CN103625500B - Chassis of rail vehicle end portion anti-collision structure - Google Patents

Abstract

The invention relates to an anti-collision structure at the end of a rail vehicle underframe, comprising an anti-climber, an energy-absorbing component, a stop beam and an end load-bearing frame, the stop beam is fixed at the front end of the end load-bearing frame, and the anti-collision The climber and the energy-absorbing component are fixed on the stop beam, and the end bearing frame is fixed on the front end of the chassis. The anti-climber and the energy-absorbing part provided by the present invention have relatively large energy-absorbing capacity, so that they can work together with the coupler to absorb the impact energy produced by the impact speed up to 36km/h. Moreover, by arranging the stop beam and setting the stop beam at the front end of the end bearing frame, the deformation is effectively limited in the space in front of the end underframe, ensuring the driver's escape space.

Description

Anti-collision structure at the end of rail vehicle underframe

technical field

The invention relates to a rail vehicle, in particular to an anti-collision structure at the end of a rail vehicle underframe, and belongs to the technical field of rail vehicle manufacturing.

Background technique

With the development of our country's social economy and the acceleration of people's life rhythm, the status of rail transit in urban traffic is getting higher and higher, and people's requirements for the safety and economy of rail vehicles are also getting higher and higher. The European Union has specially formulated "EN15227 Railway Application-Requirements for Crash Resistance of Railway Vehicle Body", which stipulates that the structure of rail vehicles should be designed reasonably. Sufficient escape space, the C-I class crash requirements in the standard EN15227 stipulate that railway vehicles should be able to withstand impact speeds up to 36km/h. The existing coupler buffer device and pressure collapse energy-absorbing parts can only meet the impact speed of 25km/h, but for the impact speed of 36km/h stipulated in EN15227C-I level, the energy absorption of the existing energy-absorbing parts is insufficient, and the energy-absorbing parts need to be improved. energy components to increase their energy absorption.

The energy absorption of the car body mainly depends on the coupler, the anti-climbing energy-absorbing device and the energy-absorbing block installed on the chassis. Therefore, the static strength of the car body (mainly the chassis) must be able to withstand the EN15227 standard while meeting the requirements of EN12663. coming impact loads.

Contents of the invention

The main purpose of the present invention is to solve the above problems and deficiencies, and provide an anti-collision structure at the end of the rail vehicle underframe that can improve the deformation energy absorption capacity and can block the deformation in front of the console.

For realizing the above object, technical scheme of the present invention is:

An anti-collision structure at the end of a rail vehicle underframe, comprising an anti-climber, an energy-absorbing component, a stop beam and an end load-bearing frame, the stop beam is fixed on the front end of the end load-bearing frame, and the stop beam There is a hole for passing through the coupler in the middle part, and anti-climbers and energy-absorbing parts are respectively arranged on both sides of the hole, and the anti-climbers and energy-absorbing parts on each side are arranged in parallel and respectively fixed on the stop beam , the end bearing frame is fixed on the front end of the underframe.

Further, the end bearing frame includes side beams on both sides and a traction beam in the middle, a plurality of beams are arranged transversely between the side beams and the traction beam, and the stop beam is fixed on the side beam and the traction beam. front end of the drawbar.

Further, the stop beam is a flat plate structure, the stop beam is vertically fixed at the front end of the end bearing frame, and its two ends are respectively fixedly connected with the side beams of the end bearing frame, and the middle part is connected to the end bearing frame. The traction beam of the above-mentioned end bearing frame is fixedly connected.

Further, an upper wing plate is fixedly connected to the top of the stop beam, and a lower wing plate is fixedly connected to the bottom of the stop beam, and the upper wing plate, the lower wing plate and the stop beam form a groove structure.

Further, a trough-shaped reinforcing longitudinal beam is arranged between the stop beam and the end bearing frame, the front end of the reinforcing longitudinal beam is fixedly connected to the stop beam, and the rear end of the reinforcing longitudinal beam is connected to the stop beam. The beams of the end bearing frame are fixedly connected.

Further, a first reinforcement beam is provided at both ends of the stop beam, the first reinforcement beam is a C-shaped structure protruding outward, its front end is fixedly connected to the stop beam, and its rear end is connected to the The crossbeams of the end bearing frame are fixedly connected, the upper part of the first reinforcing beam is fixedly connected with the side beam of the end bearing frame, and the lower part is fixedly connected with the reinforcing longitudinal beam.

Further, a second reinforcement beam is provided at the joint between the stop beam and the side beam of the end bearing frame, and the second reinforcement beam and the side beam form a mouth-shaped box structure.

Further, the anti-climbing device is a circular tube, the rear end of the circular tube is fixedly connected to the first mounting base, the first mounting base is fixed on the stop beam, and the circular tube The front end is fixedly connected with the anti-climbing tooth.

Further, the energy-absorbing component is a rectangular collision tube, the rear end of the collision tube is fixedly connected to the second mounting base, the second mounting base is fixed on the stop beam, and the front end of the collision tube is fixedly connected to The anti-collision plate, the interior of the collision tube is filled with energy-absorbing materials.

Further, the length of the energy-absorbing component is greater than or equal to 600mm.

To sum up, compared with the prior art, the anti-collision structure at the end of a rail vehicle chassis according to the present invention has the following advantages:

(1) The installed anti-climbers and energy-absorbing components have a relatively large energy-absorbing capacity, so that they can work together with the coupler to absorb the impact energy generated by the impact speed up to 36km/h.

(2) By arranging the stop beam and arranging the stop beam at the front end of the end bearing frame, the deformation is effectively limited in the space in front of the end chassis.

(3) By setting the stop beam, the two ends of the stop beam are fixedly connected with the side beams of the end bearing frame, the middle part of the stop beam is fixedly connected with the traction beam of the end load frame, and the stop beam and the end beam are fixedly connected. A groove-shaped reinforcing longitudinal beam is arranged between the end bearing frames to strengthen the structure of the stop beam. At the same time, the two ends of the stop beam are equipped with C-shaped first reinforcing beams, so that a box-shaped structure is formed between the two ends of the stop beam and the end load-bearing frame, which is stronger and can effectively prevent deformation and ensure the driver's escape space .

(4) By setting the anti-climbing device on the stop beam, the anti-climbing device can withstand the vertical load generated when the vehicle hits, ensuring that the vehicle will not climb when the collision occurs; It can only move backwards along the horizontal direction without bending deformation, prevents deflection, and prevents the vertical instability of the energy-absorbing parts during the force-bearing process.

Description of drawings

Fig. 1 is a structural representation of the present invention;

FIG. 2 is a schematic view of the reverse structure of FIG. 1 .

As shown in Figures 1 and 2, the anti-climber 1, the energy-absorbing component 2, the stop beam 3, the end bearing frame 4, the underframe 5, the side beam 6, the traction beam 7, the beam 8, the upper wing plate 9, Lower wing plate 10, reinforced longitudinal beam 11, first reinforcing beam 12, second reinforcing beam 13, first mounting base 14, anti-climbing teeth 15, anti-collision plate 16, second mounting base 17, rectangular hole 18.

detailed description

Below in conjunction with accompanying drawing and specific embodiment the present invention is described in further detail:

As shown in Figures 1 and 2, a rail vehicle underframe end anti-collision structure includes an anti-climber 1, an energy-absorbing component 2, a stop beam 3 and an end load-bearing frame 4, and the end load-bearing frame 4 is a vehicle The front end part of the underframe 5 , the stop beam 3 is fixed on the front end of the end bearing frame 4 , and the anti-climber 1 and the energy-absorbing component 2 are located in front of the stop beam 3 and fixed on the stop beam 3 . Arranging the stop beam 3 at the front end of the end bearing frame 4 can effectively limit the deformation in the space in front of the end of the underframe 5 to ensure the driver's escape space.

The end bearing frame 4 includes side beams 6 on both sides and a traction beam 7 in the middle, and a plurality of beams 8 are arranged laterally between the side beams 6 and the traction beam 7 . The stop beam 3 is a flat plate structure, and the stop beam 3 is vertically fixed on the front end of the end load frame 4, and its two ends are respectively fixedly connected with the side beams 6 of the end load frame 4, and the middle part is connected with the end load frame 4. The draw beam 7 is fixedly connected.

The top of the stop beam 3 is fixedly connected to an upper wing plate 9, and the bottom of the stop beam 3 is fixedly connected to the lower wing plate 10. The upper wing plate 9, the lower wing plate 10 and the stop beam 3 form a groove structure, which strengthens the stop beam. Strength and rigidity of retaining beam 3.

Between the stop beam 3 and the crossbeam 8 of the end bearing frame 4, a trough-shaped reinforcing longitudinal beam 11 is arranged, the front end of the trough-shaped reinforcing longitudinal beam 11 is fixedly connected with the stop beam 3, and the rear end of the reinforcing longitudinal beam 11 is connected with the stop beam 3. Beam 8 is fixedly connected. The trough-shaped reinforcing longitudinal beam 11 is installed corresponding to the anti-climber 1 and the energy-absorbing part 2, and is arranged directly behind the installation area of the anti-climber 1 and the energy-absorbing part 2 on the stop beam 3. This structure greatly strengthens the stop beam 3 carrying capacity.

Respectively arrange the first reinforcement beam 12 at both ends of the stop beam 3, the first reinforcement beam 12 is a C-shaped structure protruding outwards, its front end is fixedly connected with the stop beam 3, and its rear end is connected with the end bearing frame 4. Crossbeam 8 is fixedly connected, and the top (that is opening part) of the first reinforcement beam 12 is fixedly connected with side beam 6 of end bearing frame 4, and its lower part is fixedly connected with groove-shaped reinforcing longitudinal beam 11, makes stop beam 3 two ends and A box-shaped structure is formed between the end load-carrying frames 4, which is stronger and the ability to resist deformation is further enhanced.

In order to further enhance the strength and rigidity, a second reinforcing beam 13 is also provided at the joint between the stop beam 3 and the side beam 6 of the end bearing frame 4 for reinforcement, and the second reinforcing beam 13 deforms the side beam 6 from the groove. Mouth-shaped box structure.

The anti-climbing device 1 is a circular tube, the rear end of the circular tube is fixedly connected with the first mount 14 , and the front end of the circular tube is fixedly connected with the anti-climbing tooth 15 . The first mounting seat 14 is fixed on the stop beam 3 , in order to facilitate disassembly and replacement after collision, the connection between the first mounting seat 14 and the stop beam 3 is preferably bolted.

The energy-absorbing part 2 adopts a rectangular collision tube, and an anti-collision plate 16 is arranged at the front end of the collision tube, and the rear end is fixedly connected to the second mounting seat 17, and the second mounting seat 17 is fixed on the stop beam 3, and the middle of the collision tube is filled with aluminum honeycomb as For the energy-absorbing material, in order to facilitate disassembly and replacement after a collision, the connection between the second mounting seat 17 and the stop beam 3 is preferably bolted.

The length of the energy-absorbing part 2 is greater than or equal to 600 mm, which can absorb impact energy with a speed of 36 km/h together with the anti-climbing device and the coupler.

There is a rectangular hole 18 in the middle part of the stop beam 3, and the vehicle coupler installed on the draw beam 7 passes through the rectangular hole 18, and the size of this rectangular hole 18 is determined according to the space occupied by the swing of the vehicle coupler.

Generally, the connection methods between beams and columns in the bottom frame of the car body include welding, riveting and bolting, but riveting has relatively high requirements on the structure of the beams, and the strength after installation is not as good as welding. The bolt connection needs to open holes on the beams and columns, which is cumbersome and may affect the strength of the beams and columns. Therefore, in this embodiment, it is preferable to connect the stop beam 3 and the end bearing frame 4, between the stop beam 3 and the upper wing plate. 9 and the lower wing plate 10, between the groove-shaped reinforced longitudinal beam 11 and the stop beam 3 and the crossbeam 8, between the first reinforcing beam 12 and the end bearing frame 4, between the second reinforcing beam 13 and the side beam 6 All connections are welded.

Generally, load-bearing components such as beams and columns in the car body are made of the same material as the car body. If different materials are used, there may be problems such as intermetallic corrosion. In this embodiment, the car body is made of carbon steel, so the above-mentioned anti-climber 1, energy-absorbing component 2, stop beam 3, upper wing plate 9, lower wing plate 10, end bearing frame 4, traction beam 7, side The materials of the beam 6, the crossbeam 8, the channel-shaped reinforced longitudinal beam 11, the first reinforcing beam 12, the second reinforcing beam 13, the first mounting seat 14 and the second mounting seat 17 are preferably carbon steel.

The anti-climber 1 and the energy-absorbing component 2 provided in this embodiment have a relatively large energy-absorbing capacity, and they and the coupler can jointly bear the impact energy generated by the impact speed of 36 km/h. The length of the anti-climber 1 and the energy-absorbing part 2 makes the space at the front end of the front chassis relatively large, making full use of the space at the front end of the front chassis, resulting in a relatively large impact deformation area, and the stop beam 3 is arranged on the end bearing frame The front end limits the impact deformation to the space in front of the end load frame.

By setting the stop beam 3, the two ends of the stop beam 3 are fixedly connected with the side beam 6 of the end bearing frame 4, and the middle part of the stop beam 3 is fixedly connected with the traction beam 7 of the end load frame 4, and A groove-shaped reinforcing longitudinal beam 11 is set between the stop beam 3 and the end bearing frame 4, which strengthens the structure of the stop beam 3. At the same time, the two ends of the stop beam 3 are provided with a first reinforcing beam 12, and the first reinforcing beam 12 is The outwardly protruding C-shaped structure makes a box-shaped structure formed between the two ends of the stop beam 3 and the end bearing frame 4, which is stronger and further strengthens the ability to resist deformation.

Compared with the traditional energy-absorbing structure of railway vehicles, the energy-absorbing part 2 provided by this energy-absorbing structure has a relatively large energy-absorbing capacity, and the anti-climber 1 also has deformation energy-absorbing capacity, so that the front end of the driver's cab can absorb the energy when it is hit. The total energy is further increased. The length of the energy-absorbing part 2 makes the deformation space at the front end of the driver's cab relatively large. At the same time, the structure of the stop beam 3 is strengthened, and the impact deformation is effectively limited in front of the end bearing frame, ensuring Escape space for the driver.

By setting the anti-climber 1 on the stop beam 3, the anti-climber 1 bears the vertical load generated when the vehicle hits, ensuring that the vehicle will not climb when the collision occurs; It can only move backwards along the horizontal direction without bending deformation, prevents deflection, and prevents the vertical instability of the energy-absorbing parts during the force-bearing process.

As mentioned above, a similar technical solution can be derived in combination with the content of the solution given in the accompanying drawings. However, any simple modifications, equivalent changes and modifications made to the above embodiments according to the technical essence of the present invention are still within the scope of the technical solutions of the present invention.

Claims (10)

1. A rail vehicle underframe end anti-collision structure, characterized in that: comprising an anti-climber, an energy-absorbing component, a stop beam and an end load-bearing frame, the stop beam is fixed on the front end of the end load-bearing frame, There is a rectangular hole for passing through the coupler in the middle of the stop beam, anti-climbing devices and energy-absorbing parts are arranged on both sides of the rectangular hole, and the anti-climbing devices and energy-absorbing parts on each side are in the They are arranged in parallel in the horizontal direction and respectively fixed on the stop beams, and the end bearing frames are fixed on the front end of the chassis. 2. The rail vehicle chassis end anti-collision structure according to claim 1, characterized in that: said end bearing frame comprises side beams on both sides and a traction beam in the middle, between said side beams and said traction beam A plurality of beams are arranged transversely between the beams, and the stop beams are fixed on the front ends of the side beams and the drawing beams. 3. The anti-collision structure at the end of the rail vehicle underframe according to claim 2, characterized in that: the stop beam is a flat plate structure, and the stop beam is vertically fixed at the front end of the end bearing frame, Its two ends are respectively fixedly connected with the side beams of the end bearing frame, and its middle is fixedly connected with the traction beam of the end bearing frame. 4. The rail vehicle chassis end anti-collision structure according to claim 3, characterized in that: an upper wing is fixedly connected to the top of the stop beam, and a lower wing is fixedly connected to the bottom of the stop beam plate, the upper wing plate, the lower wing plate and the stop beam form a trough structure. 5. The anti-collision structure at the end of the rail vehicle underframe according to claim 2, characterized in that: a groove-shaped reinforcing longitudinal beam is arranged between the stop beam and the end bearing frame, and the reinforcing longitudinal beam The front end of the beam is fixedly connected to the stop beam, and the rear end of the reinforcing longitudinal beam is fixedly connected to the crossbeam of the end bearing frame. 6. The anti-collision structure at the end of the rail vehicle underframe according to claim 5, characterized in that: first reinforcing beams are provided at both ends of the stop beam, and the first reinforcing beams protrude outward C-shaped structure, its front end is fixedly connected to the stop beam, its rear end is fixedly connected to the beam of the end bearing frame, and the upper part of the first reinforcing beam is fixedly connected to the side beam of the end bearing frame , the lower part of which is fixedly connected with the reinforcing longitudinal beam. 7. The anti-collision structure at the end of the rail vehicle underframe according to claim 2, characterized in that: a second reinforcing beam is set at the connection between the stop beam and the side beam of the end bearing frame, and the first The two reinforcing beams form a mouth-shaped box structure with the side beams. 8. The anti-collision structure at the end of the rail vehicle underframe according to claim 1, characterized in that: the anti-climber is a circular tube, and the rear end of the circular tube is fixedly connected to the first mounting seat, The first installation seat is fixed on the stop beam, and the front end of the circular pipe is fixedly connected with the anti-climbing teeth. 9. The rail vehicle chassis end anti-collision structure according to claim 1, characterized in that: the energy-absorbing component is a rectangular crash tube, the rear end of the crash tube is fixedly connected to the second mount, and the The second mounting base is fixed on the stop beam, the front end of the collision tube is fixedly connected to the crash plate, and the collision tube is filled with energy-absorbing material. 10. The anti-collision structure at the end of the underframe of a rail vehicle according to any one of claims 1 to 9, wherein the length of the energy-absorbing member is greater than or equal to 600mm.