TECHNICAL FIELD OF THE INVENTION

[0001] The present invention relates to a detrainment assembly for egressing from a rail vehicle, in particularly in an emergency situation.

BACKGROUND ART

[0002] In order to enable passenger detrainment on routes that includes specific sections with side access restrictions such as in tunnels, concepts allowing front end evacuation have been developed. Front end passenger detrainment can be carried out in two ways. One involves another train which is driven up to the defective train so that the doors at the adjacent ends of each train can be opened to allow the passengers to pass from the defective train into the other train. Another The other one is used in situations where no other train is available or where it is imperative to detrain passengers from the defective train very quickly. This method involves the driver opening the door at one end of the train, preferably the front end, unfolding a set of steps, a ramp or a ladder and then detraining the passengers to the track using this set of steps, ramp or ladder.

[0003] EP 1 694 547 discloses such an escape device for a rail vehicle comprising an emergency door integrated into a front of the rail vehicle and a movable bridge for bridging a coupler of the rail vehicle. The bridge is associated with the emergency exit door and movable from a storage position into an operational position. The bridge is located in its operational position completely above the coupler of the rail vehicle. Moreover, a foldable or telescopic ladder can be fixed at the protruding end of the bridge. The escape device allows both a train-to-train and a train-to-track evacuation of passengers. However, the passenger must clamber down the steep ladder, which is not necessarily very practical if no assistance personal is available. Moreover, the bridge is permanently hinged to the vehicle body at the lower edge of the doorway inside the vehicle. In a storage position, both the bridge and the ladder are placed in an upright position in front of the door, which means that it is not possible to enter or exit the vehicle through the door before the bridge has been pivoted to the operating position and the ladder removed or unfolded. This is particularly hampering for a rescue team or a service crew trying to enter the vehicle from outside.

[0004] GB 2 274092 discloses a door for rapidly detraining passengers from a rail vehicle comprising a swingable frame and a stair assembly. In a first mode of operation, the stair assembly is secured to the swingable frame and fills an opening defined by the frame. The frame and stair assembly are able to swing about the vertical axis to open and close the vehicle doorway. In the second mode of operation, the stair assembly can be moved about the horizontal axis from the position in which it is secured to the frame to a position in which it provides a pathway for passengers to the ground through the opening in the frame. This movement involves a pivoting movement of a first set of steps about a horizontal axis fixed relative to the door frame, followed by a pivoting movement of a second set of steps about a second pivot axis located at the free end of the first set of steps. Remarkably, both pivoting movements have the same direction of rotation, and a power system is needed to unfold the second set of steps. Moreover, the hinge system for opening and closing the door must be capable of supporting both the door and the stair. The door assembly is particularly bulky and heavy. All in all, the system is particularly complex and its reliability in case of emergency might be questioned because of the necessary mechanical drive arrangement to unfold the second set of steps.

[0005] EP2748045 discloses and emergency exit unit for a rail vehicle, which can be detachably mounted at an end of a rail vehicle, said unit comprising a door frame, an upper door part and a lower door part. The upper door part is hinged to the upper edge of the door frame to pivot about a horizontal axis, whereas the lower door part is hinged to the lower edge of the door frame to pivot about a horizontal axis parallel to the pivot axis of the upper door part. In one embodiment, the lower door part can pivot to a horizontal position to be used as a detrainment bridge to pass from the rail vehicle to a neighbouring rail vehicle above a coupler. If necessary, an extension of the detrainment bridge can be unfolded to increase the overall length of the detrainment bridge. The lower door part is also equipped with a foldable ramp. In order to unfold and use the ramp to detrain, the lower door part has to be pivoted beyond the horizontal position towards the ground. This, however, is only possible is the coupler is short. The foldable ramp is permanently hinged to the lower door part while the extension is hinged to the foldable ramp. This results in a heavy and bulky lower door, which is not easy to operate manually in an emergency situation. Moreover, the foldable ramp in the folded position is located on top of the lower door part when the lower door part is used in the horizontal position as detrainment bridge. The resulting path for the passengers is uneven, and the passenger may fall when trying to escape to the neighbouring rail vehicle.

SUMMARY OF THE INVENTION

[0006] The foregoing shortcomings of the prior art are addressed by the present invention. More specifically, the invention aims at providing a passenger rail vehicle, which allows the detrainment of passengers from the train in both the first and second methods of detrainment in a simple and reliable way, and does not hamper personnel such as a rescue team or service crew trying to access the vehicle from outside.

[0007] To this effect, and according to a first aspect of the invention, there is provided a detrainment assembly for exiting a rail vehicle through an emergency exit doorway located at an end of the rail vehicle, the detrainment assembly comprising a door threshold to be permanently fixed at a lower edge and outside of the emergency exit doorway and a detrainment bridge, wherein the door threshold and the detrainment bridge are provided with hinge elements, the hinge elements being such as to provide, when engaged with one another, a hinged connection between the detrainment bridge and the door threshold for pivotably supporting the detrainment bridge relative to the door threshold about a horizontal pivot axis from a retracted, upright position down to a stretched-out, horizontal position, characterised in that the hinge elements can be disengaged from one another when the detrainment bridge is in the upright position so that the detrainment bridge in the upright position can be assembled to and disassembled from the door threshold.

[0008] The detrainment bridge is assembled to the door threshold only when required and otherwise stored in the rail vehicle so as not to impair access through the emergency exit doorway. In an emergency situation, the driver or a train crew member can retrieve the detrainment bridge from its storage location, open the end door, engage the detrainment bridge in the upright position with the door threshold and pivot the detrainment bridge to the horizontal operational position.

[0009] Preferably, the hinge elements, when engaged and when the detrainment bridge is in the stretched-out position, are interlocked and cannot be disengaged. Inadvertent disengagement of the hinged connection is thus prevented.

[0010] In accordance with an embodiment of the invention, the hinge elements are such as to be freely moveable in and out of engagement with one another when the detrainment bridge is in the upright position, by translation of the detrainment bridge relative to the door threshold in a direction perpendicular to the pivot axis, preferably a vertical direction. The operation to bring the hinge elements in and out of engagement with one another is very simple and ergonomic. The detrainment bridge in the upright position naturally falls into place and is interlocked with the door threshold as soon as it has started pivoting towards the stretched-out position.

[0011] Optionally, the door threshold is further provided with a cantilever stop against which the detrainment bridge in the stretched-out, horizontal position can bear to support the detrainment bridge in the stretched-out, horizontal position and prevent a downward pivoting movement of the detrainment bridge beyond the stretched-out, horizontal position. This layout is particularly adapted to a rail vehicle with a protruding coupler or anti-climber that might prevent a pivoting movement of the detrainment bridge beyond the stretched-out, horizontal position. The detrainment bridge can be used as bridge to access a neighbouring vehicle or as platform but is not intended to be used in an inclined position as a first section of a continuous ramp to the ground.

[0012] Preferably, the detrainment bridge comprises a main section provided with the hinge element of the detrainment bridge and with a main planar walking surface. Optionally, the detrainment bridge further comprises an extension section connected to the main section so as to be movable between a stored position and an extended position, wherein in the stored position the extension section is at least partially stored within a recessed part of the main section whereas in the extended position the extension section extends beyond the main section in a direction opposite to the hinge element of the detrainment bridge to form an extended planar walking surface coplanar with the main planar walking surface. The extension section may comprise a ribbed structure and the main section may have a complementary grooved pattern, such that in the stored position the ribbed structure of the extension section fits into the complementary grooved pattern of the main section to form a substantially continuous planar walking surface, and in the extended position the ribbed structure of the extension section extends beyond the main section in the direction opposite to the hinge element of the detrainment bridge to form together with the main section a ribbed planar walking surface. The extension section is preferably hinged to the main section so as to pivot through 180° about a pivot axis of the main section between the stored position and the extended position. Alternatively, the extension section can be linked to the main section by a slide link, that allows it to translate in a direction parallel to the walking surface. The extension section may be used when attempting to access a neighbouring vehicle that is not close enough to be accessed from the main section.

[0013] Optionally, the detrainment assembly further comprises a descending device, in particular a foldable or extendable descending device, in particular a ramp, a ladder, a stair, or a foldable or extendable ramp, ladder or stair, wherein the main section of the detrainment bridge and the descending device are provided with releasable connection elements, for releasably attaching the descending device at an end of the main section opposed to the hinge element of the detrainment bridge. The main section is used as intermediate platform either with the extension to access a neighbouring vehicle or with the descending device, to bridge the space over the anti climber or coupler. Optionally, the releasable connection elements are such as to form a pivot connection when engaged, for pivotably supporting the descending device from an upright position down to an unfolded position relative to the main section of the detrainment bridge. The releasable connection elements between the descent interface and the main section of the detrainment bridge can advantageously be similar to the hinge elements of the detrainment bridge and door threshold, so that from the perspective of the user, they are operated in a similar way. In particular, the releasable connection elements can be such that, when engaged and when the descending device is not in the upright position, they are interlocked and cannot be disengaged. The releasable connection elements can also be such as to be freely moveable in and out of engagement with one another when the descending device is in the upright position, by translation of the descending device relative to the main section of the detrainment bridge in a vertical direction.

[0014] In accordance with another aspect of the invention, there is provided a rail vehicle comprising a car body having an end provided with an emergency exit doorway closed by a door, wherein the rail vehicle is provided with the detrainment assembly a disclosed hereinbefore, wherein the door threshold of the detrainment assembly is permanently fixed at a lower edge and outside of the emergency exit doorway. Optionally, an anti-climber protrudes from below the emergency exit doorway in a direction perpendicular to a vertical plane containing the emergency exit doorway, and the detrainment bridge in the stretched-out, horizontal position protrudes beyond a protruding end of the anti-climber with respect to the vertical plane. If the detrainment bridge is provided with a main section and an extension section, the main section of the detrainment bridge in the stretched-out, horizontal position preferably protrudes beyond a protruding end of the anti-climber. Optionally, a coupler protrudes from below the emergency exit doorway in a direction perpendicular to a plane containing the emergency exit doorway for coupling the rail vehicle to a coupler of a neighbouring rail vehicle. The coupler protrudes beyond the main section of the detrainment bridge in the stretched-out, horizontal position and beyond the extension section of the detrainment assembly in the extended position does not extend beyond a protruding end of the coupler.

[0015] Optionally, a storage location is provided inside the vehicle body, for storing and securing the detrainment bridge sideways of a path to the doorway. The storage location is preferably provided for storing and securing the foldable descending device sideways of the path to the doorway. Hence, the detrainment bridge and the descending device do not impair the free access to the doorway.

BRIEF DESCRIPTION OF THE FIGURES

[0016] Other advantages and features of the invention will then become more clearly apparent from the following description of a specific embodiment of the invention given as non-restrictive examples only and represented in the accompanying drawings in which:

- figure 1 is an isometric view of an end of a rail vehicle in accordance with a preferred embodiment of the invention;

- figure 2 is a side view of the end section of the rail vehicle of figure 1 showing a door threshold of a detrainment assembly according to one embodiment of the invention;

- figure 3 is an isometric view of the end section of the rail vehicle of figure 1 showing a detrainment bridge of the detrainment assembly attached to the door threshold;

- figure 4 is a detail of figure 3, showing a main section and an extension section of the detrainment bridge in an extended position;

- figure 5 is an isometric view showing the main section and the extension section of the detrainment bridge in a stored position;

- figure 6 is a detail of an interface between the door threshold and the detrainment bride of figure 2;

- figure 7 is an isometric view of the end section of the rail vehicle of figure 1 showing the detrainment assembly with a foldable descending device attached at an end of the main section of the detrainment bridge;

- figure 8 is a detail of figure 7.

[0017] Corresponding reference numerals refer to the same or corresponding parts in each of the figures.

DETAILED DESCRIPTION OF A PREFERRED EMBODIMENT

[0018] With reference to Figures 1 to 3, a front end 10 of a rail vehicle comprises a shell 12, an anti-climber 14 and an automatic coupler 16 supported on an underframe 17 of the rail vehicle. [0019] The shell 12 is part of the vehicle body and is provided with a windscreen

18 that gives external visibility from a driver’s cab and with an emergency exit doorway 19 (figure 3) closed by a detrainment door 20. The emergency exit doorway

19 is intended to be used by the general public for egress when an emergency detrainment is required and a side access to the train is either restricted or not available, for example in a tunnel. The emergency exit doorway 19 can also be used periodically by staff for access and egress.

[0020] The anti-climber 14 is illustrated as a central anti-climber but other types of anti-climbers can be used, e.g. an outboard anti-climber with two independent anti climber units located laterally on both sides of the detrainment door 20. As illustrated in figure 2, the automatic coupler 16 is pivotally mounted to the underframe 17, beneath the anti-climber 14, with at least a first degree of freedom of rotation about a vertical pivot axis 300 and preferably at least a second degree of freedom of rotation 200 about a transverse horizontal axis of the rail vehicle, perpendicular to the plane of figure 2. The automatic coupler 16 is provided with footsteps 22.

[0021] A door threshold 24 is permanently fixed to the vehicle body at a lower edge of the emergency exit doorway 19 in front of the detrainment door 20 outside the vehicle body. The door threshold 19 is part of a detrainment assembly 26 illustrated in figures 3 to 8.

[0022] The detrainment assembly 26 comprises a detrainment bridge 28, which is stored inside the vehicle when not in use and can be attached to and detached from the door threshold 24 for alighting from the vehicle. More specifically, the door threshold 24 and the detrainment bridge 28 are provided with hinge elements 30, 32, the hinge elements 30, 32 being such as to provide, when engaged with one another, a hinge connection between the detrainment bridge 28 and the door threshold 24 for pivotably supporting the detrainment bridge 28 relative to the door threshold 24 about a horizontal pivot axis 100 from a retracted, upright position down to a stretched-out, horizontal position illustrated in figures 2 and 3. As shown in figure 6, the hinge elements 30, 32 include grooves 30 with a cylindrical bottom and cylindrical pins 32. The open part of the grooves 30 is shaped so that the pins 32 can be disengaged when the detrainment bridge 28 is in the upright position so that the detrainment bridge 28 in the upright position can be assembled to and disassembled from the door threshold 24.

[0023] As illustrated in figure 7, the door threshold 24 is further provided with a cantilever stop 34 against which a protruding part 36 of the detrainment bridge 28 in the stretched-out, horizontal position bears to support the detrainment bridge 28 in the stretched-out, horizontal position and prevent a downward pivoting movement of the detrainment bridge 28 beyond the stretched-out, horizontal position. The cantilever stop 34 is formed as a pin and the protruding part 36 as a hook. [0024] The grooves 30 have an arcuate shape such that once the hinge elements

30, 32 are engaged, the detrainment bridge is moved to the stretched-out position and the hook 36 and the pin 34 are engaged, the pins 32 cannot escape the grooves

30.

[0025] When the detrainment bridge 28 is in the upright position, the hinge elements can be freely moved in and out of engagement with one another by translation of the detrainment bridge relative to the door threshold in a direction perpendicular to the pivot axis, here a vertical direction.

[0026] The extendable detrainment bridge 28 comprises a main section 28A and an extension section 28B. The main section 28A is provided with the hinge element 32 of the detrainment bridge and with a main planar walking surface 38. The extension section 28B is hinged to the main section so as to pivot through 180° about a pivot axis 200 of the main section between a stored position (figures 5 and 9) and an extended position (figure 4).

[0027] The extension section 28B comprises a set of ribs 40 and the main section has a complementary grooved pattern 42. In the stored position, the set of ribs 40 of the extension section 28B fits into the complementary grooved pattern 42 of the main section 28A to form a substantially continuous planar walking surface. In the extended position, the set of ribs 40 of the extension section 28B extends beyond the main section 28A in a direction opposite to the hinge elements 32 to form together with the main section 28A a ribbed planar walking surface.

[0028] The detrainment bridge 28 in the stretched-out, horizontal position protrudes beyond a protruding end of the anti-climber 14. A protruding end of the coupler 16 protrudes beyond the detrainment bridge 28 in the stretched-out, horizontal position.

[0029] The detrainment assembly 26 further comprises a foldable descending device 44, in this embodiment a foldable stair illustrated in figures 8 and 9.

[0030] The main section 28A of the detrainment bridge 28 and the descending device 44 are provided with releasable connection elements 46, 48, which may be similar to the hinge elements 30, 32 for releasably attaching the descending device 44 at the protruding end of the main section 28A opposed to the hinge element 32 of the detrainment bridge 28. The releasable connection elements 46, 48 form a pivot connection when engaged, for pivotably supporting the descending device 44 from an upright position down to an unfolded position relative to the main section 28A of the detrainment bridge 28.

[0031] A storage location (not shown) is provided inside the vehicle body for storing and securing the detrainment bridge 28 and the descending device 44 sideways of a path to the doorway, and so that the detrainment bridge 28 can be stored and removed without moving the descending device 44.