FR2765543A1 - RAIL VEHICLE COMPRISING AT LEAST ONE INTERCHANGEABLE END MODULE - Google Patents

Abstract

The steel end frame (2), bolting on to the vehicle (1), accepts a completely equipped, prefabricated driver's cab (3), quick-release connections for all mechanical and electrical controls and circuits being provided at the vehicle interface. A propulsion unit (4) is mounted under the cab. The frame front also supports impact-absorbing buffers designed to undergo plastic deformation in two stages (9,10), an underslung cow-catcher (5) and an automatic coupling (8) with its own impact absorber (11). The whole extension is enclosed in a removable fairing (7), flush-fitting to the main vehicle body.

Description

-1-

DESCRIPTION

  The present invention relates to the field of vehicle construction, in particular railways with high passive safety, in particular railcars, and relates to such a vehicle comprising at least one module.

interchangeable end.

  The function of such an end module is to constitute either the driving position of the vehicle and to receive the necessary arrangements for this function as well as other accessories, such as obstacle clearance and the like, or a

  interconnection module between two ends of successive vehicles.

  Railway vehicles currently existing are generally equipped at their end parts, or at least one of these parts, with a structure forming either a cockpit and being an integral part of the current part of said vehicle constituting the passenger room. or current part, either an intercirculation module. This end structure comprises means intended to withstand the stresses which the vehicle undergoes under normal conditions.

  traffic and during low speed shocks, called "docking" shocks.

  These end structures require complex infrastructures and, in particular, the passage from a simple tubular form of the passenger room or main part to narrowing sections for questions of passage to the size, aerodynamics and aesthetics, causing the establishment, at the end of the main part, of specifically shaped elements. The aerodynamic and aesthetic part consists, for example, of a shaped skin

  made of synthetic material fixed on a supporting structure.

  End structures with high passive safety generally consist of a complex framework capable of withstanding the test forces and transmitting them uniformly over the running part. These structures make it necessary to assemble the interior fittings and equipment by a succession of individual operations considerably reducing the manufacturing costs. In addition, in the event of significant shocks, in particular at relatively high speed, the end structure suffers damage generally requiring the reforming of said vehicle or major and therefore costly repairs, due to the continuity between said structure and the part

  current or passenger room, which results in a significant financial loss.

  -2- In the event of such shocks, there is also a problem of protecting passengers and the driver, who are exposed to a significant risk

personal injury.

  To this end, French patent applications FR-A-2 698 840 and No. 96 05203 propose the creation of dynamic plastic deformation zones, formed of fixed or interchangeable energy absorbing elements, at the ends of the vehicle, allowing the maximum safety for the driver and

The passengers.

  However, the damage caused to the vehicle in the event of a violent impact generally requires the refitting of the said vehicle or major repairs. Finally, a possible change in the aesthetic appearance of the vehicle at the end will also require it to be reformed or

  major repair work.

  The object of the present invention is to overcome these drawbacks by proposing a rail vehicle comprising at least one interchangeable end module making it possible to substantially improve the manufacturing cycle and the maintenance of such vehicles by better accessibility for mounting the fittings and equipment. interiors, with reduced lead times

  corresponding interventions and therefore their cost.

  In addition, following a shock or as part of a renovation of equipment, a replacement of said structure does not require the reform of the whole

  vehicle or limit repairs to a large extent.

  According to the invention, the rail vehicle provided with at least one end module forming either the driver's seat of the vehicle, or an intercirculation module between two ends of successive vehicles, is characterized in that said module d end is interchangeable and fixed

  removable way on the vehicle.

  The invention will be better understood from the following description, which

  relates to a preferred embodiment, given by way of nonlimiting example, and explained with reference to the appended schematic drawings, in which: FIG. I is an exploded perspective view of an end of a railway vehicle equipped with a module according to the invention; FIG. 2 is a perspective view showing the end module of the vehicle according to FIG. 1, and FIGS. 3 and 4 are views similar to that of FIG. 2,

  representing the different phases of deformation of the module during an impact.

  -3- According to the invention, and as shown more particularly, by way of example, Figure 1 of the accompanying drawings, the rail vehicle 1, which is provided with at least one end module 2 in the form of 'a driving position, is characterized in that said end module 2, is interchangeable and is detachably fixed to the vehicle 1. In the mode

  embodiment shown in the accompanying drawings and in the description below. the

  end module 2 is in the form of a driving position. However.

  the invention also extends to end modules in the form of modules

  of traffic between two ends of successive vehicles.

  This end module 2 is advantageously produced in the form of a complete steel subassembly integrating, for example, all the driving and control equipment 3 and one or more electrical supply and control cabinets, as well as a device propulsion 4 and an obstacle remover 5 mounted under the chassis. The control and control equipment 3, as well as the electrical supply and control cabinet (s) are mounted in the end module 2 after bolt mounting of the latter on the vehicle

  1, which is advantageously made of aluminum.

  The structure of the steel end module 2 is characterized by the simplicity of the shapes and the elimination of the front uprights on either side of the front bay, which allows easy installation of the driving and control equipment 3 , as well as other interior fittings in one

  single operation from above said module 2.

  The end module 2 is fixed to the corresponding part of the vehicle 1 by bolting and the various accessories which it contains are connected to the corresponding circuits and mechanisms of the rail vehicle I by quick plug-in connections. Thus, it is possible, following a major shock or in the context of a renovation of equipment including an aesthetic modification of the end parts, to simply remove the end module 2 from the corresponding part of the vehicle 1, after disconnection different electrical and mechanical connections at the link, then bolt the new end module 2 to the corresponding part of the vehicle 1 and

  make the connections for it.

  This embodiment of the end module 2 allows, as also shown in Figure 1 of the accompanying drawings, easy assembly of pre-assembled assemblies, in particular the driver's station and the passenger room fittings, respectively directly in the module 2 and, through

  vehicle end openings 1, in said passenger room.

  According to a characteristic of the invention, the end module 2 can advantageously be equipped with a set 6 of interchangeable energy absorbing elements with different mechanical resistance properties resulting in phases of progressive deformation from l corresponding end of the vehicle, this set 6 of energy absorbing elements being supported by said module 2. In addition, module 2 is provided with a skin 7 forming an envelope

  aesthetic end and ensuring insulation and sealing of the latter.

  The set 6 of interchangeable energy absorbing elements with different mechanical resistance properties causing progressive deformation phases from the corresponding end of the vehicle is advantageously constituted by an automatic coupling 8 retractable by deformation and by at least two first lateral energy absorbing elements 9 arranged on either side of the automatic coupling 8. The latter is mounted in a receiving and guiding part provided in the infrastructure of the end module 2, by means of bolts fuses and allows, during an impact, a

  first phase of energy absorption.

  According to another characteristic of the invention, this set 6 of energy absorbing elements can be supplemented by a second series of upper energy absorbing elements 10 mounted above the first

  lateral energy absorbing elements 9.

  Such a constitution of the front of the end module 2 allows dynamic plastic deformation according to progressive deformation phases from the corresponding end of the vehicle. The structure of the cabin of the vehicle 1 is designed so as to allow a frontal impact without deformation of the

passenger area.

  The automatic coupling 8 is constituted by a coupling head and by a body connecting this head to a coupling support rigidly connected to the chassis of the module 2 by means of fusible bolts. An energy absorbing element 11 is mounted behind the automatic coupling 8 in the chassis of the end module 2 and

  preferably consists of a metal part or a composite material.

  Thus, in the event of a shock of an intensity greater than the breaking strength limit of the fuse bolts, the latter are destroyed and the automatic coupling 8 is pushed towards the inside of the chassis of the end module 2, crushing the energy absorbing element 11 in said chassis. At the end of this energy absorption phase, the automatic coupling 8 is entirely housed in the chassis, the energy absorbing element 11 being completely destroyed and the front end of the automatic coupling 8 being substantially in the same vertical plane - 5- as the front face of the first lateral energy absorbing elements 9 and of the second upper energy absorbing elements 10 (FIG. 3). This second phase of energy absorption, which corresponds to a situation of low speed accident or impact against a light obstacle, allows rapid repair by simple replacement of the energy absorbing element placed in the chassis and installation of new fusible bolts, without intervention on an element of

vehicle body 1.

  According to another characteristic of the invention, the first lateral energy absorbing elements 9, arranged on either side of the automatic coupling 8, can each be provided with anti-overlapping devices 9 ′, intended for s '' to embed in the obstacle or, for example, to cooperate by shape with corresponding devices 9 'of the end of lateral energy absorbing elements 9 of another vehicle, in order to avoid mutual vertical displacement between

  both ends of vehicles.

  The first lateral energy absorbing elements 9. as well as the second upper energy absorbing elements 10 are in the form of knockout beams bolted at their end to the front of the end module 2, these deformable beams each being constituted by mechanically welded metal parts or composite material with predetermined deformation. Deformable structures of this type are known in particular from

FR-A-2 694 255.

  These first lateral energy absorbing elements 9 and second upper energy absorbing elements 10 allow, by irreversible plastic deformation, a third shock absorption phase, in which said energy absorbing elements are gradually deformed, irreversibly. , while preserving the integrity of the structure of the end module 2

(figure 4).

  The provision of lateral energy absorbing elements 9 arranged symmetrically with respect to the longitudinal axis of the vehicle 1, makes it possible, during an offset shock, that is to say, for example, to collide with a obstacle only partially engaged on the track, a deformation of the only element 9 concerned, of

  so the risk of possible derailment is greatly reduced.

  Thanks to the invention, it is possible to produce a railway vehicle comprising at at least one end an interchangeable structure in the event of an impact or a change in the appearance of the vehicle. In addition. this structure allows the integration of safety means, such as shock absorbing elements. It is thus, in particular, possible to easily assemble and disassemble said structure and to obtain easy access to the interior of vehicle 1, in particular for carrying out the arrangements in the passenger room before final assembly, by the wide existing opening at the end module 2 before its installation. Finally, it follows from the above that vehicle maintenance

  railroads thus realized is considerably facilitated.

  Of course, the invention is not limited to the embodiment described and shown in the accompanying drawings. Modifications remain possible, in particular from the point of view of the constitution of the various elements or by substitution of technical equivalents, without thereby departing from the scope of

protection of the invention.

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Claims (8)

  1. Railway vehicle (1) provided with at least one end module (2), in the form of a cockpit or an interconnection module between two ends of successive vehicles, this module being provided with a skin (7) providing an aesthetic envelope for the end and ensuring the insulation and sealing of the latter, characterized in that said end module (2) is interchangeable and is fixed in a removable manner on the vehicle (1).   2. Railway vehicle, according to claim 1, characterized in that the end module (2) is produced in the form of a complete steel sub-assembly capable of integrating all the driving and control equipment (3) and a or several electrical supply and control cabinets, as well as a   propulsion device (4) mounted under the chassis.   3. Railway vehicle according to any one of the claims   1 and 2, characterized in that the fixing of the end module (2) on the corresponding part of the vehicle (1) is carried out by bolting and the various accessories which it contains are connected to the corresponding circuits and mechanisms   of the rail vehicle (1) by quick plug-in connections.   4. Railway vehicle according to any one of the claims   1 to 3, characterized in that the end module (2) can be equipped with a set (6) of interchangeable energy absorbing elements with different mechanical resistance properties leading to progressive deformation phases from the corresponding end of the vehicle, this set (6) of elements   energy absorbers being supported by said end module (2).   5. Railway vehicle, according to claim 4, characterized in that the assembly (6) of interchangeable energy absorbing elements with different mechanical resistance properties causing progressive deformation phases from the corresponding end of the vehicle is consisting of an automatic coupling (8), retractable by deformation, and by at least two first lateral energy-absorbing elements (9) arranged on either side of automatic coupling (8).   6. Railway vehicle according to any one of the claims   4 and 5, characterized in that the set (6) of energy absorbing elements can be completed by a second series of upper energy absorbing elements (10)   mounted above the first lateral energy absorbing elements (9). -8-   7. Railway vehicle according to any one of the claims   4 to 6, characterized in that the first lateral energy absorbing elements (9), arranged on either side of the automatic coupling (8), can each be provided with anti-overlapping devices (9 ' ), intended to be embedded in the obstacle or to cooperate by form with corresponding devices (9 ') of   the end of lateral energy absorbing elements (9) of another vehicle.   8. Railway vehicle according to any one of claims   7, characterized in that the first lateral energy absorbing elements (9), as well as the second upper energy absorbing elements (10) are in the form of deformable beams bolted at their ends to the front of the module d end (2), these deformable beams each consisting of mechanically welded metal parts or of composite material with predetermined deformation.