A railway vehicle comprising a deflecting device to protect an image acquisition from the railway vehicle

Abstract

A railway vehicle (1) comprising an imaging device (2) capturing at least one image in an acquisition zone (3) on a transparent wall (11), and at least one deflector device (4) defining a guide channel configured to capture a frontal airflow and guide it towards the transparent wall (11) in such a way that the frontal airflow protects the acquisition zone (3) from impurities that could mark the transparent wall (11). Abstract figure: Figure 1

Description

Title of the invention: Railway vehicle comprising a deflector member for protecting an acquisition of an imaging member, from the railway vehicle Technical field

[0001] The present invention relates to the railway field, more precisely the field of capture by an imaging device (camera, LIDAR, etc.), from a cockpit of a railway vehicle, in order to obtain a video of the environment, or at least a signal of the environment, in motion or at a standstill.

[0002] Capturing video from a railway vehicle cockpit is used in particular for training future train drivers. It is thus known to place a camera in the cockpit, positioned at the head of the railway vehicle, in order to acquire a video of what a driver sees during a movement of the railway vehicle. Such a video can be used for training but also for the operation of the railway vehicle, the installation of autonomous railway vehicles or to improve the passenger experience.

[0003] In a known manner, the camera is positioned in the cockpit and oriented forward in order to film the scene through a windshield of the cockpit. Sufficient quality of the video, without imperfections, is important for it to be usable. When a railway vehicle travels at high speed, impurities (insects, water drops or others) can mark the windshield, which alters the quality of the captured video. An immediate solution would be to use a windshield wiper but this would disrupt the video capture.

[0004] In order to eliminate this drawback, it has been considered to place the camera outside the cockpit but this has the disadvantage of altering the size of the railway vehicle and increasing energy consumption. Such a solution cannot be adopted.

[0005] The invention thus aims to eliminate at least some of these drawbacks. PRESENTATION OF THE INVENTION

[0006] The invention relates to a railway vehicle configured to move from a rear to a front along a movement axis, the railway vehicle comprising a housing comprising a transparent wall positioned at the front and at least one imaging member mounted in the housing, the imaging member being oriented towards the front to carry out at least one acquisition in an acquisition zone through the transparent wall.

[0007] The invention is remarkable in that the railway vehicle comprises at least at least one deflector member mounted on a front exterior face of the railway vehicle, the deflector member defining a guide channel, extending along a guide axis, which is configured to capture a frontal air flow and guide it towards the transparent wall so that the frontal air flow protects the acquisition zone from impurities likely to mark the transparent wall.

[0008] According to one aspect, the imaging member is in the form of a camera. According to another aspect, the imaging member is a remote sensing device, in particular a LIDAR.

[0009] The deflector member advantageously makes it possible to guide the frontal air flow induced by the movement of the railway vehicle to blow the transparent wall at the position of the imaging member, in order to avoid degrading the signal, or impurities being present on the captured images. It is thus possible to obtain videos from a driver's point of view of high and stable quality.

[0010] According to one aspect, the guide channel is convergent towards the transparent wall. Such a guide channel makes it possible to compress and accelerate the frontal air flow in order to more efficiently sweep the acquisition zone, improving its protection.

[0011] In one aspect, the guide channel comprises a U-shaped section defining a bottom wall and two side walls. This makes it possible to form a guide channel by simply bending a metal sheet, or by simply forming plastic or ceramic, which facilitates its manufacture.

[0012] According to one aspect, the guide channel is secured directly to the front exterior face, preferably through the bottom wall.

[0013] According to one aspect, the guide channel comprises a roof wall so as to form a closed guide channel. This makes it possible to optimize the compression of the frontal air flow.

[0014] According to another aspect, the guide channel is free of a roof wall so as to form an open guide channel. This makes it possible to optimize the capture of the frontal air flow.

[0015] According to one aspect, the deflector member comprises a deflection element, mounted in the guide channel, configured to deflect the frontal air flow moving along the guide axis along a deflection axis. The deflection element advantageously makes it possible to precisely orient the frontal air flow towards the acquisition zone while making it possible to independently orient the guide axis to optimize the capture of the frontal air flow. It is thus possible to form an air barrier downstream of the transparent wall preventing the collision of impurities with the transparent wall.

[0016] According to one aspect, the guide axis and the deflection axis are spaced apart by a deflection angle of between 98 and 130 degrees. Thus, the guide axis can be inclined by optimally to promote the capture of the frontal airflow while the deflection axis can be optimally inclined to promote the sweeping of impurities. Such a deflection angle ensures an optimal compromise.

[0017] In one aspect, the deflecting element is positioned at an outlet opening of the guide channel to accelerate the frontal airflow before precisely deflecting it.

[0018] According to one aspect, the railway vehicle comprises a horizontal mounting bar fixed on the front outer face of the railway vehicle and a support member is mounted on the horizontal mounting bar so as to be able to slide horizontally, the deflector member being mounted on the support member. This advantageously makes it possible to adapt the lateral position of the deflector member according to the positioning of the imaging member. Thus, the support member is stably mounted on the front outer face, which ensures precise positioning of the deflector member. The presence of a horizontal mounting bar has a low aerodynamic impact.

[0019] According to one aspect, the front exterior face of said railway vehicle comprising an electrical equipment housing positioned under the transparent wall, the deflector member is mounted on a support member fixed in the electrical equipment housing. This advantageously makes it possible to avoid the addition of a horizontal mounting bar.

[0020] According to one aspect, the front outer face of said railway vehicle comprises a front plate positioned vertically between the transparent wall and the electrical equipment housing, the front plate holding the support member. This advantageously makes it possible to securely fix the support member to the front outer face and to ensure stability for the deflector member, and thus to have stable and precise guidance of the frontal air flow.

[0021] According to one aspect, the support member comprises a vertical adjustment device configured to adapt the vertical position of the deflector member. This advantageously makes it possible to adapt the spacing distance separating the deflector member from the base of the acquisition zone, and thus the guidance of the frontal air flow according to the positioning of the imaging member. The scanning efficiency is increased.

[0022] Also presented is a railway assembly comprising a railway vehicle as presented previously and at least one railway car connected to said railway vehicle. The railway assembly can thus be in the form of a passenger train or a freight vehicle.

[0023] Also presented is a method of imaging by a railway vehicle as presented previously, the railway vehicle moving from a rear to a front along an axis of movement comprising steps consisting of: • acquire at least one image in an acquisition zone through the transparent wall by the imaging device, • capture a frontal air flow through the deflector member and guide it towards the transparent wall so that the frontal air flow protects the acquisition area from impurities likely to mark the transparent wall. PRESENTATION OF FIGURES

[0024] The invention will be better understood on reading the description which follows, given by way of example, and referring to the following figures, given by way of non-limiting examples, in which identical references are given to similar objects.

[0025] [Fig.l] is a schematic representation of a first embodiment of a railway vehicle comprising a deflector member.

[0026] [Fig.2] is a schematic side view of the railway vehicle of [Fig.l] in use.

[0027] [Fig.3] is a schematic representation of the deflector member of [Fig.l].

[0028] [Fig.4] is a schematic representation of the deflector member with a wall roof.

[0029] [Fig.5] is a schematic representation of the deflector member with a deflection element.

[0030] [Fig.6] is a schematic profile representation of the deflector member of [Fig.5] during its use.

[0031] [Fig.7] is a schematic representation of a second embodiment of a railway vehicle comprising a deflecting member.

[0032] [Fig.8] is a schematic representation of a support member of the deflector member.

[0033] [Fig.9] is a schematic representation of another support member of the deflector member according to a second embodiment.

[0034] [Fig. 10] is a schematic representation of a third embodiment of a railway vehicle comprising a deflecting member.

[0035] [Fig. 11] is a schematic representation of the electrical housing of [Fig. 10].

[0036] [Fig. 12] is a schematic representation of a support member mounted in the housing of [Fig. 11].

[0037] It should be noted that the figures set out the invention in detail to implement the invention, said figures can of course be used to better define the invention where appropriate. DETAILED DESCRIPTION OF THE INVENTION

[0038] With reference to [Fig.l] and [Fig.2], there is shown a railway vehicle 1 configured to move from a rear to a front along a movement axis XI. In this example, the railway vehicle 1 belongs to a railway assembly comprising a plurality of railway cars or railway wagons connected to the railway vehicle 1. The railway vehicle 1 is placed at the head of the railway assembly.

[0039] In this example, the railway vehicle 1 comprises a cockpit 10 in which a driver is positioned. As illustrated in Figures 1 and 2, the railway vehicle 1 comprises an imaging member 2 mounted in the cockpit 10. The imaging member 2 is in the form of a video camera, preferably high resolution. According to another embodiment, the imaging member 2 is in the form of a LiDAR, making it possible to image in three dimensions the scene in front of the railway vehicle 1. The cockpit 10 comprises a transparent wall 11. In this example, the transparent wall 11 is a windshield 11 positioned at the front. It goes without saying that the imaging member 2 could be mounted in any housing of the railway vehicle 1 and not necessarily in a cockpit 10.

[0040] The imaging member 2 is oriented forward to carry out at least one acquisition in an acquisition zone 3 through the windshield 11. Preferably, with reference to [Fig. 1], the windshield 11 comprises a windshield wiper 11A sweeping said windshield 11 without crossing the acquisition zone 3. This makes it possible to ensure good visibility for the driver of the railway vehicle 1 without disturbing the video capture. With reference to [Fig. 1], the imaging member 2 is positioned in a corner of the windshield 11, in particular, the lower left corner. The invention also applies to an imaging member 2 positioned behind the windshield wiper 11A.

[0041] The railway vehicle 1 comprises a front outer face IA at the front of the railway vehicle 1 along the axis of movement XL. Preferably, the windshield 11 and the windshield wiper 11A are mounted on the front outer face 1A. The front outer face IA comprises a headlight holder 7 on which the headlights of the railway vehicle 1 are mounted.

[0042] With reference to Figures 1 and 2, the railway vehicle 1 comprises a deflector member 4 which is configured to capture a frontal air flow FA and guide it towards the windshield 11 so that the frontal air flow FA protects the acquisition zone 3 against impurities likely to mark the windshield 11. Indeed, when the railway vehicle 1 moves forward, a frontal air flow FA is induced by the movement and moves axially from the rear to the front.

[0043] The deflector member 4 is mounted on the front outer face IA of the railway vehicle 1. With reference to [Fig. 3], the deflector member 4 defines a guide channel 40, extending along a guide axis X4, which is configured to capture an air flow frontal air flow FA and guide it towards the windshield 11 so that the frontal air flow FA protects the acquisition zone 3 against impurities likely to mark the windshield 11. The deflector member 4 is configured to guide the frontal air flow FA from upstream to downstream along the guide axis X4. With reference to [Fig.l], the deflector member 4 is separated from the imaging member 2 by a spacing distance D34 preferably between 100mm and 170mm. This distance makes it possible to ensure efficient scanning of the acquisition zone 3 without disturbing image capture.

[0044] The deflector member 4 defines a lower mouth 4A at its upstream end. The lower mouth 4A has a lower width D4A preferably between 1000mm and 1300mm.

[0045] The deflector member 4 defines an upper mouth 4B at its downstream end. The upper mouth 4B has an upper width D4B preferably between 80mm and 150mm.

[0046] Preferably, the upper width D4B is less than the lower width D4A. The guide channel 40 is thus convergent from upstream to downstream, advantageously allowing acceleration of the frontal air flow FA in order to improve the sweeping of impurities.

[0047] According to one embodiment, the deflector member 4 has several upper openings 4B, making it possible to protect the capture zones 3 of several imaging members 2 from impurities.

[0048] The deflector member 4 has a bottom wall 41 preferably in the form of an isosceles trapezoid whose mouths 4A, 4B are the parallel bases. The guide axis X4 is then the axis of symmetry of the bottom wall 41 and passes through the center of the lower 4A and upper 4B mouths. The trapezoid defines an opening angle a4 adjacent to the base formed by the lower mouth 4A which is between 60° and 75°. Such an opening angle a4 makes it possible to ensure optimal air compression while reducing the size and aerodynamic drag.

[0049] The deflector member 4 has a longitudinal height H4 along the guide axis X4. Preferably, the longitudinal height H4 is between 800mm and 1500mm. Such a longitudinal height H4 makes it possible to reduce the size while still making it possible to capture a sufficient frontal air flow FA.

[0050] According to one aspect, with reference to [Fig. 3], the guide channel 40 comprises two side walls 42 defining a U-shaped section with the bottom wall 4L. This advantageously makes it possible to better guide the frontal air flow FA through the guide channel 40. Preferably, the side walls 42 are identical. Preferably, the side walls 42 are connected to the bottom wall 41 by one of the edges 41A of the bottom wall 4L. Preferably, the side walls 42 are perpendicular to the wall of bottom 41 and have a vertical height V42 between 250mm and 550mm.

[0051] With reference to [Fig. 3], the deflector member 4 comprises a guide channel 40 which is open, that is to say, without a roof. With reference to [Fig. 4], optionally, the guide channel 40 comprises a roof wall 43 so as to form a closed guide channel 40. This advantageously makes it possible to prevent the frontal air flow FA from exiting the guide channel 40, allowing greater compression of the frontal air flow FA in order to sweep away impurities.

[0052] The guide channel 40 can be obtained by simple bending of a metal sheet, or by simple formation of plastic or ceramic, which facilitates its manufacture. It can also be produced by machining a material comprising fibers (glass fibers, carbon, PVC, hard plastics, etc.).

[0053] According to a first embodiment, with reference to [Fig.l], the deflector member 4 is fixed directly to the front outer face 1A, preferably by several fixing flanges (not shown). This allows quick and simple assembly and disassembly.

[0054] According to a variant, with reference to Figures 5 and 6, the deflector member 4 comprises a deflection element 44, mounted in the guide channel 40, configured to deflect the frontal air flow FA along a deflection axis X44. The deflection element 44 advantageously makes it possible to form an air barrier downstream of the windshield 11 preventing the collision of impurities with the windshield 11.

[0055] The deflection element 44 advantageously makes it possible to decorrelate the inclination of the guide axis X4 from the inclination of the deflection axis X44. Thus, the guide axis X4 can be optimally inclined to promote the capture of the frontal air flow FA while the deflection axis X44 can be optimally inclined to promote the sweeping of impurities.

[0056] The guide axis X4 and the deflection axis X44 are spaced apart by a deflection angle a44 preferably between 98 and 130 degrees. Preferably, the deflection axis 44 is in the same plane as the guide axis X4, in order to allow a simpler deflection element 44.

[0057] The deflection element 44 is preferably positioned at an outlet opening of the guide channel 40, in particular an upper mouth 4A. Preferably, the deflection element 44 is screwed to the bottom wall 41 of the deflector member 4.

[0058] According to a second embodiment, shown in [Fig.7], the railway vehicle 1 comprises a horizontal mounting bar 6 fixed on the front outer face 1A of the railway vehicle 1. In this example, the horizontal mounting bar 6 extends under the windshield 11 and under the headlight holder 7. The horizontal mounting bar 6 extends generally over the entire width of the railway vehicle 1. The horizontal mounting bar 6 can be conveniently mounted on a railway vehicle existing roviary.

[0059] With reference to [Fig. 8], the railway vehicle 1 comprises a support member 5 mounted on the horizontal mounting bar 6 so as to be able to slide horizontally. The deflector member 4 is mounted on the support member 5. This advantageously makes it possible to adapt the position of the deflector member 4 according to the positioning of the imaging member 2. Preferably, the deflector member 4 is screwed by its bottom wall 41 to the support member 5. This advantageously allows simple disassembly and assembly of the deflector member 4. In this example, the support member 5 is in the form of a folded sheet adapted to the morphology of the front outer face 1A.

[0060] Still with reference to Figures 7 and 8, the support member 5 is fixed to the horizontal mounting bar 6 and to the headlight holder 7 of the front outer face IA of the railway vehicle 1. It goes without saying that the support member 5 could be fixed to another element of the front outer face IA of the railway vehicle 1 than the headlight holder 7. Thus, the support member 5 is mounted in a stable manner on the front outer face IA, which guarantees precise positioning of the deflector member 4.

[0061] According to a variant, shown in [Fig.9], the support member 5 comprises a vertical adjustment device 51 configured to adapt the vertical position of the deflector member 4. This advantageously makes it possible to adapt the spacing distance D34 ([Fig.1]) separating the deflector member 4 from the base of the acquisition zone 3, and thus the guidance of the frontal air flow FA as a function of the positioning of the imaging member 2. The scanning efficiency is increased.

[0062] The vertical adjustment device 51 makes it possible to adapt the vertical position of the deflector member 4 along an adjustment axis X51, preferably colinear with the guide axis X4. Preferably, the vertical adjustment device 51 makes it possible to vary the vertical position of the support member 4 over a height of between 450mm and 900mm. The vertical adjustment device 51 is shown in the form of an easel having two sliding uprights 52, 52', but it goes without saying that it could be in another form, such as a rack. Preferably, the deflector member 4 is screwed by its bottom wall 41 to the vertical adjustment device 51 of the support member 5. This advantageously allows simple disassembly and assembly of the deflector member 4.

[0063] According to a third embodiment, with reference to [Fig. 10], the front outer face IA of the railway vehicle 1 comprises an electrical equipment housing 15 positioned under the windshield 11. An electrical equipment housing 15 makes it possible to house one or more electrical equipment 15A. The electrical equipment housing 15 is closed by a protective hatch 13 in order to allow access to the electrical equipment by an operator. The front outer face IA comprises also a front plate 12 positioned vertically between the windshield 11 and the electrical equipment housing 15.

[0064] With reference to [Fig. 11] showing the protective hatch 13 in the open position, the protective hatch 13 is connected to the electrical equipment housing 15 by an opening hinge 16, allowing the vertical movement of the protective hatch 13. The electrical equipment housing 15 also comprises at least one lateral upright 16, in particular, for receiving the protective hatch 13 in the closed position.

[0065] With reference to [Fig. 12], the deflector member 4 is mounted on a support member 5 fixed in the electrical equipment housing 15. The support member 5 is separated from the electrical equipment 15A by a safety distance Ds, preferably greater than 100mm. The support member 5 is shown transparently in [Fig. 11].

[0066] With reference to [Fig. 11] and [Fig. 12], the support member 5 comprises an insert element 54 which is mounted in the electrical equipment housing 15. In this example, the insert element 54 is pressed against and fixed against the side upright 16. Preferably, the insert element 54 is fixed to the side upright 16 by flanges, such as clamps, advantageously allowing quick and simple assembly and disassembly. When the protective hatch 13 is closed, the front plate 12 holds the support member 5 in place. Only the fixing uprights 53 protrude through the gap between the front plate 12 and the protective hatch 13. This advantageously makes it possible to firmly fix the support member 5 to the front outer face IA and to ensure stability for the deflector member 4, and thus to have stable and precise guidance of the frontal air flow FA.It is advantageously not necessary to add a horizontal mounting bar 6, the aerodynamic impact is reduced.

[0067] The support member 5 comprises two fixing uprights 53 to allow mounting to the deflector member 4 but it goes without saying that the number of fixing uprights 53 could be different. The deflector member 4 is preferably screwed to the fixing uprights 53, advantageously allowing quick and simple mounting and dismounting. Preferably, the deflector member 4 is also fixed to the front outer face 1A, in particular to the protective hatch 13, preferably by single or double clamps that are easily mounted and dismounted.

[0068] In a manner similar to the first embodiment, the support member 5 may also comprise a vertical adjustment device 51 configured to adapt the vertical position of the deflector member 4. Preferably, the vertical adjustment device 51 is positioned between the fixing uprights 53 and the deflector member 4.

[0069] An example of implementation of the invention will now be presented with reference to Figures 1 and 2. The imaging device 2 is installed in the cockpit 10 in order to capture a video of the movement of the railway vehicle 1 through the windshield 11. The imaging device 2 is oriented towards the front and is switched on to start image capture in acquisition area 3.

[0070] The driver controls the movement of the railway vehicle which moves forward along the movement axis XI which induces a frontal air flow FA (relative air flow) which moves axially in a direction opposite to the railway vehicle 1.

[0071] When the railway vehicle 1 is moving, the deflector member 4 captures a portion of the frontal air flow FA, guides it and accelerates it before injecting it towards the acquisition zone 3 of the windshield 11 or parallel to the latter in order to divert any impurities likely to mark the windshield IL.

[0072] Advantageously, the position of the deflector member 4 can be adjusted laterally and vertically in order to ensure optimal protection of the acquisition zone 3.

Claims

Claims

1. Railway vehicle (1) configured to move from a rear to a front along a movement axis (XI), the railway vehicle (1) comprising a housing (10) having a transparent wall (11) positioned at the front and at least one imaging member (2) mounted in the housing (10), the imaging member (2) being oriented towards the front and configured to carry out an acquisition through the transparent wall (11) according to an acquisition zone (3), railway vehicle (1) characterized in that it comprises at least one deflector member (4) mounted on a front outer face (IA) of the railway vehicle (1), the deflector member (4) defining a guide channel (40), extending along a guide axis (X4),which is configured to capture a frontal air flow (FA) and guide it towards the transparent wall (11) so that the frontal air flow (FA) protects the acquisition zone (3) against impurities likely to mark the transparent wall (H).,

2. Vehicle according to claim 1, in which the guide channel (40) is convergent towards the transparent wall (11).

3. Vehicle according to one of claims 1 to 2, in which the guide channel (40) comprises a U-shaped section defining a bottom wall (41) and two side walls (42).

4. Vehicle according to one of claims 1 to 3, in which the guide channel (40) comprises a roof wall (43) so as to form a closed guide channel (40).

5. Vehicle according to one of claims 1 to 4, in which the deflector member (4) comprises a deflection element (44), mounted in the guide channel (40), configured to deflect the frontal air flow (FA) moving along the guide axis (X4) along a deflection axis (X44).

6. Vehicle according to one of claims 1 to 5, comprising a horizontal mounting bar (6) fixed on the front outer face (IA) of the railway vehicle (1), a support member (5) mounted on the horizontal mounting bar (6) so as to be able to slide horizontally, the deflector member (4) being mounted on the support member (5).

7. Vehicle according to one of claims 1 to 5, in which, the front outer face (IA) of said railway vehicle (1) comprising an electrical equipment housing (15) positioned under the transparent wall (11), the deflector member (4) is mounted on a member of

8.

9.

10. support (5) fixed in the electrical equipment housing (15). Vehicle according to claim 7, wherein the front outer face (IA) of said railway vehicle (1) comprises a front plate (12) positioned vertically between the transparent wall (11) and the electrical equipment housing (15), the front plate (12) holding the support member (5). Vehicle according to one of claims 6 to 8, in which the support member (5) comprises a vertical adjustment device (51) configured to adapt the vertical position of the deflector member (4). Method of imaging by a railway vehicle (1) according to one of claims 1 to 9, the railway vehicle (1) moving from a rear to a front along a movement axis (XI) comprising steps consisting of: • acquire at least one image in an acquisition zone (3) through the transparent wall (11) by the imaging member (2), • capture a frontal air flow (FA) by the deflector member (4) and guide it towards the transparent wall (11) so that the frontal air flow (FA) protects the acquisition zone (3) against impurities likely to mark the transparent wall (11).

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