EP1927524B1 - Train doté d'interfaces entre les différents véhicules qui absorbent de l'énergie en cas de choc - Google Patents

Train doté d'interfaces entre les différents véhicules qui absorbent de l'énergie en cas de choc Download PDF

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Publication number
EP1927524B1
EP1927524B1 EP07122073.5A EP07122073A EP1927524B1 EP 1927524 B1 EP1927524 B1 EP 1927524B1 EP 07122073 A EP07122073 A EP 07122073A EP 1927524 B1 EP1927524 B1 EP 1927524B1
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European Patent Office
Prior art keywords
carriages
longitudinal
interface
semi
train
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Application number
EP07122073.5A
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German (de)
English (en)
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EP1927524A1 (fr
Inventor
Stefano Raiti
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Hitachi Rail SpA
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Ansaldobreda SpA
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Application filed by Ansaldobreda SpA filed Critical Ansaldobreda SpA
Priority to PL07122073T priority Critical patent/PL1927524T3/pl
Publication of EP1927524A1 publication Critical patent/EP1927524A1/fr
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Classifications

    • 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
    • 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
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F19/00—Wheel guards; Bumpers; Obstruction removers or the like
    • B61F19/04—Bumpers or like collision guards

Definitions

  • the locomotive of a high-speed train is equipped with front structures that absorb energy by plastically deforming themselves in case of head-on collision.
  • front structures that absorb energy by plastically deforming themselves in case of head-on collision.
  • interface structures that are plastically deformable, such as the structures described in international patent application WO2005/023618 for example, between the carriages.
  • European patent application EP1477381A1 describes a train in which the load or compression resistance between the carriages placed in the middle is less than the load between the carriages placed at the front and at the rear.
  • this solution is unsatisfactory, as the interfaces between the various pairs of carriages must be different from each other along the entire train and, in consequence, must be designed and manufactured in a dedicated manner.
  • US2004/159263A1 discloses the front end of a railway car body having a floor which consists of extruded hollow members that constitute a shock absorber.
  • the hollow members are disposed so that their direction of extrusion corresponds to the longitudinal direction of the car body.
  • the hollow members are divided longitudinally into two portions by a plate. Upon receiving impact load, the hollow members fold up into concertinas, absorbing the impact force. Since the hollow members are separated by a plate, they deform evenly and continuously into concertinas instead of being bent in half, capable of absorbing a large energy.
  • the object of the present invention is that of embodying a train equipped with interfaces that absorb energy between the carriages in case of collision, which allows the above-described problems to be resolved in a simple and economic manner.
  • a train is embodied as defined in claim 1.
  • reference numeral 1 indicates, in its entirety, a train defined as a so-called "high-speed" train.
  • the train 1 is composed of eight carriages 2 (only two of which are shown), in line and coupled together in a longitudinal direction 3: the two carriages placed at the front and at the rear are powered and equipped with a cab, four intermediate carriages are drawn and two intermediate carriages are powered and positioned between the drawn ones.
  • the train 1 is designed to meet the directives imposed by the TSI European regulations of 2002, without evident plastic deformation of either the cabs or any of the passenger compartments 4, including the end zones of each carriage 2, where the vestibules and the access zones to the compartments 4 are located.
  • an associated safety structure or interface 8 is inserted between each pair of adjacent carriages 2, which is able to absorb energy and, in particular, is constituted by two semi-structures 9, respectively coupled to the bodies or load-carrying chassis 7 of the two adjacent carriages 2.
  • the two semi-structures 9 are placed above a bar 10 that connects the carriages 2 together, transmits the tractive forces when in motion, and is associated with two end hinges 11 (of which only one is shown in Figure 4 ) that allow a change in direction of each carriage 2 with respect to the following one in curves.
  • the two semi-structures 9 are longitudinally spaced apart from each other when in motion, for example, at a distance F of approximately 70 mm, and are substantially equal and symmetrical with respect to an ideal median plane orthogonal to direction 3.
  • the two semi-structures 9 also comprise respective pairs of buffers 18 that extend along respective axes 19 parallel to direction 3, are equal and symmetrical to each other with respect to an ideal vertical plane upon which direction 3 lies.
  • each semi-structure 9 terminates, at one axial end, with the respective portions 20 coupled to the lateral ends 21 of member 12: in particular, the portions 20 are hinged at the ends 21 around respective vertical axes.
  • the two buffers 18 terminate with respective hollow cylindrical portions 23, which are housed in fixed positions, in respective axial seats 24 ( Figure 4 ) defined by the body 7.
  • each seat 24 is defined by two plates 27 and 28, which lie on planes orthogonal to axis 19, are axially spaced apart from each other and are reinforced in a manner not shown.
  • the two buffers 18 comprise respective cylindrical portions 30, which extend along axes 19 outside of the associated body 7 between portions 20 and portions 23 and have a smaller diameter that portions 23, and respective outer flanges 32 ( Figure 3 ) that lie on an plane orthogonal to axes 19, are fitted in fixed positions on portions 23 and are fixed to the body 7 by screws (the axis of which is indicated by reference numeral 33) to lock the semi-structure 9.
  • the plastically deformable portions offer compression resistance, the mean course of which has an initial stage where it grows as the plastic deformation stroke increases in a direction parallel to direction 3.
  • Figure 5 shows a lower ideal straight line (e) and an upper ideal straight line (f) calculated with reference to curve (d) for a semi-structure 9.
  • the progressive increase in compression resistance as the longitudinal crushing grows allows the energy discharged onto the interfaces between the first carriages to be reduced and consequently avoids the collapse of the body 7 of these carriages.
  • resistance B at a relatively low value
  • the impact energy is transmitted to the following carriages along the entire train 1, while the linear increase in compression resistance during plastic deformation still allows a sufficient quantity of energy to be absorbed as a whole during the collision.
  • the energy that must be absorbed is also distributed on the interfaces following the first ones. Thanks to this distribution, the bodies 7 remain intact, while only the semi-structures 9 that control absorption are deformed.
  • the same interface 8 is mounted between each pair of adjacent carriages 2, without having to calibrate or design each interface in a dedicated manner with respect to the others.
  • plastically deformable portions with progressive energy absorption could be placed in different positions from those indicated by way of example, and/or be associated with the bar 10 or a different connection system between the bodies 7, instead of constituting part of separate structures.

Landscapes

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

Claims (5)

  1. Train (1) comprenant :
    une pluralité de wagons (2), alignés et couplés ensemble dans une direction longitudinale (3), et
    une interface associée (8), entre chaque paire de wagons adjacents, comprenant des parties plastiquement déformables (23, 30), qui se déforment plastiquement jusqu'à une valeur d'écrasement maximale (D) lorsqu'une charge de compression longitudinale dépasse un seuil prédéterminé (B) et fournissent une résistance à la compression longitudinale, qui, durant la déformation plastique, est représentée par une courbe de réponse réelle en fonction de l'écrasement longitudinal ; ladite courbe de réponse réelle étant approximée par une ligne droite qui est définie par conception ;
    dans chaque interface (8), les caractéristiques structurelles et dimensionnelles internes des parties plastiquement déformables sont telles que ladite ligne droite croît, à mesure que l'écrasement longitudinal desdites parties plastiquement déformables (23, 30) augmente, de manière monotone jusqu'à atteindre ladite valeur d'écrasement maximal (D), caractérisé en ce que :
    les interfaces (8) entre chaque paire de wagons adjacents (2) sont égales les unes aux autres ;
    dans chaque interface (8), les caractéristiques structurelles et dimensionnelles internes des parties plastiquement déformables sont telles que les fluctuations de ladite courbe de réponse réelle ont une variance maximale de 7,5% par rapport à ladite ligne droite.
  2. Train selon la revendication 1, caractérisé en ce que chaque interface (8) comprend deux demi-structures (9) portées respectivement par deux wagons adjacents, disposées au-dessus d'une barre de liaison (10) entre les deux wagons adjacents, espacées longitudinalement l'une de l'autre durant des conditions de fonctionnement normales, essentiellement égales l'une à l'autre et essentiellement symétriques l'une à l'autre par rapport à un plan idéal orthogonal à ladite direction longitudinale (3).
  3. Train selon la revendication 2, caractérisé en ce que les deux demi-structures (9) de chaque interface (8) comprennent :
    des éléments anti-chevauchement respectifs (12) qui se font face et qui sont essentiellement rigides, et
    des dispositifs d'absorption d'énergie respectifs (18), qui comprennent lesdites parties plastiquement déformables (23, 30), et qui sont fixés au niveau d'une extrémité aux corps (7) desdits wagons et portent lesdits éléments anti-chevauchement (12) au niveau de l'extrémité opposée.
  4. Train selon la revendication 3, caractérisé en ce que le dispositif d'absorption d'énergie (18) de chaque demi-structure (9) comprend deux éléments tampons (18) parallèles à ladite direction longitudinale (3), identiques et mutuellement symétriques par rapport à un plan longitudinal-vertical idéal et couplés l'un à l'autre au niveau d'une extrémité par l'intermédiaire dudit élément anti-chevauchement (12).
  5. Train selon la revendication 4, caractérisé en ce que les deux éléments tampons (18) comprennent des parties d'extrémité respectives (23) logées dans des positions fixes, dans des sièges respectifs (24) définis par un corps (7) du wagon correspondant (2), chacun desdits sièges (24) étant défini par deux plaques (27 et 28) espacées longitudinalement l'une de l'autre.
EP07122073.5A 2006-12-01 2007-12-03 Train doté d'interfaces entre les différents véhicules qui absorbent de l'énergie en cas de choc Active EP1927524B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL07122073T PL1927524T3 (pl) 2006-12-01 2007-12-03 Pociąg wyposażony w interfejsy pochłaniające energię pomiędzy wagonami w przypadku zderzenia

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
IT000857A ITTO20060857A1 (it) 2006-12-01 2006-12-01 Convoglio provvisto di interfacce che assorbono energia tra le carrozze in caso di collisione

Publications (2)

Publication Number Publication Date
EP1927524A1 EP1927524A1 (fr) 2008-06-04
EP1927524B1 true EP1927524B1 (fr) 2014-04-23

Family

ID=39135498

Family Applications (1)

Application Number Title Priority Date Filing Date
EP07122073.5A Active EP1927524B1 (fr) 2006-12-01 2007-12-03 Train doté d'interfaces entre les différents véhicules qui absorbent de l'énergie en cas de choc

Country Status (3)

Country Link
EP (1) EP1927524B1 (fr)
IT (1) ITTO20060857A1 (fr)
PL (1) PL1927524T3 (fr)

Families Citing this family (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ITTO20060863A1 (it) * 2006-12-04 2008-06-05 Ansaldobreda Spa Carrozza di testa di un treno provvista di una struttura frontale che assorbe energia in caso di collisione
DE102008048247B3 (de) * 2008-09-16 2009-09-10 Vossloh Locomotives Gmbh Aufkletterschutz für Puffer an Lokomotiven
AT509376B1 (de) * 2010-02-11 2011-11-15 Siemens Ag Oesterreich Crashmodul für ein schienenfahrzeug
ITTO20110359A1 (it) 2011-04-22 2012-10-23 Ansaldobreda Spa Treno provvisto di interfacce collassabili tra le carrozze
PL2594452T3 (pl) * 2011-11-21 2014-05-30 Voith Patent Gmbh Zespół sprzęgu dla czołowej strony pojazdu prowadzonego po torze
CN103625501B (zh) * 2013-10-17 2016-06-22 中车青岛四方机车车辆股份有限公司 一种轨道车辆防爬缓冲结构
CN104691572B (zh) * 2013-12-05 2017-05-03 中车青岛四方机车车辆股份有限公司 一种轨道车辆前端吸能装置及轨道车辆
CN107985330B (zh) * 2017-12-04 2020-03-24 中车株洲电力机车有限公司 防爬装置及轨道车辆
DE102018207034A1 (de) * 2018-05-07 2019-11-07 Siemens Mobility GmbH Schienenfahrzeug mit einem Energieverzehrelement sowie Schienenfahrzeugverbund
JP7075290B2 (ja) * 2018-06-08 2022-05-25 川崎車両株式会社 鉄道車両の衝撃吸収装置への衝撃伝達構造及び鉄道車両
AT521684B1 (de) * 2018-11-26 2020-04-15 Siemens Mobility Austria Gmbh Aufkletterschutzeinrichtung für ein Schienenfahrzeug
FR3114790B1 (fr) * 2020-10-07 2024-01-12 Speedinnov Véhicule ferroviaire comportant un système d’adsorption de l’énergie de collision

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0831005A2 (fr) * 1996-09-10 1998-03-25 Deutsche Waggonbau AG Avant-corps de châssis et élément déformable pour véhicules, notamment pour véhicules ferroviaires

Family Cites Families (10)

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Publication number Priority date Publication date Assignee Title
FR1341396A (fr) * 1962-01-30 1963-10-25 Schweizerische Lokomotiv Appareil de poussée avec dispositif de protection contre des chocs de tampon anormalement forts, notamment pour véhicules ferroviaires
DE3228941A1 (de) * 1982-08-03 1984-02-09 Scharfenbergkupplung Gmbh, 3320 Salzgitter Einer mittelpufferkupplung nachgeschaltete vorrichtung zur aufnahme uebergrosser stoesse
DE3632578A1 (de) * 1986-09-25 1988-04-07 Waggon Union Gmbh Pufferstoss-energieverzehreinrichtung
BE1010760A3 (fr) * 1996-11-22 1999-01-05 Solvay Dispositif anti-choc.
ES2179616T3 (es) * 1998-01-28 2003-01-16 Siemens Ag Dispositivo de proteccion contra choques para vehiculos ferroviarios.
DE19956856A1 (de) * 1999-11-25 2001-05-31 Siemens Duewag Gmbh Schienenfahrzeug zur Personenbeförderung, insbesondere für den Nahverkehr
DE10126483A1 (de) * 2001-05-31 2002-12-05 Scharfenbergkupplung Gmbh & Co Energieverzehreinrichtung für die Stirnseite von Schienenfahrzeugen
JP3455205B2 (ja) * 2002-02-18 2003-10-14 川崎重工業株式会社 車両間にエネルギー吸収構造を備えた列車編成
JP3848227B2 (ja) 2002-09-02 2006-11-22 株式会社日立製作所 軌条車両
SE526056C2 (sv) 2003-09-10 2005-06-21 Dellner Couplers Ab Krockskydd för rälsfordonskopplingar samt en med ett dylikt krockskydd utförd länkanordning för permanent hopkoppling av två rälsfordonsenheter

Patent Citations (1)

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Publication number Priority date Publication date Assignee Title
EP0831005A2 (fr) * 1996-09-10 1998-03-25 Deutsche Waggonbau AG Avant-corps de châssis et élément déformable pour véhicules, notamment pour véhicules ferroviaires

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Publication number Publication date
PL1927524T3 (pl) 2014-08-29
EP1927524A1 (fr) 2008-06-04
ITTO20060857A1 (it) 2008-06-02

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