Body of a railway vehicle and associated vehicle

Abstract

This body (20) includes a driver's position located at one front end (20A) of the body. The body comprises an upper section (40), in which an opening (44) is provided to allow forward visibility, a lower section (30) that supports the upper section, and a coupling device that connects the upper section to the lower section and is arranged at the front of the body (20). The coupling device includes a hook, which is fixed to the upper section and is received in an opening provided in a plate integral with the lower section.The lashing device is configured to transition from a floating configuration, where the lashing device limits the transmission of vibrations between the upper and lower crates, to a restraining configuration, in which the lashing device limits the rearward and upward movement of the upper crate relative to the lower crate when the upper crate is subjected to a high frontal impact that deforms the upper crate rearward.

Description

[0001] The invention relates to a railway vehicle body, in particular a tram body, as well as to a vehicle comprising such a body.

[0002] A railway vehicle body, in particular a tram body, comprises a rigid chassis supported by bogies running on a railway track. To lighten the body, the body generally comprises a lower structural part, which includes the chassis and is called the "lower body", the lower body being surmounted by an upper part, called the "higher body", made of lightweight materials, for example composite materials.

[0003] The body houses, at one end of the railway vehicle, a driver's cab accommodating a driver of the vehicle. To improve visibility towards the outside of the vehicle, the high body generally includes large windows, reducing the section of the intermediate pillar(s) which hold the windows. Furthermore, the vehicle must withstand impacts with external obstacles so as to protect the driver, particularly in the event of a frontal impact, when the railway vehicle hits a road vehicle stopped on the railway track, for example on a level crossing.

[0004] When the obstacle hits the lower body, the passive safety devices present at this height and the rigidity of the chassis are generally sufficient to absorb most of the impact energy and protect the driver. On the other hand, when the obstacle hits the upper body, for example when the obstacle is a truck trailer, the upper body is not strong enough to preserve a survival space for the driver.

[0005] DE-19 860 888-A1 describes, for example, a body structure with a lower body comprising uprights secured to the chassis, while the upper part comprises horizontal beams which are fitted onto the uprights. In the event of a frontal impact on the upper body, the upper body risks rising and sinking relative to the lower body, the survival space then being depressed, leaving the driver unprotected.

[0006] Another solution would be to increase the height of the lower body so that, in the event of a head-on collision with a trailer, the trailer hits the lower body, but this tends to increase the mass of the railway vehicle and impairs the driver's low visibility, which is not in compliance with current visibility standards.

[0007] EP 1 215 098 A1 describes a body structure with a rigid lower body and an upper part forming a protective shield, the shield being connected to the lower body by deformable elements, which absorb energy in the event of a collision. The protective shield impairs the driver's visibility, particularly to the sides.

[0008] It is these problems that the invention aims to address more specifically by proposing a railway vehicle body which offers improved driving safety by preserving a survival space for the driver in the event of a frontal impact on the upper body.

[0009] For this purpose, the invention relates to a railway vehicle body, the body comprising: a driver's cab, which is arranged at a front end of the body and which comprises a driver's station, a high body, having a frame comprising a front face in which an opening is arranged to allow visibility from the driver's station towards the outside of the body in a forward direction, and a low body, which comprises a chassis and which supports the high body, in which the box includes a hooking device, which: connects the high body to the low body, is arranged at the front of the body relative to the driver's position, and is configured to change from a floating configuration, in which the attachment device limits the transmission of vibrations between the high body and the low body, to a restraining configuration, in which the attachment device limits the movements of the high body relative to the low body in a rear direction opposite to the front direction and in a height direction, when the high body is subjected to a high frontal impact, which generates an impact force oriented towards the rear direction and which deforms the high body.

[0010] According to the invention, the attachment device comprises at least one hook, while the lower body comprises a plate providing a complementary orifice configured to cooperate with each hook, while each hook comprises an attachment portion, which is fixed to the upper body, and a hooking portion, which comprises a free end extending towards the rear and configured to be received in the corresponding complementary orifice, and that the attachment device is configured so that: in floating configuration, each attachment portion passes through or is opposite the corresponding complementary orifice, so as to limit the transmission of vibrations between the upper body and the lower body, during a high frontal impact, the hook moves rearward relative to the lower body, the attachment portion passing through the corresponding complementary orifice, the hook coming to bear on the plate, the attachment device passing into the retaining configuration.

[0011] Thanks to the invention, in the event of a high frontal impact, the attachment device prevents the movements of the upper body relative to the lower body both upwards and backwards, which amounts to preserving a survival space for the driver, despite the fact that the upper body is of lightweight structure promoting outward visibility. In normal operation, the attachment device limits the transmission of vibrations, which contributes, along with good outward visibility, to driving comfort and the fatigue resistance of the lightweight structure.

[0012] According to advantageous but not mandatory aspects of the invention, such a box may incorporate one or more of the following characteristics taken in isolation or in any technically admissible combination: In the floating configuration, each hook is arranged at a distance from the corresponding plate. In the floating configuration, each hook is held at a distance from the corresponding plate by a wedge made of steel. The frame is made of a composite material and comprises a front wall, which delimits the cab in front of the driver's station, which extends the front face and which comprises a lower face oriented towards the chassis, while the upper body also comprises an insert, which is integral with the front wall, and each attachment portion is fixed to the insert, on the lower face side, by fixing members, for example bolts. The frame is made of a composite material and comprises two side walls, which extend the front face on either side of a longitudinal plane of the body and which delimit the driver's cab, while the lower body comprises two side partitions,which are integral with the chassis and which each support a respective side wall, that each side wall carries a respective retaining device, each retaining device being configured to move from a standby configuration, in which this retaining device limits the transmission of vibrations between the associated side wall and the corresponding side partition, to a retaining configuration, in which this retaining device limits the movements of the side wall relative to the corresponding side partition, and that each retaining device is configured to move from the standby configuration to the retaining configuration when the high body is subjected to a high frontal impact. For each retaining device: this retaining device comprises a low flange, which is integral with the corresponding side wall and which is arranged opposite the corresponding side partition,in the standby configuration of the retaining device, the lower flange is located at a distance from the opposite side wall, while in the retaining configuration, the lower flange bears against the opposite side wall. Each retaining device comprises a high flange, which is carried by the corresponding side wall and to which the low flange is fixed, for example by bolted connection, while each high flange comprises an insert portion which is assembled to the corresponding side wall by gluing, and preferably sandwiched between two layers of composite material of the frame.

[0013] The invention also relates to a railway vehicle, in particular a tram, comprising a body as described above.

[0014] The invention will be better understood, and other advantages thereof will appear more clearly in the light of the following description of an embodiment of a railway vehicle body and of a vehicle, in accordance with its principle, given solely by way of example and with reference to the drawings in which: [ Fig 1 ] there figure 1 is a longitudinal section of a railway vehicle in accordance with the invention, comprising a body, which is also in accordance with the invention and which comprises a hooking device; [ Fig 2 ] there figure 2 is a perspective view of the body of the figure 1 , showing the hanging device on a larger scale; [ Fig 3 ] there figure 3 is a section, according to a plan III-III at the figure 2 , of the hanging device, and [ Fig 4 ] there figure 4 is a perspective view, at two different scales, of a body retaining device of the figure 1 .

[0015] A railway vehicle 10 is shown on the figure 1 . The railway vehicle 10 is here a tram. The vehicle 10 runs on rails 12. In the illustrated example, the rails 12 are straight and extend along a longitudinal axis X10. The rails 12 are assumed to be horizontal, the following description being made in relation to the orientation of the various elements of the vehicle 10 in the figures, knowing that these elements may be oriented differently in reality.

[0016] For convenience, a height axis Z10 is also defined, which is orthogonal to the longitudinal axis X10, and a transverse axis Y10, which is orthogonal to both the longitudinal axis X10 and the height axis Z10. The height axis Z10 is therefore here a vertical axis, while the transverse axis Y10 is a horizontal axis. A direction of movement of the vehicle 10 along the rails 12 defines a forward direction of the vehicle 10, which is parallel to the longitudinal axis X10 and which is here oriented to the right of the figure 1 . By extension, the reference X10 also designates the forward direction. A backward direction is a direction opposite to the forward direction X10, that is to say oriented towards the left of the figure 1 . A height direction is oriented towards the top of the figure 1 By extension, the reference Z10 also designates the height direction, which is oriented away from the ground.

[0017] Vehicle 10 is observed on the figure 1 in section along a longitudinal plane P10, which is orthogonal to the transverse axis Y10. The vehicle 10 is here shown facing an obstacle 14, which is not part of the vehicle 10 but serves to clarify the context of the invention. The obstacle 14 is for example a truck trailer, in particular a side of this trailer. The obstacle 14 is here considered to be stationary.

[0018] The vehicle 10 comprises a body 20, this body 20 comprising a driver's cab 22 arranged at one end of the body 20. The end of the body 20 is therefore here a front end 20A, facing forward when the vehicle 10 is traveling in the forward direction. The vehicle 10 generally comprises another end, opposite the front end and called the "rear end". Another driver's position is generally arranged at the rear end of the body 20, so that a driver can drive the vehicle 10 in both directions. The rear end is not shown, which is explained for the front end 20A of the body 20 being transposable to the rear end, the front and rear directions then being reversed.

[0019] The cabin 22 comprises a driving position 23. The driving position 23 is here embodied by a seat 24, intended to accommodate a driver, and a control console 26.

[0020] The box 20 comprises a lower box 30 and a higher box 40, which surmounts the lower box 30.

[0021] When the vehicle 10 moves forward and hits the obstacle 14, the high body 40 - and by extension the vehicle 10 - undergoes a so-called "high frontal" impact, which generates on the high body 40 an impact force oriented towards the rear direction of the vehicle 10. Conversely, when the vehicle 10 moves forward and hits an obstacle impacting the low body 30, the low body 30 - and by extension the vehicle 10 - undergoes a so-called "low frontal" impact.

[0022] The lower body 30 comprises a chassis 32. The chassis 32 is here made by an assembly of metal plates, preferably steel plates assembled by welding, and is considered rigid and non-deformable. The lower body 30 is here preceded by a passive safety device 321, visible on the figure 2 . The passive safety device 321 is here composed of a deformable steel cross member 322 and deformable buffers 323 which make it possible to absorb part of the energy released during a low frontal impact, for example during an inter-train collision. The deformable buffers 323 are here four in number, only one of the buffers 323 being visible on the figure 2 . The deformable buffers 323 are for example made of polyester. The lower body 30 rests, on the one hand, on the rails 12 by means of bogies with wheels 34 and, on the other hand, supports the upper body 40.

[0023] The high body 40 comprises a frame 42 with a front face 42A, oriented towards the front of the vehicle 10. The frame 42 provides an opening 44, materialized here by a window, which allows visibility from the driving position 23 towards the outside of the body 20 in the forward direction. The frame 42 also comprises a front wall 46, visible on the figures 1 And2 , which extends along a substantially horizontal plane and which delimits the cabin 22 at the front of the driving position 23. The front wall 46 therefore extends the front face 42A. The front wall 46 comprises a lower face 46A, oriented towards the chassis 32.

[0024] The frame 42 also comprises two side walls 47, which extend the front face 42A on either side of the longitudinal plane P10. The two side walls 47 are therefore arranged opposite each other and delimit between them an upper portion of the cabin 22 towards the rear of the body 20. The lower body 30 also comprises two side partitions 37, which are integral with the chassis 32 and which each support a respective side wall 47. The two side partitions 37 are therefore arranged opposite each other and delimit between them a lower portion of the cabin 22, towards the rear of the body 20. Each side wall 47 and each side partition 37 thus comprises an inner side, oriented towards the side of the cabin 22. The side partitions 37 are made of steel.

[0025] Only one side partition 37 and one side wall 47 are shown in the figure 4 . Side openings are generally provided in the side walls 47, in order to improve the outward visibility of the driver and / or passengers of the vehicle 10. The side openings are not shown.

[0026] In particular because of the presence of the opening 44, the frame 42 has a lightweight structure compared to the lower body 30, that is to say a structure having less mechanical resistance. In particular, the frame 42 is advantageously made essentially of composite materials. Of course, depending on the case, the frame 42 includes elements made of other materials, for example metal reinforcements around the lateral openings, etc.

[0027] Thus, it is understood that in the event of a low frontal impact, that is to say at the level of the lower body 30, the passive safety device 321 and the chassis 32 are sufficient to dissipate most of the energy of the impact and preserve the driver's cab 22, while in the event of a high frontal impact, that is to say at the level of the upper body 40, as illustrated in the figure 1 , the high body 40 is not strong enough to, on its own, dissipate the energy of the impact and preserve the driver's cab 22.

[0028] For this purpose, the upper body 40 is connected to the lower body 30 by a hooking device 100, which is arranged at the front of the body 20 relative to the driving position 23.

[0029] In normal operation, that is to say in the absence of a frontal impact, the attachment device 100 is configured to limit the transmission of vibrations between the upper lower body 30 and the upper body 40. The vibrations are for example the vibrations due to the rolling of the wheels 34 on the rails 12. The attachment device 100 is then in a so-called “floating” configuration. In the floating configuration, the attachment device 100 thus makes it possible to limit the transmission of vibrations to the driving position 23, thus contributing to the comfort of the driver.

[0030] When the high body 40 is subjected to a high frontal impact, the high body 40 deforms slightly towards the rear and the attachment device 100 passes into a so-called "restraint" configuration, in which the attachment device 100 limits the movements of the high body 40 relative to the low body 30 in the rear direction and in the height direction. In other words, in the event of a high frontal impact, the attachment device 100 limits the movements of the front wall 46 towards the rear relative to the low body 30 - in other words prevents the high body 40 from sinking relative to the low body 30 -, preserving the survival space of the driver in the driver's cab 22 and contributing to the safety of the driver.

[0031] The attachment device 100 is now described using the figures 2 And 3 .

[0032] The attachment device 100 is here produced by two hooks 110, which are fixed to the upper body 40, each hook cooperating with a complementary orifice 120 formed in a plate 122 secured to the lower part 30, for example fixed by welding to the chassis 32. The plate 122 is here produced in two parts, each of which extends along a transverse plane T10, that is to say a plane orthogonal to the longitudinal axis X10. Each part of the plate 122 provides a complementary orifice 120 configured to cooperate with a respective hook 110. In a variant not shown, the plate 122 is produced in a single piece, forming a shield secured to the chassis 32.

[0033] The two hooks 110 are here arranged symmetrically with respect to the longitudinal plane P10. The two hooks 110 operate in the same way, which is valid for one of the two hooks being transposable to the other hook.

[0034] Each hook 110 here has a “C” shape, with a high branch arranged opposite a low branch forming an opening of the C. The opening of the C is oriented towards the rear of the box 20, that is to say towards the left of the figures 1 à 3 . For each hook 110, the upper branch of the C forms an attachment portion 112 of the hook 110, which is fixed to the upper body 40, while the lower branch forms a hooking portion 114 of the hook 110. The hooking portion 114 comprises a free end extending rearwardly and configured to be received in the corresponding complementary orifice 120.

[0035] The attachment device 100 is configured so that in the floating configuration, each attachment portion 114 passes through or is opposite the corresponding complementary orifice 120, so as to limit the transmission of vibrations between the upper body 40 and the lower body 30. During a high frontal impact, while the upper body 40 deforms, the hook 110 moves rearward relative to the lower body 30 and, while the attachment portion 114 is received in the corresponding complementary orifice 120, the hook 110 comes to bear on the plate 122. In other words, each hook 110 is in rear abutment against the corresponding plate 122, the attachment device 100 is then in the retaining configuration.

[0036] In the illustrated example, the attachment device 100 comprises, for each hook 110, a wedge 102, which is fixed to the associated hook 110, in the hollow of the hook 110. Each wedge 102 is arranged opposite the corresponding plate 102. The wedges 102 are for example made of steel. In the floating configuration of the attachment device 100, each wedge 102 is at a distance from the corresponding plate 122, while in the attachment device 100 retaining configuration, the wedge 102 is in rear abutment against the corresponding plate 122.

[0037] On the other hand, in the retaining configuration, the attachment portion 114 is received in the corresponding complementary orifice 120 and also limits the translational movements of the upper body 40 relative to the lower body 30 in the transverse plane T10, which in particular makes it possible to prevent the upper body 40 from rising, along the height axis Z10, relative to the lower body 30.

[0038] In the floating configuration, each attachment portion 114 is preferably arranged at a distance from the corresponding plate 122, that is to say that there is no direct physical contact between the attachment portion 114 and the plate 122. There is thus no transmission of vibration through the attachment member 100. In other words, the transmission of vibrations is limited.

[0039] As mentioned above, the frame 42 is advantageously made of a composite material, comprising a matrix made of fiber-reinforced polymer resin. The composite material here is a polyester resin reinforced with glass fibers. The fibers are in the form of fabrics, also called " mat » in English, which are cut to the desired dimensions and then positioned in a mold. The composite material thus comprises several layers of fabric, which are superimposed on each other and which are impregnated with resin that has not yet polymerized. Once the resin has polymerized, the layers of fabric are joined together by the resin.

[0040] For each hook 110, the upper body 40 then comprises an insert 48, which is integral with the front wall 46, while each attachment portion 112 is fixed to the insert 48. The attachment portion 112 is here fixed to the insert 48 by fixing members 50, here bolts. Each insert 48 is for example made of a metal plate, which is glued to the frame 42. Preferably, the insert 48 is deformable on its front part, so as to absorb part of the collision energy in the event of a high frontal impact. The insert 48 is preferably laminated, that is to say glued and sandwiched between two layers of the composite material of the frame 42.

[0041] Advantageously, spacers 49 are arranged between each hook 110 and the corresponding insert 48. The spacers 49 are present to ensure the position of the hooks 110 and the attachment portion 114 in the orifice 120. The spacers 49 are preferably made of steel.

[0042] When the frame 42 is made of composite materials, in the event of a high frontal impact the attachment device 110 limits the movements of the upper body 40 relative to the lower body 20 towards the rear, however the side walls 47 of the frame 42 tend to widen and deform the driver's cab 22, which causes a rearward movement of the driver's cab 22, which can alter the driver's survival space.

[0043] To solve this problem, each side wall 47 carries a respective retaining device 200, configured to limit the movements of the side wall 47 relative to the corresponding side partition 37 in the event of a high impact. The number and arrangement of the retaining devices 200 are not limiting. The following description is given with reference to the retaining device 200 shown in figure 4 .

[0044] The retaining device 200 comprises a high flange 210, carried by the corresponding side wall 47 on the inner side of the side wall 47, and a low flange 220, which is arranged opposite the corresponding side partition 37. The high flange 210 comprises an insert portion 212, which is assembled to the corresponding side wall 47 by gluing. The insert portion 212 is preferably sandwiched between two layers of composite material of the frame 42. The high flange 210 also comprises an attachment zone 214, which extends along a plane substantially orthogonal to the height axis Z10.

[0045] The attachment zone 214 of the upper flange 210 is connected to the lower flange 220 by a fixing member 230, formed here by two bolts. An adjustment shim 240, preferably made of steel, is here interposed between the upper flange 210 and the lower flange 240. The upper flange 210 and the lower flange 220 are each made of a metallic material, preferably steel, and are for example manufactured by folding and / or welding a metal plate.

[0046] In normal operation of the vehicle 10, the lower flange 220 is located at a distance from the corresponding side partition 37. In other words, a clearance exists between the lower flange 220 and the corresponding side partition 37. Each retaining device 200 is then in a standby configuration, in which this retaining device 200 limits the transmission of vibrations between the side wall 47 and the corresponding side partition 37. In the event of a high frontal impact, the side wall 47 deforms along the transverse axis Y10, which has the effect of pressing the lower flange 220 against the opposite side partition 37. The rigidity of the assembly of the two flanges 210 and 220 makes it possible to limit the deformation of the side wall 47.In other words, each retaining device 200 is configured to move from the standby configuration to a retaining configuration, in which this retaining device 200 limits the movements of the side wall 47 relative to the corresponding side partition 37.

[0047] Each restraint device 200 is therefore configured to move from the standby configuration to the restraint configuration when the high body 40 is subjected to a frontal impact and deforms.

[0048] In the illustrated embodiment, the hooking device 100 comprises two hooks 110. In a variant not illustrated, the hooking device 100 comprises a single hook of the type of hooks 110, or three or more hooks. More generally, the hooking device 100 comprises at least one hook 110, each received in a complementary orifice 120 provided in the plate 122 of the lower body 30.

[0049] In the illustrated embodiment, when the hooking device 100 is in the standby configuration, there is no direct contact between, on the one hand, the hooks 110 and the wedges 102 and, on the other hand, the plate 122.

[0050] In a variant not illustrated, damping elements, made of a material limiting the transmission of vibrations, for example an elastomeric material, are interposed between each hook 110 and the plate 122, so as to limit the transmission of vibrations. Whether damping elements are present or not, the attachment device 100 is configured, in the standby configuration, to limit the transmission of vibration transmissions between the upper body 40 and the lower body 30.

[0051] Similarly, in the illustrated embodiment, when the retaining device 200 is in the standby configuration, there is no direct contact between, on the one hand, each lower flange 220 and, on the other hand, the lateral partition 37 located opposite.

[0052] In a variant not illustrated, damping spacers, made for example of elastomer material, are interposed between each lower plate 220 and the facing side partition 37, so as to limit the transmission of vibrations between the side wall 47 and the associated side partition 37. Whether damping spacers are present or not, the retaining device 200 is configured, in the standby configuration, to limit the transmission of vibrations between the side wall 47 and the associated side partition 37.

[0053] In the illustrated example, the retaining device 200 comprises the upper flange 210 and the lower flange 220, which are two separate parts. Thus, the upper flange 210 is fixed to the frame 42 during the manufacture of the frame 42. During the assembly of the body 20, once the frame 42 is positioned on the lower body 30, the lower flange 220 is fixed to the upper flange 210, the lower flange 220 being positioned opposite and at a distance from the corresponding side partition 37.

[0054] In a variant not shown, the upper flange 210 and the lower flange 220 are manufactured in a single piece. The situation where the upper flange 210 and the lower flange 220 are two separate pieces is nevertheless preferred because it facilitates the assembly of the body 20.

[0055] The embodiments and variations mentioned above may be combined with each other to generate new embodiments of the invention as defined in the claims.

Claims

1. A body (20) of a railway vehicle (10), the body comprising: - a driving cab (22) provided at a front end (20A) of the body and comprises a driving station (23), - an upper body (40), having a frame (42) comprising a front face (42A) wherein an opening (44) is provided to permit visibility from the driving station to the outside of the body (20) along a forward direction (X10), and - a lower body (30), which comprises a frame (32) and supports the upper body (40), wherein the body comprises an attachment system (100), which: - connects the upper body (40) to the lower body (30), - is arranged at the front of the body (20) with respect to the driving station, and - is configured to change from a floating configuration, wherein the attachment system (100) limits the transmission of vibrations between the upper body (40) and the lower body (30), to a restraint configuration, wherein the attachment system (100) limits the movements of the upper body (40) relative to the lower body (30) along a rearward direction opposite to the forward direction (X10) and along a height direction (Z10), when the upper body (40) is subjected to an upper frontal impact force that generates an impact force that deflects the upper body (40) characterized in that: - the attachment system (100) comprises at least one hook (110), while the lower body (30) comprises a plate (122) forming a mating orifice (120) configured to cooperate with each hook (110), - each hook (110) comprises a fastening portion (112), which is attached to the upper body, and an attachment portion (114), which comprises a free end extending rearwards and configured to be received in the corresponding mating hole (120), - the attachment system (100) is configured so that: • in the floating configuration, each attachment portion (114) extends through or faces the corresponding mating orifice (120), so as to limit the transmission of vibrations between the upper body (40) and the lower body (30), • in the event of an upper frontal impact, the hook (110) moves backwards relative to the lower body (30), the attachment portion (114) extending through the corresponding mating orifice (120), the hook (110) bearing on the plate (122), the attachment system (100) changing to the restraint configuration.

2. The body (20) according to claim 1, wherein, in the floating configuration, each hook (110) is arranged at a distance from the corresponding plate (122).

3. The body (20) according to claim 1, wherein, in the floating configuration, each hook (110) is kept at a distance from the corresponding plate (122) by a shim (102) made of steel.

4. The body (20) according to any of claims 1 to 3, wherein: - the reinforcement (42) is made of a composite material and comprises a front wall (46), which delimits the cab (22) at the front of the driving station (23), which continues the front face (42A) and which comprises a lower face (46A) oriented toward the frame (32), - the upper body (40) also comprises an insert (48), which is rigidly attached to the front wall (46). - each attachment portion (112) is fastened to the insert (48), on the side of the lower face (46A), by attachment members (50), e.g. bolts.

5. The body (20) according to any of claims 1 to 4, wherein: - the reinforcement (42) is made of a composite material and comprises two side walls (47), which extend the front face (42A) on either side of a longitudinal plane (P10) of the body (20) and which delimit the driving cab (22), - the lower body (30) comprises two lateral partitions (37), which are rigidly attached to the frame (32) and which each support a respective lateral wall (47), - each side wall (47) supports a respective restraint device (200), each restraint device being configured to change from a standby configuration, wherein the restraint device limits the transmission of vibrations between the associated side wall (47) and the corresponding side wall (37), to a restraint configuration, wherein the restraint device (200) limits the movements of the side wall (47) relative to the corresponding side wall (37), - each restraint device (200) is configured to change from the standby configuration to the restraint configuration when the upper body (40) is subjected to an upper frontal impact.

6. The body (20) according to claim 5, wherein for each retainer (200): - the restraint device comprises a low flange (220), which is rigidly attached to the corresponding side wall (47) and which is arranged opposite the corresponding side wall (37), - in the standby configuration of the restraint device (200), the lower flange (220) is located at a distance from the opposite lateral partition (37), while in the restraint configuration, the lower flange (220) bears against the opposite lateral partition (37).

7. The body (20) according to claim 6, wherein: - each restraint device (200) comprises an upper flange (210), which is supported by the corresponding side wall (47) and to which the low flange (220) is attached, e.g. by a bolted connection, - each upper flange (210) comprises an insert portion (212) which is assembled to the corresponding lateral wall (47) by bonding, and preferably sandwiched between two layers of composite material of the reinforcement (42).

8. A railways vehicle (10), in particular a tram, including a body (20) according to any of claims 1 to 7.

Images