EP3456602A1 - Schienenfahrzeug, das eine absorptionseinheit für kollisionsenergie umfasst - Google Patents

Schienenfahrzeug, das eine absorptionseinheit für kollisionsenergie umfasst Download PDF

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Publication number
EP3456602A1
EP3456602A1 EP17306181.3A EP17306181A EP3456602A1 EP 3456602 A1 EP3456602 A1 EP 3456602A1 EP 17306181 A EP17306181 A EP 17306181A EP 3456602 A1 EP3456602 A1 EP 3456602A1
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EP
European Patent Office
Prior art keywords
railway vehicle
absorption
deformation
energy absorbing
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.)
Granted
Application number
EP17306181.3A
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English (en)
French (fr)
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EP3456602B1 (de
Inventor
Pierre DEBOST
Patrick Sicot
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SpeedInnov SAS
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SpeedInnov SAS
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Publication date
Application filed by SpeedInnov SAS filed Critical SpeedInnov SAS
Priority to ES17306181T priority Critical patent/ES2901891T3/es
Priority to EP17306181.3A priority patent/EP3456602B1/de
Priority to PL17306181T priority patent/PL3456602T3/pl
Priority to US16/127,355 priority patent/US11167778B2/en
Publication of EP3456602A1 publication Critical patent/EP3456602A1/de
Application granted granted Critical
Publication of EP3456602B1 publication Critical patent/EP3456602B1/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
    • 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
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
    • B61C17/04—Arrangement or disposition of driving cabins, footplates or engine rooms; Ventilation thereof

Definitions

  • railway vehicles in particular high-speed trains, may have to collide with obstacles on the track (eg other railway vehicle, motor vehicle, etc.).
  • obstacles on the track eg other railway vehicle, motor vehicle, etc.
  • energy absorption systems in order to convert all or part of the kinetic energy of the energy shock of mechanical deformation.
  • honeycomb structures that form an energy absorption shield in case of shock.
  • normative texts for example the European standard EN 15227, list all the requirements in terms of passive safety against collisions to which a rail vehicle carrying passengers must comply. In particular, it sets the permissible deceleration limit level for a railway vehicle carrying passengers.
  • the invention aims to provide an articulated rail vehicle improving passive safety in case of collisions.
  • the terms “upper” and “lower” are defined with respect to a direction of elevation of a railway vehicle when it is arranged on rails, that is to say substantially vertical.
  • the longitudinal direction is defined by the direction of circulation of the railway vehicle.
  • the railway vehicle 1 comprises a plurality of cars 3 disposed one behind the other longitudinally in the X direction. Each car 3 has a front end 5 hinged to a rear end 7 of the adjacent car 3.
  • the cars 3 are for example designed to carry passengers.
  • the railway vehicle 1 further comprises at least one power unit 8A, 8B linked to a first of the cars 10.
  • Each power unit 8A, 8B comprises a chassis 9, a control cabin and a protective shield 12 fixed on the cabin.
  • the railway vehicle 1 comprises two engines 8A, 8B placed at two opposite ends of the railway vehicle 1 so as to facilitate the movement of the railway vehicle 1 in a direction of travel or in the opposite direction.
  • the railway vehicle 1 also comprises a plurality of bogies 11.
  • Each bogie 11 directly carries the front ends 5 and rear 7 of two adjacent cars 3. This type of railway vehicle is said to be "articulated".
  • the bogies 11 are for example of the same type as those described in the document EP 2 883 776 A1 and will not be described in detail here.
  • Each power unit 8A, 8B of the railway vehicle 1 comprises an absorption assembly of the collision energy 13. It should be noted that the collision energy absorption assemblies 13 of each power unit 8A, 8B are strictly identical.
  • the collision energy absorbing assembly 13 comprises, according to the invention, a first collision energy absorption system located at the front of the driving wheel 8A, 8B and a second absorption system of energy 17 located at the link between the drive 8A, 8B and the first car 10. As visible on the Figure 1 , no collision energy absorption system is located between two adjacent cars 3.
  • the first absorption system 15 and the second absorption system 17 are sized to absorb together all the energy of a collision, for example as defined by a normative text concerning passive safety, in particular the European standard EN 15227.
  • the European standard EN 15227 identifies the European requirements for passive safety for railway vehicles carrying passengers in order to guarantee the protection of passengers in the event of a collision.
  • the mechanical structure of railway vehicles must incorporate systems to limit the deceleration of the vehicle, to protect and guarantee the structural integrity of the spaces occupied, to reduce the risk of overlap with another rail vehicle, and the risks of derailment and limit the consequences in the event of collision with an obstacle on the track whose height does not exceed that of the floor of the railway vehicle.
  • railway vehicles must fulfill the above requirements by considering four reference collision scenarios: a frontal collision between two identical railway units, a frontal collision with a freight car, a collision of one unit with a large one. road vehicle at a level crossing and, a collision of a unit with a low obstacle (eg car at a railway crossing, animal, rock, etc.).
  • the first collision energy absorbing system 15 comprises a plurality of deformation modules configured to deform in the longitudinal direction, and an automatic absorption coupling of energy 18 comprising for example an erasure system 19 providing both irreversible absorption and guided erasure such as a deformation tube.
  • the lower deformation modules 25 and the upper deformation modules 27 have a substantially truncated pyramid shape gradually widening from their front faces 29 to their rear faces 31.
  • the lower deformation modules 25 and the upper deformation modules 27 are formed of a set of metal sheets mechanically welded to each other so as to define an axially compressible box by plastic deformation during a collision at the front face 29 of the deformation module 25, 27.
  • the box of each of the deformation modules 25, 27 comprise a plurality of compartments coupled to each other in the longitudinal direction.
  • the compartments deform plastically successively and compress each other in the longitudinal direction to absorb the collision energy.
  • each lower deformation module 25 is for example between 220 kJ and 320 kJ, typically 250 kJ.
  • each upper deformation module 27 is for example between 500kJ and 1000kJ, typically 700kJ.
  • the lower deformation modules 25 are generally called anti-overlap because they make it possible to avoid in the event of a collision with another railway vehicle that the two vehicles do not overlap.
  • the upper deformation modules 27 are generally referred to as absorbent shields. They thus absorb more particularly the collision energy at the driving position at the front of the motor 8A, 8B. This allows for protect the driving area in the event of collision with road obstacles such as trucks.
  • the lower deformation modules 25 and the upper deformation modules 27 are removable. They are for example respectively screwed on the chassis 9 of the drive 8A, 8B and on the crossbar 23 and can be replaced if necessary after a collision.
  • the fusible deformation modules 21 are fixed on the chassis 9 of the drive 8A, 8B for example by welding.
  • the fusible deformation modules 21 have a substantially parallelepipedal shape and protrude from the frame 9 of the drive 8A, 8B in the longitudinal direction. Fusible deformation modules 21 have a compartmental structure, similar to what has been described previously.
  • each fusible deformation module 21 is for example between 800 kJ and 1000 kJ, typically 900 kJ.
  • the automatic coupling 18 is fixed to the front of the driving motor 8A, 8B projecting. It is inserted into an opening 33 made in the crossmember 23, between the two fusible deformation modules 21.
  • the automatic coupling 18 comprises a hitch 35 which provide the automatic coupling function to another rail vehicle, an absorber of reversible energy 37 (or recoverable) and a non-reversible energy absorber 39.
  • the hitch 35 will not be described in detail here and are known per se from the state of the art.
  • the hitch 35 comprises a hooking head projecting from the end of the drive 8A, 8B and provide a mechanical connection, pneumatic and electrical between the power train and the rail vehicle which is coupled.
  • the reversible energy absorber 37 is made, for example, by hydraulic gas capsules that dampen shocks of low intensity.
  • the hydraulic gas capsules function as a damping piston. They comprise a first cylinder capable of moving longitudinally within a second hollow cylinder of a diameter greater than that of the first cylinder. The stroke of the first cylinder is slowed down by a fluid (for example oil) and the energy is dissipated, for example in the form of heat.
  • the maximum stroke of the first cylinder is between 60 mm and 200 mm.
  • the energy absorbing capacity of the reversible energy absorber 37 is between 30 and 200 kJ typically 80 kJ.
  • the erasure system 19 extends longitudinally under the chassis 9 of the drive 8A, 8B.
  • the erasure system 19 comprises a first cylinder which extends longitudinally projecting.
  • the first cylinder is force-fitted into a second cylinder having a diameter smaller than that of the first cylinder.
  • the first cylinder extrudes and plastically deforms the second cylinder.
  • the non-reversible energy absorber 39 allows for example to absorb an amount of energy of between 500 and 2400 kJ, typically 1200 kJ.
  • the second energy absorption system 17 comprises two pairs of shock pads 41 attached to a rear end of a chassis 9 of the power unit 8A, 8B and at a front end of the first car 10.
  • Each pair of shock buffer 41 includes a first shock pad 43 attached to the rear end of the powerhead 8A, 8B and a second shock pad 45 attached to the forward end of the first car 10.
  • the first buffer 43 has a head 47 projecting from the rear end of the drive 8A, 8B.
  • the second buffer 45 includes a plate 49 projecting from the front end of the first car 10.
  • the second buffer 45 further comprises an anti-overlap device 51 of the first buffer 43 and second buffer 45.
  • the anti-overlap device 51 is known from the state of the art and is not described in detail here.
  • the head 47 of the first shock buffer 43 cooperates with the plate 49 of the second shock buffer 45.
  • each first shock buffer 43 and second shock buffer 45 comprises a first reversible deformation energy absorption device 53 and a second non-reversible deformation energy absorption device 55.
  • the first device 53 is typically a hydraulic gas capsule of the type previously described for the hitch 18.
  • the maximum stroke of the first device 53 is between 90 mm and 125 mm, typically 110 mm.
  • the energy absorption capacity of the second device 55 is for example between 200kJ and 1150kJ, typically 500kJ.
  • the lower deformation modules 25 come into contact with the obstacle and begin to deform by compressing longitudinally while the deformation tube 19 continues to deform ( Figure 8 ).
  • the upper deformation modules 27 then come into contact with the obstacle and begin to deform by compressing longitudinally.
  • the fusible deformation modules 21 continue to deform ( Figure 10 ).
  • the fusible deformation modules 21 and the upper deformation modules 27 are compressed to the maximum ( Figure 11 ).
  • the first energy absorbing system 15 has thus reached the maximum collision energy absorption capacity. This capacity is between 3500 kJ and 7000 kJ, typically 5000 kJ.
  • the second energy absorption system 17 is also requested. Firstly ( Figure 12 ), the impact causes a relative movement of the drive 8A, 8B relative to the first car 10, the first reversible energy absorbing devices 53 shock buffers 43, 45 begin to absorb the collision energy. Then, the second non-reversible deformation energy absorbing devices 55 begin to deform ( Figure 13 ) until the maximum absorption capacity is reached and the rear side wall 57 of the power unit 8A, 8B comes into contact with the front side wall 59 of the first car 10 ( Figure 14 ).
  • the second energy absorption system has thus typically made it possible to absorb an amount of energy of between 1000 kJ and 4000 kJ, typically 2000 kJ.
  • the energy absorption systems are adapted according to the type of railway vehicle, a maximum authorized speed or the mass of the rail vehicle and its distribution.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Vibration Dampers (AREA)
EP17306181.3A 2017-09-13 2017-09-13 Schienenfahrzeug, das eine absorptionseinheit für kollisionsenergie umfasst Active EP3456602B1 (de)

Priority Applications (4)

Application Number Priority Date Filing Date Title
ES17306181T ES2901891T3 (es) 2017-09-13 2017-09-13 Vehículo ferroviario que comprende un conjunto de absorción de energía de colisión
EP17306181.3A EP3456602B1 (de) 2017-09-13 2017-09-13 Schienenfahrzeug, das eine absorptionseinheit für kollisionsenergie umfasst
PL17306181T PL3456602T3 (pl) 2017-09-13 2017-09-13 Pojazd kolejowy zawierający zespół do pochłaniania energii kolizyjnej
US16/127,355 US11167778B2 (en) 2017-09-13 2018-09-11 Collision energy absorbing system concentrated around the VHS power car and first vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP17306181.3A EP3456602B1 (de) 2017-09-13 2017-09-13 Schienenfahrzeug, das eine absorptionseinheit für kollisionsenergie umfasst

Publications (2)

Publication Number Publication Date
EP3456602A1 true EP3456602A1 (de) 2019-03-20
EP3456602B1 EP3456602B1 (de) 2021-10-27

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EP17306181.3A Active EP3456602B1 (de) 2017-09-13 2017-09-13 Schienenfahrzeug, das eine absorptionseinheit für kollisionsenergie umfasst

Country Status (4)

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US (1) US11167778B2 (de)
EP (1) EP3456602B1 (de)
ES (1) ES2901891T3 (de)
PL (1) PL3456602T3 (de)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3114790A1 (fr) 2020-10-07 2022-04-08 Speedinnov Véhicule ferroviaire comportant un système d’adsorption de l’énergie de collision
FR3140605A1 (fr) * 2022-10-11 2024-04-12 Alstom Holdings Caisse de véhicule ferroviaire et véhicule associé

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP6698283B2 (ja) * 2015-06-03 2020-05-27 川崎重工業株式会社 鉄道車両の車体
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
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
CN112949102B (zh) * 2021-05-17 2021-07-13 中国空气动力研究与发展中心计算空气动力研究所 基于分段vhs模型的碰撞参数计算方法及系统及装置及介质
CN116729443B (zh) * 2023-08-11 2023-10-13 西南交通大学 一种液压剪断导向式防爬吸能装置

Citations (5)

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Publication number Priority date Publication date Assignee Title
EP0532442A1 (de) * 1991-09-12 1993-03-17 DE DIETRICH & Cie, Société Anonyme dite Vorrichtung für Eisenbahnfahrzeuge gegen Aufklettern und zur Energieaufnahme
EP0888946A1 (de) * 1997-07-02 1999-01-07 De Dietrich Ferroviaire Schienenfahrzeug mit wenigstens einem austauschbaren Endmodul
EP1215098A1 (de) * 2000-12-18 2002-06-19 Alstom Schienenfahrzeug mit einer Fahrerkabine mit einer Struktur zur Energieaufnahme während einer Kollision oberhalb des Fahrzeugrahmens
EP1930226A1 (de) * 2006-12-04 2008-06-11 ANSALDOBREDA S.p.A. Frontwagen eines Zuges mit einer energieabsorbierenden Struktur
EP2883776A1 (de) 2013-12-10 2015-06-17 ALSTOM Transport Technologies Angetriebenes Drehgestell und Fahrzeug mit einem solchen Drehgestell

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US3307718A (en) * 1965-02-08 1967-03-07 Hagglund & Soner Ornskoldsvik Multicar bulk transporter and method
JP3848227B2 (ja) * 2002-09-02 2006-11-22 株式会社日立製作所 軌条車両
KR100797046B1 (ko) * 2006-09-05 2008-01-22 한국철도기술연구원 슬라이딩 방식 전두부 충격에너지 흡수장치
BR112013005870A2 (pt) * 2010-09-20 2016-06-07 Bombardier Transp Gmbh ''estrutura de cabine e estrutura de extremidade frontal modular''
US9205847B2 (en) * 2013-06-07 2015-12-08 Bombardier Transportation Gmbh Crash structure for a railcar

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0532442A1 (de) * 1991-09-12 1993-03-17 DE DIETRICH & Cie, Société Anonyme dite Vorrichtung für Eisenbahnfahrzeuge gegen Aufklettern und zur Energieaufnahme
EP0888946A1 (de) * 1997-07-02 1999-01-07 De Dietrich Ferroviaire Schienenfahrzeug mit wenigstens einem austauschbaren Endmodul
EP1215098A1 (de) * 2000-12-18 2002-06-19 Alstom Schienenfahrzeug mit einer Fahrerkabine mit einer Struktur zur Energieaufnahme während einer Kollision oberhalb des Fahrzeugrahmens
EP1930226A1 (de) * 2006-12-04 2008-06-11 ANSALDOBREDA S.p.A. Frontwagen eines Zuges mit einer energieabsorbierenden Struktur
EP2883776A1 (de) 2013-12-10 2015-06-17 ALSTOM Transport Technologies Angetriebenes Drehgestell und Fahrzeug mit einem solchen Drehgestell

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3114790A1 (fr) 2020-10-07 2022-04-08 Speedinnov Véhicule ferroviaire comportant un système d’adsorption de l’énergie de collision
EP3981666A1 (de) 2020-10-07 2022-04-13 SpeedInnov Schienenfahrzeug, das ein adsorptionssystem für kollisionsenergie umfasst
FR3140605A1 (fr) * 2022-10-11 2024-04-12 Alstom Holdings Caisse de véhicule ferroviaire et véhicule associé
EP4353561A1 (de) * 2022-10-11 2024-04-17 ALSTOM Holdings Wagenkasten eines schienenfahrzeugs und entsprechendes fahrzeug

Also Published As

Publication number Publication date
EP3456602B1 (de) 2021-10-27
US11167778B2 (en) 2021-11-09
US20190077420A1 (en) 2019-03-14
PL3456602T3 (pl) 2022-03-21
ES2901891T3 (es) 2022-03-24

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