EP3456602B1 - Collision energy absorbing system concentrated around the vhs power car and first vehicle - Google Patents

Collision energy absorbing system concentrated around the vhs power car and first vehicle Download PDF

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Publication number
EP3456602B1
EP3456602B1 EP17306181.3A EP17306181A EP3456602B1 EP 3456602 B1 EP3456602 B1 EP 3456602B1 EP 17306181 A EP17306181 A EP 17306181A EP 3456602 B1 EP3456602 B1 EP 3456602B1
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EP
European Patent Office
Prior art keywords
energy absorbing
deformation
car
collision
absorbing system
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EP17306181.3A
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German (de)
French (fr)
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EP3456602A1 (en
Inventor
Pierre DEBOST
Patrick Sicot
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SpeedInnov SAS
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SpeedInnov SAS
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Publication date
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Priority to EP17306181.3A priority Critical patent/EP3456602B1/en
Priority to ES17306181T priority patent/ES2901891T3/en
Priority to PL17306181T priority patent/PL3456602T3/en
Priority to US16/127,355 priority patent/US11167778B2/en
Publication of EP3456602A1 publication Critical patent/EP3456602A1/en
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Publication of EP3456602B1 publication Critical patent/EP3456602B1/en
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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
    • 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

  • Rail vehicles especially high-speed trains, may have to collide with obstacles on the track (eg other rail vehicle, motor vehicle, etc.).
  • obstacles on the track eg other rail vehicle, motor vehicle, etc.
  • EP 1 930 226 A1 and EP 0 888 946 A1 describe a railway vehicle of the aforementioned type.
  • the French TGV Sud-Est also includes an energy absorption shield at the front of the motor as well as buffers between it and the first car, the adjacent cars being linked together by common bogies.
  • normative texts for example the European standard EN 15227, list all the requirements in terms of passive safety against collisions which a railway vehicle carrying passengers must meet. In particular, it sets the limit acceptable deceleration level for a rail vehicle transporting passengers.
  • the object of the invention is to provide an articulated railway vehicle improving passive safety in the event of collisions.
  • the object of the invention is to provide an articulated railway vehicle of the aforementioned type characterized in that the collision energy absorption assembly comprises a first collision energy absorption system located at the end. 'front of the engine and a second collision energy absorption system located at the connection between the engine and the first car.
  • the terms “upper” and “lower” are defined with respect to an elevation direction 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 travel of the rail vehicle.
  • the rail vehicle 1 comprises a plurality of cars 3 arranged one behind the other longitudinally in the direction X.
  • Each car 3 has a front end 5 articulated to a rear end 7 of the adjacent car 3.
  • the cars 3 are for example intended for carry passengers.
  • the rail vehicle 1 further comprises at least one motor unit 8A, 8B linked to a first of the coaches 10.
  • Each motor unit 8A, 8B comprises a frame 9, a cockpit and a protective shield 12 fixed to the cabin.
  • the rail vehicle 1 comprises two motor vehicles 8A, 8B placed at the two opposite ends of the rail vehicle 1 so as to facilitate the movement of the rail vehicle 1 in one direction of travel or in the opposite direction.
  • the rail vehicle 1 also comprises a plurality of bogies 11.
  • Each bogie 11 directly carries the front 5 and rear 7 ends of two adjacent cars 3. This type of rail vehicle is called “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 motor unit 8A, 8B of the rail vehicle 1 comprises a collision energy absorption assembly 13. It should be noted that the collision energy absorption assemblies 13 of each motor vehicle 8A, 8B are strictly identical.
  • the collision energy absorption assembly 13 comprises according to the invention a first collision energy absorption system 15 located at the front of the motor 8A, 8B and a second absorption system energy 17 located at the connection between the motor 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 together absorb 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 lists the European requirements in terms of passive safety for railway vehicles carrying passengers in order to guarantee the protection of the latter in the event of a collision.
  • the mechanical structure of rail vehicles must incorporate systems that make it possible to limit the deceleration of the vehicle, to protect and guarantee the structural integrity of the spaces occupied, to reduce the risks of overlapping with another rail vehicle, and the risks of derailment and to limit the consequences in the event of a 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 previous requirements by considering four reference collision scenarios: a head-on collision between two identical railway units, a head-on collision with a freight car, a collision of a unit with a large road vehicle at a level crossing and, a collision of a unit with a low obstacle (eg car at a level crossing, animal, rock, etc.).
  • standard EN 15227 requires that the average deceleration felt by passengers does not exceed 5 g for collisions with vehicles. rail and 7.5 g for collisions with road obstacles. The detail of each of the requirements of standard EN 15227 will not be described here.
  • the first collision energy absorption system 15 comprises a plurality of deformation modules configured to deform in the longitudinal direction, and an automatic hitch for absorption of energy.
  • energy 18 comprising, for example, an erasure system 19 ensuring both irreversible absorption and guided erasure such as a strain tube.
  • the first energy absorption system 15 comprises two fusible deformation modules 21 fixed to a front end of the chassis 9 of the motor unit 8A, 8B connected by a connecting cross member 23, two lower deformation modules 25 fixed to said cross member link 23 and two upper deformation modules 27 fixed to the protective shield 12 of the driver's cabin of the engine 8A, 8B.
  • the lower deformation moduli 25 and the upper deformation moduli 27 have substantially the shape of a truncated pyramid gradually widening from their front faces 29 towards their rear faces 31.
  • the lower deformation moduli 25 and the upper deformation moduli 27 are formed of a set of metal sheets mechanically welded to each other so as to define a box compressible axially by plastic deformation during a collision at the level of 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 in a plastic manner successively and compress on each other in the longitudinal direction in order to absorb the collision energy.
  • each lower deformation modulus 25 is for example between 220kJ and 320kJ, typically 250kJ.
  • the energy absorption capacity of each upper deformation modulus 27 is for example between 500kJ and 1000kJ, typically 700kJ.
  • the lower deformation moduli 25 are generally qualified as anti-overlap because they make it possible in the event of a collision with another rail vehicle to prevent the two vehicles from overlapping.
  • the upper moduli of deformation 27 are generally referred to as absorbent shields. They more particularly absorb the collision energy at the level of the driving position in front of the power unit 8A, 8B. This makes it possible in particular to protect the driving zone in the event of a collision with road obstacles such as trucks.
  • the lower deformation moduli 25 and the upper deformation modulus 27 are removable. They are for example screwed respectively on the frame 9 of the motor 8A, 8B and on the connecting cross member 23 and can thus be replaced if necessary after a collision.
  • the fuse deformation modules 21 are fixed to the frame 9 of the motor 8A, 8B, for example by welding.
  • the fusible deformation modules 21 have substantially a parallelepipedal shape and extend projecting from the frame 9 of the drive unit 8A, 8B in the longitudinal direction.
  • the fuse deformation modules 21 have a compartment structure, similar to what has been described above.
  • each fuse deformation module 21 is for example between 800kJ and 1000kJ, typically 900kJ.
  • the fusible deformation moduli 21 are an extension of the lower deformation moduli 25.
  • the automatic coupling 18 is attached to the front of the protruding motor 8A, 8B. It is inserted into an opening 33 made in the connecting cross member 23, between the two fusible deformation modules 21.
  • the automatic coupling 18 comprises a coupling 35 which provide the function of automatic coupling to another rail vehicle, an absorber d reversible energy 37 (or recoverable) and a non-reversible energy absorber 39.
  • the hitch 35 will not be described in detail here and is known per se from the state of the art.
  • the coupling 35 have a hooking head projecting from the end of the drive unit 8A, 8B and make it possible to ensure a mechanical, pneumatic and electrical connection between the drive unit and the rail vehicle which is coupled to it.
  • the reversible energy absorber 37 is produced, for example, by hydraulic gas capsules which make it possible to damp low-intensity shocks.
  • Hydraulic gas capsules work like a damping piston. They include a first cylinder capable of moving longitudinally inside a second hollow cylinder with a diameter greater than that of the first cylinder. The stroke of the first cylinder is slowed down by a fluid (eg oil) and energy is dissipated, eg in the form of heat.
  • the maximum stroke of the first cylinder is between 60mm and 200mm.
  • the energy absorption capacity of the reversible energy absorber 37 is between 30 and 200 kJ, typically 80 kJ.
  • the erasing system 19 extends longitudinally under the chassis 9 of the motor unit 8A, 8B.
  • the erasing system 19 comprises a first cylinder which protrudes longitudinally.
  • the first cylinder is forcibly fitted into a second cylinder having a smaller diameter than that of the first cylinder.
  • the first cylinder extrudes and plastically deforms the second cylinder.
  • the non-reversible energy absorber 39 makes it possible, for example, to absorb a quantity of energy of between 500 and 2400 kJ, typically 1200 kJ.
  • the second energy absorption system 17 comprises two pairs of shock pads 41 fixed to a rear end of a frame 9 of the motor 8A, 8B and at a front end of the first car 10.
  • Each pair of shock pads 41 has a first shock pad 43 attached to the rear end of the drive unit 8A, 8B and a second shock pad 45 attached to the front end of the first car 10.
  • the first buffer 43 has a head 47 projecting from the rear end of the motor 8A, 8B.
  • the second buffer 45 comprises a plate 49 protruding 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 pad 43 cooperates with the plate 49 of the second shock pad 45.
  • each first shock pad 43 and second shock pad 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 described above for the coupling 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 first device 53 is for example between 30kJ and 100kJ, typically 60kJ.
  • the second device 55 is typically a device comprising a deformation tube of the type described above for the coupling 18 or a system for peeling the outer surface of the buffer tube.
  • a peeling system blades are arranged in the vicinity of the attachment of the tampon to a car 8A, 10. These blades are disposed circumferentially at the periphery of the outer surface of the tampon tube, and are suitable for " peel ”, that is to say to cut longitudinally the outer surface of the tube in the event of impact.
  • the energy absorption capacity of the second device 55 is for example between 200kJ and 1150kJ, typically 500kJ.
  • the power unit 8A is connected to the first car 10 by a drawbar and the second energy absorption system 17 comprises, for example, a first energy absorption device. reversible deformation energy installed in the drawbar, a second non-reversible strain energy absorption device installed in the drawbar and side absorbers on either side of the drawbar.
  • this collision scenario is given as an indication and not as a limitation since the collision energy absorption assembly 13 is dimensioned to absorb all the energy of a collision as defined by the European standard EN 15227, as described previously.
  • the first energy absorption system 15 begins to absorb the collision energy.
  • the reversible energy absorber 37 of the automatic hitch 18 begins to absorb part of the collision energy.
  • the non-reversible energy absorber 39 of the coupling 18 is requested and the deformation tube 19 begins to deform ( Figure 7 ).
  • the lower deformation moduli 25 (anti-overlap) contact the obstacle and begin to deform compressing longitudinally as the deformation tube 19 continues to deform ( Figure 8 ).
  • the strain tube 19 is maximally deformed and the compression of the lower strain moduli 25 is maximum.
  • the fusible deformation modules 21 then begin to deform by compressing themselves longitudinally ( Figure 9 ).
  • the upper deformation moduli 27 then come into contact with the obstacle and begin to deform by compressing longitudinally.
  • the fuse deformation modules 21 continue to deform ( Figure 10 ).
  • the fuse deformation moduli 21 and the upper deformation moduli 27 are compressed to the maximum ( Figure 11 ).
  • the first energy absorption system 15 has thus reached the maximum capacity of collision energy absorption. 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 motor 8A, 8B with respect to the first car 10, the first reversible energy absorption devices 53 of the shock pads 43, 45 begin to absorb the collision energy. Then, the second non-reversible deformation energy absorption devices 55 begin to deform ( Figure 13 ) until the maximum absorption capacity is reached and the rear side wall 57 of the power car 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 rail vehicle 1 makes it possible to limit the rate of deceleration and to absorb all the energy of a collision. The integrity of the passengers and the driver is thus guaranteed.
  • the articulation between each adjacent car 3 the latter form a single mass and consequently the decelerations are homogeneous all along the rail vehicle 1 and the passengers feel the same deceleration regardless of the car 3 in which they are.
  • the energy absorption systems are adapted according to the type of rail vehicle, a maximum authorized speed or even the mass of the rail vehicle and its distribution.

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Description

La présente invention concerne un véhicule ferroviaire selon la revendication 1, comportant :

  • une pluralité de voitures disposées les unes derrière les autres longitudinalement, chaque voiture ayant une extrémité avant articulée à une extrémité arrière de la voiture adjacente ;
  • au moins une motrice liée une première des voitures ;
  • un ensemble d'absorption de l'énergie de collision.
The present invention relates to a railway vehicle according to claim 1, comprising:
  • a plurality of cars arranged one behind the other longitudinally, each car having a front end hinged to a rear end of the adjacent car;
  • at least one driving unit linked to a first of the cars;
  • a collision energy absorption set.

Les véhicules ferroviaires, notamment les trains à grande vitesse, peuvent être amenés à entrer en collision avec des obstacles présents sur la voie (e.g. autre véhicule ferroviaire, véhicule automobile, etc.). Afin de réduire les conséquences du choc et préserver au mieux l'intégrité du conducteur et des passagers, il est connu de l'état de la technique d'équiper les véhicules ferroviaires avec un ou plusieurs systèmes d'absorption d'énergie afin de convertir tout ou partie de l'énergie cinétique du choc en énergie de déformation mécanique. Ainsi, il est par exemple connu de renforcer l'avant des motrices par des structures en nid d'abeilles qui forment un bouclier d'absorption d'énergie en cas de choc. EP 1 930 226 A1 et EP 0 888 946 A1 décrivent un véhicule ferroviaire du type précité. Le TGV Sud-Est français comporte également un bouclier d'absorption d'énergie à l'avant de la motrice ainsi que des tampons entre celle-ci et la première voiture, les voitures adjacentes étant reliées entre elles par des bogies communs.Rail vehicles, especially high-speed trains, may have to collide with obstacles on the track (eg other rail vehicle, motor vehicle, etc.). In order to reduce the consequences of impact and best preserve the integrity of the driver and passengers, it is known from the state of the art to equip railway vehicles with one or more energy absorption systems in order to convert all or part of the kinetic energy of the impact in mechanical strain energy. Thus, it is known, for example, to reinforce the front of the drive units with honeycomb structures which form an energy absorption shield in the event of an impact. EP 1 930 226 A1 and EP 0 888 946 A1 describe a railway vehicle of the aforementioned type. The French TGV Sud-Est also includes an energy absorption shield at the front of the motor as well as buffers between it and the first car, the adjacent cars being linked together by common bogies.

Cependant, en cas de choc violent, même si toute l'énergie cinétique de collision est absorbée par un ou plusieurs dispositifs d'absorption d'énergie, la décélération du véhicule ferroviaire peut être violente et entrainer des blessures importantes pour le conducteur et les passagers.However, in the event of a violent impact, even if all the kinetic energy of the collision is absorbed by one or more energy absorbing devices, the deceleration of the rail vehicle can be violent and cause serious injury to the driver and passengers. .

Ainsi, des textes normatifs, par exemple la norme européenne EN 15227, répertorient l'ensemble des exigences en termes de sécurité passive contre les collisions auxquelles doit satisfaire un véhicule ferroviaire transportant des passagers. Elle fixe notamment le niveau limite de décélération admissible pour un véhicule ferroviaire transportant des passagers.Thus, normative texts, for example the European standard EN 15227, list all the requirements in terms of passive safety against collisions which a railway vehicle carrying passengers must meet. In particular, it sets the limit acceptable deceleration level for a rail vehicle transporting passengers.

L'invention a pour but de proposer un véhicule ferroviaire articulé améliorant la sécurité passive en cas de collisions.The object of the invention is to provide an articulated railway vehicle improving passive safety in the event of collisions.

A cet effet, l'invention a pour but de proposer un véhicule ferroviaire articulé du type précité caractérisé en ce que l'ensemble d'absorption de l'énergie de collision comporte un premier système d'absorption d'énergie de collision localisé à l'avant de la motrice et un deuxième système d'absorption d'énergie de collision localisé à la liaison entre la motrice et la première voiture.To this end, the object of the invention is to provide an articulated railway vehicle of the aforementioned type characterized in that the collision energy absorption assembly comprises a first collision energy absorption system located at the end. 'front of the engine and a second collision energy absorption system located at the connection between the engine and the first car.

Ainsi, le véhicule ferroviaire selon l'invention comporte un ensemble d'absorption d'énergie de collision adapté aux véhicules ferroviaires articulés, notamment en ce que les dispositifs d'absorption d'énergie qui le composent sont concentrés à l'avant du véhicule au niveau de la motrice et de l'intercirculation, c'est-à-dire à la liaison entre la motrice et la première voiture. La conception des véhicules ferroviaires articulés impose une difficulté particulière dans la manière de disposer les dispositifs d'absorption de l'énergie de collision. En effet, la structure de tels véhicules ferroviaires et notamment les liaisons articulées compliquent l'installation de dispositifs d'absorption à la jonction entre deux voitures adjacentes. Le véhicule ferroviaire selon l'invention comporte également les caractéristiques suivantes:

  • le véhicule comporte une pluralité de bogies, les extrémités avant et arrière de deux voitures adjacentes étant portées par un des desdits bogies ;
  • aucun système d'absorption d'énergie de collision n'est localisé entre deux voitures adjacentes ;
  • le premier système d'absorption comporte une pluralité de modules de déformation configurés pour se déformer selon la direction longitudinale ;
  • le premier système d'absorption comporte un attelage automatique d'absorption d'énergie comprenant un système d'absorption irréversible et de guidage de l'attelage, en particulier un tube de déformation.
Thus, the rail vehicle according to the invention comprises a collision energy absorption assembly suitable for articulated rail vehicles, in particular in that the energy absorption devices which compose it are concentrated at the front of the vehicle. vehicle at the level of the motor and inter-circulation, that is to say at the connection between the motor and the first car. The design of articulated rail vehicles imposes a particular difficulty in the manner of arranging the collision energy absorption devices. Indeed, the structure of such railway vehicles and in particular the articulated connections complicate the installation of absorption devices at the junction between two adjacent cars. The rail vehicle according to the invention also has the following characteristics:
  • the vehicle comprises a plurality of bogies, the front and rear ends of two adjacent cars being carried by one of said bogies;
  • no collision energy absorption system is located between two adjacent cars;
  • the first absorption system comprises a plurality of deformation modules configured to deform in the longitudinal direction;
  • the first absorption system comprises an automatic energy absorption coupling comprising an irreversible absorption and guidance system for the coupling, in particular a deformation tube.

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

  • les premier systèmes d'absorption de collision et deuxième système d'absorption d'énergie de collision sont dimensionnés pour absorber toute l'énergie d'une collision définie par la norme européenne EN 15227 ;
  • au moins un des modules de déformation est amovible ;
  • la motrice comporte un châssis, une cabine de pilotage et un bouclier de protection fixé sur la cabine, le premier système d'absorption comprenant deux modules de déformation fusibles fixés à une extrémité avant du châssis de la motrice reliés par une traverse de liaison, deux modules de déformation inférieurs fixés à ladite traverse de liaison et deux modules de déformation supérieurs fixés au bouclier de protection ;
  • le deuxième système d'absorption comporte deux paires de tampons de choc fixés à une extrémité arrière d'un châssis de la motrice et à une extrémité avant de la première voiture ;
  • chaque tampon de choc comporte un premier dispositif d'absorption d'énergie à déformation réversible et un deuxième dispositif d'absorption d'énergie à déformation non-réversible ;
  • la motrice est reliée à la première voiture par une barre d'attelage et le deuxième système d'absorption d'énergie comprend un premier dispositif d'absorption d'énergie à déformation réversible installé dans la barre d'attelage, un deuxième dispositif d'absorption d'énergie à déformation non-réversible installé dans la barre d'attelage et des absorbeurs latéraux de part et d'autre de la barre d'attelage.
According to particular embodiments, the railway vehicle according to the invention comprises one or more of the following characteristics:
  • the first collision absorption systems and the second collision energy absorption system are dimensioned to absorb all the energy of a collision defined by European standard EN 15227;
  • at least one of the deformation modules is removable;
  • the powerplant comprises a chassis, a pilot's cabin and a protective shield fixed to the cabin, the first absorption system comprising two fusible deformation modules fixed to a front end of the engine chassis connected by a connecting cross member, two lower deformation moduli fixed to said connecting cross member and two upper deformation moduli fixed to the protective shield;
  • the second absorption system has two pairs of shock pads attached to a rear end of a chassis of the power train and to a front end of the first car;
  • each shock pad has a first reversible strain energy absorbing device and a second strain energy absorbing device non-reversible;
  • the power unit is connected to the first car by a drawbar and the second energy absorption system comprises a first reversible deformation energy absorption device installed in the drawbar, a second device non-reversible deformation energy absorption system installed in the drawbar and side absorbers on either side of the drawbar.

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 parmi lesquels :

  • la Figure 1 est une représentation longitudinale du véhicule ferroviaire articulé selon l'invention ;
  • les Figure 2 et 3 sont respectivement une vue latérale et une vue du dessous de l'avant de la motrice du véhicule ferroviaire de la Figure 1 présentant le premier système d'absorption d'énergie ;
  • la Figure 4 est une vue du dessous de la zone de liaison entre la motrice et la première voiture du véhicule ferroviaire de la Figure 1 présentant un exemple de mode de réalisation du deuxième système d'absorption d'énergie ;
  • la Figure 5 est une vue en perspective d'une paire de tampon de choc du deuxième système d'absorption d'énergie ;
  • les Figures 6 à 11 sont des vues schématiques de côté de l'avant de la motrice présentant le comportement du premier système d'absorption d'énergie à des stades différents d'absorption d'un choc frontal ; et
  • les Figures 12 à 14 sont des vues schématiques de côté de la zone localisée au niveau de la liaison entre la motrice et la première voiture présentant le comportement du deuxième système d'absorption d'énergie à des stades différents d'absorption d'un choc frontal.
The invention will be better understood on reading the description which will follow, given solely by way of example, and made with reference to the drawings, among which:
  • the Figure 1 is a longitudinal representation of the articulated railway vehicle according to the invention;
  • the Figure 2 and 3 are respectively a side view and a bottom view of the front of the engine of the railway vehicle of the Figure 1 featuring the first energy absorption system;
  • the Figure 4 is a view from below of the connection area between the power unit and the first car of the rail vehicle of the Figure 1 showing an exemplary embodiment of the second energy absorption system;
  • the Figure 5 is a perspective view of a pair of shock pads from the second energy absorption system;
  • the Figures 6 to 11 are schematic side views of the front of the power unit showing the behavior of the first energy absorption system at different stages of absorption of a frontal impact; and
  • the Figures 12 to 14 are schematic side views of the area located at the connection between the power unit and the first car showing the behavior of the second energy absorption system at different stages of absorption of a frontal impact.

Dans la description, les termes « supérieur » et « inférieur » sont définis par rapport à une direction d'élévation d'un véhicule ferroviaire lorsqu'il est disposé sur des rails, c'est-à-dire sensiblement verticale. La direction longitudinale est définie par la direction de circulation du véhicule ferroviaire.In the description, the terms “upper” and “lower” are defined with respect to an elevation direction 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 travel of the rail vehicle.

Sur la Figure 1 est représenté schématiquement un véhicule ferroviaire articulé 1 selon l'invention. Le véhicule ferroviaire 1 comporte une pluralité de voitures 3 disposées les unes derrière les autres longitudinalement selon la direction X. Chaque voiture 3 comporte une extrémité avant 5 articulée à une extrémité arrière 7 de la voiture adjacente 3. Les voitures 3 sont par exemple prévues pour transporter des passagers.On the Figure 1 schematically shown is an articulated railway vehicle 1 according to the invention. The rail vehicle 1 comprises a plurality of cars 3 arranged one behind the other longitudinally in the direction X. Each car 3 has a front end 5 articulated to a rear end 7 of the adjacent car 3. The cars 3 are for example intended for carry passengers.

Le véhicule ferroviaire 1 comporte en outre au moins une motrice 8A, 8B liée à une première des voitures 10. Chaque motrice 8A, 8B comporte un châssis 9, une cabine de pilotage et un bouclier de protection 12 fixé sur la cabine. Dans le mode de réalisation présenté sur la Figure 1, le véhicule ferroviaire 1 comportent deux motrices 8A, 8B placées aux deux extrémités opposées du véhicule ferroviaire 1 de manière à faciliter le déplacement du véhicule ferroviaire 1 dans un sens de circulation ou dans le sens opposé.The rail vehicle 1 further comprises at least one motor unit 8A, 8B linked to a first of the coaches 10. Each motor unit 8A, 8B comprises a frame 9, a cockpit and a protective shield 12 fixed to the cabin. In the embodiment shown on Figure 1 , the rail vehicle 1 comprises two motor vehicles 8A, 8B placed at the two opposite ends of the rail vehicle 1 so as to facilitate the movement of the rail vehicle 1 in one direction of travel or in the opposite direction.

Le véhicule ferroviaire 1 comporte également une pluralité de bogies 11. Chaque bogie 11 porte directement les extrémités avant 5 et arrière 7 de deux voitures adjacentes 3. Ce type de véhicule ferroviaire est dit « articulé ». Les bogies 11 sont par exemple du même type que ceux décrits dans le document EP 2 883 776 A1 et ne seront pas décrits en détail ici.The rail vehicle 1 also comprises a plurality of bogies 11. Each bogie 11 directly carries the front 5 and rear 7 ends of two adjacent cars 3. This type of rail vehicle is called “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.

Chaque motrice 8A, 8B du véhicule ferroviaire 1 comporte un ensemble d'absorption de l'énergie de collision 13. Il est à noter que les ensembles d'absorption d'énergie de collision 13 de chaque motrice 8A, 8B sont strictement identiques.Each motor unit 8A, 8B of the rail vehicle 1 comprises a collision energy absorption assembly 13. It should be noted that the collision energy absorption assemblies 13 of each motor vehicle 8A, 8B are strictly identical.

Comme visible sur la Figure 1, l'ensemble d'absorption d'énergie de collision 13 comporte selon l'invention un premier système d'absorption d'énergie de collision 15 localisé à l'avant de la motrice 8A, 8B et un deuxième système d'absorption d'énergie 17 localisé à la liaison entre la motrice 8A, 8B et la première voiture 10. Comme visible sur la Figure 1, aucun système d'absorption d'énergie de collision n'est localisé entre deux voitures adjacentes 3.As visible on the Figure 1 , the collision energy absorption assembly 13 comprises according to the invention a first collision energy absorption system 15 located at the front of the motor 8A, 8B and a second absorption system energy 17 located at the connection between the motor 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.

Avantageusement, le premier système d'absorption 15 et le deuxième système d'absorption 17 sont dimensionnés pour absorber ensemble toute l'énergie d'une collision, par exemple tel que définie par un texte normatif concernant la sécurité passive en particulier la norme européenne EN 15227.Advantageously, the first absorption system 15 and the second absorption system 17 are sized to together absorb all the energy of a collision, for example as defined by a normative text concerning passive safety, in particular the European standard EN 15227.

En particulier, la norme européenne EN 15227 recense les exigences européennes en termes de sécurité passive pour les véhicules ferroviaires qui transportent des passagers afin de garantir la protection de ces derniers en cas de collision. Ainsi, en cas de collision, la structure mécanique des véhicules ferroviaire doit intégrer des systèmes permettant de limiter la décélération du véhicule, de protéger et de garantir l'intégrité structurelle des espaces occupés, de réduire les risques de chevauchement avec un autre véhicule ferroviaire, et les risques de déraillement et de limiter les conséquences en cas de collision avec un obstacle sur la voie dont la hauteur ne dépasse celle du plancher du véhicule ferroviaire. Selon la norme EN 15227, les véhicules ferroviaires doivent remplir les exigences précédentes en envisageant quatre scénarios de collision de référence : une collision frontale entre deux unités ferroviaire identiques, une collision frontale avec un wagon de marchandises, une collision d'une unité avec un grand véhicule routier à un passage à niveau et, une collision d'une unité avec un obstacle bas (e.g. voiture à un passage à niveau, animal, rocher, etc.).In particular, the European standard EN 15227 lists the European requirements in terms of passive safety for railway vehicles carrying passengers in order to guarantee the protection of the latter in the event of a collision. Thus, in the event of a collision, the mechanical structure of rail vehicles must incorporate systems that make it possible to limit the deceleration of the vehicle, to protect and guarantee the structural integrity of the spaces occupied, to reduce the risks of overlapping with another rail vehicle, and the risks of derailment and to limit the consequences in the event of a collision with an obstacle on the track whose height does not exceed that of the floor of the railway vehicle. According to EN 15227, railway vehicles must fulfill the previous requirements by considering four reference collision scenarios: a head-on collision between two identical railway units, a head-on collision with a freight car, a collision of a unit with a large road vehicle at a level crossing and, a collision of a unit with a low obstacle (eg car at a level crossing, animal, rock, etc.).

A titre d'exemple, la norme EN 15227 impose que la décélération moyenne ressentie par les passagers n'excède pas 5 g pour des collisions avec des véhicules ferroviaire et 7,5 g pour des collisions avec des obstacles routiers. Le détail de chacune des exigences de la norme EN 15227 ne sera pas décrit ici.For example, standard EN 15227 requires that the average deceleration felt by passengers does not exceed 5 g for collisions with vehicles. rail and 7.5 g for collisions with road obstacles. The detail of each of the requirements of standard EN 15227 will not be described here.

Sur les Figures 2 et 3 est représenté le premier système d'absorption d'énergie de collision 15. Le premier système d'absorption d'énergie 15 comporte une pluralité de modules de déformation configurés pour se déformer selon la direction longitudinale, et un attelage automatique d'absorption d'énergie 18 comprenant par exemple un système d'effacement 19 assurant à la fois une absorption irréversible et un effacement guidé tel qu'un tube de déformation.On the Figures 2 and 3 shown is the first collision energy absorption system 15. The first energy absorption system 15 comprises a plurality of deformation modules configured to deform in the longitudinal direction, and an automatic hitch for absorption of energy. energy 18 comprising, for example, an erasure system 19 ensuring both irreversible absorption and guided erasure such as a strain tube.

Comme visible sur la Figure 2, le premier système d'absorption d'énergie 15 comporte deux modules de déformation fusibles 21 fixés à une extrémité avant du châssis 9 de la motrice 8A, 8B reliés par une traverse de liaison 23, deux modules de déformation inférieurs 25 fixés à ladite traverse de liaison 23 et deux modules de déformation supérieurs 27 fixés au bouclier de protection 12 de la cabine de pilotage de la motrice 8A, 8B.As visible on the Figure 2 , the first energy absorption system 15 comprises two fusible deformation modules 21 fixed to a front end of the chassis 9 of the motor unit 8A, 8B connected by a connecting cross member 23, two lower deformation modules 25 fixed to said cross member link 23 and two upper deformation modules 27 fixed to the protective shield 12 of the driver's cabin of the engine 8A, 8B.

Les modules de déformation inférieurs 25 et les modules de déformation supérieurs 27 ont sensiblement une forme en tronc de pyramide s'évasant progressivement depuis leurs faces avant 29 vers leurs faces arrière 31. Les modules de déformation inférieurs 25 et les modules de déformation supérieurs 27 sont formés d'un ensemble de tôles métalliques mécano-soudées les unes aux autres de manière à définir un caisson compressible axialement par déformation plastique lors d'une collision au niveau de la face avant 29 du module de déformation 25, 27.The lower deformation moduli 25 and the upper deformation moduli 27 have substantially the shape of a truncated pyramid gradually widening from their front faces 29 towards their rear faces 31. The lower deformation moduli 25 and the upper deformation moduli 27 are formed of a set of metal sheets mechanically welded to each other so as to define a box compressible axially by plastic deformation during a collision at the level of the front face 29 of the deformation module 25, 27.

Comme visible sur les Figures 2 et 3, le caisson de chacun des modules de déformation 25, 27 comportent une pluralité de compartiments couplés les uns aux autres selon la direction longitudinale. Ainsi, lors d'une collision au niveau de la face 29 avant du module 25, 27, les compartiments se déforment de manière plastique successivement et se compriment les uns sur les autres selon la direction longitudinale pour absorber l'énergie de collision.As visible on the Figures 2 and 3 , the box of each of the deformation modules 25, 27 comprise a plurality of compartments coupled to each other in the longitudinal direction. Thus, during a collision at the level of the front face 29 of the module 25, 27, the compartments deform in a plastic manner successively and compress on each other in the longitudinal direction in order to absorb the collision energy.

La capacité d'absorption d'énergie de chaque module de déformation inférieur 25 est par exemple comprise entre 220kJ et 320kJ, typiquement 250kJ.The energy absorption capacity of each lower deformation modulus 25 is for example between 220kJ and 320kJ, typically 250kJ.

La capacité d'absorption d'énergie de chaque module de déformation supérieur 27 est par exemple comprise entre 500kJ et 1000kJ, typiquement 700kJ.The energy absorption capacity of each upper deformation modulus 27 is for example between 500kJ and 1000kJ, typically 700kJ.

Les modules de déformation inférieurs 25 sont généralement qualifiés d'anti-chevauchement car ils permettent d'éviter en cas de collision avec un autre véhicule ferroviaire que les deux véhicules ne se chevauchent.The lower deformation moduli 25 are generally qualified as anti-overlap because they make it possible in the event of a collision with another rail vehicle to prevent the two vehicles from overlapping.

Les modules de déformation supérieurs 27 sont généralement dénommées boucliers absorbants. Ils absorbent ainsi plus particulièrement l'énergie de collision au niveau du poste de conduite à l'avant de la motrice 8A, 8B. Cela permet notamment de protéger la zone de conduite en cas de collision avec des obstacles routiers tels que les camions.The upper moduli of deformation 27 are generally referred to as absorbent shields. They more particularly absorb the collision energy at the level of the driving position in front of the power unit 8A, 8B. This makes it possible in particular to protect the driving zone in the event of a collision with road obstacles such as trucks.

Avantageusement, les modules de déformations inférieurs 25 et les modules de déformation supérieurs 27 sont amovibles. Ils sont par exemple respectivement vissés sur le châssis 9 de la motrice 8A, 8B et sur la traverse de liaison 23 et peuvent ainsi être remplacés le cas échéant après une collision.Advantageously, the lower deformation moduli 25 and the upper deformation modulus 27 are removable. They are for example screwed respectively on the frame 9 of the motor 8A, 8B and on the connecting cross member 23 and can thus be replaced if necessary after a collision.

Ceci permet de rendre le véhicule ferroviaire 1 opérationnel plus rapidement notamment en cas de collisions à faible énergie n'affectant pas les modules de déformations fusibles 21.This makes it possible to make the railway vehicle 1 operational more quickly, in particular in the event of low energy collisions which do not affect the fusible deformation modules 21.

Les modules de déformations fusibles 21 sont fixés sur le châssis 9 de la motrice 8A, 8B par exemple par soudage.The fuse deformation modules 21 are fixed to the frame 9 of the motor 8A, 8B, for example by welding.

Les modules de déformations fusibles 21 ont sensiblement une forme parallélépipédique et s'étendent en saillie du châssis 9 de la motrice 8A, 8B selon la direction longitudinale. Les modules de déformation fusibles 21 ont une structure en compartiments, similaire à ce qui a été décrit précédemment.The fusible deformation modules 21 have substantially a parallelepipedal shape and extend projecting from the frame 9 of the drive unit 8A, 8B in the longitudinal direction. The fuse deformation modules 21 have a compartment structure, similar to what has been described above.

La capacité d'absorption d'énergie de chaque module de déformation fusible 21 est par exemple comprise entre 800kJ et 1000kJ, typiquement 900kJ.The energy absorption capacity of each fuse deformation module 21 is for example between 800kJ and 1000kJ, typically 900kJ.

Les modules de déformations fusibles 21 sont dans le prolongement des modules de déformation inférieurs 25.The fusible deformation moduli 21 are an extension of the lower deformation moduli 25.

L'attelage automatique 18 est fixé à l'avant de la motrice 8A, 8B en saillie. Il est inséré dans une ouverture 33 réalisée dans la traverse de liaison 23, entre les deux modules de déformation fusibles 21. L'attelage automatique 18 comporte un attelage 35 qui assurent la fonction d'attelage automatique à un autre véhicule ferroviaire, un absorbeur d'énergie réversible 37 (ou récupérable) et un absorbeur d'énergie non-réversible 39.The automatic coupling 18 is attached to the front of the protruding motor 8A, 8B. It is inserted into an opening 33 made in the connecting cross member 23, between the two fusible deformation modules 21. The automatic coupling 18 comprises a coupling 35 which provide the function of automatic coupling to another rail vehicle, an absorber d reversible energy 37 (or recoverable) and a non-reversible energy absorber 39.

L'attelage 35 ne seront pas décrits en détail ici et sont connus en soi de l'état de la technique. L'attelage 35 comportent une tête d'accrochage en saillie par rapport à l'extrémité de la motrice 8A, 8B et permettent d'assurer une connexion mécanique, pneumatique et électrique entre la motrice et le véhicule ferroviaire qui y est attelé.The hitch 35 will not be described in detail here and is known per se from the state of the art. The coupling 35 have a hooking head projecting from the end of the drive unit 8A, 8B and make it possible to ensure a mechanical, pneumatic and electrical connection between the drive unit and the rail vehicle which is coupled to it.

L'absorbeur d'énergie réversible 37 est réalisé, par exemple, par des capsules hydrauliques à gaz qui permettent d'amortir les chocs de faible intensité. Les capsules hydrauliques à gaz fonctionnent comme un piston amortisseur. Elles comportent un premier cylindre apte à se déplacer longitudinalement à l'intérieur d'un deuxième cylindre creux d'un diamètre supérieur à celui du premier cylindre. La course du premier cylindre est ralentie par un fluide (par exemple de l'huile) et l'énergie est dissipée, par exemple sous forme de chaleur.The reversible energy absorber 37 is produced, for example, by hydraulic gas capsules which make it possible to damp low-intensity shocks. Hydraulic gas capsules work like a damping piston. They include a first cylinder capable of moving longitudinally inside a second hollow cylinder with a diameter greater than that of the first cylinder. The stroke of the first cylinder is slowed down by a fluid (eg oil) and energy is dissipated, eg in the form of heat.

Typiquement, la course maximale du premier cylindre est comprise entre 60 mm et 200 mm.Typically, the maximum stroke of the first cylinder is between 60mm and 200mm.

Par exemple, la capacité d'absorption d'énergie de l'absorbeur d'énergie réversible 37 est comprise entre 30 et 200 kJ typiquement 80 kJ.For example, the energy absorption capacity of the reversible energy absorber 37 is between 30 and 200 kJ, typically 80 kJ.

Comme visible sur la Figure 3, le système d'effacement 19 s'étend longitudinalement sous le châssis 9 de la motrice 8A, 8B.As visible on the Figure 3 , the erasing system 19 extends longitudinally under the chassis 9 of the motor unit 8A, 8B.

Le système d'effacement 19 comporte un premier cylindre qui s'étend longitudinalement en saillie. Le premier cylindre est emmanché de force dans un deuxième cylindre présentant un diamètre plus faible que celui du premier cylindre. Ainsi, en cas de choc, le premier cylindre vient extruder et déformer de manière plastique le deuxième cylindre.The erasing system 19 comprises a first cylinder which protrudes longitudinally. The first cylinder is forcibly fitted into a second cylinder having a smaller diameter than that of the first cylinder. Thus, in the event of an impact, the first cylinder extrudes and plastically deforms the second cylinder.

L'absorbeur d'énergie non-réversible 39 permet par exemple d'absorber une quantité d'énergie comprise entre 500 et 2400 kJ, typiquement 1200 kJ.The non-reversible energy absorber 39 makes it possible, for example, to absorb a quantity of energy of between 500 and 2400 kJ, typically 1200 kJ.

Sur les Figures 4 et 5 est représenté un exemple de réalisation du deuxième système d'absorption d'énergie 17. Le deuxième système d'absorption d'énergie 17 comporte deux paires de tampons de choc 41 fixés à une extrémité arrière d'un châssis 9 de la motrice 8A, 8B et à une extrémité avant de la première voiture 10.On the Figures 4 and 5 is shown an exemplary embodiment of the second energy absorption system 17. The second energy absorption system 17 comprises two pairs of shock pads 41 fixed to a rear end of a frame 9 of the motor 8A, 8B and at a front end of the first car 10.

Chaque paire de tampon de choc 41 comporte un premier tampon de choc 43 fixé sur l'extrémité arrière de la motrice 8A, 8B et un deuxième tampon de choc 45 fixé à l'extrémité avant de la première voiture 10.Each pair of shock pads 41 has a first shock pad 43 attached to the rear end of the drive unit 8A, 8B and a second shock pad 45 attached to the front end of the first car 10.

Le premier tampon 43 comporte une tête 47 en saillie par rapport à l'extrémité arrière de la motrice 8A, 8B. Le deuxième tampon 45 comporte un plateau 49 en saillie par rapport à l'extrémité avant de la première voiture 10. Le deuxième tampon 45 comporte en outre un dispositif anti-chevauchement 51 des premier tampon 43 et deuxième tampon 45. Le dispositif anti-chevauchement 51 est connu de l'état de la technique et n'est pas décrit en détail ici.The first buffer 43 has a head 47 projecting from the rear end of the motor 8A, 8B. The second buffer 45 comprises a plate 49 protruding 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.

En cas de choc, la tête 47 du premier tampon de choc 43 coopère avec le plateau 49 du deuxième tampon de choc 45.In the event of an impact, the head 47 of the first shock pad 43 cooperates with the plate 49 of the second shock pad 45.

Typiquement, chaque premier tampon de choc 43 et deuxième tampon de choc 45 comporte un premier dispositif d'absorption d'énergie à déformation réversible 53 et un deuxième dispositif d'absorption d'énergie à déformation non-réversible 55.Typically, each first shock pad 43 and second shock pad 45 comprises a first reversible deformation energy absorption device 53 and a second non-reversible deformation energy absorption device 55.

Le premier dispositif 53 est typiquement une capsule hydraulique à gaz du type de celle décrite précédemment pour l'attelage 18.The first device 53 is typically a hydraulic gas capsule of the type described above for the coupling 18.

Typiquement, la course maximale du premier dispositif 53 est comprise entre 90 mm et 125 mm typiquement 110 mm.Typically, the maximum stroke of the first device 53 is between 90 mm and 125 mm, typically 110 mm.

La capacité d'absorption d'énergie du premier dispositif 53 est par exemple comprise entre 30kJ et 100kJ, typiquement 60kJ.The energy absorption capacity of the first device 53 is for example between 30kJ and 100kJ, typically 60kJ.

Le deuxième dispositif 55 est typiquement un dispositif comprenant un tube de déformation du type décrit précédemment pour l'attelage 18 ou un système de pelage de la surface extérieure du tube du tampon. Dans le cas d'un système de pelage, des lames sont disposées au voisinage de la fixation du tampon à une voiture 8A, 10. Ces lames sont disposées circonférentiellement à la périphérie de la surface extérieure du tube du tampon, et sont aptes à « peler », c'est-à-dire à découper longitudinalement la surface extérieure du tube en cas de choc.The second device 55 is typically a device comprising a deformation tube of the type described above for the coupling 18 or a system for peeling the outer surface of the buffer tube. In the case of a peeling system, blades are arranged in the vicinity of the attachment of the tampon to a car 8A, 10. These blades are disposed circumferentially at the periphery of the outer surface of the tampon tube, and are suitable for " peel ”, that is to say to cut longitudinally the outer surface of the tube in the event of impact.

La capacité d'absorption d'énergie du deuxième dispositif 55 est par exemple comprise entre 200kJ et 1150kJ, typiquement 500kJ.The energy absorption capacity of the second device 55 is for example between 200kJ and 1150kJ, typically 500kJ.

Alternativement, dans un mode de réalisation non représenté, la motrice 8A est reliée à la première voiture 10 par une barre d'attelage et le deuxième système d'absorption 17 d'énergie comprend, par exemple, un premier dispositif d'absorption d'énergie à déformation réversible installé dans la barre d'attelage, un deuxième dispositif d'absorption d'énergie à déformation non-réversible installé dans la barre d'attelage et des absorbeurs latéraux de part et d'autre de la barre d'attelage.Alternatively, in an embodiment not shown, the power unit 8A is connected to the first car 10 by a drawbar and the second energy absorption system 17 comprises, for example, a first energy absorption device. reversible deformation energy installed in the drawbar, a second non-reversible strain energy absorption device installed in the drawbar and side absorbers on either side of the drawbar.

Le fonctionnement de l'ensemble d'absorption d'énergie de collision 13 du véhicule ferroviaire 1 va maintenant être décrit au regard des Figures 6 à 14 qui présentent le comportement à différents stade du premier système d'absorption d'énergie 15 et du deuxième système d'absorption d'énergie 17 en cas de collision frontale du véhicule ferroviaire 1.The operation of the collision energy absorption assembly 13 of the rail vehicle 1 will now be described with reference to the Figures 6 to 14 which exhibit the behavior at different stages of the first energy absorption system 15 and of the second energy absorption system 17 in the event of a frontal collision of the rail vehicle 1.

Bien entendu, ce scénario de collision est donné à titre indicatif et non limitatif puisque l'ensemble d'absorption d'énergie de collision 13 est dimensionné pour absorber toute l'énergie d'une collision telle que définie par la norme européenne EN 15227, comme décrit précédemment.Of course, this collision scenario is given as an indication and not as a limitation since the collision energy absorption assembly 13 is dimensioned to absorb all the energy of a collision as defined by the European standard EN 15227, as described previously.

Lorsque l'avant de la motrice 8A, 8B entre en collision avec un obstacle 56 (Figure 6), tout d'abord, le premier système d'absorption d'énergie 15 commence à absorber l'énergie de collision. Ainsi, l'absorbeur d'énergie réversible 37 de l'attelage automatique 18 commence à absorber une partie de l'énergie de collision. Au-delà de la capacité réversible de l'attelage, l'absorbeur d'énergie non-réversible 39 de l'attelage 18 est sollicité et le tube de déformation 19 commence à se déformer (Figure 7).When the front of the power unit 8A, 8B collides with an obstacle 56 ( Figure 6 ), first of all, the first energy absorption system 15 begins to absorb the collision energy. Thus, the reversible energy absorber 37 of the automatic hitch 18 begins to absorb part of the collision energy. Beyond the reversible capacity of the coupling, the non-reversible energy absorber 39 of the coupling 18 is requested and the deformation tube 19 begins to deform ( Figure 7 ).

Les modules de déformation inférieurs 25 (anti-chevauchement) entrent en contact avec l'obstacle et commencent à se déformer en se compressant longitudinalement pendant que le tube de déformation 19 continue à se déformer (Figure 8).The lower deformation moduli 25 (anti-overlap) contact the obstacle and begin to deform compressing longitudinally as the deformation tube 19 continues to deform ( Figure 8 ).

A l'étape suivante, le tube de déformation 19 est déformé au maximum et la compression des modules de déformation inférieurs 25 est maximale. Les modules de déformation fusibles 21 commencent alors à se déformer en se compressant longitudinalement (Figure 9).In the next step, the strain tube 19 is maximally deformed and the compression of the lower strain moduli 25 is maximum. The fusible deformation modules 21 then begin to deform by compressing themselves longitudinally ( Figure 9 ).

Les modules de déformation supérieurs 27 entrent ensuite en contact avec l'obstacle et commencent à se déformer en se compressant longitudinalement. Les modules de déformation fusible 21 continuent à se déformer (Figure 10).The upper deformation moduli 27 then come into contact with the obstacle and begin to deform by compressing longitudinally. The fuse deformation modules 21 continue to deform ( Figure 10 ).

Enfin, les modules de déformation fusible 21 et les modules de déformation supérieurs 27 sont compressés au maximum (Figure 11). Le premier système d'absorption d'énergie 15 a ainsi atteint la capacité maximale d'absorption d'énergie de collision. Cette capacité est comprise entre 3500 kJ et 7000 kJ, typiquement 5000 kJ.Finally, the fuse deformation moduli 21 and the upper deformation moduli 27 are compressed to the maximum ( Figure 11 ). The first energy absorption system 15 has thus reached the maximum capacity of collision energy absorption. This capacity is between 3500 kJ and 7000 kJ, typically 5000 kJ.

Dès l'impact entre la motrice 8A, 8B et l'obstacle 56, le deuxième système d'absorption d'énergie 17 est également sollicité. Dans un premier temps (Figure 12), l'impact entraîne un mouvement relatif de la motrice 8A, 8B par rapport à la première voiture 10, les premiers dispositifs d'absorption d'énergie réversible 53 des tampons de chocs 43, 45 commencent à absorber l'énergie de collision. Puis, les deuxièmes dispositifs d'absorption d'énergie à déformation non-réversible 55 commencent à se déformer (Figure 13) jusqu'à ce que la capacité d'absorption maximale soit atteinte et que la paroi latérale arrière 57 de la motrice 8A, 8B entre en contact avec la paroi latérale avant 59 de la première voiture 10 (Figure 14).From the impact between the motor 8A, 8B and the obstacle 56, the second energy absorption system 17 is also requested. Firstly ( Figure 12 ), the impact causes a relative movement of the motor 8A, 8B with respect to the first car 10, the first reversible energy absorption devices 53 of the shock pads 43, 45 begin to absorb the collision energy. Then, the second non-reversible deformation energy absorption devices 55 begin to deform ( Figure 13 ) until the maximum absorption capacity is reached and the rear side wall 57 of the power car 8A, 8B comes into contact with the front side wall 59 of the first car 10 ( Figure 14 ).

Le deuxième système d'absorption d'énergie a ainsi permis typiquement d'absorber une quantité d'énergie comprise entre 1000 kJ et 4000 kJ, typiquement 2000 kJ.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.

Ainsi, le véhicule ferroviaire 1 selon l'invention permet de limiter le taux de décélération et d'absorber toute l'énergie d'une collision. L'intégrité des passagers et du conducteur est ainsi garantie. De par l'articulation entre chaque voiture adjacente 3, ces dernières forment une unique masse et par conséquent les décélérations sont homogènes tout le long du véhicule ferroviaire 1 et les passagers ressentent la même décélération peu importe la voiture 3 dans laquelle ils se trouvent.Thus, the rail vehicle 1 according to the invention makes it possible to limit the rate of deceleration and to absorb all the energy of a collision. The integrity of the passengers and the driver is thus guaranteed. By the articulation between each adjacent car 3, the latter form a single mass and consequently the decelerations are homogeneous all along the rail vehicle 1 and the passengers feel the same deceleration regardless of the car 3 in which they are.

L'invention n'est pas limitée à l'exemple décrit. En particulier, les systèmes d'absorption d'énergie sont adaptés en fonction du type de véhicule ferroviaire, une vitesse maximale autorisée ou encore de la masse du véhicule ferroviaire et de sa répartition.The invention is not limited to the example described. In particular, the energy absorption systems are adapted according to the type of rail vehicle, a maximum authorized speed or even the mass of the rail vehicle and its distribution.

Claims (6)

  1. Railway vehicle (1), the vehicle comprising:
    - a plurality of cars (3) placed one behind the other longitudinally, each car (3) having a front end (5) articulated to a rear end (7) of the adjacent car (3);
    - at least one power car (8A, 8B) connected to a first of the cars (10) ;
    - a collision energy absorbing assembly (13);
    said assembly (13) comprising a first collision energy absorbing system (15) located at the front of the power car (8A, 8B) and a second collision energy absorbing system (17) located at the link between the power car (8A, 8B) and the first car (10),
    - a plurality of bogies (11), the front (5) and rear ends (7) of two adjacent cars (3) being carried by one of the bogies (11),
    characterized in that the first collision energy absorbing system (15) and second collision energy absorbing system (17) are designed to absorb all the energy of a collision,
    the first energy absorbing system (15) having a maximum collision energy absorbing capacity comprised between 3500 kJ and 7000 kJ, and the second energy absorbing system (17) having a maximum collision energy absorbing capacity comprised between 1000 kJ and 4000 kJ, and
    the first absorbing system (15) comprises a plurality of deformation modules (21, 25, 27) designed to deform in the longitudinal direction and an automatic energy absorbing coupling (18) comprising an irreversible absorbing and coupling guiding system, in particular a deformation tube (19),
    there is no collision energy absorbing system (15, 17) between two adjacent cars (3).
  2. Railway vehicle according to claim 1, wherein at least one of the deformation modules (21, 25, 27) is removable.
  3. Railway vehicle according to one of claims 1 or 2, wherein the power car comprises a chassis (9), a driver's cab, and a protective shield (12) fixed to the cab, the first absorbing system (15) comprising two fusible deformation modules (21) fixed to a front end of the chassis (9) of the power car (8A, 8B) and connected by a crossbeam (23), two lower deformation modules (25) fixed to the crossbeam (23), and two upper deformation modules (27) fixed to the protective shield (12).
  4. Railway vehicle according to one of claims 1 to 3, wherein the second absorbing system (17) comprises two pairs (41) of buffers (43, 45) fixed to a rear end of a chassis (9) of the power car (8A, 8B) and to a front end of the first car (10).
  5. Railway vehicle according to claim 4, wherein each buffer (43, 45) comprises a first reversible deformation energy absorbing device (53) and a second non-reversible deformation energy absorbing device (55).
  6. Railway vehicle according to one of claims 1 to 3, wherein the power car (8A, 8B) is connected to the first car (10) by a drawbar, and the second energy absorbing system (17) comprises a first reversible deformation energy absorbing device installed in the drawbar, a second non-reversible deformation energy absorbing device installed in the drawbar, and side absorbers on both sides of the drawbar.
EP17306181.3A 2017-09-13 2017-09-13 Collision energy absorbing system concentrated around the vhs power car and first vehicle Active EP3456602B1 (en)

Priority Applications (4)

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EP17306181.3A EP3456602B1 (en) 2017-09-13 2017-09-13 Collision energy absorbing system concentrated around the vhs power car and first vehicle
ES17306181T ES2901891T3 (en) 2017-09-13 2017-09-13 Railway vehicle comprising a collision energy absorption assembly
PL17306181T PL3456602T3 (en) 2017-09-13 2017-09-13 Collision energy absorbing system concentrated around the vhs power car and first vehicle
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)

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EP17306181.3A EP3456602B1 (en) 2017-09-13 2017-09-13 Collision energy absorbing system concentrated around the vhs power car and first vehicle

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EP3456602B1 true EP3456602B1 (en) 2021-10-27

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US11167778B2 (en) 2021-11-09
EP3456602A1 (en) 2019-03-20
PL3456602T3 (en) 2022-03-21
US20190077420A1 (en) 2019-03-14
ES2901891T3 (en) 2022-03-24

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