EP1827943B1 - Shock absorber device for railway vehicle - Google Patents

Shock absorber device for railway vehicle Download PDF

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Publication number
EP1827943B1
EP1827943B1 EP05850553A EP05850553A EP1827943B1 EP 1827943 B1 EP1827943 B1 EP 1827943B1 EP 05850553 A EP05850553 A EP 05850553A EP 05850553 A EP05850553 A EP 05850553A EP 1827943 B1 EP1827943 B1 EP 1827943B1
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EP
European Patent Office
Prior art keywords
carrying structure
bar
railway vehicle
vehicle
machinable
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
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EP05850553A
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German (de)
French (fr)
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EP1827943A2 (en
Inventor
Stéphane Roll
Georges Bernhard
Patrick Sicot
Olivier Gries
Pierre Huss
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Alstom Transport SA
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Alstom Transport SA
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Publication date
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Publication of EP1827943A2 publication Critical patent/EP1827943A2/en
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Publication of EP1827943B1 publication Critical patent/EP1827943B1/en
Expired - Fee Related legal-status Critical Current
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
    • B61D15/06—Buffer cars; Arrangements or construction of railway vehicles for protecting them in case of collisions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G11/00—Buffers
    • B61G11/16—Buffers absorbing shocks by permanent deformation of buffer element
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories
    • B61G7/10—Mounting of the couplings on the vehicle

Definitions

  • railway vehicles especially high-speed trains, are sometimes brought into contact with obstacles placed on the track.
  • the railway vehicles placed at the ends of the convoy are equipped, at the front, with a shock-absorbing device.
  • This device makes it possible to dissipate part of the kinetic energy of the vehicle.
  • it is known to transfer, during the retraction of the coupling, a portion of the kinetic energy to a sliding drawer mounted movable along the length of machinable bars arranged longitudinally and carried by the vehicle structure.
  • the drawer is equipped with cutting tools, commonly referred to as machining knives, for cutting the bars along their length to form chips.
  • the machinable bars are mounted under the chassis of the vehicle cab. They are secured by screws distributed along the length of the bars. The bars abut from their rear end on the rear portion of the frame.
  • the impact energy is dissipated only by machining the bars, which allows only limited energy absorption.
  • the object of the invention is to provide a shock absorbing device that allows greater energy dissipation.
  • the subject of the invention is a shock absorber device for a railway vehicle, of the aforementioned type, characterized in that the structure consists of a compressible element for the absorption of energy in the direction of the or each bar, and in that the or each bar is linked, from its front end, to said supporting structure, at a front end of the supporting structure opposite its connecting end for a concomitant movement of the or each bar and the front end of the carrier structure during compression of the carrier structure.
  • the invention further relates to a railway vehicle comprising a body and a shock absorber device as described above, attached to one end of the vehicle body from the fastening means of the carrier structure.
  • FIG. 1 On the figure 1 is schematically shown a front end of a railway vehicle equipped with a shock absorber device 10 according to the invention.
  • the railway vehicle comprises a body 12 supported by unrepresented bogies.
  • This box defines a cabin 14 for a driver.
  • the box 12 has at the front a glazed portion 16 forming a windshield and a solid wall 18 disposed under the windshield and on which is secured the shock absorber device 10.
  • the cabin 14 has a floor 20 below which is delimited a reserved space 22 adapted to receive certain movable elements of the shock absorber device after the railway vehicle has encountered an obstacle.
  • the shock absorbing device 10 is also used for the end-to-end connection of two railway vehicles.
  • the shock absorbing device comprises a carrier structure 32 connected to the solid front wall 18 of the vehicle structure from a rear end 34 equipped with a connecting flange 35.
  • the carrying structure 32 is able to transmit the traction / compression forces applied to the vehicle and thus forms a structural element of the vehicle. It consists of a metal box usually truncated pyramid gradually flaring from its front end 36 noted at its rear end 34 from which it is linked to the vehicle body.
  • the carrying structure 32 is formed of a set of metal sheets mechanically welded to each other so that the box formed is compressible axially by plastic deformation when bringing its two ends 34, 36 closer together. At its narrowed front end, the carrier structure has a front transverse plate 37.
  • the carrier structure 32 defines in its lower part a housing 38 reserved for the retraction of the drawbar 30. This housing opens through the front plate 37.
  • the shock absorbing device comprises an interchangeable modular absorber 40 secured to the front plate 37 of the supporting structure beyond which it projects forwardly. It is disposed above an opening 42 through which the housing 38 opens.
  • the modular absorber 40 consists of a plastically deformable metal structure formed of a set of welded sheets.
  • the axial compressive strength of the modular absorber 40 is less than the axial compressive strength of the carrier structure 32.
  • the modular absorber 40 is removably bonded to the front plate by screws.
  • the shock absorbing device further comprises a mechanism 50 energy absorption mechanism to allow the retraction of the drawbar 30 and the energy dissipation.
  • This mechanism comprises two machinable bars 52 extending on either side of the longitudinal axis of the vehicle and parallel thereto. They are each linked from a front end 54 to the front plate 37 of the supporting structure.
  • a drawbar 56 is slidably mounted along the length of the machinable bars 52.
  • the drawbar 30 is connected by a ball joint disposed at a first end on the slide 56. At its other end, the drawbar 30 comprises means 60 for mechanical coupling with a drawbar complementary to a other vehicle.
  • the machinable bars 52 extend generally horizontally. They are arranged in the retraction housing 38 of the drawbar formed inside the supporting structure 32. These bars are arranged in the extension of the space 22 formed below the cockpit 14 in the body 12 of the vehicle.
  • the two bars 52 are linked only at their front end 54 to the front plate 37. At their rear end 64, the two machinable bars are independent of the carrier structure 32 and the body 12 of the vehicle.
  • the bars 52 have at their front end 54 a connecting portion to the front plate 37 extended substantially along their length by a machinable section of greater diameter than the connecting section.
  • An intermediate chamfer connects the two successive sections.
  • Each bar 52 is engaged through an orifice formed in the front plate 37 and is retained therein.
  • a calibrated fuse element is interposed between the drawer 56 and the front plate 37. It ensures the initial retention of the drawer relative to the front plate.
  • This fuse element comprises a breakable section having a calibrated thickness allowing a break of this weakened section during a predetermined axial traction force applied between the slide 56 and the front plate 37.
  • the drawer is equipped for each bar 52 with a machining nut.
  • Each machining nut is engaged around a bar and comprises an annular machining profile formed of a crown delimiting according to its inner periphery cutting edges capable of machining the bar by cutting metal chips in it.
  • the shock absorbing device illustrated in the figures operates as follows.
  • the coupling bar 30 of the vehicle can be used to ensure the axial connection of two successive vehicles.
  • the forces are transmitted through the drawbar 30 to the drawbar 56, which transmits the forces to the front plate 37 of the carrier structure through the fuse element not yet broken. These forces are transmitted to the vehicle body coupled through the carrier structure 32.
  • the fuse element is selected sufficiently resistant to withstand the traction forces existing between two connected trains.
  • the drawbar 30 is, as is visible on the figure 1 , the first element of the shock absorbing device to come into contact with the obstacle placed in front.
  • the force applied by the obstacle on the drawbar 30 is transmitted to the drawbar 56 and the fuse element.
  • this force is greater than the predetermined breaking force of the fuse element, it breaks, thus allowing the slide 56 to slide along the machinable bars 52 away from the front plate 37.
  • the crown of the machining nut then enters the enlarged section of the machinable bar and causes the progressive formation of chips. The formation of such chips allows the dissipation of kinetic energy.
  • the drawbar 56 thus moves to the rear end of the bars 52 where it is held in abutment against a stop.
  • the obstacle comes into contact with the modular absorber 40, which compresses as shown in FIG. figure 2 to absorb some of the shock energy.
  • the carrier structure 32 After retraction of the coupling bar 30 and compression of the modular absorber 40, the carrier structure 32 is deformed axially by compression of the metal sheets constituting it as shown in FIG. figure 3 . During this compression, the bars 52, as well as the hitch bar 30 retracted engage in the reserved space 22 below the cabin 14.
  • the energy of the shock is dissipated on the one hand by machining the bars 52, and on the other hand by compression of the modular absorber 40 and the carrier structure 32.
  • connection of the bars 52 only from their front end on the front plate of the support structure allows them to retract into or inside the vehicle body 12, without damaging it.
  • the retractable bars they are not forks linked rigidly in the extension of the vehicle body, which could ride the obstacle and cause it to serious damage.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Vibration Dampers (AREA)

Description

La présente invention concerne un dispositif absorbeur de chocs pour véhicule ferroviaire, du type comportant un mécanisme d'absorption d'énergie par usinage et une structure porteuse de support du mécanisme d'absorption d'énergie à l'extrémité d'une caisse de véhicule ferroviaire, la structure porteuse comportant, à une extrémité, des moyens de fixation à l'extrémité d'une caisse de véhicule ferroviaire et le mécanisme d'absorption d'énergie comportant :

  • au moins une barre usinable liée à la structure porteuse, l'extrémité avant de la ou chaque barre usinable étant le plus à l'écart de la caisse du véhicule ;
  • au moins un tiroir monté coulissant le long de la ou chaque barre usinable entre une position initiale et une position finale, lequel tiroir comporte des moyens d'attelage à un autre véhicule et au moins un couteau propre à usiner la ou chaque barre, lors du déplacement du tiroir de sa position initiale à sa position finale.
The present invention relates to a shock absorber device for a railway vehicle, of the type comprising a mechanism for absorbing energy by machining and a supporting structure for supporting the mechanism for absorbing energy at the end of a vehicle body. rail, the supporting structure comprising, at one end, fastening means at the end of a rail vehicle body and the energy absorption mechanism comprising:
  • at least one machinable bar connected to the supporting structure, the front end of the or each machinable bar being the furthest away from the vehicle body;
  • at least one drawer slidably mounted along the or each machinable bar between an initial position and a final position, which drawer comprises means for coupling to another vehicle and at least one knife capable of machining the or each bar, during the moving the drawer from its initial position to its final position.

Les véhicules ferroviaires, notamment les trains à grande vitesse, sont amenés parfois à entrer en contact avec des obstacles placés sur la voie. Afin de réduire les conséquences du choc frontal avec un tel obstacle, les véhicules ferroviaires placés aux extrémités du convoi sont équipés, à l'avant, d'un dispositif absorbeur de chocs.Railway vehicles, especially high-speed trains, are sometimes brought into contact with obstacles placed on the track. In order to reduce the consequences of the frontal impact with such an obstacle, the railway vehicles placed at the ends of the convoy are equipped, at the front, with a shock-absorbing device.

Ce dispositif permet de dissiper une partie de l'énergie cinétique du véhicule. En particulier, il est connu de transférer, lors du recul de l'attelage, une partie de l'énergie cinétique à un tiroir coulissant monté déplaçable suivant la longueur de barres usinables disposées longitudinalement et portées par la structure du véhicule. Le tiroir est équipé d'outils de coupe, couramment désignés par couteaux d'usinage, permettant de découper les barres sur leur longueur pour former des copeaux.This device makes it possible to dissipate part of the kinetic energy of the vehicle. In particular, it is known to transfer, during the retraction of the coupling, a portion of the kinetic energy to a sliding drawer mounted movable along the length of machinable bars arranged longitudinally and carried by the vehicle structure. The drawer is equipped with cutting tools, commonly referred to as machining knives, for cutting the bars along their length to form chips.

Une partie de l'énergie est ainsi consommée dans l'usinage des barres.Part of the energy is thus consumed in the machining of the bars.

Une telle solution est décrite notamment dans le document FR-2.789.038 .Such a solution is described in particular in the document FR-2789038 .

Dans ce document, les barres usinables sont montées sous le châssis de la cabine du véhicule. Elles sont solidarisées par des vis réparties suivant la longueur des barres. Les barres sont en butée depuis leur extrémité arrière sur la partie arrière du châssis.In this document, the machinable bars are mounted under the chassis of the vehicle cab. They are secured by screws distributed along the length of the bars. The bars abut from their rear end on the rear portion of the frame.

Dans cet agencement, l'énergie du choc est dissipée seulement par l'usinage des barres, ce qui ne permet qu'une absorption d'énergie limitée.In this arrangement, the impact energy is dissipated only by machining the bars, which allows only limited energy absorption.

L'invention a pour but de proposer un dispositif absorbeur de chocs permettant une dissipation d'énergie plus importante.The object of the invention is to provide a shock absorbing device that allows greater energy dissipation.

A cet effet, l'invention a pour objet un dispositif absorbeur de chocs pour véhicule ferroviaire, du type précité, caractérisé en ce que la structure est constituée d'un élément compressible pour l'absorption d'énergie suivant la direction de la ou chaque barre, et en ce que la ou chaque barre est liée, depuis son extrémité avant, à ladite structure porteuse, à une extrémité avant de la structure porteuse opposée à son extrémité de liaison pour un déplacement concomitant de la ou chaque barre et de l'extrémité avant de la structure porteuse lors de la compression de la structure porteuse.For this purpose, the subject of the invention is a shock absorber device for a railway vehicle, of the aforementioned type, characterized in that the structure consists of a compressible element for the absorption of energy in the direction of the or each bar, and in that the or each bar is linked, from its front end, to said supporting structure, at a front end of the supporting structure opposite its connecting end for a concomitant movement of the or each bar and the front end of the carrier structure during compression of the carrier structure.

Suivant des modes particuliers de réalisation, le dispositif suivant l'invention comporte l'une ou plusieurs des caractéristiques suivantes :

  • il comporte un absorbeur modulaire placé en saillie sur l'extrémité avant (36) de la structure porteuse ;
  • la résistance à la compression axiale de l'absorbeur modulaire est inférieure à la résistance à la compression axiale de la structure porteuse ;
  • la structure porteuse forme un caisson délimitant un logement d'escamotage des moyens d'attelage ; et
  • il comporte, pour la ou chaque barre, un élément sécable disposé entre la structure porteuse et le tiroir.
According to particular embodiments, the device according to the invention comprises one or more of the following characteristics:
  • it comprises a modular absorber projecting from the front end (36) of the supporting structure;
  • the axial compressive strength of the modular absorber is lower than the axial compressive strength of the carrier structure;
  • the support structure forms a box delimiting a retraction housing of the coupling means; and
  • it comprises, for the or each bar, a breakable element disposed between the supporting structure and the drawer.

L'invention a en outre pour objet un véhicule ferroviaire comportant une caisse et un dispositif absorbeur de chocs tel que décrit ci-dessus, fixé à une extrémité de la caisse du véhicule depuis les moyens de fixation de la structure porteuse.The invention further relates to a railway vehicle comprising a body and a shock absorber device as described above, attached to one end of the vehicle body from the fastening means of the carrier structure.

Suivant des modes particuliers de réalisation, le véhicule ferroviaire suivant l'invention comporte l'une ou plusieurs des caractéristiques suivantes :

  • la caisse du véhicule présente un espace réservé pour l'escamotage de la ou chaque barre usinable lors de la compression de la structure porteuse ; et
  • la structure porteuse constitue un élément structurel du véhicule transmettant les efforts de traction/compression appliqués à la caisse.
According to particular embodiments, the railway vehicle according to the invention comprises one or more of the following characteristics:
  • the vehicle body has a space reserved for the retraction of the or each machinable bar during the compression of the supporting structure; and
  • the supporting structure constitutes a structural element of the vehicle transmitting the traction / compression forces applied to the body.

L'invention sera mieux comprise à la lecture de la description qui va suivre, donnée uniquement à titre d'exemple, et faite en se référant aux dessins sur lesquels :

  • la figure 1 est une vue schématique de côté d'un véhicule ferroviaire équipé d'un dispositif absorbeur de chocs selon l'invention ; et
  • les figures 2 et 3 sont des vues identiques à celle de la figure 1 à des stades différents d'absorption d'un choc.
The invention will be better understood on reading the description which follows, given solely by way of example, and with reference to the drawings in which:
  • the figure 1 is a schematic side view of a railway vehicle equipped with a shock absorber device according to the invention; and
  • the Figures 2 and 3 are views identical to that of the figure 1 at different stages of shock absorption.

Sur la figure 1 est représentée schématiquement une extrémité avant d'un véhicule ferroviaire équipé d'un dispositif absorbeur de chocs 10 selon l'invention. Le véhicule ferroviaire comporte une caisse 12 supportée par des bogies non représentés. Cette caisse délimite une cabine 14 pour un conducteur. La caisse 12 présente à l'avant une partie vitrée 16 formant pare-brise et une paroi pleine 18 disposée sous le pare-brise et sur laquelle est solidarisé le dispositif absorbeur de chocs 10.On the figure 1 is schematically shown a front end of a railway vehicle equipped with a shock absorber device 10 according to the invention. The railway vehicle comprises a body 12 supported by unrepresented bogies. This box defines a cabin 14 for a driver. The box 12 has at the front a glazed portion 16 forming a windshield and a solid wall 18 disposed under the windshield and on which is secured the shock absorber device 10.

La cabine 14 présente un plancher 20 au-dessous duquel est délimité un espace réservé 22 propre à recevoir certains éléments mobiles du dispositif absorbeur de chocs après que le véhicule ferroviaire a rencontré un obstacle.The cabin 14 has a floor 20 below which is delimited a reserved space 22 adapted to receive certain movable elements of the shock absorber device after the railway vehicle has encountered an obstacle.

Le dispositif d'absorption de chocs 10 est utilisé également pour la liaison bout à bout de deux véhicules ferroviaires.The shock absorbing device 10 is also used for the end-to-end connection of two railway vehicles.

Ainsi, comme illustré sur la figure 2, il comporte une barre d'attelage 30 escamotable en cas de choc.So, as illustrated on the figure 2 it comprises a drawbar 30 retractable in case of shock.

Le dispositif absorbeur de chocs comporte une structure porteuse 32 reliée à la paroi pleine avant 18 de la structure du véhicule depuis une extrémité arrière 34 équipée d'une bride de liaison 35. La structure porteuse 32 est propre à transmettre les efforts de traction/compression appliqués au véhicule et forme ainsi un élément structurel du véhicule. Elle est constituée d'un coffre métallique généralement en tronc de pyramide s'évasant progressivement de son extrémité avant notée 36 à son extrémité arrière 34 depuis laquelle elle est liée à la caisse du véhicule. La structure porteuse 32 est formée d'un ensemble de tôles métalliques mécano-soudées les unes aux autres de sorte que le caisson formé est compressible axialement par déformation plastique lors du rapprochement de ses deux extrémités 34, 36. A son extrémité avant rétrécie, la structure porteuse présente une plaque transversale avant 37.The shock absorbing device comprises a carrier structure 32 connected to the solid front wall 18 of the vehicle structure from a rear end 34 equipped with a connecting flange 35. The carrying structure 32 is able to transmit the traction / compression forces applied to the vehicle and thus forms a structural element of the vehicle. It consists of a metal box usually truncated pyramid gradually flaring from its front end 36 noted at its rear end 34 from which it is linked to the vehicle body. The carrying structure 32 is formed of a set of metal sheets mechanically welded to each other so that the box formed is compressible axially by plastic deformation when bringing its two ends 34, 36 closer together. At its narrowed front end, the carrier structure has a front transverse plate 37.

La structure porteuse 32 définit dans sa partie inférieure un logement 38 réservé pour l'escamotage de la barre d'attelage 30. Ce logement s'ouvre au travers de la plaque avant 37.The carrier structure 32 defines in its lower part a housing 38 reserved for the retraction of the drawbar 30. This housing opens through the front plate 37.

Le dispositif absorbeur de chocs comporte un absorbeur modulaire 40 interchangeable solidarisé sur la plaque avant 37 de la structure porteuse au-delà de laquelle il fait saillie vers l'avant. Il est disposé au-dessus d'une ouverture 42 au travers de laquelle débouche le logement 38.The shock absorbing device comprises an interchangeable modular absorber 40 secured to the front plate 37 of the supporting structure beyond which it projects forwardly. It is disposed above an opening 42 through which the housing 38 opens.

L'absorbeur modulaire 40 est constitué d'une structure métallique déformable plastiquement formée d'un ensemble de tôles mécano-soudées. La résistance à la compression axiale de l'absorbeur modulaire 40 est inférieure à la résistance à la compression axiale de la structure porteuse 32. L'absorbeur modulaire 40 est lié de manière démontable à la plaque avant par des vis.The modular absorber 40 consists of a plastically deformable metal structure formed of a set of welded sheets. The axial compressive strength of the modular absorber 40 is less than the axial compressive strength of the carrier structure 32. The modular absorber 40 is removably bonded to the front plate by screws.

Le dispositif d'absorption de choc comporte en outre un mécanisme d'absorption d'énergie par usinage 50 propre à permettre l'escamotage de la barre d'attelage 30 et la dissipation d'énergie. Ce mécanisme comporte deux barres usinables 52 s'étendant de part et d'autre de l'axe longitudinal du véhicule et parallèlement à celui-ci. Elles sont liées chacune depuis une extrémité avant 54 à la plaque avant 37 de la structure porteuse. Un tiroir d'attelage 56 est monté coulissant suivant la longueur des barres usinables 52.The shock absorbing device further comprises a mechanism 50 energy absorption mechanism to allow the retraction of the drawbar 30 and the energy dissipation. This mechanism comprises two machinable bars 52 extending on either side of the longitudinal axis of the vehicle and parallel thereto. They are each linked from a front end 54 to the front plate 37 of the supporting structure. A drawbar 56 is slidably mounted along the length of the machinable bars 52.

La barre d'attelage 30 est reliée par une rotule disposée à une première extrémité sur le tiroir 56. A son autre extrémité, la barre d'attelage 30 comporte des moyens 60 d'accouplement mécanique avec une barre d'attelage complémentaire d'un autre véhicule.The drawbar 30 is connected by a ball joint disposed at a first end on the slide 56. At its other end, the drawbar 30 comprises means 60 for mechanical coupling with a drawbar complementary to a other vehicle.

Les barres usinables 52 s'étendent généralement horizontalement. Elles sont disposées dans le logement 38 d'escamotage de la barre d'attelage ménagée à l'intérieur de la structure porteuse 32. Ces barres sont disposées dans le prolongement de l'espace 22 ménagé au-dessous de la cabine de pilotage 14 dans la caisse 12 du véhicule.The machinable bars 52 extend generally horizontally. They are arranged in the retraction housing 38 of the drawbar formed inside the supporting structure 32. These bars are arranged in the extension of the space 22 formed below the cockpit 14 in the body 12 of the vehicle.

Les deux barres 52 sont liées seulement à leur extrémité avant 54 à la plaque avant 37. A leur extrémité arrière notée 64, les deux barres usinables sont indépendantes de la structure porteuse 32 et de la caisse 12 du véhicule.The two bars 52 are linked only at their front end 54 to the front plate 37. At their rear end 64, the two machinable bars are independent of the carrier structure 32 and the body 12 of the vehicle.

Les barres 52 présentent à leur extrémité avant 54 un tronçon de liaison à la plaque avant 37 prolongé suivant l'essentiel de leur longueur par un tronçon usinable de diamètre supérieur au tronçon de liaison. Un chanfrein intermédiaire relie les deux tronçons successifs.The bars 52 have at their front end 54 a connecting portion to the front plate 37 extended substantially along their length by a machinable section of greater diameter than the connecting section. An intermediate chamfer connects the two successive sections.

Chaque barre 52 est engagée au travers d'un orifice ménagé dans la plaque avant 37 et y est retenue. Un élément fusible calibré est interposé entre le tiroir 56 et la plaque avant 37. Il assure la retenue initiale du tiroir par rapport à la plaque avant.Each bar 52 is engaged through an orifice formed in the front plate 37 and is retained therein. A calibrated fuse element is interposed between the drawer 56 and the front plate 37. It ensures the initial retention of the drawer relative to the front plate.

Cet élément fusible comporte un tronçon sécable présentant une épaisseur calibré permettant une rupture de ce tronçon affaibli lors d'un effort de traction axiale prédéterminé appliqué entre le tiroir 56 et la plaque avant 37.This fuse element comprises a breakable section having a calibrated thickness allowing a break of this weakened section during a predetermined axial traction force applied between the slide 56 and the front plate 37.

Le tiroir est équipé pour chaque barre 52 d'un écrou d'usinage. Chaque écrou d'usinage est engagé autour d'une barre et comporte un profil d'usinage annulaire formé d'une couronne délimitant suivant son pourtour intérieur des arêtes tranchantes propres à usiner la barre en découpant des copeaux métalliques dans celui-ci.The drawer is equipped for each bar 52 with a machining nut. Each machining nut is engaged around a bar and comprises an annular machining profile formed of a crown delimiting according to its inner periphery cutting edges capable of machining the bar by cutting metal chips in it.

Le dispositif absorbeur de chocs illustré aux figures fonctionne de la manière suivante.The shock absorbing device illustrated in the figures operates as follows.

Alors que le dispositif absorbeur de chocs n'a encore subi aucun choc, la barre d'attelage 30 du véhicule peut être utilisée pour assurer la liaison axiale de deux véhicules successifs. Les efforts sont transmis au travers de la barre d'attelage 30 jusqu'au tiroir d'attelage 56, lequel transmet les efforts jusqu'à la plaque avant 37 de la structure porteuse au travers de l'élément fusible non encore rompu. Ces efforts sont transmis à la caisse du véhicule accouplé au travers de la structure porteuse 32. A cet effet, l'élément fusible est choisi suffisamment résistant pour supporter les efforts de traction existant entre deux trains reliés.While the shock absorbing device has not yet suffered any shock, the coupling bar 30 of the vehicle can be used to ensure the axial connection of two successive vehicles. The forces are transmitted through the drawbar 30 to the drawbar 56, which transmits the forces to the front plate 37 of the carrier structure through the fuse element not yet broken. These forces are transmitted to the vehicle body coupled through the carrier structure 32. For this purpose, the fuse element is selected sufficiently resistant to withstand the traction forces existing between two connected trains.

Lorsque deux véhicules ne sont pas accouplés, et que le dispositif absorbeur de chocs se trouve à l'avant d'un véhicule qui entre en contact avec un obstacle, la barre d'attelage 30 est, comme cela est visible sur la figure 1, le premier élément du dispositif absorbeur de chocs à entrer en contact avec l'obstacle placé en avant.When two vehicles are not coupled, and the shock absorber device is at the front of a vehicle that comes into contact with an obstacle, the drawbar 30 is, as is visible on the figure 1 , the first element of the shock absorbing device to come into contact with the obstacle placed in front.

L'effort appliqué par l'obstacle sur la barre d'attelage 30 est transmis au tiroir d'attelage 56 et à l'élément fusible. Lorsque cet effort est supérieur à l'effort de rupture prédéterminé de l'élément fusible, celui-ci se rompt, permettant ainsi au tiroir 56 de coulisser le long des barres usinables 52 en s'écartant de la plaque avant 37. La couronne de l'écrou d'usinage pénètre alors dans le tronçon élargi de la barre usinable et provoque la formation progressive de copeaux. La formation de tels copeaux permet la dissipation d'énergie cinétique.The force applied by the obstacle on the drawbar 30 is transmitted to the drawbar 56 and the fuse element. When this force is greater than the predetermined breaking force of the fuse element, it breaks, thus allowing the slide 56 to slide along the machinable bars 52 away from the front plate 37. The crown of the machining nut then enters the enlarged section of the machinable bar and causes the progressive formation of chips. The formation of such chips allows the dissipation of kinetic energy.

Le tiroir d'attelage 56 se déplace ainsi jusqu'à l'extrémité arrière des barres 52 où il est retenu en appui contre une butée.The drawbar 56 thus moves to the rear end of the bars 52 where it is held in abutment against a stop.

Lors de la phase ultime d'escamotage de la barre d'attelage, l'obstacle entre en contact avec l'absorbeur modulaire 40, lequel se comprime comme illustré sur la figure 2 pour absorber une partie de l'énergie du choc.During the final phase of retraction of the drawbar, the obstacle comes into contact with the modular absorber 40, which compresses as shown in FIG. figure 2 to absorb some of the shock energy.

Après escamotage de la barre d'attelage 30 et compression de l'absorbeur modulaire 40, la structure porteuse 32 se déforme axialement par compression des tôles métalliques la constituant comme illustré sur la figure 3. Lors de cette compression, les barres 52, de même que la barre d'attelage 30 escamotée s'engagent dans l'espace réservé 22 au-dessous de la cabine 14.After retraction of the coupling bar 30 and compression of the modular absorber 40, the carrier structure 32 is deformed axially by compression of the metal sheets constituting it as shown in FIG. figure 3 . During this compression, the bars 52, as well as the hitch bar 30 retracted engage in the reserved space 22 below the cabin 14.

En effet, les barres 52 n'étant maintenues que depuis leur extrémité avant sur la plaque avant 37 de la structure porteuse, ces barres sont entraînées avec la plaque avant lors de l'écrasement de la structure porteuse 32.Indeed, the bars 52 being maintained only from their front end on the front plate 37 of the carrier structure, these bars are driven with the front plate during the crushing of the carrier structure 32.

Ainsi, on comprend que l'énergie du choc se trouve dissipée d'une part par usinage des barres 52, et d'autre part par compression de l'absorbeur modulaire 40 et de la structure porteuse 32.Thus, it is understood that the energy of the shock is dissipated on the one hand by machining the bars 52, and on the other hand by compression of the modular absorber 40 and the carrier structure 32.

La liaison des barres 52 seulement depuis leur extrémité avant sur la plaque avant de la structure porteuse permet que celles-ci s'escamotent dans ou à l'intérieur de la caisse du véhicule 12, sans endommager celle-ci. Par ailleurs, les barres pouvant s'escamoter, celles-ci ne constituent pas des fourches liées rigidement dans le prolongement de la caisse du véhicule, lesquelles pourraient enfourcher l'obstacle et causer à celui-ci de graves dommages.The connection of the bars 52 only from their front end on the front plate of the support structure allows them to retract into or inside the vehicle body 12, without damaging it. Moreover, the retractable bars, they are not forks linked rigidly in the extension of the vehicle body, which could ride the obstacle and cause it to serious damage.

Claims (8)

  1. Shock absorber device (10) for a railway vehicle, comprising a mechanism (50) for energy absorption by machining and a carrying structure (32) supporting the energy absorption mechanism (50) at the end of a railway vehicle body (12), the carrying structure (32) comprising, at one end (34), means (35) of fastening to the end of a railway vehicle body (12) and the energy absorption mechanism (50) comprising:
    - at least one machinable bar (52) connected to the carrying structure (32), the front end (54) of the or each machinable bar (52) being the one furthest away from the vehicle body (12) and
    - at least one slide (56) fitted so as to slide along the or each machinable bar (52) between an initial position and a final position, which slide (56) comprises means (30) of coupling to another vehicle and at least one cutter adapted for machining the or each bar (52), upon displacement of the slide (56) from its initial position to its final position, characterized in that the structure (32) is formed by an element which is compressible for the absorption of energy following the direction of the or each bar (52), and in that the or each bar (52) is connected, from its front end (54) to the said carrying structure (32), to a front end (36) of the carrying structure (32) opposite its connection end (34) for accompanying displacement of the or each bar (52) and of the front end (36) of the carrying structure (32) upon compression of the carrying structure (32).
  2. Device according to Claim 1, characterized in that it comprises a modular absorber (40) placed, projecting, on the front end (36) of the carrying structure (32).
  3. Device according to Claim 2, characterized in that the axial compressive strength of the modular absorber (40) is lower than the axial compressive strength of the carrying structure (32).
  4. Device according to any one of the preceding claims, characterized in that the carrying structure (32) forms a box defining a housing (38) for retraction of the coupling means (30).
  5. Device according to any one of the preceding claims, characterized in that it comprises, for the or each bar (52), an element, capable of being cut, arranged between the carrying structure (32) and the slide (56).
  6. Railway vehicle comprising a body (12) and a shock absorber device (10) according to any one of the preceding claims, fastened to one end of the vehicle body (12) from the means of fastening (35) the carrying structure (32).
  7. Railway vehicle according to Claim 6, characterized in that the vehicle body (12) has a space (22) reserved for retraction of the or each machinable bar (52) upon compression of the carrying structure (32).
  8. Railway vehicle according to Claim 6 or 7, characterized in that the carrying structure (32) forms a structural element of the vehicle, transmitting the tensile/compressive forces applied to the body (12).
EP05850553A 2004-12-22 2005-12-20 Shock absorber device for railway vehicle Expired - Fee Related EP1827943B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0413755A FR2879549B1 (en) 2004-12-22 2004-12-22 SHOCK ABSORBER DEVICE FOR RAILWAY VEHICLE
PCT/FR2005/003204 WO2006070103A2 (en) 2004-12-22 2005-12-20 Shock absorber device for railway vehicle

Publications (2)

Publication Number Publication Date
EP1827943A2 EP1827943A2 (en) 2007-09-05
EP1827943B1 true EP1827943B1 (en) 2008-12-17

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EP (1) EP1827943B1 (en)
KR (1) KR101274493B1 (en)
CN (1) CN100546856C (en)
DE (1) DE602005011854D1 (en)
ES (1) ES2318588T3 (en)
FR (1) FR2879549B1 (en)
WO (1) WO2006070103A2 (en)

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Publication number Publication date
FR2879549B1 (en) 2007-02-09
KR20070087189A (en) 2007-08-27
FR2879549A1 (en) 2006-06-23
CN101111421A (en) 2008-01-23
ES2318588T3 (en) 2009-05-01
DE602005011854D1 (en) 2009-01-29
KR101274493B1 (en) 2013-06-14
WO2006070103A2 (en) 2006-07-06
EP1827943A2 (en) 2007-09-05
CN100546856C (en) 2009-10-07
WO2006070103A3 (en) 2007-08-09

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