disposed within it. The second roof deformable region 46 is adjacent to the first roof deformable region 42.
- the first roof deformable region 40 includes at least two longitudinally spaced holes, which act, as a hinge, to provide energy absorption by rotation through an axis of rotation located between the two holes. Further the holes can act as a longitudinal energy absorption mechanism, in the form of a crumpling or buckling effect.
- the second roof deformable region 46 comprises semi-circular corrugations within the top and lower edges of the second roof frame member 44. The second roof deformable region 46 performs energy absorption by longitudinal crumpling or buckling to further minimise the transmission of impact energy to the rear of the vehicle cabin 12.
- the front section 16 will controllably collapse to absorb the kinetic energy of the impact.
- the lower, central, upper deformable regions, respectively 31, 36, 38 do not fully deform since the obstacle is flat-faced and does not penetrate into the vehicle cabin 12.
- the base, first and second roof deformable regions, respectively 24, 42, and 46 will absorb the kinetic energy of the impact generally in the longitudinal direction by crumpling or buckling in the longitudinal direction.
- the deformable regions 31, 36, 38 24, 42, and 46 co-operate to adapt to the contours of the obstacle and absorb the kinetic energy of the impact.
- the base and roof frame members 23, 40, and 44 typically undergo a rotational and/or bending deformation, such that the members rotate inwards to the vehicle cabin 12 about the deformable regions 24, 42 and 46.
- the central deformable region 36 then deflects and undergoes a rotational and/or bending deformation about the central deformable region 36.
- the obstacle pushes the central deformable region 36 further into the vehicle cabin 12.
- the upper frame members 34 prevent the obstacle from actually penetrating and/or puncturing the vehicle cabin 12. This is where the full surface area of the vehicle cabin 12 begins to dramatically absorb the kinetic energy of the impact, eventually stopping the forward momentum of the obstacle.
- the lower, upper, first and second roof, and base deformable regions, 31, 38, 42, 46 and 24 respectively undergo further rotational deformation absorbing the energy of impact as much as possible.
- the remaining impact energy is also transferred by compressing the lower and upper deformable regions 31 and 38 towards the base and roof frame members 23 and 40, 44.
- This remaining impact energy is absorbed within the base and roof deformable regions 24, 42 and 46 by a longitudinal compression of these deformable regions.
- the kinetic energy of the impact is effectively transferred away from the occupants of the vehicle cabin 12.
- the front section 16 will adapt to the shape of the obstacle and absorb as much kinetic energy as possible by the deformation of the central deformable region 36 and the other deformable regions 31, 38, 42, 46 and 24.
- the occupants of the vehicle cabin 12 are pushed back, by the deforming front section 16, into the survival space located in the rigid section 18.
- the occupants can be pushed towards the survival space by the drivers console which can be within the front section 16 of the vehicle cabin 12, or they can take refuge within the survival section.
- the rigid section 18 protects the dedicated repair interface 14 from the obstacle and/or portions of the vehicle cabin 12 that can damage the dedicated repair interface 14 and prevents transmission of bending torque to the dedicated repair interface 14.
- the deformed vehicle cabin 12 can be replaced. This is performed by disconnecting the deformed vehicle cabin 12 from the sheet metal plate of the dedicated repair interface 14.
- the replacement vehicle cabin 12 will be welded or otherwise affixed to the plate so that the central section 10 of the railway vehicle 2 can be re-used, giving a improved savings on maintenance and operating costs.
- the vehicle cabin 12 could have one or more further dedicated repair interfaces, and/or one or more further collapsible regions, that can be used to only replace those damaged portions of the vehicle cabin 12.
- a dedicated repair interface, and/or a central interface for mating the dedicated repair interface may be placed between the rigid section 18 and the front section 16 of the vehicle cabin 12. This will ensure that only the front section 16 is replaced for collisions that do not damage the section of the vehicle cabin 12 that includes the rigid section 18.
- This concept can be followed to even smaller portions of the vehicle cabin 12 being replaceable after deformation.
- the front section 16 may have further dedicated repair interfaces, and/or mating central interfaces, attached to portions of the front section 16 that may be damaged so that only that portion is repaired and/or replaced in a collision.
- references to a "railway vehicle” or “railway vehicles” is not to be taken to be limited to a particular type of rail transport, but are to be interpreted as embracing all types of railway vehicles, including but not limited to rail vehicles, trains, passenger carriages, cargo carriages, locomotives, trams, guided vehicles and transports, and the like.
- the terms “railway vehicle” and “railway vehicles” are used herein to refer to this generic group of items, unless otherwise specified.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Life Sciences & Earth Sciences (AREA)
- Wood Science & Technology (AREA)
- Automation & Control Theory (AREA)
- Body Structure For Vehicles (AREA)
Claims (8)
- Véhicule de chemin de fer (2) définissant une direction longitudinale et comprenant :une section centrale (10) ;une cabine de véhicule (12) qui est plus courte que la section centrale, la cabine de véhicule (12) comprenant une section avant repliable (16) qui subit un pliage contrôlé en cas de collision ; et au moins une section rigide (18) située entre la section avant (16) et la section centrale (10), la section avant (16) ayant une résistance moins importante à la déformation que la section rigide (18), la section rigide (18) comprenant une structure annulaire renforcée (21) s'étendant dans un plan vertical perpendiculaire à la direction longitudinale ;caractérisé en ce que le véhicule de chemin de fer (2) comprend en outre :au moins une interface de réparation dédiée (14) pour fixer de manière amovible la cabine de véhicule (12) à la section centrale (10), dans lequel la structure annulaire (21) est raccordée rigidement, via des éléments de châssis longitudinaux rigides (23, 40), à des éléments de châssis rigides arrière (19) s'étendant dans un autre plan transversal vertical situé entre la structure annulaire (21) et l'interface de réparation dédiée (14) et les éléments de châssis rigides arrière (19) sont rigidement fixés à l'interface de réparation dédiée (14).
- Véhicule de chemin de fer (2) selon la revendication 1, dans lequel l'interface de réparation dédiée (14) est dans un plan d'interface géométrique perpendiculaire à la direction longitudinale
- Véhicule de chemin de fer (2) selon la revendication 1, dans lequel l'interface de réparation dédiée (14) comprend une plaque métallique en feuille épaisse s'étendant dans le plan d'interface perpendiculaire à la direction longitudinale.
- Véhicule de chemin de fer (2) selon l'une quelconque des revendications précédentes, dans lequel la section rigide (18) est telle qu'elle ne se déforme pas en cas de collision avant entre le véhicule de chemin de fer avec un wagon de marchandise à quatre essieux UIC 571-2 avec une masse de 80 tonnes, équipé de pare-chocs latéraux, à une vitesse de 36 km/h.
- Véhicule de chemin de fer (2) selon l'une quelconque des revendications précédentes, dans lequel la section rigide (18) est telle qu'elle ne se déforme pas en cas de collision du véhicule de chemin de fer à une vitesse de 110 km/h à un passage à niveau avec un camion de 15 tonnes représenté par une masse rigide présentant une surface verticale pour l'impact.
- Véhicule de chemin de fer (2) selon l'une quelconque des revendications précédentes, dans lequel la cabine de véhicule (12) comprend en outre le tableau de bord d'un conducteur positionné dans la section avant (16) pour conduire le véhicule de chemin de fer (2).
- Véhicule de chemin de fer (2) selon l'une quelconque des revendications précédentes, dans lequel la cabine de véhicule (12) comprend en outre un espace de survie situé dans la section rigide (18).
- Procédé pour fabriquer ou modifier un véhicule de chemin de fer (2) comprenant l'étape consistant à installer la cabine de véhicule (12) et l'interface de réparation dédiée (14) selon l'une quelconque des revendications 1 à 7.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PL11184018T PL2407367T3 (pl) | 2004-03-01 | 2005-02-28 | Pojazd kolejowy z odkształcalną kabiną maszynisty z wyspecjalizowanym interfejsem naprawczym |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
GB0404523A GB2411633A (en) | 2004-03-01 | 2004-03-01 | Railway vehicle with cabin having a collapsible front section |
EP05707657A EP1768883B1 (fr) | 2004-03-01 | 2005-02-28 | Vehicule ferroviaire avec une cabine de conduite deformable avec une interface specialisee pour la preparation |
Related Parent Applications (3)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP05707657A Division-Into EP1768883B1 (fr) | 2004-03-01 | 2005-02-28 | Vehicule ferroviaire avec une cabine de conduite deformable avec une interface specialisee pour la preparation |
EP05707657A Division EP1768883B1 (fr) | 2004-03-01 | 2005-02-28 | Vehicule ferroviaire avec une cabine de conduite deformable avec une interface specialisee pour la preparation |
EP05707657.2 Division | 2005-02-28 |
Publications (3)
Publication Number | Publication Date |
---|---|
EP2407367A2 EP2407367A2 (fr) | 2012-01-18 |
EP2407367A3 EP2407367A3 (fr) | 2012-04-25 |
EP2407367B1 true EP2407367B1 (fr) | 2015-10-14 |
Family
ID=32051089
Family Applications (2)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP05707657A Active EP1768883B1 (fr) | 2004-03-01 | 2005-02-28 | Vehicule ferroviaire avec une cabine de conduite deformable avec une interface specialisee pour la preparation |
EP11184018.7A Active EP2407367B1 (fr) | 2004-03-01 | 2005-02-28 | Véhicule de chemin de fer doté d'une cabine conducteur déformable avec une interface de réparation dédiée |
Family Applications Before (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP05707657A Active EP1768883B1 (fr) | 2004-03-01 | 2005-02-28 | Vehicule ferroviaire avec une cabine de conduite deformable avec une interface specialisee pour la preparation |
Country Status (6)
Country | Link |
---|---|
EP (2) | EP1768883B1 (fr) |
ES (2) | ES2394213T3 (fr) |
GB (1) | GB2411633A (fr) |
NO (1) | NO334391B1 (fr) |
PL (2) | PL2407367T3 (fr) |
WO (1) | WO2005085032A1 (fr) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
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RU172293U1 (ru) * | 2017-01-13 | 2017-07-04 | Общество с ограниченной ответственностью "Всесоюзный научно-исследовательский центр транспортных технологий" (ООО "ВНИЦТТ") | Грузовой вагон |
Families Citing this family (9)
Publication number | Priority date | Publication date | Assignee | Title |
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AT503688B1 (de) * | 2004-10-19 | 2008-04-15 | Siemens Transportation Systems | Schienenfahrzeug mit vertikal verlaufenden rammsäulen |
DE102006043923B4 (de) * | 2006-09-14 | 2009-12-03 | Voith Turbo Lokomotivtechnik Gmbh & Co. Kg | Lokomotivkasten |
DE102006043925B4 (de) * | 2006-09-14 | 2014-07-17 | Voith Turbo Lokomotivtechnik Gmbh & Co. Kg | Lokomotive |
DE102006043924B4 (de) * | 2006-09-14 | 2009-01-02 | Voith Turbo Lokomotivtechnik Gmbh & Co. Kg | Lokomotive |
CZ2006736A3 (cs) * | 2006-11-24 | 2008-01-16 | Ĺ KODA TRANSPORTATION s. r. o. | Kabina železničního vozidla s definovanou deformací |
AU2009290832B2 (en) | 2008-09-15 | 2012-04-12 | Voith Patent Gmbh | Vehicle front-end for mounting to the front face of a track-bound vehicle, in particular a rail vehicle |
RU2558400C2 (ru) | 2010-09-20 | 2015-08-10 | Бомбардир Транспортацион Гмбх | Легкая композитная структура кабины рельсового транспортного средства |
US10850748B2 (en) | 2015-12-18 | 2020-12-01 | Alstom Transport Technologies | Electrical equipment compartment for integration in a deformable driver cabin for an urban railway vehicle |
DE102017112619A1 (de) | 2017-06-08 | 2018-12-13 | Bombardier Transportation Gmbh | Schienenfahrzeug mit Sicherheitsfahrerkabine |
Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0888946B1 (fr) * | 1997-07-02 | 2003-09-24 | Alstom DDF | Véhicule ferroviaire comportant au moins un module d'extrémité interchangeable |
Family Cites Families (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2712950B1 (fr) | 1993-11-25 | 1995-12-29 | Gec Alsthom Transport Sa | Dispositifs et procédé d'amortissement de choc, ossature et véhicule comportant de tels dispositifs d'amortissement de choc. |
DE4343800A1 (de) * | 1993-12-22 | 1995-06-29 | Transtec Gmbh | Kopfmodule für Schienenfahrzeug-Trieb- und Steuerwagen |
FR2747633B1 (fr) * | 1996-04-19 | 2003-01-31 | Alstom Ddf | Vehicule ferroviaire a cabine de conduite comportant une structure absorbeuse d'energie a deformation progressive |
DE19725905A1 (de) | 1997-06-13 | 1998-12-17 | Abb Daimler Benz Transp | Schienenfahrzeug mit einem Kopfmodul aus einem Faserverbundwerkstoff |
FR2818224B1 (fr) * | 2000-12-18 | 2003-01-24 | Alstom | Vehicule ferroviaire a cabine de conduite comportant une structure absorbeuse d'energie adaptee a une collision au dessus du chassis du vehicule |
JP2003095097A (ja) * | 2001-09-25 | 2003-04-03 | Hitachi Ltd | 軌条車両 |
-
2004
- 2004-03-01 GB GB0404523A patent/GB2411633A/en not_active Withdrawn
-
2005
- 2005-02-28 EP EP05707657A patent/EP1768883B1/fr active Active
- 2005-02-28 WO PCT/EP2005/002091 patent/WO2005085032A1/fr active Application Filing
- 2005-02-28 PL PL11184018T patent/PL2407367T3/pl unknown
- 2005-02-28 PL PL05707657T patent/PL1768883T3/pl unknown
- 2005-02-28 EP EP11184018.7A patent/EP2407367B1/fr active Active
- 2005-02-28 ES ES05707657T patent/ES2394213T3/es active Active
- 2005-02-28 ES ES11184018.7T patent/ES2559017T3/es active Active
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2006
- 2006-09-28 NO NO20064399A patent/NO334391B1/no unknown
Patent Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0888946B1 (fr) * | 1997-07-02 | 2003-09-24 | Alstom DDF | Véhicule ferroviaire comportant au moins un module d'extrémité interchangeable |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
RU172293U1 (ru) * | 2017-01-13 | 2017-07-04 | Общество с ограниченной ответственностью "Всесоюзный научно-исследовательский центр транспортных технологий" (ООО "ВНИЦТТ") | Грузовой вагон |
Also Published As
Publication number | Publication date |
---|---|
ES2394213T3 (es) | 2013-01-23 |
EP2407367A3 (fr) | 2012-04-25 |
NO20064399L (no) | 2006-09-28 |
PL2407367T3 (pl) | 2016-03-31 |
EP2407367A2 (fr) | 2012-01-18 |
NO334391B1 (no) | 2014-02-24 |
WO2005085032A1 (fr) | 2005-09-15 |
GB0404523D0 (en) | 2004-03-31 |
EP1768883B1 (fr) | 2012-10-17 |
EP1768883A1 (fr) | 2007-04-04 |
GB2411633A (en) | 2005-09-07 |
PL1768883T3 (pl) | 2013-01-31 |
ES2559017T3 (es) | 2016-02-10 |
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