CA3196232A1 - Controlling vehicle and car body thereof - Google Patents
Controlling vehicle and car body thereofInfo
- Publication number
- CA3196232A1 CA3196232A1 CA3196232A CA3196232A CA3196232A1 CA 3196232 A1 CA3196232 A1 CA 3196232A1 CA 3196232 A CA3196232 A CA 3196232A CA 3196232 A CA3196232 A CA 3196232A CA 3196232 A1 CA3196232 A1 CA 3196232A1
- Authority
- CA
- Canada
- Prior art keywords
- wall
- car body
- tubular
- underframe
- energy
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D17/00—Construction details of vehicle bodies
- B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D17/00—Construction details of vehicle bodies
- B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
- B61D17/08—Sides
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D19/00—Door arrangements specially adapted for rail vehicles
- B61D19/02—Door arrangements specially adapted for rail vehicles for carriages
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F19/00—Wheel guards; Bumpers; Obstruction removers or the like
- B61F19/04—Bumpers or like collision guards
Abstract
Provided is a vehicle body (1) of a control vehicle, comprising an undercarriage (11), an end wall (12), a side wall (13), a roof (14), and a driver's cab (15); the driver's cab (15) comprises a driver's cab frame (151), a front-end energy-absorbing structure (152), a front-end coupler support beam (153), and an anti-climb structure (154); the anti-climb structure (154) is mounted on the side of the driver's cab frame (151) away from the undercarriage (11) by means of the front-end energy-absorbing structure (152); the front coupler support beam (153) is mounted at the bottom of the anti-climb structure (154); a rear-end energy-absorbing structure (16) is connected between the undercarriage (11) and the end wall (12); both the front-end energy-absorbing structure (152) and the rear-end energy-absorbing structure (16) absorb collision energy by means of compression deformation during a collision; a doorway is disposed on the side walls (13) corresponding to the two end parts of the middle undercarriage. The vehicle body can achieve a damping energy-absorption function when the vehicle body collides, protecting the passenger's body from injury, and also improving passenger comfort during the ride. Also provided is a control vehicle.
Description
Controlling Vehicle and Car Body Thereof FIELD OF THE INVENTION
[0001] The present disclosure relates to a rail vehicle, more particularly to a controlling vehicle and a car body thereof.
BACKGROUND OF THE INVENTION
[0001] The present disclosure relates to a rail vehicle, more particularly to a controlling vehicle and a car body thereof.
BACKGROUND OF THE INVENTION
[0002] The conventional double decker stainless steel trains are mainly served in European and American countries, and the stainless steel car body is an effective solution for anticorrosion and lightweight. The stainless steel car body is a thin-walled tubular integral bearing structure including an underframe, a side wall, an end wall, a car roof, a second floor, and a driver's cab.
[0003] The doorway of the conventional car body is mainly arranged on the end underframe, one side wall is provided with doorways at two ends, and stairs convenient for passengers to get on and off are arranged at doorways of two ends of the car body. The underframe and the side wall of the car body are connected by a draft, bolster, and buffer assembly, and the extending portion of the underframe is welded to make the two large components contact directly. The side beams of the car body are through-type, and one side beam is extended from the first end to the second end of the car body for force transmission. The side beam is defined as the dividing line between the side wall and the underframe of the car body. The upper side of the side beam is a whole side wall, and the lower side of the side beam is the underframe.
[0004] In the related arts, the doorway can not be arranged in the intermediate fish-bellied area of the underframe of the car body, so that passengers can only get on from a higher platform to a lower platform after entering the car body, which makes passengers feel uncomfortable when riding. Moreover, the underframe of the car body is in a rigid connection with the draft, bolster, and buffer assembly. In a case where the car body is in an event of the collision, the car body cannot have buffering or energy absorption, and the collision force will be directly transmitted to the car body, causing bodily harm to passengers.
SUMMARY OF THE INVENTION
SUMMARY OF THE INVENTION
[0005] The embodiment of the present disclosure provides a controlling vehicle and a car body thereof, wherein two ends of the car body are provided with two energy-absorbing structures, and a doorway is arranged on an intermediate underframe, which can realize the buffering or energy absorption in a case where the car body in the collision, so as to protect the passengers from bodily harm, and improve the riding comfort of passengers.
[0006] According to a first aspect of the embodiment of the present disclosure, a car body of a controlling vehicle is provided, including an underframe, an end wall, a side wall, a car roof, and a driver's cab. The underframe includes an intermediate underframe and end underframes fixedly connected to two ends of the intermediate underframe.
[0007] The driver's cab includes a cab frame, a front energy-absorbing structure, a front coupler carrier, and an anti-climber structure. The anti-climber structure is mounted on the side of the cab frame away from the underframe through the front energy-absorbing structure. The front coupler carrier is mounted on the bottom of the anti-climber structure.
[0008] A rear energy-absorbing structure is connected between the underframe and the end wall.
[0009] The front energy-absorbing structure and the rear energy-absorbing structure both absorb collision energy through compression deformation during the collision.
[0010] A doorway is provided on the side wall corresponding to two ends of the intermediate underframe, and a reinforcing structure is provided for strengthening the structural strength of the intermediate underframe and the side wall around the doorway.
[0011] In some alternative embodiments, a rear coupler carrier is mounted on the bottom of the end wall, and a rear coupler mounting seat corresponding to the rear coupler carrier is mounted on the bottom of the end underframe near the end wall.
[0012] A front coupler mounting seat corresponding to the front coupler carrier is mounted on the bottom of the end underframe near the driver's cab.
[0013] The front coupler carrier, the front coupler mounting seat, the rear coupler carrier, and the rear coupler mounting seat are adapted for mounting retractable couplers.
[0014] In some alternative embodiments, the reinforcing structure includes a rectangular stiffener welded to the side wall, a plurality of U-shaped stiffeners welded to the side wall and the underframe, and a cover plate welded to an open side of the U-shaped stiffeners.
[0015] In some alternative embodiments, the rear energy-absorbing structure includes two connecting beams, a plurality of rear energy-absorbing boxes, and a plurality of connecting plates.
[0016] The connecting beams are welded between the end wall and the side beam of the underframe.
[0017] The rear energy-absorbing box is welded between the end wall and the end beam of the underframe.
[0018] The connecting plate is welded between the end wall and the end beam.
[0019] In some alternative embodiments, the rear energy-absorbing box and the connecting plate are arranged at intervals in order along the width direction of the car body.
[0020] The connecting beam and the connecting plate are made of stainless steel.
[0021] The connecting plate is provided with a plurality of openings.
[0022] In some alternative embodiments, the front energy-absorbing structure includes a plurality of front energy-absorbing boxes and at least one energy-absorbing tube, and the front energy-absorbing boxes and the energy-absorbing tube are fixedly connected between the cab frame and the front coupler carrier.
[0023] In some alternative embodiments, the front energy-absorbing box and the rear energy-absorbing box each include a tubular shell and a plurality of partitions arranged in parallel within the tubular shell.
[0024] The tubular shell is provided with a plurality of inducing holes to induce collapse deformation.
[0025] In some alternative embodiments, the tubular shell includes an upper tubular wall, a lower tubular wall, a left tubular wall, and a right tubular wall which are extending along the longitudinal direction of the car body.
[0026] The upper tubular wall and the lower tubular wall are arranged in parallel.
[0027] The left tubular wall and the right tubular wall form an included angle with an opening facing the underframe, so that the front cross-sectional area of the tubular shell facing the underframe is larger than the rear cross-sectional area of the tubular shell facing the end wall.
[0028] In some alternative embodiments, the upper tubular wall is arc-welded with the left tubular wall and the right tubular wall, and the lower tubular wall is arc-welded with the left tubular wall and the right tubular wall.
[0029] The included angle is 2* to 4*.
[0030] The tubular shell and the partition are made of A588 low-alloy high-strength steel.
[0031] In some alternative embodiments, the present disclosure further includes a second floor fixedly mounted on the side wall through a connector of the second floor.
[0032] The connector of the second floor is welded with a side wall carrier of the side wall through a stainless steel bending member and riveted with a side wall upright pillar of the side wall.
[0033] The car roof and two ends of the side wall are welded by Z2 fillet weld, and the car roof and the intermediate portion of the side wall are connected by spat welding.
[0034] The side wall and the underframe are connected by spot welding.
[0035] The side wall is welded with the end wall and the driver's cab by stainless steel square fillet weld.
[0036] In some alternative embodiments, the present disclosure further includes an outer cover plate fixedly mounted on the car roof by bolts and on a side near the end wall, and the outer cover plate enhances the streamline and water resistance of the car body.
[0037] The spotweld diameter is 5.7mm and the spotweld distance is 70mm formed by spot welding.
[0038] According to the first aspect of the embodiment of the present disclosure, a controlling vehicle is provided, which includes any above mentioned car body provided by the technical proposal.
[0039] The controlling vehicle and the car body thereof provided in the embodiment of the present disclosure have the following beneficial effects:
[0040] The car body is provided with a driver's cab at the front and an end wall at the rear. The front of the cab frame is provided with an anti-climber structure, a front energy-absorbing structure, and a front coupler carrier, and a rear energy-absorbing structure is arranged between the underframe and the end wall. The front energy-absorbing structure and the rear energy-absorbing structure arranged at two ends of the car body can absorb collision energy during the collision. The front coupler carrier and the rear coupler carrier arranged at two ends of the car body are mounted with retractable couplers, and in a case where the rail vehicle is in the collision, the retractable couplers can dissipate part of collision energy by retracting the couplers, so as to prevent passengers from being injured due to the direct compression deformation of a part of the car body near passengers during the collision of the rail vehicle. Moreover, the doorway for passengers to get on and off is arranged on the intermediate underframe, so that passengers gradually enter a higher platform from a lower position, which conforms to the basic law of entering a space from bottom to top, realizes humanized design, and improves passengers' riding comfort and driving feeling.
BRIEF DESCRIPTION OF THE DRAWINGS
BRIEF DESCRIPTION OF THE DRAWINGS
[0041] The drawings illustrated herein serve to provide a further understanding of and constitute a part of this present disclosure, and the illustrative embodiments of this present disclosure and the description thereof are used to explain this present disclosure and are not unduly limiting. In the drawings:
[0042] Fig. 1 is a partially structural view of the rear of the car body provided by the embodiment of the present disclosure.
[0043] Fig. 2 is a partially structural view of the front of the car body provided by the embodiment of the present disclosure.
[0044] Fig. 3 is a structural schematic view of the car body provided by the embodiment of the present disclosure, illustrating that the second floor and the car roof are not assembled.
[0045] Fig. 4 is a structural schematic view of the car body provided by the embodiment of the present disclosure, illustrating that the car roof is not assembled.
[0046] Fig. 5 is a structural schematic view of the car body provided by the embodiment of the present disclosure.
[0047] Fig. 6 is a structural schematic view of the reinforcing structure provided at the doorway of the car body in Fig. 5.
[0048] Reference numerals:
[0049] 1-car body; 11-underframe; 12-end wall; 13-side wall; 14-car roof; 15-driver's cab;
16-rear energy-absorbing structure; 17-doorway; 18-rear coupler carrier; 19-reinforcing structure; 20-second floor; 21-outer cover plate;
16-rear energy-absorbing structure; 17-doorway; 18-rear coupler carrier; 19-reinforcing structure; 20-second floor; 21-outer cover plate;
[0050] 111-front coupler mounting seat; 131-side wall stiffeners; 151-cab frame; 152-front energy-absorbing structure; 153-front coupler carrier; 154-anti-climber structure; 161-connecting beam; 162-rear energy-absorbing box; 163-connecting plate; 191-rectangular stiffener; 192-u-shaped stiffener; 193-cover plate; 1521-front energy-absorbing box; 1522-energy-absorbing tube.
DETAILED DESCRIPTION OF THE EMBODIMENTS
DETAILED DESCRIPTION OF THE EMBODIMENTS
[0051] In order to clarify the technical solutions and advantages of the embodiments of the present disclosure, the following further detailed description of the exemplary embodiments of the present disclosure is given in conjunction with the accompanying drawings, and it is apparent that the described embodiments are only a part of the embodiments of the present disclosure, and are not exhaustive of all embodiments. It should be noted that the embodiments in the present disclosure and the features in the embodiments can be combined with each other without conflict.
[0052] In the embodiment of the present disclosure, the end where the driver's cab is located in the front of the car body, and the end where the end wall is located opposite to the driver's cab is the tail or the rear of the car body.
[0053] The embodiment of the present disclosure provides a controlling vehicle for a rail vehicle. The controlling vehicle includes a car body 1. The structure of the car body 1 is as follows:
[0054] As shown in Fig. 5, the car body 1 includes an underframe 11, an end wall 12, a side wall 13, a car roof 14, and a driver's cab 15. The driver's cab 15 is located at the front of the car body 1 for the driver of the rail vehicle to ride and operate. The end wall 12 is located at the rear of the car body 1, opposite to the driver's cab 15, and encloses a passenger compartment with the side wall 13, the underframe 11, and the car roof 14. The side wall 13 is fixedly mounted on the top of the underframe 11 and supports the car roof 14 positioned on the top of the car body 1. The underframe 11 includes an intermediate underframe and an end underframe fixedly connected to two ends of the intermediate underframe. The underframe 11 is formed by the intermediate underframe and the end underframe fixedly connected to two ends of the intermediate underframe, the top of the end underframe is fixed with the end wall 12 or the driver's cab 15, and the bottom of the end underframe is mounted with a retractable coupler and a bogie (not shown in the drawings).
[0055] The drivers cab 15 includes a cab frame 151, a front energy-absorbing structure 152, a front coupler carrier 153, and an anti-climber structure 154. The anti-climber structure 154 is mounted on the side of the cab frame 151 away from the underframe 11 through the front energy-absorbing structure 152. The front coupler carrier 153 is mounted on the bottom of the anti-climber structure 154. As shown in Figs. 2 and 3, the drivers cab 15 is fixedly mounted to the end underframe at the front of the car body 1, and the drivers cab 15 includes a cab frame 151 for forming a driver driving space profile.
The front of the cab frame 151 is provided with a front energy-absorbing mechanism for absorbing collision energy through compression deformation during the collision, and the front energy-absorbing structure 152 absorbs collision energy to reduce deformation and damage to the drivers cab 15, thereby protecting the bodily safety of the driver. The anti-climber structure 154 provided at the front of the car body 1 is to prevent the climbing phenomenon of a rail vehicle during the collision and further reducing the loss of the rail vehicle after the collision.
The front of the cab frame 151 is provided with a front energy-absorbing mechanism for absorbing collision energy through compression deformation during the collision, and the front energy-absorbing structure 152 absorbs collision energy to reduce deformation and damage to the drivers cab 15, thereby protecting the bodily safety of the driver. The anti-climber structure 154 provided at the front of the car body 1 is to prevent the climbing phenomenon of a rail vehicle during the collision and further reducing the loss of the rail vehicle after the collision.
[0056] The rear energy-absorbing structure 16 is connected between the underframe 11 and the end wall 12. In related rail vehicles, the end wall 12 is directly and fixedly connected with the end underframe at the end of the underframe 11. During the collision of the rail vehicle, the rigid collision will occur between the car bodies 1. In a case where the collision energy is large, the car bodies 1 will undergo extrusion deformation, which will make the car bodies 1 extrude towards the inner of the car, thus causing direct damage to the bodies of personnel in the car. In order to prevent people in the car from being directly squeezed by the car body 1 during the collision of the rail vehicle, as shown in Fig.
1, the rear energy-absorbing structure 16 is connected between the underframe 11 and the end wall 12, and collision energy is absorbed by the compression deformation of the rear energy-absorbing structure 16 during the collision, thereby reducing the deformation of the car body 1 where the personnel riding in the car, thereby reducing the bodily harm of the personnel in the car.
1, the rear energy-absorbing structure 16 is connected between the underframe 11 and the end wall 12, and collision energy is absorbed by the compression deformation of the rear energy-absorbing structure 16 during the collision, thereby reducing the deformation of the car body 1 where the personnel riding in the car, thereby reducing the bodily harm of the personnel in the car.
[0057] The doorway 17 is provided on the side wall 13 corresponding to two ends of the intermediate underframe, and the reinforcing structure 19 is provided for strengthening the structural strength of the intermediate underframe and the side wall 13 around the doorway 17. In the related art, the rail vehicle arranges the door on the upper portion of the end underframe. Different from the related art, as shown in Figs. 3, 4, and 5, the car body 1 in the embodiment of the present disclosure provides to arrange the doorway 17 at two ends of the intermediate underframe, that is, the doorway 17 is arranged on the intermediate underframe near the end underframe, thereby lowering the height of the threshold. In order to meet the strength requirements of the car body 1, a reinforcing structure 19 is provided at the position where the doorway 17 is provided, so that the structural strength of the car body 1 can meet the requirements meanwhile the doorway 17 is opened in the intermediate of the car body 1.
[0058] The car body 1 is provided with the driver's cab 15 at the front and an end wall 12 at the rear. The front of the cab frame 151 is provided with the anti-climber structure 154, the front energy-absorbing structure 152 and the front coupler carrier 153, the rear energy-absorbing structure 16 is provided between the underframe 11 and the end wall 12, and the front energy-absorbing structure 152 and the rear energy-absorbing structure 16 provided at two ends of the car body 1 can absorb collision energy during the collision, thereby preventing a passenger from being harmed due to direct compression deformation of a part of the car body 1 near the passenger during the collision. Moreover, the doorway 17 for passengers to get on and off is arranged on the intermediate underframe, so that passengers gradually enter a higher platform from a lower position, which conforms to the basic law of entering a space from bottom to top, realizes humanized design, and improves passengers' riding comfort and driving feeling.
[0059] In a practicable embodiment, as shown in Figs. 1 and 2, a rear coupler carrier 18 is mounted on the bottom of the end wall 12, and a rear coupler mounting seat (not shown in the drawings) corresponding to the rear coupler carrier 18 is mounted on the bottom of the end underframe on the side near the end wall 12. The front coupler mounting seat 111 corresponding to the front coupler carrier 153 is mounted on the bottom of the end underframe near one end of the driver's cab 15. The front coupler carrier 153, the front coupler mounting seat 111, the rear coupler carrier 18, and the rear coupler mounting seat are adapted for mounting the retractable coupler.
[0060] A group of coupler carriers and coupler mounting seats are respectively mounted on the front and the rear of the car body 1. One of the retractable couplers is mounted through the front coupler carrier 153 and the front coupler mounting seat 111 mounted on the front of the car body 1, and one of the retractable couplers is mounted through the rear coupler carrier 18 and the rear coupler mounting seat mounted on the rear of the car body 1. Since the retractable couplers are arranged at two ends of the car body 1, in a case where the rail vehicle is in the collision, the retractable couplers will be destroyed and retracted under the collision force, thus dissipating a part of collision energy through structural destruction, and preventing the couplers from causing stress concentration to destroy the car body 1, and from causing secondary accidents.
[0061] In order to ensure that the car body 1 can meet the structural strength and stiffness requirements meanwhile opening the doorway 17, the reinforcing structure 19 includes a rectangular stiffener 191 welded to the side wall 13, a plurality of U-shaped stiffeners 192 welded to the side wall 13 and the underframe 11, and a cover plate 193 welded to the opening side of the U-shaped stiffener 192. As shown in Fig. 6, the reinforcing structure 19 is provided between the underframe 11 and the side wall 13, and the reinforcing structure 19 includes a rectangular stiffener 191 welded to the side wall 13. To improve the reinforcing effect of the rectangular stiffener 191, the rectangular stiffener 191 may be welded between the side wall stiffeners 131, and a plurality of U-shaped stiffeners 192 may be welded between the side wall 13 and the underframe 11. In order to improve the reinforcing effect of the U-shaped stiffeners 192, the cover plate 193 may be welded on the opening side of the U-shaped stiffeners 192. As shown in Fig. 6, a weight reduction hole can be provided in the U-shaped stiffeners 192 and the rectangular stiffener 191 to reduce the weight of the car body 1.
[0062] As shown in Fig. 1, the rear energy-absorbing structure 16 includes two connecting beams 161 a plurality of rear energy-absorbing boxes 162, and a plurality of connecting plates 163. The connecting beams 161 are welded between the end wall 12 and the side beam of the underframe 11. The rear energy-absorbing box 162 is welded between the end wall 12 and the end beam of the underframe 11. The connecting plate 163 is welded between the end wall 12 and the end beam.
[0063] The rear energy-absorbing structure 16 is fixedly connected between the bottom of the end wall 12 and the end underframe of the rear of the car body 1. The rear energy-absorbing structure 16 includes two connecting beams 161 and a plurality of connecting plates 163 to securely connect the end underframe and the end wall 12. The connecting beams 161 and the connecting plates 163 can be made of stainless steel.
Moreover, a plurality of energy-absorbing boxes are connected between the end underframe 11 and the end wall 12, and the energy-absorbing boxes absorb collision energy through step-by-step crushing deformation during the collision of the rail vehicle, so that the energy-absorbing boxes are gradually deformed from the outer of the car body 1 to the inner of the car body 1 to absorb energy.
Moreover, a plurality of energy-absorbing boxes are connected between the end underframe 11 and the end wall 12, and the energy-absorbing boxes absorb collision energy through step-by-step crushing deformation during the collision of the rail vehicle, so that the energy-absorbing boxes are gradually deformed from the outer of the car body 1 to the inner of the car body 1 to absorb energy.
[0064] As shown in Fig. 1, in a case where the rear energy-absorbing structure 16 is arranged, the rear energy-absorbing box 162 and the connecting plate 163 are arranged at intervals in order along the width direction of the car body 1. The connecting beams 161 and the connecting plates 163 are made of stainless steel. The connecting plates 163 are provided with a plurality of openings.
[0065] Since the rear energy-absorbing boxes 162 and the connecting plates 163 are arranged at intervals in order along the width direction of the car body 1, a plurality of energy-absorbing boxes can simultaneously deform and absorb energy during the collision of rail vehicle so that the car body 1 is uniformly deformed along the longitudinal direction.
Moreover, the connecting plates 163 are provided with an opening, so that the connecting plate 163 can be deformed and absorbed by the opening during the collision without becoming a rigid support for preventing the energy absorption deformation of the energy-absorbing box.
Moreover, the connecting plates 163 are provided with an opening, so that the connecting plate 163 can be deformed and absorbed by the opening during the collision without becoming a rigid support for preventing the energy absorption deformation of the energy-absorbing box.
[0066] Meanwhile, as shown in Fig. 2, the front energy-absorbing structure 152 includes a plurality of front energy-absorbing boxes 1521 and at least one energy-absorbing tube 1522, which are fixedly connected between the cab frame 151 and the front coupler carrier 153.
[0067] Not only the rear energy-absorbing structure 16 is provided at the rear of the car body 1, but also the front energy-absorbing structure 152 is provided at the front of the car body 1. The front energy-absorbing structure 152 collusively absorbs energy through the energy-absorbing box and the energy-absorbing tube 1522, thereby dissipating collision energy and preventing direct damage to the driver's cab 15 during the collision of the rail vehicle, so as to protect the personal safety of the driver.
[0068] Furthermore, the front energy-absorbing box 1521 and the rear energy-absorbing box 162 each include a tubular shell and a plurality of partitions (not shown in the drawings) disposed in parallel within the tubular shell. The tubular shell is provided with a plurality of inducing holes to induce collapse deformation.
[0069] The front energy-absorbing box 1521 and the rear energy-absorbing box absorb collision energy by compression deformation of the tubular shell.
Moreover, the tubular shell is crushed step-by-step by a plurality of partitions arranged in the tubular shell.
In order to meet the collision performance of the rail vehicle, the tubular shell is manufactured by the following structures, materials, and processes:
Moreover, the tubular shell is crushed step-by-step by a plurality of partitions arranged in the tubular shell.
In order to meet the collision performance of the rail vehicle, the tubular shell is manufactured by the following structures, materials, and processes:
[0070] The tubular shell includes an upper tubular wall, a lower tubular wall, a left tubular wall, and a right tubular wall which are extending along the longitudinal direction of the car body. The upper tubular wall is arc-welded with the left tubular wall and the right tubular wall, and the lower tubular wall is arc-welded with the left tubular wall and the right tubular wall. The upper tubular wall and the lower tubular wall are arranged in parallel. The left tubular wall and the right tubular wall form an included angle with an opening facing the underframe 11, so that the front cross-sectional area of the tubular shell facing the underframe 11 is larger than the rear cross-sectional area of the tubular shell facing the end wall 12. The included angle is 2 to 40, such as 2 , 30 and 4 . The tubular shell and the partition are made of A588 low-alloy high-strength steel.
[0071] In the front energy-absorbing box 1521 and the rear energy-absorbing box 162, the upper tubular wall, the lower tubular wall, the left tubular wall, and the right tubular wall can be made of A588 low-alloy high-strength steel with thicknesses of 3mm, 4mm, and 5mm by bending, and the partition can be made of A588 low-alloy high-strength steel with a thickness of 5mm, and the partition and the tubular wall are connected by arc-welding.
[0072] As shown in Fig. 4, the car body 1 further includes a second floor 20 fixedly mounted to the side wall 13 through a connector of the second floor 20. The connector on second floor 20 is welded with a side wall carrier of the side wall 13 through a stainless steel bending member and riveted with a side wall upright pillar of the side wall 13. The car roof 14 and two ends of the side wall 13 are welded by Z2 fillet weld, and the car roof 14 and the intermediate portion of the side wall 13 are connected by spot welding. The side wall 13 and the underframe 11 are connected by spot welding. The side wall 13 is connected with the end wall 12 and the drivers cab 15 by a stainless steel square fillet weld. In a case where the side wall 13 is connected with the car roof 14 and the underframe 11 by spot welding, the spotweld diameter is 5.7mm and the spotweld distance is 70mm formed by spot welding.
[0073] In the above-mentioned structure of the car body 1, during the welding connection between the side wall 13 and the end wall 12, and between the side wall 13 and the driver's cab 16, it is necessary to firstly put a square strip of stainless steel material into the included angle formed by the side wall 13 and the end wall 12, and between the side wall 13 and the driver's cab 15. Then fillet welds are formed between the square strip and the side wall 13, the end wall 12, and the driver's cab 15 by welding. The side wall 13 and the end wall 12 are connected together by the fillet welds, and the side wall 13 and the driver's cab 15 are connected together by the fillet welds, thereby solving the problem that the connection strength between the side wall 13 and the end wall 12 and between the side wall 13 and the driver's cab 16 cannot meet the requirements.
[0074] As shown in Fig. 5, the car body 1 further includes an outer cover plate 21 fixedly mounted to the car roof 14 and near the end wall 12 by bolts, and the outer cover plate 21 enhances the streamline and water resistance of the car body I.
[0075] The outer cover plate 21 provided on the car body 1 shields the exposed portion of the rear of the car roof 14 and prevents the car roof 14 from being exposed to the outside, thereby improving the aesthetic appearance of the car body 1 and enhancing the streamline appearance and water resistance performance of the car body 1.
[0076] Although some alternative embodiments of the present disclosure have been described additional changes and modifications may be made to these embodiments once the basic inventive concepts are known to those skilled in the art.
Accordingly, the appended claims are intended to be interpreted to encompass some alternative embodiments as well as all changes and modifications falling within the scope of the present disclosure.
Accordingly, the appended claims are intended to be interpreted to encompass some alternative embodiments as well as all changes and modifications falling within the scope of the present disclosure.
[0077] Apparently those skilled in the art may make various changes and modifications to the present disclosure without departing from the spirit and scope of the present disclosure. Thus the present disclosure is intended to include such modifications and variations provided that they fall within the scope of the claims and their equivalents.
Claims (20)
1. A car body of a controlling vehicle, cornprising: an underframe, an end wall, a side wall, a car roof, and a driver's cab, wherein the underframe includes an interrnediate underframe and two end underframes fixedly connected to two ends of the intermediate underframe;
the driver's cab includes a cab frame, a front energy-absorbing structure, a front coupler carrier, and an anti-climber structure, the anti-climber structure is mounted on the side of the cab frame away from the underframe through the front energy-absorbing structure, the front coupler carrier is mounted on the bottom of the anti-climber structure;
a rear energy-absorbing structure is connected between the underframe and the end wall;
the front energy-absorbing structure and the rear energy-absorbing structure both absorb collision energy through compression deformation during the collision;
and a doorway is provided on the side wall corresponding to two ends of the intermediate underframe, and a reinforcing structure is provided for strengthening the structural strength of the intermediate underframe and the side wall around the doorway.
the driver's cab includes a cab frame, a front energy-absorbing structure, a front coupler carrier, and an anti-climber structure, the anti-climber structure is mounted on the side of the cab frame away from the underframe through the front energy-absorbing structure, the front coupler carrier is mounted on the bottom of the anti-climber structure;
a rear energy-absorbing structure is connected between the underframe and the end wall;
the front energy-absorbing structure and the rear energy-absorbing structure both absorb collision energy through compression deformation during the collision;
and a doorway is provided on the side wall corresponding to two ends of the intermediate underframe, and a reinforcing structure is provided for strengthening the structural strength of the intermediate underframe and the side wall around the doorway.
2. The car body according to claim 1, wherein a rear coupler carrier is mounted on the bottom of the end wall, and a rear coupler mounting seat corresponding to the rear coupler carrier is mounted on the bottorn of the end underframe near the end wall;
a front coupler mounting seat corresponding to the front coupler carrier is mounted on the bottom of the end underframe near the driver's cab; and the front coupler carrier, the front GM pler mounting seat, the rear coupler carrier, and the rear coupler mounting seat are adapted for mounting retractable couplers.
a front coupler mounting seat corresponding to the front coupler carrier is mounted on the bottom of the end underframe near the driver's cab; and the front coupler carrier, the front GM pler mounting seat, the rear coupler carrier, and the rear coupler mounting seat are adapted for mounting retractable couplers.
3. The car body according to claim 1, wherein the reinforcing structure includes a rectangular stiffener welded to the side wall, a plurality of U-shaped stiffeners welded to the side wall and the underframe, and a cover plate welded to an open side of the U-shaped stiffeners.
4. The car body accoding to claim 1, wherein the rear energy-absorbing structure includes two connecting beams, a plurality of rear energy-absorbing boxes, and a plurality of connecting plates;
the connecting beams are welded between the end wall and the side beam of the underframe;
the rear energy-absorbing box is welded between the end wall and the end beam of the underframe; and the connecting plate is welded between the end wall and the end bearn.
the connecting beams are welded between the end wall and the side beam of the underframe;
the rear energy-absorbing box is welded between the end wall and the end beam of the underframe; and the connecting plate is welded between the end wall and the end bearn.
5. The car body according to claim 4, wherein along the width direction of the car body, the rear energy-absorbing box and the connecting plate are arranged alternately and at intervals in order;
the connecting beam and the connecting plate are made of stainless steel; and the connecting plate is provided with a plurality of openings.
the connecting beam and the connecting plate are made of stainless steel; and the connecting plate is provided with a plurality of openings.
6. The car body according to claim 5, wherein the front energy-absorbing structure includes a plurality of front energy-absorbing boxes and at least one energy-absorbing tube, and the front energy-absorbing boxes and the energy-absorbing tube are fixedly connected between the cab frame and the front coupler carrier.
7. The car body according to any one of claims 4 to 6, wherein the front energy-absorbing box and the rear energy-absorbing box each include a tubular shell and a plurality of partitions arranged in parallel in the tubular shell; and the tubular shell is provided with a plurality of inducing holes to induce collapse deformation.
8. The car body according to claim 7, wherein the tubular shell includes an upper tubular wall, a lower wall, a left tubular wall, and a right tubular wall extending along the longitudinal direction of the car body;
the upper tubular wall and the lower tubular wall are arranged in parallel;
the left tubular wall and the right tubular wall form an included angle with an opening facing the underframe, so that the front cross-sectional area of the tubular shell facing the underframe is larger than the rear cross-sectional area of the tubular shell facing the end wall.
the upper tubular wall and the lower tubular wall are arranged in parallel;
the left tubular wall and the right tubular wall form an included angle with an opening facing the underframe, so that the front cross-sectional area of the tubular shell facing the underframe is larger than the rear cross-sectional area of the tubular shell facing the end wall.
9. The car body according to claim 8, wherein the upper tubular wall is connected with the left tubular wall and the right tubular wall, and the lower tubular wall is connected with the left tubular wall and the right tubular wall by arc welding;
the included angle is 2 to 4 ;
the tubular shell and the partition are made of A588 low-alloy high-strength steel.
the included angle is 2 to 4 ;
the tubular shell and the partition are made of A588 low-alloy high-strength steel.
10. The car body according to any one of claims 1 to 6, further comprising a second floor fixedly mounted to the side wall through a connector of the second floor;
wherein the connector of the second floor is welded with a side wall carrier of the side wall through a stainless steel bending rnember and riveted with a side wall upright pillar of the side wall;
the car roof and two ends of the side wall are welded by Z2 fillet weld, and the car roof and the intermediate portion of the side wall are connected by spot welding;
the side wall and the underframe are connected by spot welding; and the side wall is welded with the end wall and the driver's cab by stainless steel square fillet weld.
wherein the connector of the second floor is welded with a side wall carrier of the side wall through a stainless steel bending rnember and riveted with a side wall upright pillar of the side wall;
the car roof and two ends of the side wall are welded by Z2 fillet weld, and the car roof and the intermediate portion of the side wall are connected by spot welding;
the side wall and the underframe are connected by spot welding; and the side wall is welded with the end wall and the driver's cab by stainless steel square fillet weld.
11. The car body according to claim 10, further comprising an outer cover plate fixedly mounted to the car roof of the car by bolts and adjacent to the end wall side;
wherein the spotweld diameter is 5.7mm and the spotweld distance is 70mm formed by spot welding.
wherein the spotweld diameter is 5.7mm and the spotweld distance is 70mm formed by spot welding.
12. A controlling vehicle comprising: a car body according to any one of claims 1 to 11.
13. The car body according to claim 1, wherein the front energy-absorbing box and the rear energy-absorbing box each include a tubular shell and a plurality of partitions arranged in parallel in the tubular shell; and the tubular shell is provided with a plurality of inducing holes to induce collapse deformation.
14. The car body according to claim 13, wherein the tubular shell includes an upper tubular wall, a lower wall, a left tubular wall, and a right tubular wall extending along the longitudinal direction of the car body;
the upper tubular wall and the lower tubular wall are arranged in parallel;
the left tubular wall and the right tubular wall form an included angle with an opening facing the underframe, so that the front cross-sectional area of the tubular shell facing the underframe is larger than the rear cross-sectional area of the tubular shell facing the end wall.
the upper tubular wall and the lower tubular wall are arranged in parallel;
the left tubular wall and the right tubular wall form an included angle with an opening facing the underframe, so that the front cross-sectional area of the tubular shell facing the underframe is larger than the rear cross-sectional area of the tubular shell facing the end wall.
15. The car body according to claim 14, wherein the upper tubular wall is connected with the left tubular wall and the right tubular wall, and the lower tubular wall is connected with the left tubular wall and the right tubular wall by arc welding;
the included angle is 2 to 4 ;
the tubular shell and the partition are made of A588 low-alloy high-strength steel.
the included angle is 2 to 4 ;
the tubular shell and the partition are made of A588 low-alloy high-strength steel.
16. The car body according to claim 2, wherein the front energy-absorbing box and the rear energy-absorbing box each include a tubular shell and a plurality of partitions arranged in parallel in the tubular shell; and the tubular shell is provided with a plurality of inducing holes to induce collapse deformation.
17. The car body according to claim 16, wherein the tubular shell includes an upper tubular wall, a lower wall, a left tubular wall, and a right tubular wall extending along the longitudinal direction of the car body;
the upper tubular wall and the lower tubular wall are arranged in parallel;
the left tubular wall and the right tubular wall forrn an included angle with an opening facing the underframe, so that the front cross-sectional area of the tubular shell facing the underframe is larger than the rear cross-sectional area of the tubular shell facing the end wall.
the upper tubular wall and the lower tubular wall are arranged in parallel;
the left tubular wall and the right tubular wall forrn an included angle with an opening facing the underframe, so that the front cross-sectional area of the tubular shell facing the underframe is larger than the rear cross-sectional area of the tubular shell facing the end wall.
18. The car body according to claim 17, wherein the upper tubular wall is connected with the left tubular wall and the right tubular wall, and the lower tubular wall is connected with the left tubular wall and the right tubular wall by arc welding;
the included angle is 2 to 4 ;
the tubular shell and the partition are made of A588 low-alloy high-strength steel.
the included angle is 2 to 4 ;
the tubular shell and the partition are made of A588 low-alloy high-strength steel.
19. The car body according to claim 3, wherein the front energy-absorbing box and the rear energy-absorbing box each include a tubular shell and a plurality of partitions arranged in parallel in the tubular shell; and the tubular shell is provided with a plurality of inducing holes to induce collapse deformation.
20. The car body according to claim 19, wherein the tubular shell includes an upper tubular wall, a lower wall, a left tubular wall, and a right tubular wall extending along the longitudinal direction of the car body;
the upper tubular wall and the lower tubular wall are arranged in parallel;
the left tubular wall and the right tubular wall forrn an included angle with an opening facing the underframe, so that the front cross-sectional area of the tubular shell facing the underframe is larger than the rear cross-sectional area of the tubular shell facing the end wall.
the upper tubular wall and the lower tubular wall are arranged in parallel;
the left tubular wall and the right tubular wall forrn an included angle with an opening facing the underframe, so that the front cross-sectional area of the tubular shell facing the underframe is larger than the rear cross-sectional area of the tubular shell facing the end wall.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911290229.2 | 2019-12-16 | ||
| CN201911290229.2A CN112977523B (en) | 2019-12-16 | 2019-12-16 | Control vehicle and vehicle body thereof |
| PCT/CN2019/126489 WO2021120080A1 (en) | 2019-12-16 | 2019-12-19 | Control vehicle and vehicle body thereof |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA3196232A1 true CA3196232A1 (en) | 2021-06-24 |
Family
ID=76342953
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA3196232A Pending CA3196232A1 (en) | 2019-12-16 | 2019-12-19 | Controlling vehicle and car body thereof |
Country Status (3)
| Country | Link |
|---|---|
| CN (1) | CN112977523B (en) |
| CA (1) | CA3196232A1 (en) |
| WO (1) | WO2021120080A1 (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114162161B (en) * | 2021-12-03 | 2023-03-21 | 中车唐山机车车辆有限公司 | Underframe, car body and rail car |
| CN114407946B (en) * | 2021-12-20 | 2023-06-23 | 北京轨道交通技术装备集团有限公司 | End wall structure and manufacturing method thereof |
Family Cites Families (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN2555206Y (en) * | 2002-07-27 | 2003-06-11 | 中南大学 | Impact resistance power absorbing carriage for passenger train |
| JP2007045304A (en) * | 2005-08-09 | 2007-02-22 | Tokyu Car Corp | Railway vehicle structure and its manufacturing method |
| CN203681555U (en) * | 2014-01-07 | 2014-07-02 | 南车株洲电力机车有限公司 | Car body structure of rail car |
| CN106114547B (en) * | 2016-06-28 | 2018-10-02 | 中车唐山机车车辆有限公司 | Energy absorption device and rail vehicle |
| CN106240587B (en) * | 2016-08-30 | 2018-12-14 | 中车株洲电力机车有限公司 | A kind of rail vehicle vehicle head structure |
| CN206856715U (en) * | 2017-05-24 | 2018-01-09 | 中车株洲电力机车有限公司 | A kind of rail vehicle stainless steel car body structure |
| CN108313084B (en) * | 2018-04-11 | 2019-07-02 | 中车长春轨道客车股份有限公司 | Meet the underframe of subway structure of the requirement of Unite States Standard ASME RT-2 2014 |
| CN208515593U (en) * | 2018-07-10 | 2019-02-19 | 中车株洲电力机车有限公司 | A kind of rail vehicle vehicle head structure and rail vehicle |
| CN109383552B (en) * | 2018-09-06 | 2020-04-14 | 中车青岛四方机车车辆股份有限公司 | Rail vehicle |
-
2019
- 2019-12-16 CN CN201911290229.2A patent/CN112977523B/en active Active
- 2019-12-19 CA CA3196232A patent/CA3196232A1/en active Pending
- 2019-12-19 WO PCT/CN2019/126489 patent/WO2021120080A1/en active Application Filing
Also Published As
| Publication number | Publication date |
|---|---|
| CN112977523B (en) | 2022-09-23 |
| CN112977523A (en) | 2021-06-18 |
| WO2021120080A1 (en) | 2021-06-24 |
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