EP1930226B1 - Frontwagen eines Zuges mit einer energieabsorbierenden Struktur - Google Patents

Frontwagen eines Zuges mit einer energieabsorbierenden Struktur Download PDF

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Publication number
EP1930226B1
EP1930226B1 EP07122184A EP07122184A EP1930226B1 EP 1930226 B1 EP1930226 B1 EP 1930226B1 EP 07122184 A EP07122184 A EP 07122184A EP 07122184 A EP07122184 A EP 07122184A EP 1930226 B1 EP1930226 B1 EP 1930226B1
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EP
European Patent Office
Prior art keywords
absorbers
absorber
support plate
carriage according
collision
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.)
Not-in-force
Application number
EP07122184A
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English (en)
French (fr)
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EP1930226A1 (de
Inventor
Stefano Raiti
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Ansaldobreda SpA
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Ansaldobreda SpA
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Priority to PL07122184T priority Critical patent/PL1930226T3/pl
Publication of EP1930226A1 publication Critical patent/EP1930226A1/de
Application granted granted Critical
Publication of EP1930226B1 publication Critical patent/EP1930226B1/de
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Classifications

    • 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
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/06—End walls

Definitions

  • the present invention concerns a front carriage of a train equipped with a front structure that absorbs energy in case of collision.
  • the locomotive or the front carriage of trains is equipped with front structures that absorb energy by plastically deforming in case of head-on collision to protect the drivers cab.
  • EP-A-0802100 discloses a railway vehicle provided with an energy absorbing structure defining a progressive deformation.
  • the vehicle has zones of plastic deformation formed by fixed or interchangeable energy absorbers provided at the front part of the chassis of the vehicle.
  • the zones of deformation are defined by absorbers with varying energy absorption characteristics depending on the extent of deformation.
  • the absorbing zones are defined: by a first energy absorbing buffer, which is inserted into a casing and directly engages on the rear face of an automatic coupler; and by at least a second energy absorber connected to the front part of the chassis.
  • Several controlled deformation absorbers are provided in the chassis behind the indeformable front part.
  • EP-A-0952062 discloses a collision protection device, which has energy-absorbing elements, which are located at the sides of a central buffer coupling.
  • FR-A-2879549 discloses a shock absorbing device for high-speed train.
  • the device has a modular absorber and an energy absorption mechanism with two bars coupled to a compressible carrier structure for energy absorption along a direction of the bars.
  • a coupling slide slides along the bars to machine the bars.
  • the bars are connected at their front end to a front end of the structure for simultaneous displacement of the bar and the front end during compression of the structure.
  • the object of the present invention is to provide a front carriage of a train equipped with a front structure that absorbs energy in case of collision, which allows the above-stated needs to be met in a simple and economic manner.
  • a front carriage of a train equipped with a front structure that absorbs energy in case of collision is provided, as defined in claim 1.
  • reference numeral 1 indicates a train in its entirety; in the described example, the train 1 is a high-speed one formed by eight carriages, of which only the front carriage 2 is partially shown. The eight carriages are coupled along a longitudinal direction of travel 3 of the train 1: carriage 2 and the end carriage are powered and equipped with a cab 4, 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 the cabs 4.
  • the carriage 2 comprises a load-carrying frame 5, or body, defining the cab 4, and is shown without the body or the aerodynamic outer skin that covers the frame 5.
  • the carriage 2 also comprises an automatic coupler 6, which in turn comprises a front head 7, of known type, placed on the outside of the above-mentioned body, and a longitudinal rear rod 8.
  • the rod 8 comprises a rear tubular portion 9 (not visible) housed in a fixed position in the front end of a tube 10.
  • the tube 10 engages a portion 11 of the body 5, is connected to the body 5 via a breakable device 12 (not described in detail) and can move back into a longitudinal lower compartment 14 of the body 5 after device 12 breaks.
  • portion 11 defines the front of the compartment 14 and has a cylindrical seat 15, which longitudinally guides the tube 10 during retraction into the compartment 14.
  • the front end of the tube 10 is fixed to a substantially vertical portal or support plate 16, by welding for example, and carries a fixed shoulder 17, behind the plate 16, in particular, defined by an external ring that longitudinally faces portion 11 in order to strike against portion 11 and define an end stop for the backward travel of the tube 10.
  • Plate 16 is placed in front of a vertical plate 22, frontally defining the bottom part of the cab 4, is spaced apart from plate 22 and has an aperture 23 ( Figure 1 ) through which the rod 8 passes.
  • the rod 8 comprises a front portion 18 and an intermediate tubular portion 19, which are positioned in front of plate 16, are coaxial with portion 9 and are coupled together via a hydraulic cartridge (not shown), defining a reversible type of relative longitudinal sliding.
  • Portion 19 is connected to plate 16 via a breakable device 20 (not described in detail) and can move back longitudinally to plastically deform portion 9 when device 20 breaks in the case of head-on collision against an obstacle 25.
  • portion 9 absorbs energy in a first stage of deformation or absorption during the collision (curve segment (a) in Figure 7 ).
  • a front structure 24 is provided to absorb energy in a second and in a third stage following the first one.
  • Structure 24 is symmetrical with respect to an ideal vertical plane on which direction 3 lies and comprises two absorbers 27 defined by truncated-cone boxed elements placed on opposite sides of portion 19 and equipped with respective vertical frontal anti-climber plates 28, and a central absorber 29 defined by a honeycomb structure placed above portion 19.
  • the absorbers 27 and 29 are mounted in fixed positions, projecting from a front face 30 of plate 16 and are plastically deformable to absorb energy in the second stage (curve segment (b) in Figure 7 ) during the collision.
  • Structure 24 also comprises two lower absorbers 32 and two upper absorbers 34, which are placed behind plate 16, connect plates 16 and 22 together, are plastically deformable to absorb energy in the third stage (curve segment (c) in Figure 7 ) during the collision and are horizontally aligned with absorbers 27 and absorber 29 respectively.
  • absorbers 32 and 27 are mutually coaxial along axes parallel to direction 3.
  • structure 24 comprises two pairs of stops 36, which are relatively rigid, carried by face 30 in fixed, projecting positions and, with respect to the entrance of aperture 23 in face 30, have a longitudinal bulk greater or equal to the length of the head 7.
  • Figure 6 shows a theoretical curve, set by design, and related to the longitudinal compression resistance Y that the carriage 2 exerts as a function of the longitudinal travel X effected by the obstacle 25 towards the body 5, starting from the moment in which the obstacle 25 is struck by the head 7.
  • Figure 7 shows an experimental curve of the resistance Y as a function of time T during a collision at 74 km/h against an obstacle 25 defined by a wagon that is stationary, but free to roll on the railway track.
  • the absorbers 9, 27, 29, 32 and 34 are able to absorb an overall maximum quantity of energy of approximately 6 MJ and progressively collapse in stages, i.e. they start to plastically deform at different moments as the travel X increases.
  • the element that is first subjected to impact is the coupler 6 ( Figure 2 ): when the longitudinal compression exerted by the obstacle 25 on the head 7 exceeds a preset threshold (after partial relative sliding between portions 18 and 19, which is in function of the speed of impact and is defined by the above-mentioned hydraulic cartridge), device 20 breaks so as to allow portion 19 to move back to plastically deform portion 9, which offers resistance Y equal to a value A (preferably constant and equal to approximately 1.4 * 10 6 N) and for a maximum travel B (preferably equal to approximately 0.40 m).
  • a preset threshold after partial relative sliding between portions 18 and 19, which is in function of the speed of impact and is defined by the above-mentioned hydraulic cartridge
  • device 20 breaks so as to allow portion 19 to move back to plastically deform portion 9, which offers resistance Y equal to a value A (preferably constant and equal to approximately 1.4 * 10 6 N) and for a maximum travel B (preferably equal to approximately 0.40 m).
  • the coupler 6 moves back longitudinally, essentially without any resistance.
  • the rod 8 moves back freely, guided by tube 10, while tube 10 remains fixed with respect to plates 16 and 22.
  • the second stage starts when the obstacle 25 comes into contact with plates 28 ( Figure 3 ), in particular, after the obstacle 25 has covered an "unchecked" distance C (approximately 0.7 m), i.e. travel in which the rod 8 has offered substantially zero longitudinal resistance (curve segment (d) in Figure 7 ) once the deformation of portion 9 has terminated.
  • C approximately 0.7 m
  • absorbers 27 and 29 offer resistance Y equal to a value D for a maximum travel E (preferably equal to approximately 0.8 m).
  • Value D is greater than value A and, in particular, grows as travel E increases (for example, from approximately 2.8 * 10 6 N up to approximately 3 * 10 6 N).
  • the second stage terminates when the obstacle 25 hits the stops 36 ( Figure 4 ): in this phase, it has been experimentally found that the resistance Y has a peak (curve segment (e) in Figure 7 ).
  • the head 7 remains seated between the obstacle 25 and plate 16, without affecting the progress of the deformation that has been planned for the third stage.
  • tube 10 is pushed longitudinally by plate 10, causing device 12 to break. Afterwards, tube 10 is free to slide longitudinally in compartment 14 beneath the cab 4, while being guided by portion 11.
  • the thrust of the obstacle 25 on the stops 36 and, consequently, on plate 16 causes deformation of absorbers 32 and 34, which offer resistance Y equal to a value G, greater than value D, for a maximum travel of H (preferably equal to approximately 0.8 m).
  • G is constant and approximately equal to 3.5 * 10 6 N.
  • portion 9 and absorbers 27 and 29 does not take place in parallel, but in sequence, for which in collisions at relatively low speeds, only portion 9 deforms; it is therefore possible to repair the train 1 by just substituting the coupler 6, without having to intervene on the absorbers carried by plate 16.
  • the coupler 6 does not interfere with the energy absorption that takes place in the second and third stages, thanks to the fact that after travel B, the coupler 6 moves back freely, or essentially without offering resistance, and thanks to the space assured by the stops 36 in front of the face 30.
  • absorbers 32 and 34 in synergy with absorbers 27 and 29, allow a high overall level of energy to be absorbed, whereby the structure 24 is effective for protecting cabs of high-speed trains.
  • the structure 24 could comprise an obstacle deflector placed below absorbers 27 to laterally deflect relatively low obstacles and defining further plastic deformation.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Transportation (AREA)
  • Vibration Dampers (AREA)

Claims (13)

  1. Frontwagen (2) eines Zuges (1), welcher mit einer Frontstruktur ausgestattet ist, welche Energie im Falle einer Kollision absorbiert, wobei der Frontwagen aufweist:
    - einen automatischen Kuppler (6), aufweisend:
    a) einen Kopf (7), und
    b) einen Stab (8), welcher sich entlang einer Längsrichtung (3) der Bewegung des Zuges (1) erstreckt und den Kopf (7) auf seinen vorderen Ende trägt;
    - einen Rahmen (5), welcher eine Kabine (4) ausbildet;
    wobei das vordere Bodenteil der Kabine (4) durch eine vertikale Platte (22) ausgebildet ist;
    - eine im Wesentlichen vertikale und relativ steife Trägerplatte (16), welche von dem Rahmen (5) getragen wird und in Längsrichtung von der vertikalen Platte (22) beabstandet ist;
    - einen ersten Absorber (9), welcher plastisch deformierbar ist um Energie in einer ersten Stufe während einer Kopfkollision zu absorbieren und einen Teil des automatischen Kupplers (6) ausbildet;
    - zweite Absorber (27, 29), welche von der Trägerplatte (16) getragen werden; sich von der Vorderseite der Trägerplatte (16) erstrecken, und plastisch deformierbar sind, um Energie in einer zweiten Stufe während der Kollision zu absorbieren, nachdem die erste Stufe beendet wurde;
    - dritte Absorber (32, 34), welche hinter der Trägerplatte (16) platziert sind, und die Trägerplatte (16) und die vertikale Platte (22) miteinander verbinden, und plastisch deformierbar sind, um Energie in einer dritten Stufe der Längskompression während der Kollision zu absorbieren, nachdem die zweite Stufe beendet wurde;
    dadurch gekennzeichnet,
    - dass die zweiten Absorber (27, 29) zwei Absorber (27) aufweisen, welche an gegenüberliegenden Seiten eines Zwischenrohrabschnitts (19) des Stabes (8) platziert sind und mit jeweils vertikalen vorderen Anti-Kletterplatten (28) ausgestattet sind;
    - wobei die dritten Absorber (32, 34) zwei untere Absorber (32) aufweisen, welche koaxial mit den zwei Absorbern (27) der zweiten Absorber entlang der jeweiligen Achsen parallel zu der Längsrichtung (3) sind.
  2. Frontwagen nach Anspruch 1,
    dadurch gekennzeichnet,
    - dass die zweiten Absorber (27, 29) einen zentralen Absorber (29) aufweisen, welcher über dem Zwischenrohrabschnitt (19) angeordnet ist;
    - wobei der dritte Absorber (32, 34) zwei obere Absorber (34) aufweist, welche horizontal fluchtend mit dem zentralen Absorber (29) sind.
  3. Frontwagen nach Anspruch 2,
    dadurch gekennzeichnet,
    dass der zentrale Absorber (29) der zweiten Absorber durch eine Wabenstruktur ausgebildet ist, und die zweiten Absorber (27) der zweiten Absorber als konisch trunkierte umschweißte Elemente ausgebildet sind.
  4. Frontwagen nach irgendeinen der vorherigen Ansprüche,
    dadurch gekennzeichnet,
    dass die erste und zweite Stufe durch eine Zwischenphase (d) voneinander getrennt sind, in welcher die vordere Frontstruktur (24) im Wesentlichen keinen Wiederstand zu der Längskompression bietet.
  5. Frontwagen nach irgendeinen der vorherigen Ansprüche,
    dadurch gekennzeichnet,
    dass der erste Absorber (9) einen Teil des Stabs (8) ausbildet und bezüglich der Trägerplatte (16) fixiert ist, wobei der Stab (8) einen vorderen Abschnitt (18, 19) ausbildet, welcher koaxial mit dem ersten Absorber (9) ist, mit der Trägerplatte (16) über ein erstes brechbares Verbindungsmittel (20) gekoppelt ist, und nach dem Bruch des ersten Verbindungsmittels sich der Länge nach nach hinten bewegen kann (20), um plastisch den ersten Absorber (9) zu deformieren.
  6. Frontwagen nach Anspruch 5,
    dadurch gekennzeichnet,
    dass der vordere Abschnitt (18, 19) ausgebildet ist, um sich der Länge nach frei nach hinten zu bewegen durch den ersten Absorber (9) nach der plastischen Verformung des ersten Absorbers (9).
  7. Frontwagen nach Anspruch 6,
    dadurch gekennzeichnet,
    dass der Frontwagen eine Röhre (10) aufweist, welche an der Trägerplatte (16) fixiert ist und hinter der Trägerplatte (16) angeordnet ist, und die Rückbewegung des vorderen Abschnitts (18, 19) hinter den ersten Absorber (9) führt.
  8. Frontwagen nach Anspruch 7,
    dadurch gekennzeichnet,
    dass der erste Absorber (9) in einer fixierten Position in der Röhre (10) beherbergt ist.
  9. Frontwagen nach Anspruch 7 oder 8,
    dadurch gekennzeichnet,
    dass die Röhre (10) mit dem Rahmen (5) über ein zweites brechbares Verbindungsmittel (12) gekoppelt ist und sich zumindest teilweise rückwärts in ein Behältnis (14) neben der Kabine (4) nach dem Brechen des zweiten Verbindungsmittels (12) bewegen kann.
  10. Frontwagen nach Anspruch 9,
    dadurch gekennzeichnet
    dass der Bruch des zweiten Verbindungsmittels (12) am Ende der zweiten Stufe stattfindet.
  11. Frontwagen nach Anspruch 9 oder 10,
    dadurch gekennzeichnet,
    dass der Rahmen (5) einen Trageabschnitt (11) aufweist, welcher mit der Röhre (10) im Eingriff ist und einen Führungssitz (15) ausbildet zum längs nach hinten bewegen der Röhre (10) in das Behältnis (14).
  12. Frontwagen nach Anspruch 11,
    dadurch gekennzeichnet,
    dass die Röhre (10) in einer fixierten Position eine Schulter (17) trägt, welche fähig ist, um gegen den Trageabschnitt (11) zu schlagen, um einen Endstopp für die Längsbewegung nach hinten auszubilden.
  13. Frontwagen nach irgendeinen der vorherigen Ansprüche,
    dadurch gekennzeichnet,
    dass die Trägerplatte (16) auf ihrer Vorderseite, in einer fixierten Position, eine Vielzahl von vorspringenden, relativ steifen Stopps (36) trägt, welche das Ende der zweiten Stufe ausbilden, wobei die längliche Vielzahl der Stopps (36) mit Bezug auf die Trägerplatte (16) zumindest gleich bezüglich der Länge des Kopfes (7) sind.
EP07122184A 2006-12-04 2007-12-03 Frontwagen eines Zuges mit einer energieabsorbierenden Struktur Not-in-force EP1930226B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL07122184T PL1930226T3 (pl) 2006-12-04 2007-12-03 Przedni wagon pociągu wyposażony w czołową konstrukcję pochłaniającą energię w razie zderzenia

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
IT000863A ITTO20060863A1 (it) 2006-12-04 2006-12-04 Carrozza di testa di un treno provvista di una struttura frontale che assorbe energia in caso di collisione

Publications (2)

Publication Number Publication Date
EP1930226A1 EP1930226A1 (de) 2008-06-11
EP1930226B1 true EP1930226B1 (de) 2012-09-05

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EP07122184A Not-in-force EP1930226B1 (de) 2006-12-04 2007-12-03 Frontwagen eines Zuges mit einer energieabsorbierenden Struktur

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EP (1) EP1930226B1 (de)
ES (1) ES2396149T3 (de)
IT (1) ITTO20060863A1 (de)
PL (1) PL1930226T3 (de)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU174223U1 (ru) * 2017-04-20 2017-10-09 Валентин Карпович Милованов Энергопоглощающее устройство для защиты подвижного состава
CN110667618A (zh) * 2019-10-28 2020-01-10 中铁轨道交通装备有限公司 车头结构及具有其的有轨电车

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EP3415396B1 (de) * 2017-06-13 2020-03-25 Bombardier Transportation GmbH Mit einem set an nichtverformbaren hindernisräumungsrammen ausgestattete schienenfahrzeugkarosserie und schienenfahrzeug
EP3456602B1 (de) 2017-09-13 2021-10-27 SpeedInnov Schienenfahrzeug, das eine absorptionseinheit für kollisionsenergie umfasst
CN109063304B (zh) * 2018-07-25 2020-04-28 中南大学 一种用于高速列车吸能结构设计的多目标优化决策方法
GB2588401B (en) * 2019-10-22 2023-04-19 Bombardier Transp Gmbh Front end for a rail vehicle
CN111605568A (zh) * 2020-07-03 2020-09-01 中车戚墅堰机车有限公司 一种具有多级碰撞保护的内燃机车司机室
CN111845834B (zh) * 2020-07-17 2021-08-31 朔黄铁路发展有限责任公司 铁路机车及支撑防护机构
CN112298259B (zh) * 2020-10-27 2022-03-25 中车青岛四方机车车辆股份有限公司 车体碰撞吸能结构及轨道车辆
CN112298257B (zh) * 2020-10-27 2022-03-25 中车青岛四方机车车辆股份有限公司 头车前端碰撞吸能结构及轨道车辆

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU174223U1 (ru) * 2017-04-20 2017-10-09 Валентин Карпович Милованов Энергопоглощающее устройство для защиты подвижного состава
CN110667618A (zh) * 2019-10-28 2020-01-10 中铁轨道交通装备有限公司 车头结构及具有其的有轨电车

Also Published As

Publication number Publication date
EP1930226A1 (de) 2008-06-11
ITTO20060863A1 (it) 2008-06-05
PL1930226T3 (pl) 2013-03-29
ES2396149T3 (es) 2013-02-19

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