CN109177994B - Car end skeleton texture and have its rail vehicle - Google Patents
Car end skeleton texture and have its rail vehicle Download PDFInfo
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- CN109177994B CN109177994B CN201811039094.8A CN201811039094A CN109177994B CN 109177994 B CN109177994 B CN 109177994B CN 201811039094 A CN201811039094 A CN 201811039094A CN 109177994 B CN109177994 B CN 109177994B
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- 238000000034 method Methods 0.000 description 3
- 230000008901 benefit Effects 0.000 description 2
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- 230000004048 modification Effects 0.000 description 2
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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
- B61D17/06—End walls
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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
-
- 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
- B61D17/12—Roofs
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Wood Science & Technology (AREA)
- Body Structure For Vehicles (AREA)
Abstract
The invention provides a vehicle end framework structure and a railway vehicle with the same, wherein the vehicle end framework structure comprises: the vehicle roof structure is a curved beam structure; the upper part of the end energy-absorbing structure is connected with the roof structure, and the lower end of the end energy-absorbing structure is connected with the underframe of the railway vehicle. According to the technical scheme provided by the invention, during collision, the upper end of the end energy-absorbing structure is connected with the roof structure, and the lower end of the end energy-absorbing structure is connected with the underframe to form a stable whole, so that the phenomenon that the parts of the railway vehicle are separated under the action of collision force is prevented. In summary, the technical scheme of the invention can solve the problem that the collision performance of the vehicle end framework structure in the prior art cannot meet the current requirements.
Description
Technical Field
The invention relates to the technical field of railway vehicles, in particular to a vehicle end framework structure and a railway vehicle with the same.
Background
With the high-speed development of the fields of rail transit and the like in China, the running safety problem of people is more and more paid attention to while people travel conveniently. Rail transit vehicles such as subways and the like are large in passenger capacity and high in running speed, and large casualties and property losses are often caused once collision accidents occur. The accidents such as rear-end collision of trains in recent years fully indicate that even if a series of measures are taken in the aspects of active protection such as signal control, dispatch management and programmed management, the collision accidents of trains can not be completely avoided, and in such a case, the performance of the passive safety protection device serving as a life and property safety final guard of passengers is particularly important.
Statistics show that rail transit vehicles and the like need to absorb large energy in the collision process, and therefore, the collision performance of the end framework structure of the vehicle and the weight of the end framework structure are important indexes for measuring the quality of the end framework structure of the vehicle. Along with the continuous speed increasing of rail transit vehicles, the requirements on the collision performance and the weight of the end framework structure of the vehicles are also higher and higher.
Aiming at the technical problem that the collision performance of the vehicle end framework structure in the related art cannot meet the current requirements, no solution is obtained.
Disclosure of Invention
The invention provides a vehicle end framework structure and a railway vehicle with the same, which are used for solving the problem that the collision performance of the vehicle end framework structure in the prior art cannot meet the current requirements.
In order to solve the above problems, according to one aspect of the present invention, there is provided a vehicle end skeleton structure comprising: the vehicle roof structure is a curved beam structure; the upper part of the end energy-absorbing structure is connected with the roof structure, and the lower end of the end energy-absorbing structure is connected with the underframe of the railway vehicle.
Further, the end energy absorbing structure includes: the first energy absorption column body is welded with the roof structure at a first end and welded with the underframe at a second end; and the first end of the second energy absorption column body is welded with the roof structure, and the second end of the second energy absorption column body is welded with the underframe.
Further, two second energy-absorbing columns are arranged at intervals, two first energy-absorbing columns are arranged at intervals, and two first energy-absorbing columns are located between the two second energy-absorbing columns.
Further, the vehicle end framework structure further comprises a connecting plate, a first end of the connecting plate is connected with the first energy absorption column body, and a second end of the connecting plate is connected with the roof structure.
Further, the first end of the connecting plate is welded to two side surfaces of the first energy-absorbing column body in the vehicle width direction, and the second end of the connecting plate is welded to two adjacent side surfaces in the roof structure.
Further, an included angle between the length direction of the connecting plate and the length direction of the first energy-absorbing column is an obtuse angle, and the second end of the connecting plate extends towards the direction of the roof structure.
Further, an included angle between the top surface of the first end of the first energy-absorbing column and the length direction of the first energy-absorbing column is an obtuse angle, and one end of the top surface of the first end of the first energy-absorbing column faces the roof structure.
Further, the two ends of the roof structure are connected with the second energy-absorbing column body, and the middle part of the roof structure is connected with the first energy-absorbing column body through a connecting plate.
Further, the vehicle end framework structure further comprises an anti-expansion plate, the anti-expansion plate is of a plate type structure, and two ends of the anti-expansion plate are respectively connected with a second energy absorption column body.
Further, two openings are formed in the middle of the anti-expansion plate and located on the side edges of the anti-expansion plate, and the two first energy-absorbing columns penetrate through the openings respectively and are connected with the anti-expansion plate.
Further, the width of the two ends of the anti-expansion plate is smaller than the width of the middle part of the anti-expansion plate.
Further, the vehicle end framework structure further comprises a connecting beam, the cross section of the connecting beam is U-shaped, one end of the connecting beam is connected with the first energy-absorbing column, and the other end of the connecting beam is connected with the second energy-absorbing column.
Further, the roof bow, the anti-telescoping plate, the first energy absorbing column and the second energy absorbing column form a closed frame structure.
According to another aspect of the present invention there is provided a railway vehicle comprising a vehicle end skeleton structure, the vehicle end skeleton structure being any one of the vehicle end skeleton structures described above.
By applying the technical scheme of the embodiment, when collision occurs, the upper end of the end energy-absorbing structure is connected with the roof structure, the lower end of the end energy-absorbing structure is connected with the underframe to form a stable whole, and the phenomenon that the parts of the railway vehicle are separated under the action of collision force is prevented. In conclusion, by applying the technical scheme of the invention, the technical effects of improving the collision performance of the vehicle end framework structure and ensuring the personal safety of passengers are achieved.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description serve to explain the application. In the drawings:
fig. 1 shows a schematic structural diagram of a vehicle end skeleton structure provided by the invention;
FIG. 2 shows an exploded view of the end skeleton structure of FIG. 1;
FIG. 3 shows a schematic diagram of the limiting stress of the end frame structure of FIG. 1;
fig. 4 shows a second extreme stress diagram of the vehicle end skeleton structure in fig. 1.
Wherein the above figures include the following reference numerals:
80. An end energy absorbing structure; 90. a roof structure; 81. a first energy absorbing column; 82. a second energy absorbing column; 83. a connecting plate; 84. an anti-telescoping plate; 85. and connecting the cross beams.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. It will be apparent that the described embodiments are only some, but not all, embodiments of the invention. The following description of at least one exemplary embodiment is merely exemplary in nature and is in no way intended to limit the invention, its application, or uses. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
As shown in fig. 1 and 2, an embodiment of the present invention provides a vehicle end skeleton structure, which mainly includes: roof structure 90 and end energy-absorbing structure 80, wherein roof structure 90 is the curved beam structure, and end energy-absorbing structure 80 upper portion is connected with roof structure 90, and the lower extreme of end energy-absorbing structure 80 is connected with the chassis of rail vehicle.
First, an explanation will be made with respect to the end energy absorbing structure 80 of the vehicle end skeleton structure:
As shown in fig. 1 and 2, the end energy absorbing structure 80 includes: a first energy absorbing column 81 and a second energy absorbing column 82, wherein a first end of the first energy absorbing column 81 is welded to the roof structure 90, a second end of the first energy absorbing column 81 is welded to the chassis, and a first end of the second energy absorbing column 82 is also welded to the roof structure 90, and a second end of the second energy absorbing column 82 is also welded to the chassis. The design strengthens the connection stability of the vehicle end framework structure, namely, the end energy absorption structure 80, the roof structure 90 and the underframe of the vehicle end framework form a stable connection relationship and form a closed frame structure. At this time, when the end energy-absorbing structure 80 receives the impact extrusion force, the end energy-absorbing structure 80 can transmit the impact force to the whole frame structure, so as to avoid the impact force from being concentrated in a certain place, and the end energy-absorbing structure 80 is extremely damaged.
For the above-mentioned second energy-absorbing columns 82, in an alternative example, two second energy-absorbing columns 82 are provided, two second energy-absorbing columns 82 are disposed at a distance, and the second energy-absorbing columns 82 are used for welding with the side wall structure of the railway vehicle. By the design, the end energy absorption structure 80 and the side wall structure of the railway vehicle form a stable welding relationship, and the connection stability of the end structure of the railway vehicle is further enhanced.
Based on the above example of the second energy absorbing columns 82, in another alternative example, the number of the first energy absorbing columns 81 is at least two, the at least two first energy absorbing columns 81 are located between the two second energy absorbing columns 82, and the at least two first energy absorbing columns 81 are symmetrically disposed along the vehicle width direction of the railway vehicle. This design allows the first energy absorbing column 81 to be stably connected to the roof structure 90 and the underframe structure of the rail vehicle. Avoid the too concentrated of first energy-absorbing cylinder 81, lead to rail vehicle's car end skeleton texture to appear "collision leak", that is, avoid collision point and the too big distance of first energy-absorbing cylinder 81, lead to the unable effectual effect that plays the collision energy-absorbing of first energy-absorbing cylinder 81, and then make the collided thing destroy rail vehicle, harm the personnel of taking the bus.
Finally, as shown in fig. 1, in a preferred example of the present embodiment, two second energy absorbing columns 82 are provided, two first energy absorbing columns 81 are provided at intervals, and two first energy absorbing columns 81 are located between two second energy absorbing columns 82. By the design, the number and the positions of the first energy-absorbing column 81 and the second energy-absorbing column 82 are precisely balanced. That is, the design of the number and positions of the first and second energy-absorbing cylinders 81 and 82 satisfies the collision performance of the railway vehicle while reducing unnecessary costs of the railway vehicle and avoiding the occurrence of the influence of the view range of the railway vehicle due to the improper number and positions of the first and second energy-absorbing cylinders 81 and 82.
Next, explanation is made with respect to the roof structure 90 of the vehicle end skeleton structure:
As shown in fig. 1 and 2, the roof structure 90 is a curved beam structure, and based on this, the roof structure 90 in the embodiment is simple in structure, easy to install and convenient to manufacture.
Furthermore, as shown in fig. 1 and 2, the roof structure 90 is connected at both ends to the second energy-absorbing cylinders 82, it being understood that in an alternative example, the line of projection of the two second energy-absorbing cylinders 82 onto a plane parallel to the chassis matches the projection of the roof structure 90 onto a plane parallel to the chassis.
It should be noted that: the line of projection of the two second energy-absorbing cylinders 82 and the two first energy-absorbing cylinders 81 on a plane parallel to the underframe of the rail vehicle encloses a trapezoid structure, it being understood that in another alternative example the line of projection of the two first energy-absorbing cylinders 81 and the roof structure 90 on a plane parallel to the underframe of the rail vehicle encloses a trapezoid structure. By the design, the horizontal section of the railway vehicle end is provided with a certain radian, the middle of the railway vehicle end is protruded, and two sides of the railway vehicle end are recessed, so that the adjacent railway vehicles turn, namely, the edge of the railway vehicle end is prevented from collision when the adjacent railway vehicles turn. The technical effect of increasing the stability of the vehicle end framework structure and the collision performance of the railway vehicle is also achieved.
That is, the first energy absorbing cylinder 81 does not coincide with the roof structure 90 in a plane parallel to the undercarriage of the rail vehicle. However, the first end of the first energy-absorbing column 81 is welded to the roof structure 90, so that in this embodiment, the end skeleton structure may further include a connecting plate 83, and the middle portion of the roof structure 90 is connected to the first energy-absorbing column 81 by the connecting plate 83. The design is such that the first energy absorbing column 81 is naturally connected to the roof structure 90 without overlapping the first energy absorbing column 81 with the roof structure 90 in a plane parallel to the underframe of the railway vehicle and without affecting the connection of the first energy absorbing column 81 perpendicular to the underframe plane.
Further, explanation will be made with respect to the connection plate 83 of the vehicle end skeleton structure:
As shown in fig. 1 and 2, the vehicle end skeleton structure includes a web 83 having a first end connected to the first energy absorbing cylinder 81 and a second end of the web 83 connected to the roof structure 90. So as to achieve the technical effect of enabling the first energy-absorbing column 81 to be naturally connected with the roof structure 90 under the condition that the first energy-absorbing column 81 and the roof structure 90 are not overlapped on a plane parallel to the underframe of the railway vehicle and the connection structure of the first energy-absorbing column 81 perpendicular to the plane of the underframe is not affected.
In particular with respect to the particular manner in which the web 83 is connected to the roof structure 90 and the first energy-absorbing column 81, in an alternative example, a first end of the web 83 is welded to two sides of the first energy-absorbing column 81 in the vehicle width direction and a second end of the web 83 is welded to two adjacent sides of the roof structure 90. In addition, the design makes the connecting plate 83 connect with the adjacent two side surfaces of the roof structure 90 at the same time, so that the connection strength between the connecting plate 83 and the roof structure 90 is enhanced.
It should be noted that: the second end of the connecting plate 83 may be welded to one side of the roof structure 90, to three adjacent sides of the roof structure 90, or to each side of the roof structure, without limitation.
In the case that the first energy-absorbing column 81 and the roof structure 90 do not overlap on a plane parallel to the underframe of the railway vehicle, in this embodiment, as shown in fig. 1 and 2, an included angle between the length direction of the connecting plate 83 and the length direction of the first energy-absorbing column 81 is an obtuse angle, and the second end of the connecting plate 83 extends toward the roof structure 90.
To match the angle between the web 83 and the first energy-absorbing cylinder 81 in the above embodiment, in one example, the angle between the top surface of the first end of the first energy-absorbing cylinder 81 and the longitudinal direction of the first energy-absorbing cylinder 81 is an obtuse angle, and one end of the top surface of the first end of the first energy-absorbing cylinder 81 faces the roof structure 90. At this time, the first end of the first energy absorbing cylinder 81 forms a matched structure with the connection plate 83. Further, in an alternative example, the top surface of the first end of the first energy absorbing cylinder 81 contacts the roof structure 90 toward one end of the roof structure 90.
Furthermore, in the above example, as shown in fig. 1 and 2, the projection of the first end of the first energy absorbing cylinder 81 on a plane parallel to the side wall of the railway vehicle is triangular.
It should be noted that: the end frame structure may further include an anti-telescoping plate 84 and a connecting beam 85 for more stability.
Further, explanation is made with respect to the expansion-resistant plate 84 of the vehicle end skeleton structure:
As shown in fig. 1 and 2, the anti-telescoping plate 84 has a plate-type structure, and two ends thereof are respectively connected to a second energy absorbing cylinder 82. This design strengthens the connection strength of the second energy absorbing column 82 and relieves the connection pressure of the roof structure 90 to the second energy absorbing main body. In addition, the middle of the anti-expansion plate 84 is provided with two openings at the side edges thereof, and the two first energy absorbing columns 81 respectively pass through the openings and are connected with the anti-expansion plate 84. By the design, the anti-expansion plate 84 is connected with the second energy-absorbing column 82 and the first energy-absorbing column 81, so that the overall connectivity of the vehicle end framework structure is further enhanced.
It should be noted that: the plate type mechanism of the anti-expansion plate 84 is an integral structure, that is, in the present embodiment, the anti-expansion plate 84 is not formed by combining a plurality of plates, but the anti-expansion plate 84 is an integral structure, so the integral anti-expansion plate 84 has the advantage of easy molding; in addition, because the anti-telescoping plate 84 has an integral structure, the number of connecting steps with the end energy absorbing structure 80 is reduced compared with the anti-telescoping plate 84 having a multi-stage structure, and therefore the integral anti-telescoping plate has the advantage of easy installation; and, the anti-expansion plate 84 makes the end energy absorbing structure 80 connected with the anti-expansion plate 84 more stable due to the integral structure, i.e. the connection relationship of the end energy absorbing structure 80 is further strengthened.
It should be noted that: the middle of the anti-telescoping plate 84 may be provided with two openings to accommodate the first energy absorbing cylinder 81, or two through holes to accommodate the first energy absorbing cylinder 81. The present invention is not particularly limited herein.
With respect to the shape of the anti-telescoping plate 84, the width of the ends of the anti-telescoping plate 84 is smaller than the width of the middle of the anti-telescoping plate 84 in this embodiment.
For the case where the line of projection of the two second energy absorbing cylinders 82 and the two first energy absorbing cylinders 81 on a plane parallel to the undercarriage of the rail vehicle encloses a trapezoid structure, in an alternative example, the projection of the anti-telescoping plate 84 on a plane parallel to the undercarriage is trapezoid with the bottom edge of the anti-telescoping plate 84 facing the interior of the railcar and the top edge of the anti-telescoping plate 84 facing the direction of travel of the railcar. The design enables the shape of the anti-expansion plate 84 to be matched with the position relation of the first energy absorption column 81 and the second energy absorption column 82.
For the vertical position of the anti-telescoping panel 84, in another alternative example, the top surface of the anti-telescoping panel 84 is spaced from the roof side rail panel of the roof structure 90 by a distance in a plane parallel to the side walls of the rail vehicle, wherein the distance is preferably zero.
Further, explanation is made with respect to the connecting beam 85 of the vehicle end skeleton structure:
as shown in fig. 1 and 2, the cross section of the connecting beam 85 is U-shaped, one end of which is connected to the first energy absorbing column 81 and the other end of which is connected to the second energy absorbing column 82. In addition, the cross section of the connecting beam 85 may be Z-shaped, and is not particularly limited herein.
In an alternative example, the vehicle end skeleton structure includes four connecting beams 85, wherein two connecting beams 85 connect the first energy absorbing column 81 and the second energy absorbing column 82 side by side in the vertical direction, and the other two connecting beams 85 connect the other first energy absorbing column 81 and the other second energy absorbing column 82 side by side in the vertical direction.
In addition, the opening directions of the four connecting beams 85 may be identical or non-identical with respect to the connecting beam 85 having the U-shaped cross section. In the above example, the opening directions of the two connecting beams 85 disposed side by side in the vertical direction are not uniform, and the opening of one connecting beam 85 is directed toward the cabin interior and the opening direction of the other connecting beam 85 is directed toward the chassis.
Finally, the roof structure 90, the anti-telescoping panel 84, the first energy-absorbing column 81 and the second energy-absorbing column 82 in this embodiment form a closed frame structure. Further improves the collision performance of the vehicle end framework structure and ensures the personal safety of passengers.
As shown in fig. 3 and 4, it is known through many experiments that the following two stress concentration areas are provided in the vehicle end skeleton structure of the railway vehicle.
First, the connection between the first energy-absorbing column 81 and the roof structure 90 is a stress concentration area on the vehicle end framework structure, and the connection between the first energy-absorbing column 81 and the roof structure 90 is reinforced by arranging a connection plate 83 according to the stress distribution characteristics of the stress concentration area, so as to improve the connection strength between the first energy-absorbing column 81 and the roof structure 90. In addition, the roof structure 90 is configured as a curved beam structure, so as to improve the connection adaptability between the second energy-absorbing column 82 and the roof structure 90, and further improve the connection strength of the vehicle end framework structure.
Secondly, the area of the first energy-absorbing column 81 close to the underframe of the railway vehicle is also a stress concentration area on the vehicle end framework structure, aiming at the stress distribution characteristics of the area, the first energy-absorbing column 81 is welded with the underframe, and a connecting beam 85 with a U-shaped cross section is arranged to connect the first energy-absorbing column 81 and the second energy-absorbing column 82 so as to form a framework structure, so that the connection strength of the vehicle end framework is improved, the collision performance of the vehicle end framework structure is improved, and the personal safety of passengers is ensured.
Still another embodiment of the present invention provides a railway vehicle, including a vehicle end skeleton structure, wherein the vehicle end skeleton structure provided in the foregoing embodiment of the present invention. Through the technical scheme of the embodiment, during collision, the upper end of the end energy-absorbing structure 80 is connected with the roof structure 90, and the lower end of the end energy-absorbing structure 80 is connected with the underframe to form a stable whole, so that the phenomenon that the components of the railway vehicle are separated under the action of collision force is prevented. In conclusion, by applying the technical scheme of the invention, the technical effects of improving the collision performance of the vehicle end framework structure of the railway vehicle and ensuring the personal safety of passengers are achieved.
The above description is only of the preferred embodiments of the present invention and is not intended to limit the present invention, but various modifications and variations can be made to the present invention by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of exemplary embodiments according to the present application. As used herein, the singular is also intended to include the plural unless the context clearly indicates otherwise, and furthermore, it is to be understood that the terms "comprises" and/or "comprising" when used in this specification are taken to specify the presence of stated features, steps, operations, devices, components, and/or combinations thereof.
The relative arrangement of the components and steps, numerical expressions and numerical values set forth in these embodiments do not limit the scope of the present invention unless it is specifically stated otherwise. Meanwhile, it should be understood that the sizes of the respective parts shown in the drawings are not drawn in actual scale for convenience of description. Techniques, methods, and apparatus known to one of ordinary skill in the relevant art may not be discussed in detail, but should be considered part of the specification where appropriate. In all examples shown and discussed herein, any specific values should be construed as merely illustrative, and not a limitation. Thus, other examples of the exemplary embodiments may have different values. It should be noted that: like reference numerals and letters denote like items in the following figures, and thus once an item is defined in one figure, no further discussion thereof is necessary in subsequent figures.
In the description of the present invention, it should be understood that the azimuth or positional relationships indicated by the azimuth terms such as "front, rear, upper, lower, left, right", "lateral, vertical, horizontal", and "top, bottom", etc., are generally based on the azimuth or positional relationships shown in the drawings, merely to facilitate description of the present invention and simplify the description, and these azimuth terms do not indicate and imply that the apparatus or elements referred to must have a specific azimuth or be constructed and operated in a specific azimuth, and thus should not be construed as limiting the scope of protection of the present invention; the orientation word "inner and outer" refers to inner and outer relative to the contour of the respective component itself.
Spatially relative terms, such as "above … …," "above … …," "upper surface on … …," "above," and the like, may be used herein for ease of description to describe one device or feature's spatial location relative to another device or feature as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements described as "above" or "over" other devices or structures would then be oriented "below" or "beneath" the other devices or structures. Thus, the exemplary term "above … …" may include both orientations "above … …" and "below … …". The device may also be positioned in other different ways (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.
In addition, the terms "first", "second", etc. are used to define the components, and are only for convenience of distinguishing the corresponding components, and the terms have no special meaning unless otherwise stated, and therefore should not be construed as limiting the scope of the present invention.
Claims (8)
1. A vehicle end skeleton structure, comprising:
a roof structure (90), the roof structure (90) being a curved beam structure;
An end energy absorbing structure (80), the upper portion of the end energy absorbing structure (80) being connected to the roof structure (90), the lower end of the end energy absorbing structure (80) being connected to the undercarriage of the rail vehicle;
The end energy absorbing structure (80) includes:
a first energy absorbing column (81) welded at a first end to the roof structure (90) and at a second end to the underframe;
A second energy absorbing column (82) welded at a first end to the roof structure (90) and at a second end to the underframe; the two energy-absorbing columns (82) are arranged at intervals, the two first energy-absorbing columns (81) are arranged at intervals, and the two first energy-absorbing columns (81) are positioned between the two second energy-absorbing columns (82);
The vehicle end framework structure further comprises a connecting plate (83), a first end of the connecting plate (83) is connected with the first energy absorption column body (81), and a second end of the connecting plate (83) is connected with the roof structure (90); the first end of the connecting plate (83) is welded with two side surfaces of the first energy absorption column (81) in the vehicle width direction, and the second end of the connecting plate (83) is welded with two adjacent side surfaces in the roof structure (90); an included angle between the length direction of the connecting plate (83) and the length direction of the first energy absorption column (81) is an obtuse angle, and the second end of the connecting plate (83) extends towards the direction of the roof structure (90);
the vehicle end framework structure further comprises an anti-expansion plate (84), the anti-expansion plate (84) is of a plate type structure, the plate type structure is of an integrated structure, and two ends of the plate type structure are respectively connected with one second energy absorption column body (82).
2. The vehicle end skeleton structure of claim 1, wherein an angle between a top surface of the first end of the first energy-absorbing cylinder (81) and a longitudinal direction of the first energy-absorbing cylinder (81) is an obtuse angle, and one end of the top surface of the first end of the first energy-absorbing cylinder (81) faces the roof structure (90).
3. The vehicle end framework structure according to claim 1, characterized in that both ends of the roof structure (90) are connected to the second energy absorbing column (82), and a middle portion of the roof structure (90) is connected to the first energy absorbing column (81) through the connecting plate (83).
4. The vehicle end framework structure according to claim 1, characterized in that the middle part of the anti-telescoping plate (84) is provided with two openings at the side edges thereof, wherein two first energy absorbing columns (81) respectively pass through the openings and are connected with the anti-telescoping plate (84).
5. The vehicle end frame structure according to claim 1, wherein the width of both ends of the anti-telescoping plate (84) is smaller than the width of the middle portion of the anti-telescoping plate (84).
6. The vehicle end skeleton structure according to claim 1, further comprising a connecting beam (85), wherein the cross section of the connecting beam (85) is U-shaped, one end thereof being connected to the first energy absorbing column (81) and the other end thereof being connected to the second energy absorbing column (82).
7. The vehicle end skeleton structure of claim 1, wherein the roof structure (90), the anti-telescoping panel (84), the first energy absorbing column (81) and the second energy absorbing column (82) form a closed frame structure.
8. A rail vehicle comprising a vehicle end skeleton structure, characterized in that the vehicle end skeleton structure is a vehicle end skeleton structure as claimed in any one of claims 1 to 7.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811039094.8A CN109177994B (en) | 2018-09-06 | 2018-09-06 | Car end skeleton texture and have its rail vehicle |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811039094.8A CN109177994B (en) | 2018-09-06 | 2018-09-06 | Car end skeleton texture and have its rail vehicle |
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| Publication Number | Publication Date |
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| CN109177994A CN109177994A (en) | 2019-01-11 |
| CN109177994B true CN109177994B (en) | 2024-05-28 |
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| CN201811039094.8A Active CN109177994B (en) | 2018-09-06 | 2018-09-06 | Car end skeleton texture and have its rail vehicle |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN109177994A (en) | 2019-01-11 |
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