EP2918473B1 - Vehicle header module for a railborne vehicle, in particular rail vehicle having a reinforced frame structure for the front panel and front panel for the vehicle header module - Google Patents

Description

The invention relates to a vehicle head for a track-bound vehicle, in particular rail vehicle, wherein a recess is provided, in which a windscreen can be inserted and the windshield is selectively connected directly from the frame of the vehicle head or a separate window frame to the vehicle head and a frame for receiving a windshield for mounting on a vehicle head for a tracked vehicle.

Vehicle heads for attachment to the front side of a track-bound vehicle, in particular a rail vehicle are known in various designs from the prior art.

The publication GB 2 411 630 A discloses a frame for a vehicle cabin of a rail vehicle, the frame being constructed of frame members defining the front, bottom and roof parts as well as the lateral parts of the vehicle cabin. The frame known from this prior art has a plurality of compliant regions distributed on the frame members. In the event of a crash, that is to say in a collision of a rail vehicle equipped with the vehicle head known from the prior art with another rail vehicle or another obstacle as a collision opponent, the yielding regions yield, so that the frame can at least partially adapt to the contours of the collision opponent , whereby the collision initiated in the frame impact energy is at least partially degraded. In order to allow the driver of such a rail-bound vehicle a large overview, is provided in the vehicle heads described in the prior art usually a large area windshield. This windscreen extends over a large part of the front and is on their edges connected via appropriate tools with the vehicle head at least indirectly.

In order to provide such a connection, it is provided either to arrange the windshield directly on the vehicle head in a frame which is integrated with the vehicle head, or the windscreen is provided with a corresponding window frame, which in turn can be introduced into the frame of the vehicle head.

In the aforementioned crash case, however, there is the disadvantage that the windshield breaks due to the deformation of the vehicle head in several large parts and so represents a danger to the driver or as a whole penetrates into the cab. The previously defined security space for the vehicle driver has broken down and the necessary secure integrity is no longer given.

In order to avoid penetration of the windscreen in the cab, is off DE 10 2007 007 594 A1 an embodiment of a windshield assembly comprising the windshield and its holding device known, which is weakened in a transition region between a lower portion and an upper portion relative to the upper portion such that these in a predetermined frontal crash situation in the transition region a defined failure of the windshield assembly allows. This allows a defined folding of the lower portion relative to the upper portion and at the same time prevents the loads acting in the crash are passed freely into the upper portion of the windshield assembly.

The object of the invention is to at least partially allow for a possible crash case integrity of the front window contained in the vehicle head, which undergoes a targeted move out of the deformation region in the event of a crash and a depression of the windscreen is avoided in the cab.

The object of the invention results from the features of claims 1 and 8. The subject matter of claim 1 is a frame for receiving a windscreen, which is provided for arrangement on a vehicle head. Subject matter of claim 8 is a vehicle head with a frame for receiving a windshield. Advantageous embodiments are given in the dependent claims.

The deformation elements in the form of beads cause the windscreen receives in the event of a crash due to the bead corresponding movement space and so can change their position relative to the vehicle head. In a preferred embodiment, the single deformation element is designed as circumferentially around the windshield completely extending bead.

The solution of the problem is thus that the windscreen arranged in the vehicle head on the frame / window frame as at least partially, preferably completely running around the windscreen bead designed deformation element provides. The deformation element can be executed on the frame or in this integrated.

In the event of a crash, the windscreen is intentionally moved out of the connection environment in the event of deformation and possibly destruction, so that the occupants in the driver's cab are not injured. The windshield is destroyed (small cracks and / or crack nets), but falling into the survival space of the driver is prevented by the frame. Due to the possible path that the pane can make in the event of a crash, it is not pushed or pulled out of the window frame. Fragments are not cut out of the disc and thus can not endanger the driver. The penetration of large outer shell material, such as fiberglass is avoided and thus protects the driver.

The basic idea of the invention is to at least partially preserve the integrity of the windscreen even in the event of a crash. This is achieved in that, in the case of the corresponding deformation of the vehicle head, the windscreen can break out of the frame or window frame holding it, so that the deformation energy is no longer transmitted to the windscreen. This is achieved in a particularly advantageous embodiment in that the frame holding the windshield has a predetermined breaking point at least in some areas. This predetermined breaking point causes the windshield of the frame of the vehicle head, which undergoes deformation in the event of a crash, can separate or elastically deform.

There are provided different embodiments, which make it possible that the windscreen even in the event of a crash remains. Although small fragments can not be avoided, the disc is defective, but still in the composite. This brings, inter alia, the significant advantage that the space in which the driver is located, on the one hand remains at least partially covered by the windshield, but also that it is avoided that in itself resulting from a break in the windshield Fragments can not get into the driver's cab and possibly injure the driver.

Technically, this is achieved in that corresponding predetermined breaking points are provided on the frame. The predetermined breaking points can be executed and provided in different ways. Preferably, the at least one deformation element has such a predetermined breaking point. The predetermined breaking point or trigger point is in particular adjacent to the disc in a predefined, in particular sufficient distance, so that a defined deformation in the event of a crash is possible. Depending on the arrangement of the predetermined breaking point, the disk can move out of the vehicle head with a reinforced region, in particular a frame part, enclosing it in the circumferential direction.

• geometrische Ausführung des einzelnen Verformungselementes
• Dimensionierung des einzelnen Verformungselementes
• Material des einzelnen Verformungselementes

The predetermined breaking point can be defined as a function of at least one parameter from the following group or a combination of these:

• geometric design of the individual deformation element
• Dimensioning of the individual deformation element
• Material of the individual deformation element

As a result, the behavior relating to the movement of the windscreen in the event of a crash can be decisively influenced by the definition of the predetermined breaking point and thus the response in the event of a crash.

In an advantageous embodiment, the at least one deformation element in the circumferential direction is arranged at least partially, preferably extending completely around the windshield. The latter possibility allows a complete detachment of the windscreen, while the former possibility offers the advantage of keeping the windscreen defined in the event of a crash.

The beads themselves can be designed in different ways. They are on the one hand arcuate, angular or have a round cross section in plan view.

Deformation elements can be arranged as individual elements or in series one behind the other. The series connection has the advantage that larger forces can be accommodated correspondingly in a small space up to the response of the predetermined breaking point.

The frame of the vehicle head can be constructed differently. This includes according to a first training for receiving a Driver's cab substantially deformation-resistant, self-supporting and formed from individual structural elements head structure and an outer shell connected to these. If the self-supporting head structure has an underbody structure which is connected in a material-locking and / or form-fitting manner to the other structural elements and / or outer shell of the self-supporting head structure, an optimized behavior in the event of a crash can be achieved in an advantageous manner.

In a second embodiment, the frame of the vehicle head is formed by an outer shell of the vehicle head.

Depending on the design of the frame of the vehicle head, there are different possibilities for the formation of the frame of the windshield. This can be formed according to a first embodiment directly through the frame of the vehicle head, in particular the structural elements and / or the outer shell of the vehicle head by this is integrated in the structural elements and / or the outer shell.

In an alternative second embodiment can also be provided that a separate window frame first surrounds the windscreen and this is then used together as a unit in the vehicle head or first a separate frame is connected to the frame of the vehicle head, in which then the windscreen is used , The deformation element can be arranged directly on the frame for the windscreen or the frame of the vehicle head or integrated in this. Integral solutions offer the advantage that they can already be taken into account during production and no additional connection areas need to be created.

In both cases, it is ensured that the impact energy is not significantly transferred to the windscreen and that breaks into large fragments and / or penetrates into the survival space. Rather, it is achieved that the windscreen as a whole changes its position relative to the vehicle head.

• Dimensionierung des Rahmens für die Frontscheibe
• Material
• geometrische Auslegung des Rahmens, insbesondere Längen-/Dickenverhältnis.

In a particularly advantageous development, it is provided to reinforce the frame for the windscreen in the area surrounding it in the circumferential direction relative to the remaining frame of the vehicle head in terms of its strength. The reinforcement of the frame for the windscreen can be adjusted by one of the following measures or a combination of these:

• Dimensioning of the frame for the windscreen
• material
• geometric design of the frame, in particular length / thickness ratio.

The reinforced version of the frame in connection with the deformation elements also allows for the response of the deformation elements a stable fixation of the windscreen in this, whereby the windshield when loosened from the vehicle head not released from the frame but still fixed in this moves.

• einem Kunststoff
• einem Faserverbund- bzw. Faserverbund-Sandwich-Werkstoff;
• ggf. auch Metall.

The frame for the windscreen can be made of a material from the following group of materials:

• a plastic
• a fiber composite sandwich composite material;
• possibly also metal.

There are a number of possibilities with regard to possible types of connection between the windshield and the frame. This will preferably take place cohesively and / or positively. Preferably, a cohesive connection is to be chosen because with this good damping properties and a uniform force in the event of a crash is given. Due to elastic deformation in the event of a crash, the adhesive seam can obtain the composite of frame and window with the help of the large elongation at break of the adhesive.

This applies analogously to the connection of the separate frame for the windscreen with the frame of the vehicle head. This is preferably also done cohesively and / or positively. The advantage of cohesive connection consists in the uniform application of force and tightness against moisture.

The invention is not limited to use predetermined breaking points on windscreens of vehicle heads of rail vehicles or in the connection area to the connection environment. Rather, intended breaking points should be provided on the frame for windows of rail vehicles, which are designed so that they have to absorb corresponding deformation energy in a crash.

Further advantageous embodiments will become apparent from the following description, the drawings and the claims.

Figur 1a

eine Seitenansicht auf den Fahrzeugkopf frei von der Außenhülle;

Figur 1b

eine perspektivische Ansicht auf einen Fahrzeugkopf eines schienengebundenen Fahrzeuges in Teildarstellung;

Figur 2a

ein erstes Ausführungsbeispiel einer Ausbildung einer Sollbruchstelle am Rahmen einer Frontscheibe;

Figur 2b

ein Detail aus Figur 2a;

Figur 3

in schematisiert vereinfachter Darstellung die Ausbildung des Rahmens für die Frontscheibe vom Rahmen des Fahrzeugkopfes beziehungsweise der Außenhülle;

Figur 4

in schematisiert vereinfachter Darstellung die Ausbildung des Rahmens für die Frontscheibe von einem separaten Rahmen;

Figur 5

eine Weiterentwicklung der Ausführung gemäß Figur 3;

Figur 6

eine Weiterentwicklung der Ausführung gemäß Figur 4;

Figur 7

mögliche Sickenformen.

Show it:

FIG. 1a

a side view of the vehicle head free of the outer shell;

FIG. 1b

a perspective view of a vehicle head of a rail-bound vehicle in partial view;

FIG. 2a

a first embodiment of a formation of a predetermined breaking point on the frame of a windshield;

FIG. 2b

a detail from FIG. 2a ;

FIG. 3

in a schematic simplified representation of the formation of the frame for the windshield of the frame of the vehicle head or the outer shell;

FIG. 4

in a schematic simplified representation of the formation of the frame for the windshield of a separate frame;

FIG. 5

a further development of the execution according to FIG. 3 ;

FIG. 6

a further development of the execution according to FIG. 4 ;

FIG. 7

possible bead shapes.

In the FIGS. 1a and 1b a vehicle head 1 for a rail vehicle is shown, which is arranged and fixed to a car body in the longitudinal direction thereto. This is characterized by an extension in the longitudinal direction, width direction and height direction. To clarify the individual Directions is a coordinate system created on the vehicle head. The X-direction corresponds to the longitudinal direction and coincides with the longitudinal direction of the rail-bound vehicle. The Y-direction corresponds to the width direction and coincides with the transverse direction of the rail-bound vehicle. The Z direction corresponds to the height direction.

In the vehicle head 1, a recess 12 is provided, in which a windshield 4 is optionally connected to the frame of the vehicle head 1 or to a separate frame. In the in the FIGS. 1a and 1b The vehicle head 1 comprises a substantially rigid for receiving a driver's cab, self-supporting and formed from individual structural elements 13 head structure 14 and connected to the structural elements 13 outer shell 2. The self-supporting Head structure 14 further comprises an underbody structure 3 and a roof area 5, preferably also an end wall 7. In the illustrated case, the structural elements 13 are formed by so-called A-pillars, which are designed extending on both sides of the longitudinal axis of the vehicle head 1 preferably in the longitudinal and vertical directions and which are connected to each other via the end wall 7 and the roof area 3 and the underbody structure 3.

At the front side of the outer shell 2, a windscreen 4 is provided. This windshield 4 extends in the illustrated embodiment of a roof area 5 up to the floor area 6 formed by the underbody structure 3 of the vehicle head 1. This gives a large area windscreen 4, which ensures a corresponding overview for the driver.

The structural elements 13 and the outer shell 2 itself are advantageously produced from a fiber composite. This fiber composite brings on the one hand the advantage that the vehicle head 1 is lightweight in terms of its weight, but also that a defined stability is given. In addition, this is designed so that it can absorb corresponding impact energy in the event of a crash, so in particular Supporting elements are designed such that they provide appropriate deformations at defined locations in the event of a crash.

The windscreen 4 is preferably made of single or multi-layer safety glass. The connection of the windscreen 4 in the recess 12 via a frame 8, which is the windscreen in the circumferential direction receiving or running around the windscreen 4 in the circumferential direction. The windscreen 4 can be made in one or more parts. The frame 8 is connected to the windscreen. The frame 8 can either be part of the head structure 14, in particular the outer shell 2 or the frame 8 is arranged separately on the windscreen 4 receiving or attached to this.

In the execution according to FIGS. 1a and 1b the frame 8 is formed directly from the outer shell 2 of the head structure 14. That is, no separate frame is required. According to the invention, the frame 8 has at least one deformation element 16. The deformation element 16 is preferably formed circumferentially around the windshield 4 completely circumferential and characterized by a predetermined breaking point.

The vehicle head 1 is exemplary. This has further second structural elements 15, which are articulated, supported or supported on the head structure 14. By way of example, energy consumption devices are reproduced here.

The FIGS. 2a and 2b show with reference to a section of the outer shell 2 of the vehicle head 1, such as in FIGS. 1a and 1b executed, a first embodiment of the invention. The frame 8 has a deformation element 16. This deformation element 16 is intended to receive at least part of the impact energy generated by the crash and to deform such that the windscreen 4 can move freely out of the frame 8. Such a deformation element may be a bead 9. The bead 9 has an angular view in plan view. It is suitable for being able to deform the bead 9 in one or more directions of arrow 10 with corresponding impact energy which acts on the outer shell in the event of a crash. As a result, the disc 7 from the Frame 8 released and can now move freely in the direction of the impact energy without breaking it.

If one transfers this for example to the illustration according to FIG. 1a. 1 , so in particular in the lower part of the windshield 4 attachment of such a bead 9 is advantageous. The disk 7 would then move in the direction of arrow 11 when the impact energy (arrow S) acts in the appropriate direction as shown. The outer shell 2 would then be deformed by the impact energy S accordingly. However, the windshield 4 remains as a whole on the outer shell lie in this area and moves only in the direction of arrow 11 (FIG. FIG. 1b ).

Basically, the beads 9 may be formed in different shapes. The aim is to the deformation energy that is provided by the impact energy can act on the frame 8 of the windshield 4, such that the frame is at least partially deformed or broken so that the preferably made of safety glass windscreen can then move freely, so a break is avoided. Coring geometries in cross section in triangular, rectangular or rounded, as in FIG. 7 exemplified, conceivable.

The FIGS. 3 and 4 Schematically simplified example shows possible connections of the windshield 4 to a frame 8. According to FIG. 3 the frame 8 is formed by the outer shell 2 of the head structure 14. The frame 8 is formed on the outer shell 2 and has a joining region 21 and a deformation region 22, the deformation region 22 comprising the at least one deformation element 16. In this case, the joining region 21 forms the region in which the connection to the windshield 4 takes place, in this case by a bonded connection 17 in the form of an adhesive bond. In this case, the deformation region 22 connects directly to the joining region 21, so that the connection 17 can be designed for a case independent of the crash case and also in the event of a crash the front screen 4 directly after the joining region 21, ie the connection to the frame 8 is separated from this.

The FIG. 4 on the other hand illustrates an embodiment with connection of the windscreen 4 via a separate frame 8 to the outer shell 2 and the head structure 14. In this case, the frame has a joining region 21, within which the connection with the windscreen 4 is arranged. Furthermore, the frame 8 has a deformation region 22, within which the at least one deformation element 16, in particular the bead 9 is arranged. This is integrated here in the frame 8 and preferably between the two connection areas for connection to the windscreen 4 - the connection 19 - and the connection 20 for connecting the frame 8 with the head structure 14, in particular the outer shell 2 is arranged. In the event of a crash thus breaks the frame 8 with the windshield 4 from the outer shell. 2

The FIGS. 5 and 6 show embodiments according to the FIGS. 3 and 4 , which are characterized by additional reinforcing elements in the frame 8 and / or the outer shell 2. The FIG. 5 illustrates an embodiment according to FIG. 4 with reinforcement of the separate frame 8. The reinforced area is denoted by 19. Furthermore, the outer shell 2 of the head structure 14, the connection region, ie the connection 18 to the frame 8 is executed reinforced amplified. The reinforced area is designated 20.

The FIG. 6 shows by an embodiment of the FIG. 3 the reinforcement of the frame 8, formed by the outer shell 2 of the head structure 14 of the vehicle head 1. The reinforcing regions are denoted by 19 and 20.

In all versions according to the FIGS. 3 to 6 the frame 8 and the outer shell 2 are preferably made of plastic, particularly preferably made of fiber composite material. The individual reinforcing regions 19, 20 can be formed by foam cores around which the construction of the frame 8 or the outer shell 2 takes place.

LIST OF REFERENCE NUMBERS

1

vehicle head

2

outer shell

3

Underbody structure

4

windscreen

5

roof

6

Floor area / lower area

7

front

8th

frame

9

Beading

10

arrow

11

arrow

12

recess

13

structural elements

14

head structure

15

further structural elements

16

flexure

17

connection

18

connection

19

reinforced area

20

reinforced area

21

Joining / connection area

22

deformation zone

S

Arrow / impact energy

Claims (24)

1. Frame for receiving a windscreen, said frame being provided for arranging on a vehicle head of a rail-bound vehicle, in particular rail vehicle, wherein the frame (8) for the windscreen (4) has at least one deformation element (16) which can correspondingly absorb energy and dissipate same by targeted deformation in such a manner that the windscreen (4) moves out of the frame (8) without large broken pieces, preferably free from broken pieces, characterized in that the at least one deformation element (16) is designed as a bead (9) running at least partially, preferably completely, around the windscreen in the circumferential direction.
2. Frame according to Claim 1, characterized in that the at least one deformation element (16) should be arranged at a defined distance from the window pane.
3. Frame according to Claim 1 or 2, characterized in that the at least one deformation element has a predetermined breaking point.
4. Frame according to Claim 3, characterized in that the predetermined breaking point can be defined as a function of at least one parameter from the following group or a combination therefrom:

   - geometrical design of the individual deformation element

   - dimensioning of the individual deformation element

   - material of the individual deformation element.
5. Frame according to one of Claims 1 to 4, characterized in that a plurality of deformation elements arranged one behind another in series is provided.
6. Frame according to one of the preceding claims, characterized in that it is provided for use with a windscreen (4) which is composed of single- or multi-layered safety glass.
7. Frame according to one of the preceding claims, characterized in that the deformation element is arranged on the outer circumference of the frame or is integrated therein.
8. Vehicle head for a rail-bound vehicle, in particular rail vehicle, wherein a recess into which a windscreen can be fitted is provided in the vehicle head, wherein the windscreen is either connected directly to the frame of the vehicle head or to the vehicle head on a separate frame, the frame (8) for the windscreen (4) has at least one deformation element (16) which can correspondingly absorb energy and dissipate same by targeted deformation in such a manner that the windscreen (4) moves out of the frame (8) and/or vehicle head without large broken pieces, preferably free from broken pieces; characterized in that the at least one deformation element is designed as a bead (9) running at least partially, preferably completely, around the windscreen in the circumferential direction.
9. Vehicle head according to Claim 8, characterized in that the at least one deformation element is arranged on the frame or integrated therein at a defined distance from the window pane.
10. Vehicle head according to Claim 8 or 9, characterized in that the at least one deformation element has a predetermined breaking point.
11. Vehicle head according to Claim 10, characterized in that the predetermined breaking point can be defined as a function of at least one parameter from the following group or a combination therefrom:

    - geometrical design of the individual deformation element

    - dimensioning of the individual deformation element

    - material of the individual deformation element.
12. Vehicle head according to one of Claims 8 to 11, characterized in that a plurality of deformation elements arranged one behind another in series is provided.
    the individual deformation element is designed as a bead running around the windscreen in the circumferential direction.
13. Vehicle head according to one of Claims 8 to 12, characterized in that the windscreen (4) is composed of single- or multi-layered safety glass.
14. Vehicle head according to one of Claims 8 to 13, characterized in that the frame for the windscreen in the region surrounding the latter in the circumferential direction is formed reinforced in relation to the vehicle head in respect of the strength (19, 20) thereof.
15. Vehicle head according to Claim 14, characterized in that the reinforcement of the frame for the windscreen can be set by one of the following measures or a combination there:

    - dimensioning of the frame for the windscreen

    - material

    - geometrical design.
16. Vehicle head according to one of Claims 8 to 15, characterized in that the frame for the windscreen is formed from a material from the following group of materials:

    - a plastic

    - a fibre composite material or fibre composite sandwich material.
17. Vehicle head according to one of Claims 8 to 16, characterized in that the vehicle head comprises a head structure (14)' which, for receiving a vehicle driver's cab, is substantially deformation-resistant, self-supporting and formed from individual structural elements, and an outer casing (2) which is connected to said head structure.
18. Vehicle head according to Claim 17, characterized in that the self-supporting head structure has an underbody structure (3) which is connected to the other structural elements and/or outer casing of the self-supporting head structure in an integrally bonded and/or form-fitting manner.
19. Vehicle head according to one of Claims 8 to 18, characterized in that the frame of the vehicle head is formed by an outer casing.
20. Vehicle head according to one of Claims 17 to 19, characterized in that the frame for the windscreen is formed by structural elements of the self-supporting head structure or the outer casing.
21. Vehicle head according to one of Claims 17 to 19, characterized in that the frame for the windscreen is formed by a separate frame (8) which is connected to the frame of the vehicle head.
22. Vehicle head according to one of Claims 17 to 19, characterized in that the windscreen is connected to the frame for the windscreen in an integrally bonded and/or form-fitting manner.
23. Vehicle head according to Claim 22, characterized in that the separate frame for the windscreen is connected to the frame of the vehicle head in an integrally bonded or form-fitting manner.
24. Vehicle head according to one of Claims 8 to 23, characterized in that the frame of the vehicle head is formed from a material selected from the following group of materials:

    - a plastic

    - a fibre composite material or fibre composite sandwich material.

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