Vehicle assembly comprising a protection device and vehicle comprising such an assembly

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 projecting from an axle of the vehicle relative to the direction of travel 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 protection 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 the event of collision with an obstacle on the track. In particular, in the case where the obstacle is a pedestrian lying on the ground, the purpose of the protective device is to prevent the wheels of the axle from injuring the pedestrian.

[0004] However, the known protective devices have drawbacks. In particular, the known devices are bulky and cannot be adapted to a vehicle comprising a leading car with a body defining a driver's cab and axles arranged under the body at the level of the driver's cab. Indeed, for this type of vehicle, the front part of the body arranged so that the axles project relative to the direction of travel of the vehicle is smaller than in the case of a leading car in which the axles are arranged under the body set back from the cab towards the rear of the body (i.e. in the direction of the power car). Thus, for leading cars with axles arranged under the body at the level of the cab, the space under the front part of the body is not sufficient to install the known protective devices.

[0005] Documents EP 3 458 330 B1, FR 413 416 A, FR 365 470 A, DE 10 2020 120183 A1 and DE 883 453 C describe, for example, protection devices for railway vehicles.

[0006] An objective of the invention is to overcome the aforementioned drawbacks by proposing a vehicle assembly comprising a body and a protection device adaptable to any type of vehicle.

[0007] For this purpose, the protection device according to the invention is according to claim 1.

[0008] Due to the fact that the support is fixed under the front part of the body and the shock-absorbing strip is arranged under the front part of the body extending substantially along the entire front lower edge, the protective device according to the invention is space-saving and can therefore be integrated into any type of body.

[0009] The fact that the shock-absorbing strip is intended to be arranged in front of the axle makes it possible to form a barrier to an obstacle located on the ground so as to prevent the obstacle from being crushed by the wheels of the axle. In the case of a pedestrian lying on the ground, the shock-absorbing strip makes it possible to prevent the wheels of the axle from injuring the pedestrian.

[0010] The fact that the strip is shock-absorbing makes it possible to absorb a shock between the obstacle and the strip and in particular to limit the occurrence of injuries to the pedestrian during the shock between the pedestrian and the shock-absorbing strip.

[0011] Furthermore, the fact that the damping strip is arranged under the front part of the body, that it is intended to be arranged in front of the axle relative to the direction of travel of the vehicle and that it extends substantially along the entire front end ensures that the damping strip forms a barrier in the vicinity of the entire front end of the body. Thus, the damping strip according to the invention reliably prevents contact between the wheels of the axle and the obstacle.

[0012] In addition, because the shock-absorbing strip is mounted by a removable assembly device to the support, maintenance of the protection device is facilitated.

[0013] According to different embodiments, the vehicle assembly is according to one or more of claims 2 to 8. According to a particular embodiment, the shock-absorbing strip has a shoulder on its rear face, a part of the support bearing on said shoulder.

[0014] The invention further relates to a vehicle, in particular a railway vehicle, according to claim 9.

[0015] The invention will be better understood upon reading the following description, given solely as a non-limiting example and with reference to the drawings in which: [ Fig 1 ], there figure 1 is a schematic side 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 of the figure 1 , [ Fig 3 ], there figure 3 is a perspective view of the entire figure 2 according to arrow III shown on the figure 2 , [ Fig 4 ], there figure 4 is a schematic radial 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 protective device for the entire figure 2 , [ Fig 6 ], there figure 6 is an exploded view of the protection device of the figure 5 .

[0016] There figure 1 is a schematic side view of a portion of a vehicle 10. The vehicle 10 is a land vehicle. In particular, the vehicle 10 is, for example, a rail vehicle, for example of the tram type. Alternatively, the rail vehicle is a metro. In an alternative not shown, the vehicle 10 is a road vehicle, such as a bus or a truck.

[0017] The vehicle 10 is intended to move on a ground 14 in a direction of advance A.

[0018] In the case illustrated on the figure 1 , floor 14 corresponds to rails.

[0019] The vehicle 10 comprises at least one lead car 16 and advantageously a passenger car (not shown in the figures), connected to the lead car 16.

[0020] In the description, the term "longitudinal" is defined relative to the direction of advance A of the vehicle 10. Thus, in the following, a longitudinal direction X is defined. The term "transverse" is defined in a direction perpendicular to the longitudinal direction X and corresponds, in the present example, to the direction in which the rails are spaced apart. In the following, a transverse direction Y is defined perpendicular to the longitudinal direction X. The term "elevation" is defined in a direction perpendicular to the longitudinal direction X and to the transverse direction Y. For example, when the vehicle 10 travels on horizontal rails, the longitudinal directions X and transverse directions Y are substantially horizontal and the elevation direction Z is substantially vertical. In the following, an elevation direction Z is defined perpendicular to the longitudinal directions X and transverse directions Y.

[0021] Unless otherwise stated, the terms "below" and "above", "up" and "down", "on" and "under", "upper" and "lower" are defined relative to the Z elevation direction.

[0022] Furthermore, the terms "rear" and "front", "backwards" and "forwards" are defined relative to the direction of travel A of the vehicle 10.

[0023] The leading car 16 comprises a bogie 18 and a vehicle assembly 20 10 according to the invention.

[0024] The bogie 18 comprises a chassis (not shown) extending mainly in the longitudinal direction X and carrying at each of its longitudinal end parts a first axle 21, respectively a second axle 22. Each of the first and second axles 21, 22 extends substantially in 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 comprises a shaft 23 (visible on the figure 3 for the first axle 21) extending transversely and two wheels 24 fixed to the transverse end parts of the shaft 23 and rotationally integral with the latter.

[0025] As visible on the figures 1 à 3 , the vehicle assembly 10 comprises a body 26 and a protection device 30. The protection device 30 is mounted under the body 26.

[0026] The body 26 extends along a front-rear axis CC' oriented from front to rear, defined relative to the direction of advance A of the vehicle 10. The front-rear axis CC' is parallel to the longitudinal direction X.

[0027] As visible on the figure 1 , the body 26 delimits a driving cabin 32 of the vehicle 10.

[0028] As further visible on the figure 1 , bogie 18 is arranged under body 26.

[0029] In particular, the bogie 18 extends at least partly under the body 26 at the level of the cabin 32. Such a bogie 18 is therefore of the “bogie under cabin” type.

[0030] Thus, the first axle 21 and the second axle 22 are arranged under the body 26, at the level of the cabin 32.

[0031] The first axle 21 is arranged in front of the second axle 22.

[0032] In reference to the figures 1 à 3 , the body 26 has a front part 34 arranged to project from the bogie 18. In particular, the front part 34 is arranged to project from the axles 21, 22 relative 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 project from the first axle 21.

[0033] The front portion 34 includes a front end 34E.

[0034] The front end 34E of the body 26 is at least partly delimited by a fairing 36.

[0035] The fairing 36 delimiting the front end 34E of the body 26 corresponds to an attack portion of the body 26 relative to the direction of advance 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.

[0036] The fairing 36 delimiting the front end 34E is arranged in front of the first axle 21.

[0037] 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.

[0038] 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 front lower edge 42.

[0039] The lower wall 38 extends substantially perpendicular to the elevation direction Z.

[0040] The lower wall 38 extends substantially parallel to the floor 14.

[0041] As visible on the figures 2 And 4 , the upper wall 40 projects from the lower wall 38 in the elevation direction Z.

[0042] For example, as seen on the figure 2 , the upper wall 40 has curved areas.

[0043] For example, the lower front edge 42 corresponds to an edge of the fairing 36 located lowest in the fairing 36 and most forward in the fairing 36.

[0044] 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.

[0045] 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.

[0046] 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.

[0047] The lower front edge 42 is arranged facing the ground 14 in the elevation direction Z.

[0048] In reference to the figure 2 , the lower front edge 42 has two transverse ends 42E spaced from each other in the transverse direction Y (only one of the ends is visible on the figure 3 ) and a connecting part 42L connecting the two transverse ends 42E.

[0049] The width of the front lower edge 42 corresponds to the distance between the two transverse ends in the transverse direction. The width of the front lower edge 42 has a width substantially equal to the spacing between the two wheels 24 of each of the axles 21, 22.

[0050] Advantageously, the connecting part 42L 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.

[0051] The two rear areas are arranged behind the front area.

[0052] Furthermore, the two rear areas are inclined relative to the front area in the direction of the rear of the front area, i.e. in the direction of the axles 21, 22.

[0053] The front lower edge 42 extends around a circumference.

[0054] The circumference of the front lower edge 42 corresponds to the line connecting the two transverse ends 42E of the front lower edge 42 following the connecting part 42L.

[0055] For example, the circumference of the front lower edge 42 has a non-zero angle with the direction of advance A of the vehicle 10. In other words, the circumference does not include any portion extending in the direction of advance A of the vehicle 10.

[0056] In this case, the circumference of the lower front edge 42 has an arched shape.

[0057] The protective device 30 is configured to prevent contact between an obstacle, in particular an obstacle lying on the ground 14 and each of the two axles 21, 22 of the leading car 16.

[0058] The protective device 30 is mounted in a fixed manner relative to the body 26. In other words, the protective device 30 is not movable relative to the body 26.

[0059] In reference to the figures 3 à 6 , the protection device 30 comprises a support 50 fixed under the front part 34 of the body 26 and at least one shock-absorbing strip 52 comprising an assembly portion 61 removably assembled to the support 50 by an assembly device 54.

[0060] The protective device 30 is arranged under the front part 34 of the body 26.

[0061] The protective device 30 extends along the entire front lower edge 42.

[0062] Advantageously, the protection 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.

[0063] As visible on the figures 3 , 5 And 6 , the support 50 comprises an openwork structure 56 and an attachment system 58 of the support 50 under the front part 34 of the body 26. Preferably the attachment system 58 makes it possible to attach the support 50 under the front end 34E of the body 26, advantageously in a removable manner.

[0064] The openwork structure 56 is substantially planar and extends substantially perpendicular to the elevation direction Z.

[0065] The openwork structure 56 has a front edge 56A.

[0066] A front end of the front edge 56A extends in a contour having the same shape as the shape of the circumference of the front lower edge 42.

[0067] The openwork structure 56 is made of a metal, for example steel.

[0068] The attachment system 58 includes interface parts and attachment members.

[0069] The interface parts are for example made of a metal, such as steel.

[0070] The attachment members 58 secure the interface parts under the front end 34E of the body 26.

[0071] As visible 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.

[0072] Furthermore, the damping strip 52 is arranged in front of the first axle 21. Thus, the damping strip 52 does not comprise any part arranged opposite an axle 21, 22 in the transverse direction Y.

[0073] In 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 useful portion 62.

[0074] 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.

[0075] The front face 52A and the rear face 52B extend substantially parallel to each other in the longitudinal direction X.

[0076] There figure 4 shows the assembly 20 according to the invention in a section plane substantially perpendicular to a tangent to the periphery of the lower front edge 42. Such a plane is called in the following “radial plane” and is represented on the figure 4 .

[0077] In each radial plane, the front face 52A of the damping strip 52 is substantially parallel to the elevation direction Z.

[0078] 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.

[0079] In particular, in each radial plane, the rear face 52B has a substantially rectilinear upper face portion extending in the elevation direction Z, a lower face portion inclined relative to the elevation direction Z (i.e. beveled face) connected to the substantially rectilinear upper face portion by a shoulder.

[0080] The upper face 52S is turned towards the lower front edge 42.

[0081] As visible 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 in the elevation direction Z. This gap E1 is for example between 0.5 mm (millimeters) and 20 mm. For illustration purposes, the gap E1 is equal to 7 mm.

[0082] The lower face 52I is turned towards the ground 14.

[0083] As visible 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 “cleaning line”.

[0084] For example, the gap E2 is zero. In other words, the lower face 52I is substantially in contact with the ground 14.

[0085] Alternatively, the gap E2 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.

[0086] The damping strip 52 extends substantially along the entire circumference of the front lower edge 42.

[0087] It is understood by "the damping strip 52 extends substantially along the entire front lower edge 42" 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. It is understood by "substantially opposite" 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 forwards or backwards relative to the front lower edge 42 by a distance less than or equal to 10 mm.

[0088] In this case, as visible on the figure 4 , the front face 52A of the damping strip 52 is arranged opposite the front lower edge 42 in the elevation direction Z. In other words, the front face 52A of the damping strip 52 and the front lower edge 42 are aligned in the elevation direction Z.

[0089] Furthermore, the shock-absorbing strip 52 has a width measured between its two longitudinal free ends substantially equal to the spacing between the two wheels 24 of each of the axles 21, 22. This allows the shock-absorbing strip 52 to extend over the entire width of the axles 21, 22.

[0090] In addition, as visible on the figures 2 And 4, the front face 52A of the damping strip 52 extends in the extension of 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.

[0091] The assembly portion 61 of the damping strip 52 is a portion of the damping strip 52.

[0092] The assembly portion 61 is the portion of the damping strip 52 through which the damping strip 52 is attached to the assembly device 54.

[0093] The assembly portion 61 corresponds to an upper part of the damping strip 52.

[0094] The assembly portion 61 is arranged above the useful portion 62.

[0095] The assembly portion 61 is arranged directly below the front lower edge 42.

[0096] The assembly portion 61 comprises the upper face 52S of the damping strip 52.

[0097] The assembly portion 61 has a front face, called “assembly front face 61A” and a rear face, called “assembly rear face 61B”.

[0098] 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.

[0099] 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.

[0100] In reference to the figure 4 , in each radial plane, the front assembly face 61A and the rear assembly face 61B extend in the elevation direction Z.

[0101] The assembly portion 61 has a thickness.

[0102] The thickness of the assembly portion 61 is substantially constant.

[0103] The assembly portion 61 has through holes 64 opening into the front assembly face 61A and into the rear assembly face 61B.

[0104] Each through-hole 64 has a length equal to the thickness of the assembly portion 61.

[0105] As visible on the figure 6 , the through holes 64 are spaced from each other along the assembly portion 61.

[0106] As will be detailed in the remainder of the description, the through-holes 64 cooperate with the assembly device 54.

[0107] The useful portion 62 is arranged under the assembly portion 61.

[0108] The useful portion 62 is the portion of the shock-absorbing strip 52 mainly acting as a barrier between an obstacle arranged on the ground 14 and the axles 21, 22.

[0109] The useful portion 62 comprises the lower face 52I of the damping strip 52.

[0110] The useful portion 62 has a front face, called “useful front face 62A” and a rear face, called “useful rear face 62B”.

[0111] 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.

[0112] The useful front face 62A is bare. “Bare face” means 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.

[0113] In reference to the figure 4 , in each radial plane, the useful front face 62A extends substantially along the elevation direction Z.

[0114] 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.

[0115] As visible on the figure 4 , the useful rear face 62B is bare.

[0116] More precisely visible on the figure 4 , the useful rear face 62B has the bevel 66.

[0117] 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 relative to the elevation direction Z.

[0118] Furthermore, the bevel 66 is such that the thickness of the useful portion 62 increases along the elevation direction Z.

[0119] The beveled shape of the rear face 52B of the shock-absorbing strip 52 ensures the effectiveness, reliability and durability of the protection device 30.

[0120] In particular, the beveled shape of the rear face 52B of the damping strip 52 makes it possible to provide greater inertia in the upper part of the damping strip 52, which gives it better mechanical properties, while minimizing the total weight of the assembly 20.

[0121] As visible on the figure 4 , the assembly portion 61 and the useful portion 62 delimit said shoulder, noted shoulder 67.

[0122] 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.

[0123] The shoulder 67 in direct contact with the openwork structure 56 allows, during an impact, to transmit the forces directly to the openwork structure 56, by contact, to the openwork structure 56. Consequently, this direct transmission of the forces makes it possible to limit the deformability of the damping strip 52 and thus avoid a vertical bending towards the rear of the useful front face 62A which would be detrimental to the obstacle collection function.

[0124] The useful portion 62 has a thickness.

[0125] In the example described, the thickness of the useful portion 62 corresponds to the maximum thickness of the useful portion 62.

[0126] 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.

[0127] The damping strip 52 is formed from a single piece.

[0128] The shock-absorbing strip 52 is made of a shock-absorbing material. In other words, the shock-absorbing strip 52 makes it possible to absorb part of the forces during the impact between the shock-absorbing strip 52 and an obstacle.

[0129] In addition, the cushioning material is flexible. In other words, it is deformable in the event of impact with an obstacle.

[0130] The damping strip 52 is for example made of an elastomer, in particular ethylene-propylene-diene monomer (EPDM).

[0131] EPDM is a material resistant to climatic stresses (weather, ultraviolet (UV) rays, high and low temperatures, temperature changes). In addition, EPDM is a material resistant to washing products. EPDM is fire-smoke qualified (EN 45546 standard). In addition, EPDM has good mechanical properties, particularly against friction. EPDM offers a good strength / elasticity compromise.

[0132] The assembly device 54 removably assembles the damping strip 52 to the support 50.

[0133] In other words, the assembly device 54 allows the damping strip 52 to be dismantled from the support 50, for example to replace the damping strip 52 in the event of wear thereof.

[0134] The assembly device 54 is described with reference to figures 4 , 5 And 6 . On the figures 5 And 6 , fairing 36 was omitted.

[0135] The assembly device 54 comprises a frame 70, a clamping wedge 72 and fixing members 74.

[0136] In particular, the frame 70, the damping strip 52, and the clamping wedge 72 are assembled to each other in this order according to an assembly direction oriented along the front-rear axis C-C'.

[0137] The frame 70 is an interface part arranged between the support 50 and the damping strip 52.

[0138] The frame 70 is secured to the support 50.

[0139] For example, the frame 70 is secured to the front edge 56A of the openwork structure 56 of the support 50.

[0140] For example, the frame 70 is welded to the support 50. For example, the frame 70 is welded to the front edge 56A of the support 50.

[0141] The frame 70 extends along the entire assembly portion 61 of the damping strip 52.

[0142] As visible on the figure 6 , the frame 70 comprises a body 76 and an assembly part 77.

[0143] 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.

[0144] The first end and the second end are free ends of the body 76.

[0145] The first and second ends of the body 76 are spaced apart from each other in the transverse direction Y.

[0146] The body 76 extends between its two ends along an extension line having the same shape as the shape of the outline of the front edge 56A of the support 50.

[0147] In this case, the extension line of body 76 is arched.

[0148] The body 76 extends, between its two ends, opposite the entire assembly portion 61 of the damping strip 52 in the thickness direction.

[0149] The front face 76A of the body 76 matches 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.

[0150] In this case, the front face 76A of the body 76 is arched.

[0151] The contact portion of the body 76 is in contact with the rear assembly face 61B.

[0152] The contact portion of the body 76 comprises areas 78 of the front face 76A of the body 76 in contact with the rear assembly face 61B of the assembly portion 61 which will be described in more detail in the remainder of the description.

[0153] The assembly part 77 is connected to the body 76 of the frame 70.

[0154] In this case, the assembly part 77 of the frame 70 projects from the front face 76A of the body 76.

[0155] 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.

[0156] In the present example of realization, as visible on the figures 4 And 6 , the assembly part 77 of the frame 70 comprises protrusions 80 arranged along the body 76 and extending projecting from the front face 76A of the body 76.

[0157] The protrusions 80 are spaced from each other along the body 76.

[0158] The protrusions 80 form crenellations of the frame 70.

[0159] Each protrusion 80 has a first end linked to the front face 76A of the body 76 and a second free end 80A, called “free end 80A”.

[0160] The free end 80A of each protrusion 80 is arranged in front of the front face 76A of the body 76.

[0161] For example, the protrusions 80 extend rectilinearly from the front face 76A of the body 76. In particular, each protrusion 80 extends substantially perpendicular to the front face 76A of the body 76.

[0162] The frame 70 comprises a number of protrusions 80 equal to the number of through holes 64 of the damping strip 52.

[0163] In addition, as visible on the figure 4 , each protrusion 80 has a receiving orifice 82 for one of the fixing members 74, called “receiving orifice 82 associated” with said fixing member 74.

[0164] For each protuberance 80, the receiving orifice 82 of this protuberance 80 opens into the free end 80A of this protuberance 80.

[0165] Each receiving orifice 82 has a length at least equal to the length of a rod 86 of the fixing member 74 received in this receiving orifice 82.

[0166] As visible in particular on the figure 4 , each protrusion 80 is housed in one of the through holes 64 of the assembly portion 61 of the damping strip 52.

[0167] The through holes 64 and the protrusions 80 have complementary shapes.

[0168] Furthermore, each protrusion 80 has a defined length between its first end and its second end 80A.

[0169] The length of each protuberance 80 between its two ends is substantially equal to the length of the through-orifice 64 housing this protuberance 80.

[0170] Thus, the free end 80A of each protuberance 80 is arranged substantially edge to edge with the front assembly face 61A of the assembly portion 61 of the damping strip 52.

[0171] As visible 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.

[0172] The frame 70 is for example made of metal, such as steel.

[0173] Advantageously, the frame 70 is formed from a single piece.

[0174] The clamping wedge 72 is mounted on the assembly portion 61 of the damping strip 52. Furthermore, the clamping wedge 72 is removably attached to the assembly portion 77 of the frame 70 by means of the fixing members 74, the clamping wedge 72 clamping the damping strip 52 against the contact portion of the body 76 of the frame 70.

[0175] In particular, as visible on the figure 4 , the clamping wedge 72 is arranged in front of the frame 70 and the damping strip 52.

[0176] The clamping wedge 72 extends over the front assembly face 61A of the assembly portion 61 of the damping strip 52.

[0177] Advantageously, the clamping wedge 72 extends along the entire length of the front assembly face 61A.

[0178] The clamping wedge 72 has a front face 72A and a rear face 72B.

[0179] The clamping wedge 72 matches the shape of the front assembly face 61A of the assembly portion 61.

[0180] 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.

[0181] The clamping wedge 72 is in contact with the front assembly face 61A.

[0182] More precisely, the rear face 72B of the clamping wedge 72 is in contact with the front assembly face 61A of the damping strip 52.

[0183] Thus, the damping strip 52 is sandwiched between the body 76 of the frame 70 and the clamping wedge 72.

[0184] The clamping wedge 72 has holes 84 passing through the front face 72A and the rear face 72B of the clamping wedge 72.

[0185] The holes 84 are arranged along the clamping wedge 72.

[0186] The clamping wedge 72 comprises a number of holes 84 equal to the number of receiving orifices 82 provided in the protuberances 80 of the frame 70.

[0187] Furthermore, as visible 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 formed in the protuberances 80, called “corresponding receiving orifice 82”.

[0188] As visible on the figure 4 , the dimension of each hole 84 in the elevation direction Z is substantially equal to the dimension of the corresponding receiving orifice 82.

[0189] In addition, as visible 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 in the elevation direction Z is strictly less than the dimension of said through-hole 64 in the elevation direction Z.

[0190] Each fixing member 74 passes through the clamping wedge 72 and extends into the assembly part 77 of the frame 70.

[0191] As visible in particular on the figures 4 And 6 , each fixing member 74 comprises a rod 86 and a head 88 arranged at one of the ends of the rod 86.

[0192] For each fixing member 74, the rod 86 of this fixing member 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.

[0193] More precisely, for each fixing member 74, the rod 86 of this fixing member 74 passes through one of the holes 84 of the clamping wedge 72 and extends into the receiving orifice 82 associated with said fixing 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 protuberance 80 having the associated receiving orifice 82.

[0194] For example, rod 86 is a threaded rod screwed into the associated receiving hole 82.

[0195] Each 88 head has a domed shape.

[0196] For example, the head 88 is arranged in abutment against an area of ​​the front face 72A of the clamping wedge 72.

[0197] Thus, the frame 70 combined with the fixing members 74 allows the removable fixing of the damping strip 52 to the support 50 and therefore to the body 26 in a reliable manner.

[0198] In particular, the protection device 30 comprising the frame 70 comprising the protrusions engaged in the damping strip 52, the receiving orifices 82 formed in the protrusions 80 and the fixing members 74 ensures reliable removable assembly of the damping strip 52 to the support 50. Such a system ensures optimal tightening of the fixing members 74 in the protrusions 80 over time.

[0199] The protrusions extending along the rods 86 make it possible to ensure reliable tightening over time of the fixing members 74 to the frame 70 and therefore to ensure reliable and removable fixing of the damping strip 52 to the support 50.

[0200] To remove the damping strip 52 from the support 50 and therefore from the body 26, it is sufficient to remove the fixing members 74 from the associated receiving orifices 82 and to release the clamping wedge 72.

[0201] Thus, the damping strip 52 can be removed from the frame 70 for replacement.

[0202] The operation of the protection device 30 is described below when the protection device 30 is mounted on the body 26 and the shock-absorbing strip 52 assembled to the support 50.

[0203] When an obstacle is lying on the ground 14 in front of the vehicle 10 and the vehicle 10 advances on the ground 14 in the direction of advance A, the protection device 30 acts as a barrier between the obstacle and the axles 21, 22. The protection device 30 comes into 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.

[0204] Thus, the protection device 30 according to the invention makes it possible, when mounted on the body 26, to prevent an obstacle from coming into contact with the wheels 24 of the axles 21, 22.

[0205] Tests were carried out using adult and child-sized mannequins.

[0206] Furthermore, in these tests, the vehicle is a tram running on two parallel rails at a speed of 25 kilometers per hour.

[0207] Four types of tests were carried out.

[0208] Each test was carried out with a child dummy and an adult dummy.

[0209] The first type of test corresponds to the positioning of the dummy extending across the two rails.

[0210] The second test corresponds to the positioning of the mannequin extending across one of the two rails.

[0211] The third test corresponds to the positioning of the mannequin extending in the direction of the rails and arranged between the two rails.

[0212] The fourth test corresponds to the positioning of the mannequin extending in the direction of the rails and arranged on one of the two rails.

[0213] For each of these four types of tests, each carried out with a child dummy and an adult dummy, the inventors found that the protection device 30 according to the invention made it possible to prevent the dummy from coming into contact with the axles 21, 22 of the vehicle 10.

[0214] Furthermore, the protection device 30 according to the invention is non-aggressive in the event of impact, in particular in the event of impact with a person.

[0215] Indeed, the front part 34 of the protection device 30 does not include any protruding edge. In particular, the front face 52A of the damping strip 52 and the front face 72A of the clamping wedge 72 do not have any protruding edge.

[0216] Furthermore, the domed head of the fixing members 74 also does not have any protruding edges.

[0217] In addition, the protection device 30 according to the invention is compact and can therefore be mounted on any type of vehicle 10 and in particular a railway vehicle having a head car 16 comprising a bogie 18 under the cabin 32.

[0218] In addition, because the damping strip 52 is mounted by a removable assembly device 54 to the support 50, maintenance of the protection device 30 is facilitated.

Claims

1. Assembly (20) of a vehicle (10), in particular of a rail vehicle, comprising a vehicle body (26), the body (26) having a front portion (34) intended to be arranged protruding from an axle (21, 22) of the vehicle (10) with respect to the forward direction (A) of the vehicle (10), the front portion (34) comprising a front end (34E), the front end (34E) being at least partially 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 be driven, 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), the protective device (30) comprising a support (50) fastened under the front portion (34) of the body (26), characterised in that the protective device (30) comprises a damping strip (52) arranged under the front portion (34) of the body (26) and intended to be arranged in front of the axle (21, 22) with respect to the forward direction (A) of the vehicle (10), the damping strip (52) comprising an assembly portion (61) removably assembled to the support (50) by an assembly device (54), the damping strip (52) extending substantially along the entire front lower edge (42), the assembly device (54) comprising at least one frame (70) integral with the support (50), the frame (70) comprising a body (76) extending opposite the assembly portion (61) of the damping strip (52) and an assembly portion (77) connected to the body (76), the assembly portion (77) of the frame (70) being engaged in the assembly portion (61) of the damping strip (52).

2. Assembly (20) according to Claim 1, wherein the body (76) of the frame (70) has a front face (76A) and a rear face (76B) defined with respect to the forward direction (A) of the vehicle (10), the assembly portion (77) of the frame (70) comprising protrusions (80) arranged along the body (76) and extending protruding from the front face (76A) of the body (76), the assembly portion (61) of the damping strip (52) comprising through holes (64) opening into a front face (61A) and a rear face (61B) of the assembly portion (61) of the damping strip (52) defined with respect to the forward direction (A) of the vehicle (10), each of the through holes (64) housing one of the protrusions (80) of the frame (70).

3. Assembly (20) according to Claim 1 or 2, wherein the assembly device (54) further comprises a clamping wedge (72) mounted on the assembly portion (61) of the damping strip (52) and removably attached to the assembly portion (77) of the frame (70) by means of fastening members (74), the clamping wedge (72) pressing the damping strip (52) against a contact portion of the body (76) of the frame (70).

4. Assembly (20) according to Claim 3 in combination with Claim 2, wherein each protrusion (80) of the assembly portion (77) has a free end (80A) and a receiving hole (82) of one of the fastening members (74), said "associated receiving hole (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 forward direction (A) of the vehicle (10), the clamping wedge (72) extending over the front face (61A) of the assembly portion (61) of the damping strip (52), each of the holes (84) of the clamping wedge (72) being arranged opposite one of the receiving holes (82) of the protrusions (80), each fastening member (74) comprising a rod (86) housed in the associated receiving hole (82) and passing through the hole (84) of the clamping wedge (72) arranged opposite said receiving hole (82), and at least one head (88) arranged against an area of the front face (72A) of the clamping wedge (72).

5. Assembly (20) according to Claim 3 or 4, wherein the body (26) extends along a front-to-rear 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 to each other in this order along an assembly direction oriented along the front-to-rear axis (C-C').

6. 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).

7. Assembly (20) according to Claim 6, wherein the rear face (62B) of the useful portion (62) has a bevel (66).

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

9. Vehicle (10), in particular rail vehicle, 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 portion (34) arranged projecting from the axle (21, 22) of the vehicle (10) with respect to the forward direction (A) of the vehicle (10), the front portion (34) comprising a front end (34E), the front end (34E) being at least partially 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 be driven.

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