Patent Application
20210380148
The present invention relates to a table for a means of transport used for the transport of passengers, which installs a shock energy absorption system.
Specifically, the present invention relates to a table for a railway carriage.
As is known, some means of public transport, such as, for example, railway carriages, are equipped with seats for passengers, which are frequently associated with support tables.
A typical fitting in the railway sector is a fitting formed by four seats for an equal number of passengers, arranged in pairs facing opposite sides of a table, thus, placed centrally to the group of seats. According to known configurations, the table can be connected rigidly to the side wall of the carriage and extend in a cantilever fashion therefrom, towards the central aisle where passengers walk. If necessary, in other configurations of the traditional type, the table can be provided with a further floor rest/support, represented by a leg placed at the free end of the table, i.e. the end closest to the aisle.
Although, as stated previously, this type of fitting is widely used, despite having a number of critical aspects regarding the arrangement of the table in a frontal position to the seats. In fact, in the event of a sudden braking or impact, the sitting passenger is subjected to a strong acceleration, which can push him/her against the edge of the table.
At high speed, the impact with the edge of the table can cause the passenger lesions, also extremely serious ones, even resulting in death.
With a view to increasing passenger safety, thus, the need is felt to revise the fitting of the means of transport so that it too can contribute to the absorption of a part of shock energy, reducing the damage caused by the impact on the passenger.
FR2994410 describes a table which includes a peripheral band compressible under the effect of the movement of a rigid insert located within the table which is mobile in reaction to an impact action exerted on the table. In summary, when the table is hit, the insert moves in the opposite direction to the impact force, going to push on the band and compressing it; the movement of this mobile mass therefore absorbs part of the kinetic energy caused by the impact.
EP2574518 describes a shock absorption mechanism for a table to be used in public transport. In this document, the shock absorption mechanism creates a circular movement of the table when it is hit.
The known systems are not fully satisfying from a safety and effective impact absorption point of view; moreover, they are particularly complex from a constructive point of view. In general, these known systems do not fully meet the needs of the sector.
Thus, the present invention falls into this state of affairs and has the object of satisfying this contingent need to increase passenger safety.
In particular, it is an object of the present invention to provide a table for means used for the transport of passengers, which is both capable of absorbing part of the shock energy of a passenger, thrown thereagainst at high speed as a result of an impact of the means, an accident or sudden braking.
Thus, it is an object of the table according to the invention to reduce the risk of serious and/or permanent damage to passengers in the event of an accident or impact or sudden braking.
The characteristics and advantages of the table for a means of transport used for the transport of passengers according to the present invention will become clearer from the following description of an embodiment thereof, given by way of a non-limiting example, with reference to the accompanying figures, wherein:
With reference to the aforesaid figures, a table according to the invention comprises a table top 1, which has the function of a support plane for the passengers sitting in the one or more seats (not shown) facing the table.
The means of transport has a prevalent development according to an axis X, which is also an axis defining the direction of travel of the means.
The table top 1 is constrained to the frame of the means of transport through a connection infrastructure 2, in turn, integral with the frame.
Again, the table top defines a plane XY, where Y is a direction perpendicular to the axis X. The plane XY is substantially parallel to the walking surface of the means of transport.
The table top 1 further defines a peripheral edge 10, in turn, comprising two larger sides 10a, in use, facing the seats and consequently the passengers sitting therein.
In a preferred embodiment, the table top 1 is supported, in a cantilever fashion, by a side wall of the frame. Thus, with respect thereto, the table top 1 defines a first end or proximal end 11 at which the connection is made, in a cantilever fashion, with the side wall and an opposite or free distal end 12.
Possibly, in some embodiments a further floor support may be comprised, made from a leg 13, placed at the aforesaid distal end 12. A configuration of this type is shown in the figures, with the leg 13 arranged in a substantially perpendicular position to the table top 1.
In greater detail, the table according to the invention is such that the table top 1 is connected slidably according to the axis X with respect to the infrastructure 2.
The table according to the invention further comprises a shock energy absorption device 3.
Such device is functionally interposed between the table top and the infrastructure 2 for connecting the table top 1 to the frame of the carriage.
The shock energy absorption device 3 is such as to block the sliding movement between the table top and the infrastructure in the case of conditions of normal use, while if an impulsive force applied to the table top 1 ensues, with a component on the axis X, greater than a predefined threshold value, it reacts in a controlled manner to allow a relative movement between the table top and infrastructure according to the axis X.
In further detail, by conditions of normal use, we mean a condition in which no impulsive force is applied to the table top 1; while, if an impulsive force is exerted on the table top, where such impulsive force has a component according to the axis X having a value, which is greater than a predefined threshold value, then the shock absorption device reacts in a controlled manner, allowing the relative sliding between the table top 1 and infrastructure 2.
Such impulsive force applied to the table top is realised, for example, and in a particular manner in the case of an impact of the means of transport or sudden braking and it is exerted by the passenger sitting in the seat facing the table top, who, by effect of the impact or braking, undergoes an acceleration in the direction of the table in front thereof and violently hits the table top i.e. the peripheral edge 10 thereof. The direction of the impulsive force generated by a similar impact is usually coaxial to the axis X (in fact, consistent with the direction of travel).
However, if the passenger adopts unconventional sitting positions or is standing in areas adjacent to the table (for example, along a gangway) the impact can also develop in a direction, which is not perfectly concordant with the axis X. In this case, the force of the impact exerted on the table has a component along the axis X and if such component exceeds the predefined threshold value, the shock absorption device 2 is activated, as described above.
Such predefined threshold value is calculated according to several variables, such as the type of environment surrounding the table (for example, the type and/or number of seats facing thereto), the distance between the seat/s and the table, the type of means of transport, the maximum speed reached by the means of transport, etc.
In the solution applied to railway carriages, with respect to a standard fitting environment with four seats facing opposite pairs around the table top 1, such predefined threshold value is comprised, for example, in a range between 5-10 kN.
Now, in further detail, the shock energy absorption device 3 comprises at least one plastically deformable element by effect of said impulsive force applied to the table top 1 and at least one damping element having an elastic response behaviour under the action of said impulsive force, i.e. with respect to the component according to the axis X of said impulsive force.
According to the above, such at least one deformable element and such at least one damping element have a response behaviour according to the axis X.
Now refer to figures from 1 to 3, showing a first embodiment of the invention described above. In this particular case, the table top 1 is constrained to a side wall of the means of transport through the infrastructure 2, which comprises two mounting brackets 20. These are integral with the side wall (defining a plane on which the axis X lies) and arranged parallel and reciprocally spaced apart along the axis X by a distance H. Connection linear guiding means 21 are arranged, according to the axis X, between the mounting brackets 20. The table top 1 is integral with a carriage member 14, which slidably engages on the linear guiding means 21. Therefore, such sliding engagement along the axis X between the carriage member 14 and linear guiding means 21 makes the sliding connection between the table top 1 and the infrastructure 2. The carriage member 14 has a width h, measured along the axis X, being H>h.
The linear guiding means 21 comprise, for example, at least one rod. Again, in the solution shown in the figures, the linear guiding means 21 comprise a plurality of rods 21, arranged reciprocally so as to prevent the relative rotation between the carriage member 14 and mounting brackets 20 and to realise a constraint between the two with a single degree of freedom along the axis X.
In the case of the specific example, the mounting brackets 20 are V-shaped, defining a first arm 200 for connecting to the frame of the means of transport, and a second arm 201, which is inclined with respect to the first of an angle α. The carriage member 14 has a similar shape, with a first branch 140 interposed between the two first arms 200 of the mounting brackets 20 and a second branch 141, which is inclined with respect to the first arm by an angle α1, where the second branch 141 of the carriage member is arranged substantially in a position interposed between the two second arms of the mounting brackets 20. Preferably, but not restrictively α=α1.
The second branch 141 of the carriage member 14 supports, at the free end thereof, a strip 142 for connecting to the table top 1. The strip 142 is arranged parallel to the walking surface of the means, i.e. according to the aforesaid plane XY.
The connection of the table top 1 on the strip 142 is obtained in a traditional manner, for example, but not restrictively, with threaded or clamp connections.
In the example being described the linear guiding means are realised by a plurality of rods, connected to the first and second arms of the mounting brackets 20. In further detail, by way of example, at least one rod connects the first arms 200 of the mounting brackets, while the other rods connect the second arms 201 of the mounting brackets 20. In the example in the figures from 1 to 3, there are four rods in total, including a lower one 21a, which connects the first arms 200 and three upper ones 21b, 21c and 21d respectively, which connect the second arms 201.
As described above, according to a particular aspect of the invention, a shock energy absorption device 3 is interposed between the table top 1 and infrastructure 2.
Such device comprises at least one plastically deformable element 30 and at least one damping element 31.
In the described example, such at least one deformable element 30 is realised from a tubular piece arranged coaxially to the guiding means 21. The tubular piece is made of a material suitable for undergoing a plastic deformation under the action of the impulsive force.
In one embodiment, such tubular piece is of the metallic type. Again, in one embodiment on a railway carriage, in a standard environment with four seats facing the table, such tubular piece is made of steel (for example, stainless steel of the type AISI300). If necessary, aluminium alloys can also be used (for example series 6000 or 7000) or magnesium or titanium alloys.
Considering an application, in which it is desirable to keep the carriage member 14 in an intermediate position between the mounting brackets 20, the tubular piece has a length equal to about (H−h)/2.
In the illustrated example, two deformable elements 30 are arranged coaxially on each guiding rod 21, each having a length equal to about (H−h)/2, placed at opposite sides of the carriage member 14. In this way, the carriage member 14 is kept in a central position to the two mounting brackets 200.
Nonetheless, embodiments may exist where the carriage member doesn't necessarily have to be kept in a central position between the mounting brackets (because, for example, on the opposite side there is a wall or the seat back of another seat). In this case, the length of each of the two tubular pieces can be different from the length described above of (H−h)/2, in the sense of upper or lower. If necessary, there can be embodiment solutions in which the carriage member 14 is completely behind one of the two mounting brackets, thus only one tubular piece will be used and it will have a length equal to about H-h.
Now, as for the damping element 31 this is realised, for example, but not restrictively, from a tubular piece made of an elastomeric material. It has the task of absorbing the initial impulse of the shock, damping the blow and reducing the initial impact. Instead, the remaining force component will be absorbed by the deformable element, which, by deforming will allow the relative movement between the table and the side wall of the carriage.
The elastomeric material is, for example, but not restrictively, neoprene, PET, or a metal foam (such as, for example aluminium).
The damping element is, for example, a tubular piece arranged coaxially to at least one 21c of the rods 21 and housed inside a transit channel 14a made through the carriage member 14 for the sliding connection with the rod 21c. Thus, such damping tubular piece has a length equal to the width of the carriage member h.
Now,
Therefore, in such configuration, the deformable elements keep the table top in a central position to the beam 20′. Each deformable element is made from a tubular piece, arranged coaxially to the respective rod. In this case, too, like the first embodiment solution described above, the tubular piece is preferably made of a metallic-type material, such as, for example, but not restrictively steel (for example, stainless steel of the type AISI300). If necessary, aluminium alloys can also be used (for example series 6000 or 7000) or magnesium or titanium alloys.
The table top could also not arrange centrally to the beam, but moved sideways also applies to this embodiment and thus, the two deformable tubular pieces can have a different length from (S−s)/2 or there can also be only one tubular piece having a length substantially equal to S−s.
Again, at least one damping element 31′ is comprised, interposed between the table top and infrastructure 2. In this case, the at least one damping element 31′ is made from a block of elastomeric material arranged between the beam 20′ and the inner face 10′ of the peripheral edge 10.
Advantageously, the blocks of damping elements 31′ can be more than one in number, arranged symmetrically to the beam 20′.
In this case, too, as in the previously described embodiment, the elastomeric material is, for example, but not restrictively, neoprene, PET or metal foams.
It is clear that other embodiments may be comprised; for example, solutions may be comprised, in which the connection of the table top is not made on the side wall of the means but with respect to the walking surface. Thus, in this case, the infrastructure 2 will make the connection between the walking surface and table top.
Again, in other embodiments, the damping element can be made from any element having an elastic response, such as a spring, or a hydraulic damper, or again, gas dampers.
Thus, the table according to the invention realises several advantages. In particular, it responds to the need, in a more than satisfactory manner, to absorb part of the impulsive force given by the impact of a passenger against the table. Consequently, such absorption results in a reduction of the opposing impact force generated on the passenger and thus of the damage, which the impact might have on the table.
Thus, the table according to the invention achieves the result of reducing the damage from the impact on the passenger in the event of an accident, impact or sudden braking of the means.
Such result is obtained on the basis of simple technical solutions, which do not complicate or substantially modify the general structure of the table.
Furthermore, they are solutions with a reduced volume, which can thus be applied to every environment.
As regards the second embodiment described, the entire shock absorption device is contained in the thickness of the table top, thus obtaining a further, significant reduction in volume.
As indicated, the table according to the invention can be adapted to any application on means used for the transport of passengers (such as, for example, buses, trams, boats, ships or similar); nonetheless, the application is preferred on railway carriages.
The present invention has been described with reference to a preferred embodiment thereof. It is understood that other embodiments may exist, relating to the same inventive principle, all coming under the scope of protection of the claims reported below.
| Number | Date | Country | Kind |
|---|---|---|---|
| 102018000020806 | Dec 2018 | IT | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/IB2019/061084 | 12/19/2019 | WO | 00 |
