Obstacle and derailment detection device for a railway vehicle

Abstract

Obstacle and derailment detection device for a longitudinally extending rail vehicle, comprising a crossbeam arranged on a front portion of the rail vehicle. The detection device comprises at least one support (20) fixed to the rail vehicle, at least one lever (22) holding the crossbeam, and a pivoting connection (26) about an axis for connecting the lever (22) to the support (20) so that the crossbeam can oscillate about the axis. The detection device comprises a contact actuator (36) arranged on the support (20) configured to generate an emergency signal when the lever (22) is in contact with the contact actuator (36).

Description

TECHNICAL FIELD

[0001] The present invention relates to a detection device for obstacles and derailments for a rail vehicle. BACKGROUND

[0002] This detection device is intended to be arranged on the front of the rail vehicle, so that it is actuated when the rail vehicle collides with an obstacle, or when a wheel climbs onto the rail and falls off the rail.

[0003] A detection device is known from the prior art, which comprises a crosspiece intended to be arranged on the front of the rail vehicle.

[0004] An obstacle is detected when it collides with the crosspiece with an impact force higher than a first predetermined threshold, generally higher than 100 daN.

[0005] A derailment is detected when the rail collides with the crosspiece with an impact force higher than a second predetermined threshold, generally higher than 500 daN. This occurs when a wheel climbs onto the rail and falls off the rail. SUMMARY

[0006] The aim of the present invention is to propose a detection device that is able to detect both obstacles and derailments, while being more economical than the devices of the prior art.

[0007] To this end, the invention relates to a detection device for obstacles and derailments for a rail vehicle extending in the longitudinal direction, comprising a crosspiece intended to be arranged on the front of the rail vehicle, characterized in that:

[0008] - the detection device comprises at least one support intended to be fixed on the rail vehicle, at least one rod holding the crosspiece, and a pivoting connection around an axis for connecting the rod to the support, so that the crosspiece can oscillate around the axis,

[0009] - the detection device comprises a contact actuator arranged on the support, configured to generate an emergency signal when the rod comes into contact with this contact actuator.

[0010] Thanks to the pivoting connection, the rod oscillates towards the contact actuator when the crosspiece collides with an obstacle in the longitudinal direction.

[0011] In addition, the crosspiece is also able to oscillate in the case of a derailment. Indeed, in the case of a derailment, the crosspiece comes into contact with the rail, so that the crosspiece oscillates backwards due to the speed of the rail vehicle.

[0012] In both cases, the rod oscillates towards the contact actuator. Thereby, the contact actuator can be actuated in both cases of obstacle or derailment.

[0013] The detection device of the application does not need to distinguish between the two cases of obstacle or derailment by involving the same action in the same way in both cases, for example an emergency braking. The detection device according to the application is therefore very simple, and thus economical.

[0014] The detection device according to the application can also comprise any one of the following features, taken on their own or in any possible combination:

[0015] - the detection device comprises a retaining device for retaining the crosspiece in a rest position when not under force or when subjected to an angular coupling less than a predetermined threshold.

[0016] - the retaining device comprises at least a first magnetic element and a second magnetic element, complementary, wherein the first magnetic element is arranged on the stem and the second magnetic element is arranged on the support.

[0017] - the contact actuator comprises a switch arranged behind the stem, which is actuated when the stem comes into contact with it.

[0018] - the detection device comprises a mechanical stop arranged on the support, intended to limit the oscillation of the crosspiece around the axis.

[0019] - each stem is shaped so that the crosspiece is arranged behind the axis with respect to the longitudinal direction, so that the crosspiece can oscillate counterclockwise around the axis when subjected to a force in the vertical upward direction,

[0020] - the stem comprises a straight upper part connected to the support by means of a pivoting connection and a lower part connected to the crosspiece, the upper part and the lower part forming an angle, for example an angle between 5° and 20°, such as substantially equal to 10°.

[0021] The application also relates to a railway vehicle, characterized in that it comprises a detection device as defined above, arranged on the front of the vehicle.

[0022] Preferably, the railway vehicle comprises a front bogie with a bogie frame, the detection device being arranged in front of the front bogie, the support being fastened to the bogie frame.

[0023] Optionally, the railway vehicle comprises an emergency braking system connected to the contact actuator to be able to receive an emergency signal, the emergency braking system being configured to perform an emergency braking operation when the emergency signal is received.

BRIEF DESCRIPTION OF DRAWINGS

[0024] The various aspects and advantages of the application will be highlighted in the following description, given only as a non-exhaustive example, and with respect to the attached drawings, in which:

[0025] Figure 1 is a perspective view of a bogie of a rail vehicle, comprising an obstacle and derailment detection device according to an example of embodiment;

[0026] Figure 2 is Figure 1 in more detail, the obstacle and derailment detection device; and

[0027] Figure 3 is Figure 2 a side view of the obstacle and derailment detection device of

DETAILED DESCRIPTION

[0028] Figure 1 An obstacle and derailment detection device 10 according to an example of embodiment is shown. The detection device 10 is attached to a bogie 12 of a rail vehicle, the rail vehicle extending in a longitudinal direction X.

[0029] In the present description, the words "front", "rear" or "rearward" are defined in the longitudinal direction X with respect to the direction of movement of the rail vehicle.

[0030] The bogie 12 is a leading bogie, i.e. the first bogie starting from the front of the rail vehicle. By this, the detection device 10 is arranged at the front of the rail vehicle.

[0031] The bogie 12 comprises a bogie frame 13 forming a structural part of the bogie.

[0032] The bogie frame 13 comprises two front longitudinal beams 14 holding a front axle 15. The front axle 15 extends in a transverse direction Y and carries two front wheels 16.

[0033] It should be noted that the bogie 12 can also comprise any usual equipment, such as motorization means, etc.

[0034] The bogie frame 13 also comprises two (not shown) rear longitudinal beams holding a rear axle. The rear axle carries two rear wheels.

[0035] The detection device 10 comprises a crossbeam 18 extending in a transverse direction Y perpendicular to the longitudinal direction X. In the present description, we also consider a vertical direction Z perpendicular to the longitudinal direction X and the transverse direction X.

[0036] The crossbeam 18 is preferably made of aluminum.

[0037] The crossbeam 18 is arranged in front of the front axle 15, parallel to the front axle 15.

[0038] The detection device 10 comprises at least one support 20 intended to be fixed on the rail vehicle. More particularly, the detection device 10 comprises two supports 20, each support 20 being fixed on a respective front longitudinal beam 14 at a front portion of said front longitudinal beam 14.

[0039] For each support 20, the detection device 10 comprises a bar 22 holding the cross beam. Each bar 22 is preferably made of aluminum.

[0040] In Figure 2 One of the supports 20 and the corresponding bar 22 are shown in more detail in

[0041] The support 20 is fastened to the corresponding front longitudinal beam 14 by means of fastening means 24, such as screws or any other suitable fastening means.

[0042] The detection device 10 comprises a pivot connection 26 defined around an axis parallel to the transverse direction, for connecting the bar 22 to the support 20. The support 20 comprises a support bracket 28 holding the pivot connection 26.

[0043] For example, the support 20 is made of a bent plate comprising a first portion for fastening to the front longitudinal beam 14 and a second portion forming the support bracket 28, with a bent portion separating the portions. The first portion extends substantially vertically, the second portion extends substantially horizontally.

[0044] The bar 22 comprises an upper portion 22a connected to the support 20 by means of the pivot connection 26 and a lower portion 22b fastened to the cross beam 18, in particular by means of screws.

[0045] Thanks to the pivot connection 26, the bar 22 can oscillate around an axis. Thereby, the cross beam 18 can also oscillate around an axis.

[0046] The detection device 10 further comprises a retaining device 30 for retaining the cross beam 18 in a rest position when not under force or when under an angular couple smaller than a predetermined threshold.

[0047] In the example shown, the retaining device 30 comprises at least a first magnetic element 32 and a second magnetic element 34 which are complementary. The first magnetic element 32 is arranged on the bar 22, preferably above the pivot connection 26. The second magnetic element 34 is arranged on the support 20 so that it is in contact with the first magnetic element 32 in the rest position.

[0048] For example, the first magnetic element 32 is a metal disc and the second magnetic element 34 is a permanent magnet.

[0049] The predetermined threshold depends on the magnetic force of the first magnetic element 32 and the second magnetic element 34 which are complementary. The person skilled in the art will know how to determine which magnetic elements to use according to the desired threshold.

[0050] As Figure 3As shown, each bar 22 is preferably shaped so that the crossbeam 18 is arranged behind the axis of the pivotal connection 26 with respect to the longitudinal X, so that the crossbeam 18 can oscillate counterclockwise about the axis when subjected to a force in the vertical upward direction.

[0051] The shape of the bars 22 facilitates the oscillation of the crossbeam 18 in the case of derailment. Indeed, in the case of derailment, the crossbeam 18 collides with the rail in the vertical direction, so that the crossbeam is subjected to a force in the vertical upward direction. The shape of the bars 22 then causes the crossbeam 18 and the bars 22 to oscillate towards the contact actuator.

[0052] It should be noted that the speed of the rail vehicle also participates in the oscillation of the bars 22 when the crossbeam 18 comes into contact with the rail.

[0053] For example, the upper portion 22a is substantially straight and substantially vertical, and the lower portion 22b is substantially straight and forms an angle with the upper portion 22a, such as an angle between 5° and 20°, such as substantially equal to 10°. This angle is determined as the optimal angle according to said predetermined threshold, which allows the magnetic device 30 to separate when the crossbeam 18 is subjected to a force in the vertical upward direction corresponding to derailment, as described below.

[0054] It can be seen that, when the crossbeam 18 is pushed backwards by a longitudinal force in the longitudinal X, or upwards by a vertical force in the vertical Z, the crossbeam oscillates about the axis of the pivotal connection 26 if the angular coupling generated by the longitudinal force or the vertical force is greater than the angular coupling generated by the magnetic force of the magnetic device 30. The predetermined threshold thus corresponds to the angular coupling generated by the magnetic force of the magnetic device 30.

[0055] In the case of an obstacle on the rail, the crossbeam 18 collides with this obstacle, which induces a longitudinal force. If this longitudinal force is not sufficient to cause the magnetic device to separate, the crossbeam 18 remains in its rest position: the obstacle is not large enough to be considered as a danger for the rail vehicle.

[0056] Generally, the magnetic device 30 is configured to separate when the longitudinal force is greater than 100 daN.

[0057] In the case of derailment, the wheel 16 climbs onto the rail and falls off the rail, so that the rail collides with the crossbeam 18 with an upward vertical force, and is pushed backwards due to the speed of the vehicle. If the crossbeam 18 is subjected to a vertical force that is not sufficient to cause the magnetic device 30 to separate, the crossbeam 18 remains in its rest position: the vertical force is not due to derailment.

[0058] Generally, the shape of the bars 22 and the magnetic device 30 is configured to separate when the vertical force is greater than 500 daN.

[0059] In the case where the magnetic device 30 separates, the crossbeam 18 and the bars 22 oscillate counterclockwise.

[0060] The detection device 10 comprises a contact actuator 36 (visible in Figure 3 Fig. 2) which is held by the support 20 and is configured to generate an emergency signal when the rod 22 encounters this contact actuator 36.

[0061] Preferably, the support 20 comprises an auxiliary support 37 on which the contact actuator is held. The auxiliary support 37 is fastened to the support bracket 28, for example under this support bracket 28.

[0062] For example, the contact actuator 36 comprises a switch 38 which is arranged behind the rod 22 to be actuated when the rod 22 encounters this switch 38 when it swings anticlockwise.

[0063] It should be noted that the detection device 10 can comprise only one contact actuator 36, or in a variant, one for each rod 22. In this latter case, the emergency signal can be generated only when both switches are actuated, or in a variant, when any one of the switches is actuated.

[0064] The rail vehicle comprises a conventional emergency braking system which is connected to the contact actuator 36 to be able to receive the emergency signal. The emergency braking system is configured to implement an emergency braking operation when it receives the emergency signal.

[0065] In a variant, or additionally, the emergency signal can be sent to an alarm system which sounds an alarm when it receives the emergency signal.

[0066] Preferably, the detection device 10 comprises a mechanical stop 40 arranged on the support 20 which is intended to limit the swing of the rod 22 about the axis. For example, the mechanical stop 40 is arranged on the auxiliary support 37.

[0067] This mechanical stop 40 is arranged to stop the swing after the rod 22 has encountered the switch 38. This mechanical stop 40 allows the collision of the crosspiece 18 with the wheel 16 to be prevented, but also the damage to the switch 38.

[0068] It can be seen that the application allows an obstacle or derailment to be detected in order to allow an emergency braking operation.

Claims

1. Obstacle and derailment detection device (10) for a rail vehicle extending along a longitudinal direction (X), comprising a crosspiece (18) intended to be arranged on a front portion of the rail vehicle, characterized in that: - the obstacle and derailment detection device (10) comprises at least one support (20) intended to be fixed on the rail vehicle, at least one bar (22) holding the crosspiece (18) and a pivoting connection (26) about an axis for connecting the bar (22) to the support (20) so that the crosspiece (18) can oscillate about the axis, - the obstacle and derailment detection device (10) comprises a contact actuator (36) arranged on the support (20) configured to generate an emergency signal when the bar (22) is in contact with the contact actuator (36), - the obstacle and derailment detection device (10) comprises a retaining device (30) for retaining the crosspiece (18) in a rest position when not under stress or when subjected to an angular coupling less than a predetermined threshold, wherein the retaining device (30) comprises at least a first magnetic element (32) and a second magnetic element (34) which are complementary, wherein the first magnetic element (32) is arranged on the bar (22) and the second magnetic element (34) is arranged on the support (20).

2. The obstacle and derailment detection device (10) according to claim 1, wherein, The contact actuator (36) comprises a switch (38) arranged behind the bar to be actuated when the bar (22) is in contact with the switch (38).

3. Obstacle and derailment detection device (10) according to claim 1, comprising a mechanical stop (40) arranged on the support (20) intended to limit the oscillation of the crosspiece (18) about the axis.

4. The obstacle and derailment detection device (10) according to claim 1, wherein, Each bar (22) is shaped so that the crosspiece (18) is arranged behind the axis with respect to the longitudinal direction (X) so that the crosspiece (18) can oscillate counterclockwise about the axis when subjected to a force in a vertical upward direction.

5. The obstacle and derailment detection device (10) according to claim 4, wherein, The bar (22) comprises a straight upper portion (22a) connected to the support (20) by means of the pivoting connection (26) and a lower portion (22b) connected to the crosspiece (18), the upper portion (22a) and the lower portion (22b) forming an angle between 5° and 20°.

6. A rail vehicle, characterized by The rail vehicle comprises an obstacle and derailment detection device (10) according to any one of the preceding claims arranged on a front portion of the vehicle.

7. Rail vehicle according to claim 6, comprising a front bogie (12) having a bogie frame (13), the obstacle and derailment detection device (10) being arranged in front of the front bogie (12), the support (20) being fastened to the bogie frame (13).

8. The rail vehicle according to claim 6, comprising an emergency braking system connected to said contact actuator (36) to be able to receive an emergency signal, said emergency braking system being configured to perform an emergency braking operation when said emergency signal is received.

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