EP1930226B1 - Véhicule de tête de train, doté d'une structure qui absorbe de l'énergie en cas de choc - Google Patents

Véhicule de tête de train, doté d'une structure qui absorbe de l'énergie en cas de choc 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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German (de)
English (en)
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EP1930226A1 (fr
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/fr
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Publication of EP1930226B1 publication Critical patent/EP1930226B1/fr
Not-in-force 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
    • 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. Véhicule de tête (2) d'un train (1) équipé d'une structure avant qui, en cas de collision, absorbe l'énergie de collision, le véhicule de tête comprenant :
    un attelage automatique (6) comprenant
    a) une tête (7), et
    b) une tige (8) s'étendant le long d'une direction longitudinale (3) de déplacement du train (1) et portant ladite tête (7) sur son extrémité avant ;
    un châssis (5) définissant une cabine (4); frontalement, la partie inférieure de ladite cabine (4) étant définie par une plaque verticale (22) ;
    une plaque de support sensiblement verticale et relativement rigide (16) portée par ledit châssis (5) et écartée longitudinalement de ladite plaque verticale (22) ;
    un premier amortisseur (9) qui peut subir une déformation plastique pour absorber l'énergie dans un premier stade durant une collision frontale et qui constitue une partie dudit attelage automatique (7) ;
    des deuxièmes amortisseurs (27, 29), qui sont portés par ladite plaque de support (16), se projettent à partir de la partie avant de ladite plaque de support (16), et peuvent subir une déformation plastique pour absorber l'énergie dans un deuxième stade durant la collision, après la fin dudit premier stade ;
    des troisièmes amortisseurs (32, 34), qui sont placés derrière ladite plaque de support (16), relient ladite plaque de support (16) et ladite plaque verticale (22) entre elles, et peuvent subir une déformation plastique pour absorber l'énergie dans un troisième stade de compression longitudinale durant la collision, après la fin dudit deuxième stade ;
    caractérisé en ce que
    lesdits deuxièmes amortisseurs (27, 29) comprennent deux amortisseurs (27), qui sont placés sur des côtés opposés d'une partie intermédiaire tubulaire (19) de ladite tige (8) et sont équipés de plaques anti-grimpantes frontales verticales respectives (28) ;
    lesdits troisièmes amortisseurs (32, 34) comprennent deux amortisseurs inférieurs (32) coaxiaux avec les deux amortisseurs (27) desdits deuxièmes amortisseurs, le long des axes respectifs parallèles à ladite direction longitudinale (3).
  2. Véhicule de tête selon la revendication 1, caractérisé en ce que :
    lesdits deuxièmes amortisseurs (27, 29) comprennent un amortisseur central (29) placé au-dessus de ladite partie intermédiaire tubulaire (19) ;
    lesdits troisièmes amortisseurs (32, 34) comprennent deux amortisseurs supérieurs (34) alignés horizontalement avec ledit amortisseur central (29).
  3. Véhicule de tête selon la revendication 2, caractérisé en ce que l'amortisseur central (29) parmi les deuxièmes amortisseurs est défini par une structure en nid d'abeilles, et les deux amortisseurs (27) parmi les deuxièmes amortisseurs sont définis par des éléments encastrés tronconiques.
  4. Véhicule de tête selon l'une des revendications précédentes, caractérisé en ce que lesdits premier et deuxième stades sont séparés l'un de l'autre par une phase intermédiaire (d) dans laquelle ladite structure avant (24) offre une résistance sensiblement nulle à la compression longitudinale.
  5. Véhicule de tête selon l'une quelconque des revendications précédentes, caractérisé en ce que ledit premier amortisseur (9) constitue une partie de ladite tige (8) et est fixé par rapport à ladite plaque de support (16) ; ladite tige (8) comprenant une partie avant (18, 19), qui est coaxiale avec ledit premier amortisseur (9), est couplée à ladite plaque de support (16) par l'intermédiaire d'un premier moyen de raccordement cassable (20), et peut reculer longitudinalement après la rupture dudit premier moyen de raccordement (20) pour déformer de manière plastique ledit premier amortisseur (9).
  6. Véhicule selon la revendication 5, caractérisé en ce que ladite partie avant (18, 19) continue à reculer librement de manière longitudinale à travers ledit premier amortisseur (9) après la déformation plastique dudit premier amortisseur (9).
  7. Véhicule de tête selon la revendication 6, caractérisé par le fait de comprendre un tube (10) qui est fixé à ladite plaque de support (16), est placé derrière ladite plaque de support (16), et guide le recul de ladite partie avant (18, 19) derrière ledit premier amortisseur (9).
  8. Véhicule selon la revendication 7, caractérisé en ce que ledit premier amortisseur (9) est logé dans une position fixe dans ledit tube (10).
  9. Véhicule selon la revendication 7 ou 8, caractérisé en ce que ledit tube (10) est relié audit châssis (5) par l'intermédiaire d'un deuxième moyen de raccordement cassable (12) et peut reculer au moins en partie dans un compartiment (14) en dessous de ladite cabine (4) après la rupture dudit deuxième moyen de raccordement (12).
  10. Véhicule de tête selon la revendication 9, caractérisé en ce que la rupture dudit deuxième moyen de raccordement (12) se produit à la fin dudit deuxième stade.
  11. Véhicule de tête selon la revendication 9 ou 10, caractérisé en ce que ledit châssis (5) comprend une partie de support (11) engagée par ledit tube (10) et définissant un siège de guidage (15) pour le recul longitudinal dudit tube (10) dans ledit compartiment (14).
  12. Véhicule de tête selon la revendication 11, caractérisé en ce que ledit tube (10) porte, dans une position fixe, un épaulement (17) capable de heurter ladite partie de support (11) pour définir une butée pour ledit recul longitudinal.
  13. Véhicule de tête selon l'une des revendications précédentes, caractérisé en ce que ladite plaque de support (16) porte sur sa partie avant, dans une position fixe, une pluralité de butées (36) relativement rigides, projetées, définissant la fin dudit deuxième stade, la masse longitudinale desdites butées (36) par rapport à ladite plaque de support (16) étant au moins égale à la longueur de ladite tête (7).
EP07122184A 2006-12-04 2007-12-03 Véhicule de tête de train, doté d'une structure qui absorbe de l'énergie en cas de choc Not-in-force EP1930226B1 (fr)

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 (fr) 2008-06-11
EP1930226B1 true EP1930226B1 (fr) 2012-09-05

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EP07122184A Not-in-force EP1930226B1 (fr) 2006-12-04 2007-12-03 Véhicule de tête de train, doté d'une structure qui absorbe de l'énergie en cas de choc

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

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 (fr) * 2017-06-13 2020-03-25 Bombardier Transportation GmbH Corps de véhicule ferroviaire et véhicule ferroviaire équipé d'un ensemble de vérins anti-obstacles non déformables
ES2901891T3 (es) 2017-09-13 2022-03-24 Speedinnov Vehículo ferroviario que comprende un conjunto de absorción de energía de colisión
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

Citations (1)

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EP1927524A1 (fr) * 2006-12-01 2008-06-04 ANSALDOBREDA S.p.A. Train doté d'interfaces entre les différents véhicules qui absorbent de l'énergie en cas de choc

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FR2698840B1 (fr) * 1992-12-08 1995-02-24 Dietrich & Cie De Véhicule ferroviaire à cabine de conduite comportant une structure absorbeuse d'énergie.
FR2712950B1 (fr) * 1993-11-25 1995-12-29 Gec Alsthom Transport Sa Dispositifs et procédé d'amortissement de choc, ossature et véhicule comportant de tels dispositifs d'amortissement de choc.
FR2747633B1 (fr) 1996-04-19 2003-01-31 Alstom Ddf Vehicule ferroviaire a cabine de conduite comportant une structure absorbeuse d'energie a deformation progressive
FR2765543B1 (fr) * 1997-07-02 2005-01-07 Alstom Ddf Vehicule ferroviaire comportant au moins un module d'extremite interchangeable
DE19817861C2 (de) 1998-04-22 2001-09-06 Dwa Deutsche Waggonbau Gmbh Kollisionsschutzeinrichtung für Schienenfahrzeuge
FR2879549B1 (fr) 2004-12-22 2007-02-09 Alstom Transport Sa Dispositif absorbeur de chocs pour vehicule ferroviaire

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1927524A1 (fr) * 2006-12-01 2008-06-04 ANSALDOBREDA S.p.A. Train doté d'interfaces entre les différents véhicules qui absorbent de l'énergie en cas de choc

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
ITTO20060863A1 (it) 2008-06-05
ES2396149T3 (es) 2013-02-19
EP1930226A1 (fr) 2008-06-11
PL1930226T3 (pl) 2013-03-29

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