CN109094602B - Energy absorption beam, cab underframe structure of railway vehicle and railway vehicle - Google Patents
Energy absorption beam, cab underframe structure of railway vehicle and railway vehicle Download PDFInfo
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- CN109094602B CN109094602B CN201810848237.3A CN201810848237A CN109094602B CN 109094602 B CN109094602 B CN 109094602B CN 201810848237 A CN201810848237 A CN 201810848237A CN 109094602 B CN109094602 B CN 109094602B
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- cab
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- underframe
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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
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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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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
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Abstract
The invention provides an energy-absorbing beam, a cab underframe structure of a railway vehicle and the railway vehicle, wherein the energy-absorbing beam is connected to the cab underframe structure of the railway vehicle and comprises: a cylindrical housing and at least one partition located inside the housing; the cross-sectional area of the shell in the direction from the rear end of the cab to the front end of the cab is gradually reduced; the partition board is connected with the inner wall of the shell, and the direction of the board surface of the partition board is vertical to the advancing direction of the rail vehicle; the outer wall of the part of one end, facing the front of the rail vehicle, of the shell is provided with a V-shaped notch, and the V-shaped notch is welded with a corner folding plate matched with the shape of the V-shaped notch, so that the anti-collision energy-absorbing function of the chassis structure of the cab is improved.
Description
Technical Field
The invention relates to the technical field of railway vehicles, in particular to an energy absorption beam, a cab underframe structure of a railway vehicle and the railway vehicle.
Background
Rail vehicles are of a wide variety, mainly: subway trains operating underground, fast and light rail trains connecting urban centers and suburbs, trams shuttling in urban busy sections, and the like.
The passive safety design of the collision protection of rail vehicles is an important guarantee for the safe operation of the vehicles. Rail vehicle includes the automobile body and connects the cab in automobile body one end, and the cab includes chassis structure and connects the skeleton texture in chassis structure, and in order to prevent that the vehicle from climbing, prior art is through the front end installation anti-creep device at the cab, and specifically, anti-creep device installs on the front wall of cab, promptly, the cab is located anti-creep device's rear, when rail vehicle bumps, absorbs certain impact energy through anti-creep device. That is to say, in the cab of the railway vehicle in the prior art, the component playing the role of anti-creep and energy absorption is only the anti-creep device, and the cab structure composed of the underframe structure and the framework structure mainly plays the role of bearing.
When the collision takes place, the energy-absorbing effect has been accomplished to the anticreeper, but if the collision process is still going on, can further compress the cab structure, but prior art's cab chassis structure only has the bearing function, and its self does not have the energy-absorbing function, and chassis structure's deformation can not be controlled, can lead to chassis structure under the impact effect, takes place upwards or decurrent perk deformation, still has the risk of taking place the climbing car, endangers driver's life safety.
Disclosure of Invention
In order to solve at least one problem mentioned in the background art, the invention provides an energy absorption beam, a cab underframe structure of a railway vehicle and the railway vehicle, which can improve the anti-collision and energy-absorption functions of the cab underframe structure.
In order to achieve the above object, in a first aspect, the present invention provides an energy absorption beam connected to a cab underframe structure of a railway vehicle, the energy absorption beam comprising: a cylindrical housing and at least one partition located inside the housing;
a cross-sectional area of the housing in a direction from a rear end of the cab to a front end of the cab is gradually reduced; the partition plate is connected with the inner wall of the shell, and the plate surface direction of the partition plate is perpendicular to the advancing direction of the rail vehicle;
the outer shell is provided with a V-shaped notch on the outer wall of the part of one end, facing the front of the railway vehicle, and the V-shaped notch is welded with a corner folding plate matched with the V-shaped notch in shape.
The energy-absorbing beam provided by the invention is connected to the underframe structure, and can absorb certain energy when a vehicle collides, wherein the cross section area of the shell of the energy-absorbing beam from the rear end of a cab to the front end of the cab is gradually reduced, so that the partition plate is connected with the inner wall of the shell, the plate surface direction of the partition plate is vertical to the advancing direction of a rail vehicle, the small section end of the shell is the starting end of compression deformation, meanwhile, a V-shaped notch is arranged on part of the outer wall of the small section end, and a folded plate matched with the V-shaped notch in shape is welded on the V-shaped notch, so that the prefabricated defect of the collision side is formed, when the collision happens, the deformation of the energy-absorbing beam can be effectively controlled to start from the small section end, and the deformation of the shell is controlled to sequentially happen from the front end to the rear end through the partition plate arranged in the shell, so that the energy-absorbing beam has good stability of gradual crushing, the anti-collision energy-absorbing function of the chassis structure is improved, and the climbing vehicle is effectively prevented.
Optionally, an included angle between two side walls of the V-shaped notch ranges from 90 ° to 150 °.
Optionally, a protrusion extending outward is disposed on a side of the partition board connected to the housing, and a through groove for the protrusion to extend out is disposed on a side wall of the housing.
Optionally, the cross section of the housing is quadrilateral, the housing includes two end plates and four side walls connected in sequence, the four side walls enclose a hollow cylinder with openings at two ends, and the two end plates are welded on the openings at two ends of the hollow cylinder respectively.
Optionally, the number of the partition plates is at least two, and the at least two partition plates are arranged at intervals along the traveling direction of the rail vehicle.
In a second aspect, the present invention provides a cab underframe structure for a railway vehicle, comprising: the chassis comprises two symmetrically arranged side beams, an underframe back plate connected between the rear ends of the two side beams, and a front end plate connected between the front ends of the two side beams;
the front end face of the front end plate is provided with anti-climbing teeth, the two side beams, the chassis backboard and the front end plate jointly enclose an accommodating space, the energy-absorbing beam is arranged in the accommodating space, and the energy-absorbing beam is connected between the chassis backboard and the front end plate.
The underframe structure of the cab of the railway vehicle provided by the embodiment is characterized in that the energy-absorbing beam is arranged on the underframe structure and connected between the front end plate and the underframe back plate of the underframe structure, and when the vehicle collides, the energy-absorbing beam can absorb certain energy, wherein the cross section area of the outer shell of the energy-absorbing beam from the rear end of the cab to the front end of the cab is gradually reduced, so that the partition plate is connected with the inner wall of the outer shell, the plate surface direction of the partition plate is perpendicular to the advancing direction of the railway vehicle, so that the small section end of the outer shell is the starting end of compression deformation, meanwhile, a V-shaped notch is formed on part of the outer wall of the small section end, and a corner plate matched with the V-shaped notch is welded on the V-shaped notch, so that the prefabricated defect of the collision side is formed, when the collision happens, the deformation of the energy-absorbing beam can be effectively controlled to start from the small section end, and the deformation of the outer shell, the energy-absorbing beam has good stability of progressive crushing deformation, the anti-collision energy-absorbing function of the chassis structure is improved, and the climbing is effectively prevented.
Optionally, at least one transition beam is arranged in the accommodating space, the transition beam is connected between the two side edge beams to divide the accommodating space into at least two energy absorption areas, the energy absorption beam is arranged in each energy absorption area, and each energy absorption beam is arranged along the traveling direction of the rail vehicle.
Optionally, the front end plate includes a first sub-end plate and second sub-end plates located at two sides of the first sub-end plate, and the front ends of the side beams are connected to the outer ends of the second sub-end plates;
the energy absorption beams are arranged between the first sub-end plate and the underframe back plate and between the second sub-end plate and the underframe back plate.
Optionally, the first sub-end plate is connected with the second sub-end plate through an adjusting plate, and the adjusting plate is a u-shaped adjusting plate protruding towards the chassis back plate;
the anti-climbing teeth are arranged on the front end face of the second sub-end plate.
In a third aspect, the present invention provides a rail vehicle, which includes a vehicle body and a cab connected to one end of the vehicle body, wherein the cab includes the cab underframe structure of the rail vehicle.
The rail vehicle provided by the embodiment is characterized in that the energy-absorbing beam is arranged on the chassis structure of the cab, the energy-absorbing beam is connected between the front end plate and the chassis back plate of the chassis structure, when the vehicle collides, the energy-absorbing beam can absorb certain energy, the cross section area of the shell of the energy-absorbing beam from the rear end of the cab to the front end of the cab is gradually reduced, the partition plate is connected with the inner wall of the shell, the plate surface direction of the partition plate is perpendicular to the advancing direction of the rail vehicle, so that the small section end of the shell is the starting end of compression deformation, meanwhile, a V-shaped notch is formed on part of the outer wall of the small section end, and a corner plate matched with the V-shaped notch is welded on the V-shaped notch, so that the prefabricated defect of the collision side is formed, when the collision happens, the deformation of the energy-absorbing beam can be effectively controlled to start from the small section end, and the deformation of the shell is controlled, the energy-absorbing beam has good stability of progressive crushing deformation, the anti-collision energy-absorbing function of the chassis structure is improved, and the climbing is effectively prevented.
The construction of the present invention and other objects and advantages thereof will be more apparent from the following description of the preferred embodiments taken in conjunction with the accompanying drawings.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.
FIG. 1 is a front view of an energy absorbing beam according to an embodiment of the present invention;
FIG. 2 is a side cross-sectional view of an energy absorbing beam according to an embodiment of the present invention;
FIG. 3 is a side cross-sectional view of a second energy absorbing beam according to one embodiment of the present invention;
FIG. 4 is a schematic structural view of an energy absorbing beam according to an embodiment of the present invention;
fig. 5 is a schematic structural diagram of an underframe structure of a cab of a railway vehicle according to an embodiment of the invention;
fig. 6 is a schematic structural diagram of a cab of a rail vehicle according to an embodiment of the present invention.
Description of reference numerals:
1-underframe structure;
11-chassis backing;
12-an energy absorbing beam;
13-a transition beam;
14-side edge beam;
141-a boss;
110 — front end plate;
111 — a first endplate;
112-a second endplate;
1120-boss;
121-a housing;
122. 125-end plate;
123-a partition plate;
1231 — convex;
124-folding corner plates;
15-bending the plate;
16-anti-climbing teeth;
161-anti-creep teeth;
17-an adjusting plate;
2-framework structure;
21-a skeleton back plate;
22-window upper beam;
23-small oblique beam on the window;
24-window side vertical beam;
25-window lower beam;
26-window lower side beam;
27-window lower vertical beam;
28 — upper side support beams;
29 — lower support beam.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention clearer, the technical solutions in the embodiments of the present invention will be described in more detail below with reference to the accompanying drawings in the preferred embodiments of the present invention. In the drawings, the same or similar reference numerals denote the same or similar components or components having the same or similar functions throughout. The described embodiments are only some, but not all embodiments of the invention. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention. Embodiments of the present invention will be described in detail below with reference to the accompanying drawings.
In the description of the present invention, it should be noted that unless otherwise specifically stated or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning a fixed connection, an indirect connection through intervening media, a connection between two elements, or an interaction between two elements. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
Example one
FIG. 1 is a front view of an energy absorbing beam according to an embodiment of the present invention. FIG. 2 is a side cross-sectional view of an energy absorbing beam according to an embodiment of the present invention. FIG. 3 is a side cross-sectional view of an energy absorbing beam according to an embodiment of the present invention. FIG. 4 is a schematic structural view of an energy absorption beam according to an embodiment of the present invention. Fig. 5 is a schematic structural diagram of an underframe structure of a cab of a railway vehicle according to an embodiment of the invention. Referring to fig. 1 to 5, the present embodiment provides an energy absorption beam, where the energy absorption beam 12 may be applied to a cab of a railway vehicle, and in a specific implementation, the energy absorption beam 12 may be connected to an underframe structure 1 of the cab.
By arranging the energy-absorbing beam 12 on the underframe structure 1, when the rail vehicle collides, the energy-absorbing beam absorbs certain energy and has the function of buffering and absorbing energy, namely, the underframe structure 1 not only has the bearing function, but also has the function of anti-collision and energy-absorbing.
In the present embodiment, the energy absorption beam 12 may be specifically connected between the chassis back panel 11 and the front end panel 110 of the cab chassis structure 1. It should be noted that, in other implementations, the energy absorption beam 12 may be disposed at the front end of the underframe structure 1, and may also play a role in absorbing energy.
The energy absorbing beam 12 specifically includes: a cylindrical housing 121 and at least one partition 123 located inside the housing 121. The cross-sectional area of the housing 121 in a direction from the rear end of the cab to the front end of the cab gradually decreases. The partition 123 is connected to the inner wall of the tubular case 121, and the plate surface direction of the partition 123 is perpendicular to the traveling direction of the railway vehicle.
In the present embodiment, a V-shaped notch is formed on a portion of an outer wall of an end of the housing 121 facing the front of the rail vehicle, and a corner plate 124 matching the shape of the V-shaped notch is welded to the V-shaped notch. Since the impact generally occurs at the front end of the cab, that is, the small-section end of the shell 121 is the starting end of the compression deformation, and the shell 121 and the gusset 124 are assembled and welded at the small-section end to form the prefabricated defect at the impact side, the deformation of the energy-absorbing beam 12 is effectively controlled to start from the small-section end.
Since at least one baffle 123 is arranged in the shell 121, deformation of the shell 121 is controlled by the baffle 123 to occur sequentially from front to back, so that the energy-absorbing beam 12 has good stability of progressive crushing deformation.
Wherein, can set up the contained angle between two lateral walls of V-arrangement breach between 90 ~ 150, can play better guide effect to the direction that takes place the deformation like this for deformation takes place in order.
In a specific implementation, the cross section of the housing 121 may be a quadrilateral. The cross-sectional shape of the housing 121 is not limited to this, and may be set according to actual requirements. In this embodiment, the housing 121 may be specifically defined by four side walls and two end plates, which are respectively the end plate 122 and the end plate 125. The four side walls are connected in sequence to form a hollow cylinder with openings at two ends, wherein one end opening of the hollow cylinder is connected with an end plate 122, and the other end opening of the hollow cylinder is connected with an end plate 125. For example, referring to fig. 1 to 5, when the energy absorbing beam 12 is installed between the front end plate 110 and the undercarriage backplate 11 of the undercarriage structure 1, the top surface of the energy absorbing beam 12 is referred to as "b" surface, and one of the side surfaces of the energy absorbing beam 12 is referred to as "a" surface, wherein the a "surface and its symmetry plane are inclined surfaces, and the b" surface and its symmetry plane are horizontal, so that the energy absorbing unit beam structure has a square tower shape. When the energy absorption unit beam is arranged on the underframe structure 1, the horizontal b surface can play a good bearing role, and the inclined surface a surface helps the whole structure to realize gradual change of the section. The four side walls may be joined together by welding.
The side of the partition 123 connected to the housing 121 has a protrusion 1231 extending outward, and the sidewall of the housing 121 is provided with a through groove for the protrusion 1231 to extend out. In this embodiment, there are at least two bulkheads 123, and the at least two bulkheads 123 are arranged at intervals along the traveling direction of the rail vehicle, and the specific number of the bulkheads 123 can be set according to the volume of the energy absorbing beam 12 and the actual requirement, which is not limited in this disclosure.
In this embodiment, the partition 123 has four sides, each of which has a protrusion 1231, and correspondingly, the symmetry plane of the a-plane and the a-plane, and the symmetry plane of the b-plane and the b-plane of the housing 121 have through slots. It should be noted that the specific shape of the partition 123 can be adapted according to the shape of the housing 121. For example, if the housing 121 has a cylindrical shape, the outer contour of the partition 123 is circular, and the protrusions 1231 may be spaced circumferentially on the outer edge of the partition 123.
In the energy-absorbing beam 12 provided by the embodiment, the energy-absorbing beam 12 is connected to the chassis structure 1, when a vehicle collides, the energy-absorbing beam 12 can absorb a certain amount of energy, the cross-sectional area of the energy-absorbing beam shell 121 in the direction from the rear end of the cab to the front end of the cab is gradually reduced, the partition 123 is connected to the inner wall of the shell 121, the plate surface direction of the partition 123 is perpendicular to the traveling direction of the rail vehicle, so that the small section end of the shell 121 is the starting end of compression deformation, meanwhile, a V-shaped notch is formed on part of the outer wall of the small section end, and a corner plate 124 matched with the shape of the V-shaped notch is welded on the V-shaped notch, so as to form a prefabricated defect on the collision side, when the collision occurs, the deformation of the energy-absorbing beam 12 can be effectively controlled to start from the small section end, and the deformation of the shell 121 is controlled to occur sequentially from the, the energy absorption beam 12 has good stability of progressive crushing deformation, the anti-collision energy absorption function of the underframe structure 1 is improved, and the climbing is effectively prevented.
Example two
Fig. 5 is a schematic structural diagram of an underframe structure of a cab of a railway vehicle according to an embodiment of the invention. Fig. 6 is a schematic structural diagram of a cab of a rail vehicle according to an embodiment of the present invention. Referring to fig. 1 to 6, the present embodiment provides a cab underframe structure of a railway vehicle.
This chassis structure 1 includes: two symmetrically disposed side rails 14, a chassis back panel 11 connected between the rear ends of the two side rails 14, and a front end panel 110 connected between the front ends of the two side rails 14. That is, the chassis back 11 is located at the rear side of the chassis structure 1, the front end plate 110 is located at the front side of the chassis structure 1, and the two side beams 14 are respectively located at the two sides of the chassis structure 1. Wherein, the preceding terminal surface of front end plate 110 is provided with prevents climbing tooth 161, and specifically, the preceding terminal surface of front end plate 110 is provided with prevents climbing tooth and constitutes 16, and the foremost end that prevents climbing tooth constitutes 16 has prevents climbing tooth 161, prevents climbing tooth and constitutes 16 and specifically can weld on front end plate 110. The underframe back plate 11, the front end plate 110 and the two side edge beams 14 jointly form an accommodating space, the accommodating space is internally provided with an energy absorption beam 12 arranged along the traveling direction of the railway vehicle, and the energy absorption beam 12 is connected between the underframe back plate 11 and the front end plate 110.
It should be noted that the energy-absorbing beam 12 in this embodiment has the same structure as the energy-absorbing beam 12 provided in the first embodiment, and can bring about the same or similar technical effects, and therefore, the details are not repeated herein, and specific reference can be made to the description of the first embodiment.
When the vehicle collides, the climbing prevention teeth 161 are meshed through the tooth ends, so that the friction force of the collision interface is increased, and the climbing vehicle caused by vertical sliding along the collision interface in the whole collision process is prevented. Under the action of train collision crushing, because the energy-absorbing beam 12 is arranged in the accommodating space of the underframe structure 1, the energy-absorbing beam 12 can further absorb energy, so that the underframe structure 1 has a bearing function and an energy-absorbing function.
In this embodiment, at least one transition beam 13 may be further disposed in the accommodating space, the transition beam 13 is connected between the two side beams 14 to divide the accommodating space into at least two energy absorption areas, an energy absorption beam 12 is disposed in each energy absorption area, and each energy absorption beam 12 is disposed along the traveling direction of the rail vehicle.
For example, referring to fig. 5 and 6, in the present embodiment, the transition beam 13 is specifically one, the accommodating space is divided into two energy absorption areas by the transition beam 13, specifically, the energy absorption beam 12 between the front end plate 110 and the transition beam 13 may be set as a long energy absorption beam, and the energy absorption beam 12 between the transition beam 13 and the underframe back plate 11 may be set as a short energy absorption beam.
Specifically, due to the shape of the outer shell of the energy-absorbing beam 12 and the above-mentioned related features of the diaphragm 123, a section can be arbitrarily cut from the longitudinal length of the long energy-absorbing beam to form a new energy-absorbing beam. For example, a short energy beam is a portion of a long energy beam taken along the longitudinal length. The energy absorbing beam 12 is mounted by welding or bolting through the front end plate 110 and the related structures of the underframe structure 1, such as the front end plate 110, the underframe back plate 11 and the transition beam 13.
Because the design spaces of the cabs of the vehicle are different, in practical application, the length of the energy absorption beam 12 can be adjusted to meet the structural space requirements of different cabs, and the design and the application are flexible. When the longitudinal space of the cab structure is short, only one row of energy-absorbing beams 12 can be arranged between the front end plate 110 and the underframe back plate 11, but when the cab structure is long, as shown in fig. 5, a second-stage energy-absorbing region can be formed by isolating a transition beam 13 capable of bearing longitudinal crushing load, and a second row of energy-absorbing beams 12 are arranged.
In this embodiment, the transition beam 13 divides the undercarriage structure 1 into two separate energy absorption areas, which themselves are capable of transferring the function of longitudinal compressive loads backwards. Due to the division of the space area of the underframe structure 1, each energy absorption area is not too long, Euler buckling is not easy to occur, so that the energy absorption beam 12 is deformed and fails to absorb energy, and the rigidity of the underframe structure 1 is equivalently improved. In addition, because the deformation of the underframe structure 1 occurs from front to back in sequence, when the collision speed is low and the second-stage energy-absorbing beam is not touched to deform, the second-stage energy-absorbing beam can be disassembled in the maintenance process and can still be continuously used, so that the maintenance cost is reduced.
In a specific implementation, the front plate 110 includes: a first sub-endplate 111 and two second sub-endplates 112, the two second sub-endplates 112 are respectively located at two sides of the first sub-endplate 111. The front end of the side beam 14 is connected to the outer end of the second end sub-plate 112 through a bent plate 15. Energy absorption beams 12 are arranged between the first sub-end plate 111 and the chassis back plate 11 and between the second sub-end plate 112 and the chassis back plate 11.
The first sub-board 111 is connected to the second sub-board 112 via an adjusting board 17, and the adjusting board 17 is a u-shaped adjusting board protruding toward the chassis back 11. In the present embodiment, the anti-creep tooth assembly 16 is specifically disposed on the front end surface of the second sub-end plate 112. When collision occurs, the climbing prevention teeth 161 contact with the collision interface, and under the action of collision compression load, the two energy-absorbing beams 12 behind the climbing prevention teeth are compressed by the second sub-end plate 112, and the second sub-end plate 112 drives the zigzag adjusting plate 17 to deform along with the progression of collision compression.
The adjusting plate 17 is connected to the first sub-end plate 111 and the second sub-end plate 112, and serves to adjust the sequence of the compression actions of the energy absorbing beams 12 on the underframe structure 1. In the collision for the energy-absorbing roof beam 12 that is located and prevents climbing tooth and constitutes 16 rear takes place compression deformation at first after, and second sub-end plate 112 drives several font regulating plates 17 and takes place to warp, and this in-process can not drive the energy-absorbing roof beam 12 of first sub-end plate 111 and its rear, and until first sub-end plate 111 and anti-climbing tooth 161 are located the coplanar, contact the collision interface after, promptly: when the compression deformation amount of the energy-absorbing beam 12 behind the anti-climbing tooth composition 16 reaches the height difference of the anti-climbing tooth composition 16, the energy-absorbing beam 12 behind the first sub-end plate 111 begins to be compressed and deformed. Thus, in the whole collision process, the anti-creeping teeth 161 can firstly contact the collision interface to provide stable interface interlocking force for structural collision, and meanwhile, the compression action relation of all the energy-absorbing beams 12 on the underframe structure 1 is conditioned to ensure that the energy-absorbing beams can realize sequential crushing.
In this embodiment, the number of the anti-climbing teeth 16 is specifically two, and one anti-climbing teeth 16 is disposed on the front end surface of each second sub-end plate 112, it should be noted that in other implementation manners, one anti-climbing teeth 16 may also be disposed, that is, the anti-climbing teeth 16 are disposed on the whole front end surface of the front end plate 110.
The front end plate 110 and the side frame 14 are connected by a bent plate 15, that is, the outer end of the second sub-end plate 112 is connected to the front end of the side frame 14 by the bent plate 15. If the side frame 14 and the second sub-end plate 112 are directly connected, the side frame 14 may tear at the connecting position during the crushing process of the underframe structure 1 during the deformation process. Through increasing the board 15 of bending, increased deformation buffer area for whole chassis structure 1, play the side rail 14 and adjust and warp, prevent that the structural connection point from tearing.
EXAMPLE III
Fig. 6 is a schematic structural diagram of a cab of a rail vehicle according to an embodiment of the present invention. Referring to fig. 1 to 6, the present embodiment provides a railway vehicle including a vehicle body and a cab, wherein the cab is connected at one end of the vehicle body.
The cab includes: skeleton texture 2 and the chassis structure 1 of welding in skeleton texture 2 bottom.
The chassis structure 1 has the same structure as the chassis structure provided in the second embodiment, and can bring about the same or similar technical effects, and details are not repeated herein, and specific reference may be made to the description of the first embodiment and the second embodiment.
Wherein, skeleton texture 2 specifically includes: the frame back plate 21 welded on the underframe back plate 11, two symmetrically arranged window side vertical beams 24, a window lower cross beam 25 connected between the two window side vertical beams 24, and a window lower side beam 26 positioned outside the window side vertical beams 24. The top end of the window side vertical beam 24 is connected to the framework back plate 21, and the bottom end of the window side vertical beam 24 is connected to the side edge beam 14. A bending process or welding boss 141 may be provided on side sill 14 for welding the bottom end of window jamb 24. One end of the window lower side beam 26 is connected to the window side vertical beam 24, and the other end of the window lower side beam 26 is connected to the skeleton back plate 21. That is, the window side sill 24 is a long beam, which is connected to the top of the cab from the upper plane of the underframe side member 14, and forms a stable structure together with the window lower cross member 25 and the window lower side member 26, which supports the underframe structure 1 and transmits load. In the collision process, when the underframe structure 1 is in the compression deformation process and is disturbed by the vertical load, the strong window side vertical beam 24 resists the underframe structure 1 to tilt and deform, and transmits the compression load and the vertical load to the roof and side wall structure of the vehicle in a dispersing way together with the window lower cross beam 25 and the window lower side beam 26, so that the section of the whole vehicle structure bears simultaneously, the crushing load transmission uniformity of the cab structure is improved, and the efficiency of the cab anti-collision working pressure is improved.
Referring to fig. 6, each of the window side uprights 24, the window lower cross member 25, and the window lower side member 26 has at least two bent portions protruding toward the outside of the cab, and the bent portions are formed as predetermined deformation points at which the framework structure 2 is crushed and deformed. Specifically, these bending points provide convenience for the streamlined shape of the vehicle outer shell on the one hand, and on the other hand, the important function is that these bending points are the preset control points of the crushing deformation of the cab framework structure 2. When the whole cab structure is compressed and deformed, the deformation of the framework structure 2 starts from the bending points, the deformation trend of the framework which can be controlled is created, and the chassis energy absorption failure caused by the unpredictable deformation mode of the framework is avoided. The deformation of the cab framework structure 2 also plays a certain energy absorption role, and the energy absorption total amount of the anti-collision cab structure is increased.
It is understood that the cab body is made up of two major components: chassis structure 1 and 2 assembly welding of skeleton texture form, during specific manufacturing, can set up the screw on skeleton backplate 21 and chassis backplate 11, set up the screw on body construction's the face of being connected with the cab, whole cab structure is after the assembly welding is accomplished, bolt through wearing to establish in the screw is in the same place cab and automobile body coupling together, realize the equipment of cab and automobile body, and can install cab floor, relevant equipment such as control cabinet in the space that skeleton texture 2 and chassis structure 1 enclose, install relevant spare parts such as glass steel dustcoat, cab front window, electrical apparatus in the outward appearance, in vehicle operation, the cab structure is responsible for bearing these equipment and load, have the bearing function. After the collision happens, the whole structure of the cab can be conveniently replaced and maintained.
In the cab in this embodiment, the anti-climbing teeth 161 are arranged on the front end face of the front end plate 110 of the underframe structure 1, the energy-absorbing beam 12 is arranged in the accommodating space defined by the underframe back plate 11, the front end plate 110 and the two side edge beams 14, so that the energy-absorbing beam 12 is arranged along the traveling direction of the railway vehicle, when the vehicle collides, the anti-climbing teeth 161 are engaged and transmit collision crushing load, under the collision crushing action of the train, because the energy-absorbing beam 12 is arranged in the accommodating space of the underframe structure 1, the energy-absorbing beam 12 can crush, deform and absorb energy, when the framework structure 2 contacts an impact interface, because at least two bending parts protruding towards the outside of the cab are arranged on the window side upright beam 24, the window lower cross beam 25 and the window lower side beam 26, the bending parts form preset deformation points of the framework structure 2, when the framework structure is compressed and deformed, the deformation of the framework structure 2 starts from the bending points, the controllable deformation trend of the framework is created, the chassis energy absorption failure caused by the unpredictable deformation mode of the framework is avoided, and the arrangement has a certain energy absorption effect, so that the energy absorption total amount of the cab structure is increased; meanwhile, the top end of the window side vertical beam 24 is connected to the framework structure 2, the bottom end of the window side vertical beam 24 is directly connected to the front end of the side edge beam 14 of the underframe structure 1,
one end of window lower side rail 26 is connected on window side vertical beam 24, the other end of window lower side rail 26 is connected on skeleton backplate 21, make whole skeleton texture 2 more stable, can support chassis texture 1 better, when chassis texture 1 is at compression deformation's in-process, when receiving the disturbance of vertical load, window side vertical beam 24 can resist chassis texture 1 and take place the perk deformation trend, and with window lower beam 25 and window lower side rail 26 with compression load, vertical load dispersion transmits the roof to the vehicle, the side wall is structural, make whole vehicle structure's section bear simultaneously, cab structure crushing load transmission homogeneity has been improved, through the aforesaid setting, make the cab not only have the bearing function, have anti-creep energy-absorbing function simultaneously, can effectively prevent the car climbing and take place, safety for the driver provides the assurance.
In a specific implementation, a window upper cross beam 22 is further arranged above the window lower cross beam 25, and the window upper cross beam 22 is connected between the two window side vertical beams 24. Wherein, the skeleton structure 2 is a symmetrical structure. In order to further enhance the structural strength and stability of the framework structure 2, an upper side support beam 28, a lower side support beam 29, and a window upper stringer 23 may be provided between the window side sill 24 and the framework back panel 21. The upper support beam 28 is located above the window lower beam 26, and the lower support beam 29 is located below the window lower beam 26. One end of the upper support beam 28 and one end of the lower support beam 29 are connected to the window-side vertical beam 24, respectively, and the other end of the upper support beam 28 and the other end of the lower support beam 29 are connected to the framework back plate 21, respectively. Among them, the window lower side member 26 may be substantially in the same plane as the window lower cross member 25. The small inclined beam 23 on the window is positioned above the upper side supporting beam 28, one end of the small inclined beam 23 on the window is connected with the window side vertical beam 24, and the other end of the small inclined beam 23 on the window is connected with the framework back plate 21. The window sills 23 can be in substantially the same plane as the window header 22.
In the present embodiment, each of the upper support beam 28 and the lower support beam 29 has at least two bent portions protruding toward the outside of the cab, and the bent portions of the upper support beam 28 and the lower support beam 29 form predetermined deformation points at which the framework structure 2 is crushed and deformed. The small oblique beam 23 on the window can also be provided with at least one bending part protruding towards the outside of the cab. These bending points, together with the bending points on the window side vertical beams 24, the window lower side beams 26, and the window lower cross beams 25, form preset control points for crushing deformation of the cab framework structure 2.
Further, a window lower upright beam 27 is provided below the window lower cross beam 25, the top end of the window lower upright beam 27 is connected to the window lower cross beam 25, and the bottom end of the window lower upright beam 27 is welded to the front end plate 110. The window lower vertical beam 27 is arranged, so that a better auxiliary supporting effect is achieved on the underframe structure 1. Specifically, a bending process or welding boss 1120 may be performed on the second sub-end plate 112 for mounting the window sill 27.
The framework structure 2 may be formed by assembling and welding the above beams, wherein the back panel 21 of the cab framework provides an end integrated environment for the composition of the framework structure 2 of the cab, and provides an installation interface for the whole cab structure. The framework structure 2 and the underframe structure 1 are formed by welding the framework back plate 21 and the underframe back plate 11 at an interface position, meanwhile, the end part of the window side vertical beam 24 is positioned on the side edge beam 14 of the underframe structure 1 and is assembled and welded, and the end part of the window lower vertical beam 27 is positioned on the front end plate 110 of the underframe structure 1 and is assembled and welded.
The deformation process of the cab when being impacted is described in detail below, and referring to fig. 1 to 6,
when a collision accident occurs to a train, firstly, the energy is absorbed by a coupler buffer device positioned on a train body structure, and when the collision energy exceeds the energy absorption capacity of the coupler buffer device, under the continuous collision and crushing action of the train, a cab structure enters a collision area, and the crushing and deformation process of the cab structure is started.
When the cab structure enters the impact area, firstly, the anti-climbing teeth 161 of the anti-climbing teeth assembly 16 on the underframe structure 1 contact the collision interface, and the energy-absorbing beam 12 behind the anti-climbing teeth assembly 16 is compressed under the action of the impact force. Then, in the further compression process of the energy-absorbing beam 12 behind the anti-creeping teeth 16, the second sub-end plate 112 drives the n-shaped adjusting plate 17 to deform, but does not drive the first sub-end plate 111 and the energy-absorbing beam 12 behind the first sub-end plate 111 to compress until the first sub-end plate 111 and the anti-creeping teeth 161 are located on the same plane and contact with a collision interface, that is: when the compression deformation amount of the energy-absorbing beam 12 behind the anti-climbing tooth composition 16 reaches the height difference of the anti-climbing tooth composition 16, the energy-absorbing beam 12 behind the first sub-end plate 111 begins to be compressed and deformed.
Then, the cab framework structure 2 contacts an impact interface, the whole cab structure is crushed integrally under the action of impact force, and all side beams and the window lower cross beams 25 of the cab framework structure 2 are compressed inwards along the bending positions; the window side upright member 24 of the cab skeleton structure 2 is twisted outward in accordance with the concave deformation operation of the underframe side member 14, and is deformed so as to be folded inward along the bent portion into the entire cab interior. In the process, the window side vertical beam 24 and the window lower vertical beam 27 are always effectively connected with the underframe structure 1 and keep an upright posture, and the window side vertical beam and the window lower vertical beam play a role in effectively supporting the underframe structure 1.
Finally, after the energy absorption beam 12 before the transition beam 13 is compressed, the energy absorption beam 12 after the transition beam 13 is further compressed under the action of impact force, the compression deformation of the cab framework structure 2 is further intensified until the whole cab structure is completely compacted, the anti-collision cab structure completes the deformation energy absorption function, and the whole collision process is consistent and keeps a compression deformation mode with controllable sequence.
The cab structure of the invention has the following advantages:
(1) in the prior art, the anti-climbing device is located at the front end of the main structure of the cab, the main structure of the cab is a bearing structure, the bearing function is mainly borne, the anti-collision function is mainly borne by the anti-climbing device, and in a given vehicle design space, namely in a cab design space L with the same length, if the anti-climbing device needs to occupy L1, the design space of the main structure of the cab is only left L-L1, which results in smaller main space of the cab. The cab structure provided by the embodiment makes full use of the design space of the vehicle, and realizes that the cab has two functions of bearing and anti-collision buffering and energy absorption. The length of the car body of the rail car is limited by the operation environment and the like, and is usually a fixed value. This cab structure has realized bearing and crashproof function integration design, extends the design space of the anti-creep device of cab major structure outside the needs of prior art's cab into cab major structure design, has increased cab inner space limitedly for the driver can have a more comfortable and spacious operating space.
Meanwhile, the whole cab main body structure of the embodiment forms an anti-collision energy absorption structure, so that the whole compression can be realized, the effective working stroke of the energy absorption structure is expanded, the anti-collision energy absorption total amount is improved, and the passive safety requirement of higher-speed collision in vehicle operation can be met.
(2) The cab not only can realize sequential deformation energy absorption, but also has certain anti-climbing capability. The energy absorption beam 12 of the cab underframe structure 1 can realize sequential crushing deformation through mutual matching of all components, and has certain capability of resisting vertical load; the cab framework structure 2 located above the underframe effectively improves the capability of resisting vertical load of the underframe structure 1 by enhancing the design structural strength of the window side vertical beam and the window lower cross beam 25, and transmits compression load on the whole vehicle section more uniformly; the bending position and the bending degree of the bent beam of the framework structure 2 are controlled, so that the framework structure 2 is matched with the chassis structure 1 to generate controllable overall deformation in the impact deformation process, and the supporting function of the chassis structure 1 is always kept.
(3) In practical application, the design can be changed rapidly and flexibly to generate a new anti-collision cab. The size and the energy absorption total amount of the cab structure are quickly adjusted by adjusting the number and the size of the energy absorption beams 12, so that the design requirements of different vehicles are met, and the design and production efficiency is improved.
(4) The whole cab is an independent module structure, and independent production, assembly, replacement and maintenance can be realized. In addition, after a collision accident occurs, the energy absorption beam with the part deformed in an uncompressed mode can be detached for continuous use, and therefore maintenance cost is saved.
It should be noted that the various embodiments provided by the present invention may be combined with each other. Details of the same or similar concepts or processes may not be repeated in some embodiments.
In the description of the present invention, it is to be understood that the terms "upper", "lower", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like, indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, are only for convenience in describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. In the description of the present invention, "a plurality" means two or more unless specifically stated otherwise.
The terms "first" and "second" in the description and claims of the present application and the above-described drawings are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the application described herein are, for example, capable of operation in sequences other than those illustrated or otherwise described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; while the invention has been described in detail and with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present invention.
Claims (5)
1. A cab underframe structure of a railway vehicle, comprising: the chassis comprises two symmetrically arranged side beams, an underframe back plate connected between the rear ends of the two side beams, and a front end plate connected between the front ends of the two side beams;
the front end face of the front end plate is provided with anti-climbing teeth, the two side beams, the underframe back plate and the front end plate jointly enclose an accommodating space, an energy absorption beam is arranged in the accommodating space, and the energy absorption beam is connected between the underframe back plate and the front end plate;
at least one transition beam is arranged in the accommodating space and connected between the two side edge beams so as to divide the accommodating space into at least two energy absorption areas, the energy absorption beam is arranged in each energy absorption area, and each energy absorption beam is arranged along the advancing direction of a railway vehicle;
the front end plate comprises a first sub end plate and second sub end plates positioned on two sides of the first sub end plate, and the front ends of the side beams are connected with the outer ends of the second sub end plates;
the energy absorption beams are arranged between the first sub-end plate and the underframe back plate and between the second sub-end plate and the underframe back plate;
the first sub end plate is connected with the second sub end plate through an adjusting plate, and the adjusting plate is a U-shaped adjusting plate protruding towards the bottom frame back plate;
the anti-climbing teeth are arranged on the front end face of the second sub-end plate;
a bending plate is connected between the front end plate and the side edge beam;
the energy absorbing beam includes: a cylindrical housing and at least one partition located inside the housing;
a cross-sectional area of the housing in a direction from a rear end of the cab to a front end of the cab is gradually reduced; the partition plate is connected with the inner wall of the shell, and the plate surface direction of the partition plate is perpendicular to the advancing direction of the rail vehicle;
a V-shaped notch is formed in the outer wall of the part of one end, facing the front of the railway vehicle, of the shell, and a corner plate matched with the V-shaped notch in shape is welded on the V-shaped notch;
the cross section of the shell is quadrilateral, the shell comprises two end plates and four side walls which are sequentially connected, the four side walls enclose a hollow cylinder with two open ends, and the two end plates are respectively welded on the two open ends of the hollow cylinder;
the top surface and the symmetrical surface of the energy-absorbing beam are horizontally arranged, two side surfaces of the energy-absorbing beam are inclined surfaces, and the energy-absorbing beam is in a square tower shape.
2. The cab underframe structure of a railway vehicle according to claim 1, wherein an included angle between two side walls of the V-shaped notch ranges from 90 ° to 150 °.
3. The cab underframe structure of a railway vehicle as claimed in claim 1, wherein the side of the partition plate connected to the housing has an outwardly extending protrusion, and the side wall of the housing is provided with a through groove for the protrusion to protrude.
4. The cab underframe structure of a railway vehicle according to claim 1, wherein the number of the partitions is at least two, and at least two of the partitions are arranged at intervals along a traveling direction of the railway vehicle.
5. A railway vehicle comprising a vehicle body and a cab attached to one end of the vehicle body, the cab including the cab underframe structure of the railway vehicle of claim 1.
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| CN201810848237.3A CN109094602B (en) | 2018-07-27 | 2018-07-27 | Energy absorption beam, cab underframe structure of railway vehicle and railway vehicle |
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| CN112744252B (en) * | 2019-10-31 | 2022-07-01 | 中车唐山机车车辆有限公司 | Vehicle front end energy-absorbing device and vehicle |
| CN112977524B (en) * | 2019-12-16 | 2022-08-30 | 中车唐山机车车辆有限公司 | Rail vehicle and vehicle end energy absorption structure thereof |
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