VEHICLE ARRANGEMENT WITH A PROTECTIVE DEVICE AND VEHICLE WITH SUCH AN ARRANGEMENT

Abstract

The invention relates to a vehicle assembly (20) (10) comprising a body (26) having a front part (34) intended to be arranged in projection from an axle (21) of the vehicle relative to the direction of travel (A) of the vehicle, the front part comprising a front end (34E) delimited by a fairing (36) having a lower front edge (42) intended to be arranged in relation to a ground (14), the assembly comprising a protective device (30) configured to prevent contact between an obstacle and the axle, comprising: - a support fixed under the front part of the body, - a shock-absorbing strip (52) arranged under said front part and intended to be arranged in front of the axle relative to the direction of travel (A), the shock-absorbing strip comprising an assembly portion removably assembled to the support by an assembly device, the shock-absorbing strip extending along the entire lower front edge.

Description

[0001] The present invention relates to a vehicle assembly, in particular a railway vehicle, of the type comprising a vehicle body, the body having a front part intended to be arranged in projection from an axle of the vehicle relative to the direction of forward movement of the vehicle, the front part comprising a front end, the front end being at least partly delimited by a fairing having a front lower edge intended to be arranged facing a ground on which the vehicle is intended to travel, the assembly further comprising a protective device configured to prevent contact between an obstacle and the axle of the vehicle.

[0002] The present invention also relates to a vehicle, in particular a railway vehicle, comprising such an assembly.

[0003] It is known to equip railway vehicles, particularly trams, with protective devices in case of collisions with obstacles on the track. Specifically, when the obstacle is a pedestrian lying on the ground, the protective device aims to prevent the axle wheels from injuring the pedestrian.

[0004] However, existing protective devices have drawbacks. In particular, they are bulky and cannot be adapted to a vehicle with a lead car featuring a body enclosing a driver's cab and axles arranged beneath the body at the driver's cab level. This is because, for this type of vehicle, the front section of the body, projecting from the axles relative to the vehicle's direction of travel, is smaller than in the case of a lead car where the axles are arranged beneath the body, set back from the cab towards the rear of the body (i.e., towards the power car). Therefore, for lead cars with axles arranged beneath the body at the cab level, the space under the front section of the body is insufficient to install existing protective devices.

[0005] One objective of the invention is to overcome the aforementioned disadvantages by offering a vehicle assembly comprising a body and a protective device adaptable to any type of vehicle.

[0006] To this end, the protection device according to the invention comprises: a support fixed under the front part of the body, a shock-absorbing strip arranged under the front part of the body and intended to be arranged in front of the axle relative to the direction of travel of the vehicle, the shock-absorbing strip comprising an assembly portion removably assembled to the support by an assembly device, the shock-absorbing strip extending substantially along the entire lower front edge.

[0007] Thanks to the fact that the support is fixed under the front part of the crate and that the shock-absorbing strip is arranged under the front part of the crate extending substantially along the entire lower front edge, the protective device according to the invention is compact and can therefore be integrated on any type of crate.

[0008] The fact that the shock-absorbing strip is designed to be positioned in front of the axle allows it to act as a barrier against any obstacle on the ground, preventing it from being crushed by the axle wheels. In the case of a pedestrian lying on the ground, the shock-absorbing strip prevents the axle wheels from injuring the pedestrian.

[0009] The fact that the strip is shock-absorbing allows it to absorb a shock between the obstacle and the strip and in particular to limit the occurrence of injuries to the pedestrian during the impact between the pedestrian and the shock-absorbing strip.

[0010] Furthermore, the fact that the shock-absorbing strip is positioned under the front of the body, that it is intended to be positioned in front of the axle relative to the vehicle's direction of travel, and that it extends substantially along the entire front end ensures that the shock-absorbing strip forms a barrier in the vicinity of the entire front end of the body. Thus, the shock-absorbing strip according to the invention reliably prevents contact between the axle wheels and the obstacle.

[0011] Furthermore, because the shock-absorbing strip is mounted to the support by a removable assembly device, maintenance of the protective device is facilitated.

[0012] Depending on various embodiments, the vehicle assembly further comprises one or more of the following features, taken individually or in all technically possible combinations: The assembly device comprises at least one frame attached to the support, the frame comprising a body extending along the entire length of the assembly portion of the damping strip and an assembly part connected to the body, the assembly part of the frame being engaged in the assembly portion of the damping strip. The body of the frame has a front face and a rear face defined with respect to the direction of travel of the vehicle, the assembly part of the frame comprising protrusions arranged along the body and extending projecting from the front face of the body, the assembly portion of the damping strip comprising through holes opening into a front face and a rear face of the assembly portion of the damping strip defined with respect to the direction of travel of the vehicle, each of the through holes housing one of the protrusions of the frame. The assembly device further includes a clamping wedge mounted on the assembly portion of the damping strip and removably fixed to the assembly part of the frame by means of fixing elements, the clamping wedge clamping the damping strip against a contact part of the body of the frame.Each protrusion of the assembly part has a free end and a receiving orifice for one of the fasteners, called the "associated receiving orifice", opening into the free end of said protrusion, the clamping wedge having holes opening into a front face and a rear face of the clamping wedge defined with respect to the direction of travel of the vehicle, the clamping wedge extending over the front face of the assembly portion of the damping strip, each of the holes in the clamping wedge being arranged opposite one of the receiving orifices of the protrusions, each fastener comprising a rod housed in the associated receiving orifice and passing through the hole in the clamping wedge arranged opposite said receiving orifice, and at least one head arranged to butt against an area of ​​the front face of the clamping wedge.The body extends along a front-to-rear axis oriented from a front of the body to a rear of the body defined relative to a direction of travel of the vehicle. The frame, the damping strip, and the clamping wedge are assembled in that order along an assembly direction oriented along the front-to-rear axis. The damping strip further comprises a working portion arranged under the assembly portion of the damping strip. The working portion of the damping strip has a bare front and rear face. The rear face of the working portion has a bevel. The damping strip is made of an elastomer, in particular ethylene-propylene-diene monomer. The damping strip has a shoulder on its rear face, a portion of the support bearing on said shoulder.

[0013] The invention further relates to a vehicle, in particular a railway vehicle, comprising at least one assembly as described above and at least one axle, the axle being arranged under the body, the body having a front part arranged in projection of the axle of the vehicle relative to the direction of forward movement of the vehicle, the front part comprising a front end, the front end being at least partly delimited by a fairing having a front lower edge intended to be arranged facing a floor on which the vehicle is intended to travel.

[0014] The invention will be better understood upon reading the following description, given solely by way of non-limiting example and made with reference to the drawings in which: [ Fig 1 ], there figure 1 is a schematic profile view of a part of a vehicle comprising a vehicle assembly according to the invention, [ Fig 2 ], there figure 2 is a perspective view of the entire vehicle assembly of the figure 1 , [ Fig 3 ], there figure 3 is a perspective view of the whole of the figure 2 according to arrow III shown on the figure 2 , [ Fig 4 ], there figure 4 is a schematic radial cross-sectional view of the entire figure 3 , marked by arrows IV-IV on the figure 3 , [ Fig 5 ], there figure 5 is a perspective view of a system for protecting the entire figure 2 , [ Fig 6 ], there figure 6 is an exploded view of the protection device of the figure 5 .

[0015] There figure 1 This is a schematic profile view of a part of a vehicle 10. Vehicle 10 is a land vehicle. In particular, vehicle 10 is, for example, a railway vehicle, such as a tram. Alternatively, the railway vehicle is a metro. In an alternative (not shown) scenario, vehicle 10 is a road vehicle, such as a bus or a truck.

[0016] Vehicle 10 is intended to move on a surface 14 in a direction of advance A.

[0017] In the case illustrated on the figure 1 , floor 14 corresponds to rails.

[0018] The vehicle 10 includes at least one lead car 16 and advantageously a passenger car (not shown in the figures), connected to the lead car 16.

[0019] In the description, the term "longitudinal" is defined with respect to the forward direction A of the vehicle 10. Thus, a longitudinal direction X is defined. The term "transverse" is defined according to a direction perpendicular to the longitudinal direction X and corresponds, in this example, to the direction in which the rails are spaced. A transverse direction Y, perpendicular to the longitudinal direction X, is defined. The term "elevation" is defined according to a direction perpendicular to both the longitudinal direction X and the transverse direction Y. For example, when the vehicle 10 travels on horizontal rails, the longitudinal direction X and the transverse direction Y are substantially horizontal, and the elevation direction Z is substantially vertical. An elevation direction Z, perpendicular to the longitudinal direction X and the transverse direction Y, is defined.

[0020] Unless otherwise specified, the terms "below" and "above", "high" and "low", "on" and "under", "superior" and "lower" are defined with respect to the Z elevation direction.

[0021] In addition, the terms "rear" and "front", "backwards" and "forwards" are defined in relation to the forward direction A of the vehicle 10.

[0022] The lead car 16 comprises a bogie 18 and a vehicle assembly 20 10 according to the invention.

[0023] The bogie 18 comprises a frame (not shown) extending mainly along the longitudinal direction X and carrying at each of its extreme longitudinal parts a first axle 21, respectively a second axle 22. Each of the first and second axles 21, 22 extends substantially along the transverse direction Y. Each of the first and second axles 21, 22 is mounted to rotate about a transverse axis of rotation. Each of the first and second axles 21, 22 has a shaft 23 (visible on the figure 3 for the first axle 21) extending transversely and two wheels 24 fixed to the extreme transverse parts of the shaft 23 and fixed in rotation to it.

[0024] As seen on the figures 1 à 3 The vehicle assembly 20 comprises a body 26 and a protective device 30. The protective device 30 is mounted under the body 26.

[0025] The body 26 extends along a front-rear axis CC' oriented from front to rear, defined with respect to the forward direction A of the vehicle 10. The front-rear axis CC' is parallel to the longitudinal direction X.

[0026] As seen on the figure 1 , the crate 26 delimits a driver's cab 32 of the vehicle 10.

[0027] As can also be seen on the figure 1 , bogie 18 is arranged under body 26.

[0028] In particular, bogie 18 extends at least partly under the body 26 at the level of the cab 32. Such a bogie 18 is therefore of the "under cab bogie" type.

[0029] Thus, the first axle 21 and the second axle 22 are arranged under the body 26, at the level of the cab 32.

[0030] The first axle 21 is arranged in front of the second axle 22.

[0031] With reference to figures 1 à 3 The body 26 has a front part 34 arranged to protrude from the bogie 18. In particular, the front part 34 is arranged to protrude from the axles 21, 22 with respect to the direction of travel A of the vehicle 10. In the present example, the front part 34 of the body 26 is the part of the body 26 arranged to protrude from the first axle 21.

[0032] The front part 34 includes a front end 34E.

[0033] The front end 34E of the body 26 is at least partly delimited by a fairing 36.

[0034] The fairing 36 delimiting the front end 34E of the body 26 corresponds to an attack portion of the body 26 with respect to the forward direction A of the vehicle 10. In other words, the fairing 36 delimiting the front end 34E corresponds to a nose of the body 26 and therefore of the vehicle 10.

[0035] The fairing 36 delimiting the front end 34E is arranged in front of the first axle 21.

[0036] Furthermore, for example, the fairing 36 delimiting the front end 34E does not include any portion arranged opposite an axle 21, 22 in the transverse direction Y.

[0037] For example, the fairing 36 has a lower wall 38 (visible on the figure 4 ) and an upper wall 40. In addition, the fairing 36 has a lower front edge 42.

[0038] The lower wall 38 extends substantially perpendicularly to the elevation direction Z.

[0039] The lower wall 38 extends substantially parallel to the ground 14.

[0040] As seen on the figures 2 And 4 , the upper wall 40 extends in projection from the lower wall 38 in the elevation direction Z.

[0041] For example, as seen on the figure 2 , the upper wall 40 has convex areas.

[0042] For example, the lower front edge 42 corresponds to an edge of the fairing 36 located at the lowest point of the fairing 36 and at the frontmost point of the fairing 36.

[0043] In other words, in the present example, the lower front edge 42 corresponds to the lowest edge of the upper wall 40 of the fairing 36 and the most forward edge of the lower wall 38 of the fairing 36.

[0044] In particular, the lower front edge 42 corresponds to the junction edge of the upper wall 40 to the lower wall 38 of the fairing 36.

[0045] When the fairing 36 does not include a lower wall 38, the lower front edge 42 corresponds to the lower free edge of the fairing 36.

[0046] The lower front edge 42 is arranged with respect to the ground 14 according to the elevation direction Z.

[0047] With reference to the figure 2 , the lower front edge 42 has two transverse ends 42E spaced apart along the transverse direction Y (only one of the ends is visible on the figure 3 ) and a connecting part 42L linking the two transverse ends 42E.

[0048] The width of the lower front edge 42 corresponds to the distance between the two transverse ends along the transverse direction. The width of the lower front edge 42 is approximately equal to the distance between the two wheels 24 of each of the axles 21, 22.

[0049] Advantageously, the 42L connecting section comprises a front zone and two rear zones (only one of the rear zones is visible on the figure 3 ) arranged on either side of the front area.

[0050] The two rear zones are arranged behind the front zone.

[0051] In addition, the two rear zones are inclined relative to the front zone towards the rear of the front zone, that is to say in the direction of axles 21, 22.

[0052] The lower front edge 42 extends along a perimeter.

[0053] The perimeter of the lower front edge 42 corresponds to the line connecting the two transverse ends 42E of the lower front edge 42 along the connecting part 42L.

[0054] For example, the perimeter of the lower front edge 42 has a non-zero angle with the direction of forward movement A of the vehicle 10. In other words, the perimeter does not have any portion extending along the direction of forward movement A of the vehicle 10.

[0055] In this particular case, the perimeter of the lower front edge 42 has an arched shape.

[0056] The protective device 30 is configured to prevent contact between an obstacle, in particular an obstacle extended on the ground 14 and each of the two axles 21, 22 of the lead car 16.

[0057] The protective device 30 is fixedly mounted relative to the casing 26. In other words, the protective device 30 is not mobile relative to the casing 26.

[0058] With reference to figures 3 à 6 , the protective device 30 includes a support 50 fixed under the front part 34 of the body 26 and at least one shock-absorbing strip 52 including an assembly portion 61 removably assembled to the support 50 by an assembly device 54.

[0059] The protective device 30 is arranged under the front part 34 of the casing 26.

[0060] The protective device 30 extends along the entire front lower edge 42.

[0061] Advantageously, the protective device 30 has a width measured between its transverse ends substantially equal to the spacing between the two wheels 24 of each of the axles 21, 22.

[0062] As seen on the figures 3 , 5 And 6 The support 50 includes an openwork structure 56 and a fastening system 58 for the support 50 under the front part 34 of the crate 26. Preferably the fastening system 58 allows the support 50 to be attached under the front end 34E of the crate 26, advantageously in a removable manner.

[0063] The openwork structure 56 is substantially flat and extends substantially perpendicularly to the Z elevation direction.

[0064] The openwork structure 56 has a front border 56A.

[0065] One front end of the front edge 56A extends along a contour having the same shape as the shape of the perimeter of the lower front edge 42.

[0066] The openwork structure 56 is made of a metal, for example steel.

[0067] The fastening system 58 includes interface parts and fastening elements.

[0068] The interface parts are, for example, made of a metal, such as steel.

[0069] The attachment devices 58 secure the interface parts under the front end 34E of the body 26.

[0070] As seen on the figures 3 And 4 , the damping strip 52 is arranged under the front part 34 of the body 26. In particular, the damping strip 52 is arranged under the front end 34E of the body 26.

[0071] In addition, the damping strip 52 is arranged in front of the first axle 21. Thus, the damping strip 52 does not include any part arranged opposite an axle 21, 22 in the transverse direction Y.

[0072] With reference to the figure 4 The damping strip 52 comprises a front face 52A, a rear face 52B, an upper face 52S and a lower face 52I. In addition, the damping strip 52 comprises an assembly portion 61 and a working portion 62.

[0073] A thickness direction of the damping strip 52 is defined according to the direction separating the front face 52A and the rear face 52B of the damping strip 52.

[0074] The front face 52A and the rear face 52B extend substantially parallel to each other along the longitudinal direction X.

[0075] There figure 4 shows the assembly 20 according to the invention in a cutting plane substantially perpendicular to a tangent to the perimeter of the lower front edge 42. Such a plane is referred to hereafter as the "radial plane" and is shown on the figure 4 .

[0076] In each radial plane, the front face 52A of the damping strip 52 is substantially parallel to the elevation direction Z.

[0077] The rear face 52B of the damping strip 52 has a shoulder. In addition, at least a portion of the rear face 52B of the damping strip 52 has a bevel 66.

[0078] In particular, in each radial plane, the rear face 52B has a substantially straight upper face part extending along the Z elevation direction, a lower face part inclined with respect to the Z elevation direction (i.e. beveled face) connected to the substantially straight upper face part by a shoulder.

[0079] The upper face 52S is turned towards the lower front edge 42.

[0080] As seen on the figure 4 A gap E1 is defined between the upper face 52S of the damping strip 52 and the lower wall 38 of the fairing 36 along the elevation direction Z. This gap E1 is, for example, between 0.5 mm (millimeters) and 20 mm. As an illustration, the gap E1 is equal to 7 mm.

[0081] The lower face 52I is turned towards the ground 14.

[0082] As seen on the figure 4 , a gap E2 is defined between the lower face 52I of the damping strip 52 and the ground 14. This gap E2 is also called the "plane line".

[0083] For example, the gap E2 is zero. In other words, the lower face 52I is substantially in contact with the ground 14.

[0084] Alternatively, the E2 gap is, for example, greater than or equal to 80 mm and less than or equal to 90 mm. For example, the gap is equal to 85 mm.

[0085] The shock-absorbing strip 52 extends substantially along the entire perimeter of the lower front edge 42.

[0086] The term "the damping strip 52 extends substantially along the entire front lower edge 42" means that in each radial plane the front face 52A of the damping strip 52 extends substantially opposite the front lower edge 42 in the elevation direction Z. The term "substantially opposite" means that the front face 52A of the damping strip 52 is aligned with the front lower edge 42 in the elevation direction Z or that the front face 52A of the damping strip 52 is offset forward or backward relative to the front lower edge 42 by a distance less than or equal to 10 mm.

[0087] In this particular case, as can be seen on the figure 4 , the front face 52A of the damping strip 52 is arranged opposite the lower front edge 42 along the elevation direction Z. In other words, the front face 52A of the damping strip 52 and the lower front edge 42 are aligned along the elevation direction Z.

[0088] In addition, the damping strip 52 has a width measured between its two free longitudinal ends substantially equal to the distance between the two wheels 24 of each of the axles 21, 22. This allows the damping strip 52 to extend over the entire width of the axles 21, 22.

[0089] Furthermore, as can be seen on the figures 2 And 4The front face 52A of the damping strip 52 extends in line with the upper wall 40 of the fairing 36 of the front end 34E of the body 26. In other words, the front face 52A of the damping strip 52 is flush with the upper wall 40 of the fairing 36 of the front end 34E of the body 26. Thus, the front face 52A of the damping strip 52 is substantially at the same level as the front wall 40 of the fairing 36 of the front end 34E of the body 26 in the longitudinal direction X.

[0090] The assembly portion 61 of the damping strip 52 is a portion of the damping strip 52.

[0091] The assembly portion 61 is the portion of the damping strip 52 through which the damping strip 52 is fixed to the assembly device 54.

[0092] The assembly portion 61 corresponds to an upper part of the damping strip 52.

[0093] The assembly portion 61 is arranged above the useful portion 62.

[0094] The assembly portion 61 is arranged directly under the lower front edge 42.

[0095] The assembly portion 61 includes the upper face 52S of the damping strip 52.

[0096] The assembly portion 61 has a front face, called "assembly front face 61A" and a rear face, called "assembly rear face 61B".

[0097] The front assembly face 61A is a portion of the front face 52A of the damping strip 52. In the present example described, the front assembly face 61A is an upper portion of the front face 52A of the damping strip 52.

[0098] The rear assembly face 61B is a portion of the rear face 52B of the damping strip 52. In the present example described, the rear assembly face 61B is an upper portion of the rear face 52B of the damping strip 52.

[0099] With reference to the figure 4 , in each radial plane, the front assembly face 61A and the rear assembly face 61B extend along the elevation direction Z.

[0100] The assembly portion 61 has a thickness.

[0101] The thickness of the assembly portion 61 is substantially constant.

[0102] The assembly portion 61 has through holes 64 opening into the front face of assembly 61A and into the rear face of assembly 61B.

[0103] Each through orifice 64 has a length equal to the thickness of the assembly portion 61.

[0104] As seen on the figure 6 , the through holes 64 are spaced apart from each other along the assembly portion 61.

[0105] As will be detailed later in the description, the through holes 64 cooperate with the assembly device 54.

[0106] The useful portion 62 is arranged under the assembly portion 61.

[0107] The useful portion 62 is the portion of the damping strip 52 which mainly acts as a barrier between an obstacle arranged on the ground 14 and the axles 21, 22.

[0108] The useful portion 62 includes the lower face 52I of the damping strip 52.

[0109] The useful portion 62 has a front face, called "useful front face 62A" and a rear face, called "useful rear face 62B".

[0110] The useful front face 62A is a portion of the front face 52A of the damping strip 52. In the present example described, the useful front face 62A is a lower portion of the front face 52A of the damping strip 52.

[0111] The usable front face 62A is bare. It is understood by "bare face" that no element, in particular no element of the assembly device 54, is arranged on said face when the damping strip 52 is assembled to the support 50.

[0112] With reference to the figure 4 , in each radial plane, the useful front face 62A extends substantially along the elevation direction Z.

[0113] The useful rear face 62B is a portion of the rear face 52B of the damping strip 52. In the present example described, the useful rear face 62B is a lower portion of the rear face 52B of the damping strip 52.

[0114] As seen on the figure 4 The usable rear face 62B is bare.

[0115] More specifically visible on the figure 4 , the useful rear face 62B has the bevel 66.

[0116] The bevel 66 corresponds to an oblique shape of the useful rear face 62B. That is to say, as visible on the figure 4 , that in each radial plane, the useful rear face 62B is inclined with respect to the Z elevation direction.

[0117] Furthermore, the bevel 66 is such that the thickness of the useful portion 62 is increasing along the elevation direction Z.

[0118] The beveled shape of the rear face 52B of the shock-absorbing strip 52 ensures the effectiveness, reliability and durability of the protective device 30.

[0119] In particular, the beveled shape of the rear face 52B of the damping band 52 provides greater inertia in the upper part of the damping band 52, which gives it better mechanical properties, while minimizing the total weight of the assembly 20.

[0120] As seen on the figure 4 , the assembly portion 61 and the useful portion 62 delimit said shoulder, noted shoulder 67.

[0121] A portion of the shoulder 67 is arranged on and against the openwork structure 56. Said portion of the shoulder 67 is advantageously in direct contact with the openwork structure 56.

[0122] The shoulder 67 in direct contact with the openwork structure 56 allows, during an impact, for the forces to be transmitted directly to the openwork structure 56, by contact, to the openwork structure 56. Consequently, this direct transmission of forces makes it possible to limit the deformability of the shock-absorbing strip 52 and thus avoid a vertical bending towards the rear of the useful front face 62A which would be detrimental to the function of picking up obstacles.

[0123] The usable portion 62 has a thickness.

[0124] In the example described, the thickness of the useful portion 62 corresponds to the maximum thickness of the useful portion 62.

[0125] The maximum thickness of the useful portion 62 corresponds to the thickness of the shoulder 67. Thus, the thickness of the useful portion 62 is strictly greater than the thickness of the assembly portion 61.

[0126] The shock-absorbing strip 52 is made from a single piece.

[0127] The shock-absorbing strip 52 is made of a shock-absorbing material. In other words, the shock-absorbing strip 52 helps to absorb some of the forces during the impact between the shock-absorbing strip 52 and an obstacle.

[0128] Furthermore, the shock-absorbing material is flexible. In other words, it deforms upon impact with an obstacle.

[0129] The shock-absorbing strip 52 is for example made of an elastomer, in particular ethylene-propylene-diene monomer (EPDM).

[0130] EPDM is a material resistant to climatic stresses (weathering, ultraviolet (UV) radiation, high and low temperatures, and temperature changes). Furthermore, EPDM is resistant to cleaning products. EPDM is fire- and smoke-resistant (EN 45546 standard). In addition, EPDM exhibits good mechanical properties, particularly in terms of friction. EPDM offers a good balance of strength and elasticity.

[0131] The assembly device 54 removably assembles the shock-absorbing strip 52 to the support 50.

[0132] In other words, the assembly device 54 allows the shock-absorbing strip 52 to be removed from the support 50, for example to replace the shock-absorbing strip 52 if it is worn.

[0133] The assembly device 54 is described with reference to figures 4 , 5 And 6 On the figures 5 And 6 , fairing 36 was omitted.

[0134] The assembly device 54 includes a frame 70, a clamping wedge 72 and fastening elements 74.

[0135] In particular, the frame 70, the damping strip 52, and the clamping wedge 72 are assembled together in this order according to an assembly direction oriented along the front-back axis C-C'.

[0136] The frame 70 is an interface piece arranged between the support 50 and the damping strip 52.

[0137] The frame 70 is attached to the support 50.

[0138] For example, the frame 70 is integral with the front edge 56A of the openwork structure 56 of the support 50.

[0139] For example, the reinforcement 70 is welded to the support 50. For example, the reinforcement 70 is welded to the front edge 56A of the support 50.

[0140] The reinforcement 70 extends along the entire length of the assembly portion 61 of the shock-absorbing strip 52.

[0141] As seen on the figure 6 , the frame 70 comprises a body 76 and an assembly part 77.

[0142] The body 76 has a first end, a second end, a front face 76A and a rear face 76B. In addition, the body 76 has a contact portion arranged in contact with the assembly portion 61 of the damping strip 52.

[0143] The first end and the second end are free ends of body 76.

[0144] The first and second ends of the body 76 are spaced apart from each other along the transverse direction Y.

[0145] The body 76 extends between its two ends along an extension line having the same shape as the shape of the contour of the front edge 56A of the support 50.

[0146] In this particular case, the extension line of body 76 is arched.

[0147] The body 76 extends, between its two ends, in relation to the entire assembly portion 61 of the damping strip 52 along the thickness direction.

[0148] The front face 76A of the body 76 fits the shape of the rear assembly face 61B of the assembly portion 61 of the damping strip 52. In other words, the front face 76A of the body 76 has a shape complementary to the shape of the rear assembly face 61B of the assembly portion 61.

[0149] In this particular case, the front face 76A of the body 76 is arched.

[0150] The contact part of the body 76 is in contact with the rear face of the assembly 61B.

[0151] The contact part of the body 76 includes areas 78 of the front face 76A of the body 76 in contact with the rear face of assembly 61B of the assembly portion 61 which will be described in more detail later in the description.

[0152] The assembly part 77 is connected to the body 76 of the frame 70.

[0153] In this particular case, the assembly part 77 of the frame 70 protrudes from the front face 76A of the body 76.

[0154] The assembly part 77 is engaged in the assembly portion 61 of the damping strip 52. In particular, the assembly part 77 is engaged in the through holes 64 of the assembly portion 61.

[0155] In this example implementation, as can be seen on the figures 4 And 6 , the assembly part 77 of the frame 70 includes protrusions 80 arranged along the body 76 and extending outward from the front face 76A of the body 76.

[0156] The protuberances 80 are spaced apart along the body 76.

[0157] The protuberances 80 form crenellations in the armature 70.

[0158] Each protrusion 80 has a first end connected to the front face 76A of the body 76 and a second free end 80A, called the "free end 80A".

[0159] The free end 80A of each protrusion 80 is arranged in front of the front face 76A of the body 76.

[0160] For example, the protuberances 80 extend in a straight line from the front face 76A of the body 76. In particular, each protuberance 80 extends substantially perpendicularly to the front face 76A of the body 76.

[0161] The frame 70 includes a number of protrusions 80 equal to the number of through holes 64 in the damping strip 52.

[0162] Furthermore, as can be seen on the figure 4 , each protrusion 80 has a receiving orifice 82 for one of the fixing members 74, called the "receiving orifice 82 associated" with said fixing member 74.

[0163] For each protrusion 80, the receiving orifice 82 of this protrusion 80 opens into the free end 80A of this protrusion 80.

[0164] Each receiving orifice 82 has a length at least equal to the length of a rod 86 of the fastening member 74 received in this receiving orifice 82.

[0165] As can be seen in particular on the figure 4 , each protrusion 80 is housed in one of the through orifices 64 of the assembly portion 61 of the damping strip 52.

[0166] The through orifices 64 and the protuberances 80 have complementary shapes.

[0167] In addition, each protrusion 80 has a defined length between its first end and its second end 80A.

[0168] The length of each protrusion 80 between its two ends is substantially equal to the length of the orifice through 64 housing this protrusion 80.

[0169] Thus, the free end 80A of each protrusion 80 is arranged substantially edge to edge with the front assembly face 61A of the assembly portion 61 of the damping strip 52.

[0170] As seen on the figure 6 , the zones 78 of the contact part of the body 76 correspond to the zones of the front face 76A of the body 76 arranged between two successive protuberances 80.

[0171] The 70 frame, for example, is made of metal, such as steel.

[0172] Advantageously, the 70 frame is formed from a single piece.

[0173] The clamping wedge 72 is mounted on the assembly portion 61 of the damping strip 52. In addition, the clamping wedge 72 is removably fixed to the assembly part 77 of the frame 70 by means of the fixing members 74, the clamping wedge 72 clamping the damping strip 52 against the contact part of the body 76 of the frame 70.

[0174] In particular, as seen on the figure 4 , the clamping wedge 72 is arranged in front of the frame 70 and the damping strip 52.

[0175] The clamping wedge 72 extends over the front face of assembly 61A of the assembly portion 61 of the damping strip 52.

[0176] Advantageously, the clamping wedge 72 extends along the entire length of the front face of assembly 61A.

[0177] The clamping wedge 72 has a front face 72A and a rear face 72B.

[0178] The clamping wedge 72 conforms to the shape of the front face of assembly 61A of the assembly portion 61.

[0179] In particular, the rear face 72B of the clamping wedge 72 has a shape complementary to the shape of the front assembly face 61A of the assembly portion 61.

[0180] The clamping wedge 72 is in contact with the front face of assembly 61A.

[0181] More specifically, the rear face 72B of the clamping wedge 72 is in contact with the front assembly face 61A of the damping strip 52.

[0182] Thus, the damping strip 52 is sandwiched between the body 76 of the frame 70 and the clamping wedge 72.

[0183] The clamping wedge 72 has holes 84 through the front face 72A and the rear face 72B of the clamping wedge 72.

[0184] The 84 holes are arranged along the clamping wedge 72.

[0185] The clamping wedge 72 includes a number of holes 84 equal to the number of receiving holes 82 provided in the protrusions 80 of the reinforcement 70.

[0186] Furthermore, as can be seen in particular on the figure 4 , each of the holes 84 of the clamping wedge 72 is arranged opposite one of the receiving orifices 82 provided in the protrusions 80, called the "corresponding receiving orifice 82".

[0187] As seen on the figure 4 , the dimension of each hole 84 along the elevation direction Z is substantially equal to the dimension of the corresponding receiving orifice 82.

[0188] Furthermore, as can be seen on the figure 4 , each of the holes 84 of the clamping wedge 72 is arranged opposite one of the through holes 64 of the assembly portion 61 of the damping strip 52. For example, the dimension of the hole 84 along the elevation direction Z is strictly less than the dimension of said through hole 64 along the elevation direction Z.

[0189] Each fastening element 74 passes through the clamping wedge 72 and extends into the assembly part 77 of the frame 70.

[0190] As can be seen in particular on the figures 4 And 6 , each fastening member 74 comprises a rod 86 and a head 88 arranged at one end of the rod 86.

[0191] For each fastener 74, the rod 86 of this fastener 74 passes through the clamping wedge 72 and extends into the assembly part 77 of the frame 70. In other words, the rod 86 passes through the clamping wedge 72 and is housed in the assembly part 77 of the frame 70.

[0192] More specifically, for each fastening member 74, the rod 86 of this fastening member 74 passes through one of the holes 84 of the clamping wedge 72 and extends into the receiving orifice 82 associated with said fastening member arranged opposite said hole 84. Thus, the rod 86 also extends into the through orifice 64 of the assembly portion 61 of the damping strip 52 housing the protrusion 80 having the associated receiving orifice 82.

[0193] For example, rod 86 is a threaded rod screwed into the associated receiving orifice 82.

[0194] Each head 88 has a domed shape.

[0195] For example, the head 88 is arranged to butt against an area of ​​the front face 72A of the clamping wedge 72.

[0196] Thus, the frame 70 combined with the fixing elements 74 allows the removable fixing of the damping strip 52 to the support 50 and therefore to the casing 26 in a reliable manner.

[0197] In particular, the protective device 30 comprising the frame 70 including the protrusions in contact with the shock-absorbing strip 52, the receiving holes 82 provided in the protrusions 80 and the fixing members 74 ensures a reliable removable assembly of the shock-absorbing strip 52 to the support 50. Such a system ensures optimal tightening of the fixing members 74 in the protrusions 80 over time.

[0198] The protrusions extending along the rods 86 ensure reliable tightening over time of the fixing elements 74 to the frame 70 and thus ensure the reliable and removable fixing of the damping strip 52 to the support 50.

[0199] To remove the damping strip 52 from the support 50 and therefore from the body 26, it is sufficient to remove the fixing elements 74 from the associated receiving holes 82 and to release the clamping wedge 72.

[0200] Thus, the shock-absorbing strip 52 can be removed from the frame 70 for replacement.

[0201] The operation of the protective device 30 is described below when the protective device 30 is mounted on the casing 26 and the damping strip 52 is assembled to the support 50.

[0202] When an obstacle is spread out on the ground 14 in front of the vehicle 10 and the vehicle 10 is moving forward on the ground 14 in the direction of forward movement A, the protective device 30 acts as a barrier between the obstacle and the axles 21, 22. The protective device 30 makes contact with the obstacle to push it back and thus prevent the obstacle from being crushed by the wheels 24 of the axles 21, 22.

[0203] Thus, the protective device 30 according to the invention, when mounted on the body 26, prevents an obstacle from coming into contact with the wheels 24 of the axles 21, 22.

[0204] Tests were carried out, in particular, using adult and child-sized mannequins.

[0205] Furthermore, in these tests, the vehicle is a tram running on two parallel rails at a speed of 25 kilometers per hour.

[0206] Four types of tests were carried out.

[0207] Each test was carried out on the one hand with a child mannequin and on the other hand with an adult mannequin.

[0208] The first type of test involves positioning the mannequin across the two rails.

[0209] The second test involves positioning the mannequin across one of the two rails.

[0210] The third test corresponds to the positioning of the mannequin extending along the direction of the rails and arranged between the two rails.

[0211] The fourth trial corresponds to the positioning of the mannequin extending along the direction of the rails and arranged on one of the two rails.

[0212] For each of these four types of tests, each carried out with a child dummy and an adult dummy, the inventors found that the protective device 30 according to the invention prevented the dummy from coming into contact with the axles 21, 22 of the vehicle 10.

[0213] Furthermore, the protective device 30 according to the invention is non-aggressive in the event of an impact, particularly in the event of an impact with a person.

[0214] Indeed, the front part 34 of the protective device 30 has no protruding edges. In particular, the front face 52A of the shock-absorbing strip 52 and the front face 72A of the clamping wedge 72 have no protruding edges.

[0215] In addition, the domed head of the fastening elements 74 also does not have any protruding edges.

[0216] Furthermore, the protection device 30 according to the invention is compact and therefore can be mounted on any type of vehicle 10 and in particular a railway vehicle having a lead car 16 comprising a bogie 18 under cab 32.

[0217] Furthermore, because the shock-absorbing strip 52 is mounted by a removable assembly device 54 to the support 50, maintenance of the protective device 30 is facilitated.

Claims

1. Vehicle assembly (20), in particular a railway vehicle, comprising a vehicle body (26), the body (26) having a front part (34) intended to be arranged projecting from an axle (21, 22) of the vehicle (10) relative to the direction of travel (A) of the vehicle (10), the front part (34) comprising a front end (34E), the front end (34E) being at least partly delimited by a fairing (36) having a front lower edge (42) intended to be arranged facing a floor (14) on which the vehicle (10) is intended to travel, the assembly (20) further comprising a protective device (30) configured to prevent contact between an obstacle and the axle (21, 22) of the vehicle (10), characterized in thatThe protection device (30) comprises: - a support (50) fixed under the front part (34) of the body (26), - a shock-absorbing strip (52) arranged under the front part (34) of the body (26) and intended to be arranged in front of the axle (21, 22) relative to the direction of travel (A) of the vehicle (10), the shock-absorbing strip (52) comprising an assembly portion (61) removably assembled to the support (50) by an assembly device (54), the shock-absorbing strip (52) extending substantially along the entire front lower edge (42).

2. Assembly (20) according to claim 1, wherein the assembly device (54) comprises at least one reinforcement (70) integral with the support (50), the reinforcement (70) comprising a body (76) extending opposite the entire assembly portion (61) of the damping strip (52) and an assembly part (77) connected to the body (76), the assembly part (77) of the reinforcement (70) being engaged in the assembly portion (61) of the damping strip (52).

3. Assembly (20) according to claim 2, wherein the body (76) of the frame (70) has a front face (76A) and a rear face (76B) defined with respect to the direction of travel (A) of the vehicle (10), the assembly portion (77) of the frame (70) comprising protrusions (80) arranged along the body (76) and extending outward from the front face (76A) of the body (76), the assembly portion (61) of the shock-absorbing strip (52) comprising through holes (64) opening into a front face (61A) and a rear face (61B) of the assembly portion (61) of the shock-absorbing strip (52) defined with respect to the direction of travel (A) of the vehicle (10), each of the through holes (64) housing one of the protrusions (80) of the frame (70).

4. Assembly (20) according to claim 2 or 3, wherein the assembly device (54) further comprises a clamping wedge (72) mounted on the assembly portion (61) of the damping strip (52) and removably fixed to the assembly part (77) of the frame (70) by means of fixing members (74), the clamping wedge (72) clamping the damping strip (52) against a contact part of the body (76) of the frame (70).

5. Assembly (20) according to claim 4 in combination with claim 3, wherein each protrusion (80) of the assembly portion (77) has a free end (80A) and a receiving orifice (82) for one of the fastening members (74), referred to as the "associated receiving orifice (82)," opening into the free end (80A) of said protrusion (80), the clamping wedge (72) having holes (84) opening into a front face (72A) and a rear face (72B) of the clamping wedge (72) defined with respect to the direction of travel (A) of the vehicle (10), the clamping wedge (72) extending over the front face (61A) of the assembly portion (61) of the shock-absorbing strip (52), each of the holes (84) of the clamping wedge (72) being arranged opposite one of the receiving ports (82) for the protuberances (80),each fastening member (74) comprising a rod (86) housed in the associated receiving orifice (82) and passing through the bore (84) of the clamping wedge (72) arranged opposite said receiving orifice (82), and at least one head (88) arranged to abut against an area of ​​the front face (72A) of the clamping wedge (72).

6. Assembly (20) according to claim 4 or 5, in which the body (26) extends along a front-to-back axis (C-C') oriented from a front of the body (26) to a rear of the body (26) defined with respect to a forward direction (A) of the vehicle (10), the frame (70), the damping strip (52), and the clamping wedge (72) being assembled together in that order along an assembly direction oriented along the front-to-back axis (C-C').

7. Assembly (20) according to any one of the preceding claims, wherein the damping strip (52) further comprises a useful portion (62) arranged under the assembly portion (61) of the damping strip (52), the useful portion (62) of the damping strip (52) having a bare front face (62A) and a bare rear face (62B).

8. Assembly (20) according to claim 7, wherein the rear face (62B) of the useful portion (62) has a bevel (66).

9. Assembly (20) according to any one of the preceding claims, wherein the damping strip (52) is made of an elastomer, in particular ethylene-propylene-diene monomer (EPDM).

10. Vehicle (10), in particular railway, comprising at least one assembly (20) according to any one of the preceding claims and at least one axle (21, 22), the axle (21, 22) being arranged under the body (26), the body (26) having a front part (34) arranged projecting from the axle (21, 22) of the vehicle (10) relative to the direction of travel (A) of the vehicle (10), the front part (34) comprising a front end (34E), the front end (34E) being at least partly delimited by a fairing (36) having a front lower edge (42) intended to be arranged opposite a floor (14) on which the vehicle (10) is intended to travel.