CN110758447B - Rail vehicle end part bearing energy absorption structure and rail vehicle - Google Patents
Rail vehicle end part bearing energy absorption structure and rail vehicle Download PDFInfo
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- CN110758447B CN110758447B CN201910971381.0A CN201910971381A CN110758447B CN 110758447 B CN110758447 B CN 110758447B CN 201910971381 A CN201910971381 A CN 201910971381A CN 110758447 B CN110758447 B CN 110758447B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F19/00—Wheel guards; Bumpers; Obstruction removers or the like
- B61F19/04—Bumpers or like collision guards
Abstract
The invention relates to a railway vehicle end part bearing energy absorption structure and a railway vehicle, which comprise an end part underframe, a cab skeleton and an energy absorption device, wherein N-stage progressive open slots for induced deformation are arranged on the end part underframe from front to back along the longitudinal direction of a vehicle body, and N is more than or equal to 2. According to the invention, through the optimized design of the end underframe structure, the end underframe not only has good performance of transmitting longitudinal force, but also has the characteristic of multistage progressive energy absorption, can generate orderly and controllable plastic deformation to absorb energy when collision occurs, is beneficial to improving the energy absorption effect, and provides effective support for the energy absorption capacity and the anti-climbing capacity of the whole vehicle, thereby ensuring the energy absorption under the disaster impact working condition, avoiding the climbing risk and ensuring the safety of passengers.
Description
Technical Field
The invention relates to a bearing energy-absorbing structure at the end part of a railway vehicle, belonging to the technical field of railway vehicle manufacturing.
Background
In recent years, with the rapid development of domestic rail transit, the requirements on the operation safety of vehicles are continuously improved. The rail transit vehicle has large mass and long grouping, and once a collision accident occurs, the huge impact kinetic energy of the rail transit vehicle can cause unforeseen consequences. Two parts should be considered for train safety operation: active security and passive security. The active safety mainly comprises measures such as a network and train control system of the train, a reasonable and sound railway signal and alarm system, railway clearance safety protection and the like, and aims to realize the safety of train line operation through line management. The passive safety is the last protection device provided by the vehicle for passengers, and the survival, escape space and the safety of the drivers and passengers are ensured to the maximum extent mainly through a vehicle collision energy absorption system.
When the railway vehicle has a collision accident, the initial collision kinetic energy is completely absorbed or dissipated due to the requirement of passive safety protection in the collision process, and the vehicle structure must meet certain requirements on collision resistance. A well-designed crashworthiness structure must absorb or dissipate all of the kinetic energy of impact in a controlled manner. Meanwhile, when the vehicle is impacted, "climbing" is a ubiquitous train impact response behavior, in order to effectively inhibit the climbing of the vehicle, each host factory realizes the effective absorption of the energy absorption device through designing different end energy absorption structures to reduce the risk of climbing the vehicle, and the purpose of protecting passengers is achieved.
Disclosure of Invention
The invention mainly solves the technical problem of providing a railway vehicle end bearing energy absorption structure which has good longitudinal force transmission performance, can generate orderly and controllable plastic deformation to absorb energy when collision occurs, avoids the risk of climbing a vehicle and ensures the safety of passengers, and also provides a railway vehicle with the energy absorption structure.
In order to achieve the purpose, the technical scheme of the invention is as follows:
a bearing energy absorption structure at the end part of a railway vehicle comprises an end part underframe, a cab skeleton and an energy absorption device, wherein N-level progressive open slots for inducing deformation are arranged on the end part underframe from front to back along the longitudinal direction of a vehicle body, and N is more than or equal to 2.
Further, the tip chassis includes end beam, longeron and crossbeam, the end beam is located the tip chassis and wholly is the arc foremost, and the both ends and the automobile body boundary beam fixed connection of end beam, the crossbeam is parallel with the end beam, and the longeron is one at least and installs perpendicularly between crossbeam and end beam be provided with the first open slot of N level on the longeron the horizontal both sides of automobile body of end beam are provided with the second open slot of N level respectively.
Further, the distance between the center line of the first open groove and the center line of the second open groove in the same level and the foremost end of the vehicle body is the same.
Furthermore, the cab framework is composed of a plurality of horizontal beams and vertical beams in a staggered mode, at least one level of third opening grooves used for inducing deformation are formed in the horizontal beams, the third opening grooves correspond to the first opening grooves and the second opening grooves, and the distance between the center of each third opening groove and the center line of the corresponding first opening groove and the center line of the corresponding second opening groove and the distance between the center line of the corresponding second opening groove and the foremost end of the vehicle.
Furthermore, the longitudinal beam is of a square section structure, and the first open groove is formed by digging a rectangular open groove from four edges of the section to the center.
Furthermore, the end beam is of an integral bending structure, the two end parts connected with the side beam of the vehicle body are provided with reinforced parts with the section height increased, an N-level second open slot is formed in the reinforced parts and is a U-shaped slot, and the tangential direction of the bottom of the second open slot is parallel to that of the end beam.
Furthermore, the energy absorption devices are two groups and are arranged on two sides of the transverse direction of the vehicle body, each energy absorption device comprises an anti-creeper, an energy absorption body and energy absorption body installation seats, the energy absorption body installation seats are fixedly connected with the side beam and the traction beam of the vehicle body, a vehicle hook installation seat is arranged between the two energy absorption body installation seats, and the energy absorption body installation seats on the two sides are fixedly connected with the cross beam.
Furthermore, the open slot is provided with three stages from front to back along the longitudinal direction of the vehicle body.
Further, the center of the first stage of the opening groove is 105mm away from the front end of the vehicle body, the center of the second stage of the opening groove is 355mm away from the front end of the vehicle body, and the center of the third stage of the opening groove is 605mm away from the front end of the vehicle body.
The other technical scheme of the invention is as follows:
a rail vehicle. The end load absorbing structure as described above is installed.
In summary, compared with the prior art, the end bearing energy absorption structure of the rail vehicle and the rail vehicle provided by the invention have the following advantages:
(1) according to the invention, through the optimized design of the end underframe structure, the end underframe not only has good performance of transmitting longitudinal force, but also has the characteristic of multistage progressive energy absorption, the progressive sequence occurs sequentially from front to back, when collision occurs, the whole energy absorption structure can generate ordered plastic deformation in a stage-by-stage manner according to the expected design process to dissipate impact kinetic energy, so that the energy absorption effect is improved, effective support is provided for the energy absorption capacity and anti-climbing capacity of the whole vehicle, the energy absorption under the disaster impact working condition is ensured, the climbing risk is avoided, and the safety of passengers is ensured.
(2) The invention relates to an integral anti-climbing energy absorption scheme at a vehicle end, which uses an end underframe, a cab skeleton and an energy absorption device as energy absorption components at the front end of a vehicle body, so that the bearing area is large, the force level change is increased progressively, and simultaneously, the deformation of the end underframe and the cab skeleton and the deformation of the energy absorption device are ensured not to interfere with each other when the vehicle is impacted, the two parts operate independently, and the energy absorption effect is improved.
Drawings
FIG. 1 is a first schematic view of a vehicle body end energy absorbing structure of the present invention;
FIG. 2 is a schematic view of a second energy absorbing structure of the end of the vehicle body of the present invention;
fig. 3 is a bottom view of fig. 1.
(please provide the CAD drawing or line drawing of the above figures)
As shown in fig. 1 to 3, an end underframe 1, a cab framework 2, a horizontal beam 2a, a vertical beam 2b, an energy absorbing device 3, an end beam 4, a reinforcing part 4a, a longitudinal beam 5, a cross beam 6, a body side beam 7, a first open slot 8, a second open slot 9, a floor 10, an anti-creeper 11, an energy absorbing body 12, an energy absorbing body mounting seat 13, a traction beam 14, a coupler mounting seat 15, a lightening hole 16 and a small cross beam 17.
Detailed Description
The invention is described in further detail below with reference to the following detailed description and accompanying drawings:
as shown in fig. 1 to 3, an end-bearing energy-absorbing structure of a rail vehicle comprises an end underframe 1, a cab skeleton 2 and an energy-absorbing device 3, wherein N-stage progressive open slots for inducing deformation are arranged on the end underframe 1 from front to back along the longitudinal direction of a vehicle body, wherein N is greater than or equal to 2, and in the embodiment, N is preferably greater than or equal to 3.
Specifically, the energy absorbing devices 3 are two groups, the energy absorbing devices are installed on two lateral sides of a vehicle body, each group of energy absorbing devices 3 comprises a front-end anti-climbing device 11, an energy absorbing body 12 and an energy absorbing body installation seat 13, one end of each energy absorbing body installation seat 13 is fixedly connected with a side beam 7 of the vehicle body in a welding mode, the other end of each energy absorbing body installation seat is fixedly connected with a traction beam 14 of the chassis in a welding mode, each energy absorbing body installation seat 13 is of a box-shaped structure formed by splicing and welding a plurality of plates of materials, a plurality of reinforcing rib plates (not shown in the figure) are arranged inside each energy absorbing body installation seat 13, the rear end of each energy absorbing body 12 is installed on each energy absorbing body installation seat 13, the front end of each energy absorbing body. The structure of the energy absorption device 3 is an integral structure, and the energy absorption device has the function of preventing crushing and ensures the normal action of the energy absorption structure. The energy absorption body 12 preferably adopts a honeycomb sandwich energy absorption structure, a plurality of parallel partition plates are arranged inside the shell of the energy absorption body 12, aluminum honeycombs are filled between every two partition plates, a cross-shaped or I-shaped guide rod is arranged at the center of the energy absorption body 12, the designed average force level of the energy absorption body 12 is not more than 350kN +/-10%, and the designed length is not less than 1000 mm. The energy absorber 12 is not limited to the honeycomb sandwich energy absorbing structure, and may be a cutting energy absorbing structure, an expansion energy absorbing structure, a collapsing energy absorbing structure, or the like.
The end underframe 1 comprises end girders 4, longitudinal girders 5 and cross girders 6. Wherein, end beam 4 is located the foremost end of tip chassis 1 and wholly is the arc, and the both ends of end beam 4 are connected with the automobile body boundary beam 7 welded fastening of both sides, and crossbeam 6 is parallel with end beam 4, and longeron 5 is two of parallel, along automobile body center line position symmetrical arrangement, and two longerons 5 are installed perpendicularly between crossbeam 6 and end beam 4, and both ends and end beam 4 and crossbeam 6 all welded fastening are connected around longeron 5. An integral frame bearing structure is formed by the end beam 4, the two longitudinal beams 5, the cross beam 6 and the two small cross beams 17, and the bearing function of structures and devices such as a front end floor and a cab console above the floor is jointly realized.
N-level open grooves for inducing deformation are formed in the end beam 4 and the two longitudinal beams 5. As shown in fig. 2, N-level first open grooves 8 are provided in the two longitudinal beams 5, respectively, and N-level second open grooves 9 are provided on both sides of the end beam 4 in the vehicle body transverse direction, respectively. In this embodiment, preferably, the first opening groove 8 and the second opening groove 9 are respectively provided with three stages backwards from the front end of the vehicle body, and the three stages adopt a progressive structure.
As shown in fig. 2 and 3, two longitudinal beams 5 are in a square section structure, each longitudinal beam 5 is provided with three stages of first open grooves 8 from front to back, and each stage of first open groove 8 is formed by digging rectangular open grooves from four edges of the square section to the axial center direction of the section.
The three-stage first opening groove 8 is of a progressive structure, wherein the distance from the center of the first-stage first opening groove 8 to the foremost end of the vehicle body is 105mm, the hole digging depth is 25mm, and the length is 150 mm. The distance from the center position of the second-stage first open groove 8 to the foremost end of the vehicle body is 355mm, the hole opening scheme is consistent with that of the first-stage first open groove 8, the hole digging depth is 25mm, and the length is 150 mm. The distance from the center position of the third-stage first open groove 8 to the foremost end of the vehicle body is 605mm, the digging depth is 10mm, and the length is 150 mm. The distances between the three first open grooves 8 are the same and are all 100 mm.
As shown in fig. 2 and 3, the end beam 4 is an integrally formed bent structure, and in order to satisfy the requirement of light weight of the vehicle while ensuring the load-bearing capacity, in the present embodiment, the sectional area of the front end structure of the end beam 4 is reduced, and both end portions connected to the vehicle body side beam 7 have reinforcing portions 4a having an increased sectional height, and the section of the reinforcing portion 4a has a U-shaped structure that is open to the vehicle body outer side, and the reinforcing portion 4a is located outside the energy absorbing device 3, avoids the energy absorbing device 3, and is fixedly connected to the vehicle body side beam 7 by welding. The arrangement of the two-side reinforcing parts 4a is beneficial to transmitting the weight of the cab console and the floor to the two sides of the vehicle body, and further improves the overall bearing capacity of the end underframe 1. In order to further reduce the weight, the reinforcing portion 4a is further provided with lightening holes 16.
The second open slot 9 used for inducing deformation on the end beam 4 is arranged on the reinforcing part 4a at two sides, three stages of second open slots 9 are correspondingly arranged on the upper and lower flanges of the reinforcing part 4a, namely each stage comprises the upper and lower second open slots 9, the second open slots 9 are of a U-shaped structure, and the tangential direction of the bottoms of the U-shaped second open slots 9 is parallel to that of the arc-shaped end beam 4. In this embodiment, the width of the third-level U-shaped second opening groove 9 is 5mm, the height thereof is 12.5mm, and the fillet radius R thereof is 5 mm. The structure of the end beam 4 has the structural impact resistance, and is matched with the structural plastic deformation forms of the energy absorption device 3 and the longitudinal beam 5, so that the end beam 4 is prevented from being obviously torn in the process of impact contraction.
The distance from the center position of the first-stage second open slot 9 to the foremost end of the vehicle body is 105mm, the distance from the center position of the second-stage second open slot 9 to the foremost end of the vehicle body is 355mm, the distance from the center position of the third-stage second open slot 9 to the foremost end of the vehicle body is 605mm, and the distances between the third-stage second open slots 9 are the same.
The center lines of the first open groove 8 and the second open groove 9 on the same level on the end beam 4 and the longitudinal beam 5 are in the same vertical plane, namely the distance between the center line of the first open groove 8 and the center line of the second open groove 9 on the same level and the foremost end of the vehicle body is the same. Therefore, the three-stage first opening grooves 8 and the three-stage second opening grooves 9 from large to small guide the deformation of the end part underframe 1 in a progressive mode, so that the whole bearing area of energy absorption can be increased, the good collision resistance of the end part of the vehicle is favorably realized, the transmission of longitudinal force is guided, the deformation does not interfere with the deformation of the energy absorption device 3, the two independent operation is favorably ensured, and the maximum energy absorption effect is favorably ensured.
The energy-absorbing body mount pads 13 and the crossbeam 6 welded fixed connection of both sides, the both ends welding of crossbeam 6 is on two energy-absorbing body mount pads 13, in this embodiment, except crossbeam 6, install a little crossbeam 17 respectively in the outside of two longerons 5 again, the both ends of little crossbeam 17 respectively with end beam 4 and longeron 5 welded fixed connection, guarantee longeron 5 after receiving longitudinal impact, longitudinal force can effectually transmit to the automobile body, have important effect to realizing its progressive crashworthiness of formula.
As shown in fig. 1 to 3, in the present embodiment, the floor 10 mounted on the end underframe 1 is a honeycomb floor, and has three capabilities of light weight, crashworthiness and bearing capacity. The honeycomb floor adopts sandwich structure, and upper and lower end plate is the metal sheet of 3mm thickness, and the inside packing hexagon honeycomb, honeycomb floor compressive strength 8Mpa, its axial direction and striking direction quadrature arrange. In the normal operation process of the vehicle, the structures such as an operating console and a cab framework from the upper part of the floor apply load to the honeycomb floor along the axial direction of the honeycomb, and when the honeycomb is impacted, the Y direction of the honeycomb is loaded, so that the honeycomb is easier to deform to assist in absorbing energy.
As shown in fig. 1, the cab framework 2 is formed by a plurality of horizontal beams 2a and vertical beams 2b which are staggered, the horizontal beams 2a and the vertical beams 2b adopt plate beam structures, and the cab skin is connected with the cab framework 2 in a welding mode to form a cab living space. The bottom of the cab framework 2 is fixedly connected with the end beam 4 through a connecting plate (not shown in the figure), so that the structural deformation of the end cab and the structural deformation of the end underframe are kept consistent.
At least one of the horizontal beams 2a below the cab side window is provided with at least one stage of third opening grooves (not shown) for inducing deformation, but it is preferable that all the horizontal beams 2a are provided with the third opening grooves. The third opening groove is designed by adopting a U-shaped opening, the width of the U-shaped opening is preferably 40mm, and the height of the U-shaped opening is preferably 20 mm.
In this embodiment, preferably, the third open slot is disposed corresponding to the first open slot 8 and the second open slot 9 on the end underframe 1, that is, the third open slot is located in the same vertical plane as the center lines of the first open slot 8 and the second open slot 9 on the same level on the end beam 4 and the longitudinal beam 5, that is, the distance between the center line of the third open slot on the same level and the center lines of the first open slot 8 and the second open slot 9 is the same as the distance between the center line of the third open slot on the same level and the foremost end of the vehicle body. The distance from the center position of the first-stage third opening groove to the foremost end of the vehicle body is 105mm, the distance from the center position of the second-stage third opening groove to the foremost end of the vehicle body is 355mm, and the distance from the center position of the third-stage third opening groove to the foremost end of the vehicle body is 605 mm. Since the cab skeleton 2 is of a structure inclined from bottom to top, the third opening groove in the horizontal beam 2a may have only the second stage and the third stage.
This automobile body tip structure possesses multistage progressive energy-absorbing characteristics, and the order of stepping up takes place from front to back in proper order, and the central point of tertiary crashworthiness structure puts 105mm respectively apart from the automobile body front end position, 355mm, 605mm, when the striking takes place, whole energy-absorbing structure can be according to the process one-level that expects to design takes place orderly plastic deformation and dissipates and strike kinetic energy, first level is because whole sectional area is little, and plastic deformation takes place preferentially in whole section, along with the continuation of striking process, action takes place in succession with the third level in second grade. In the whole deformation process, the deformation of a vehicle body structure (comprising the end underframe 1 and the cab framework 2) and the deformation of the energy absorption device 3 do not interfere with each other, and the two devices run independently, so that the energy absorption effect is improved, the energy absorption capacity and the anti-climbing capacity of the whole vehicle are effectively supported, the risk of climbing of the vehicle is effectively inhibited, and the safety guarantee is provided for the operation of the vehicle.
The end part structure of the vehicle body is used as an energy absorption part at the front end of the vehicle body through the end part underframe, the cab skeleton and the energy absorption device, so that the structural strength in vehicle operation is ensured, the good longitudinal force transmission performance is achieved, meanwhile, through the comprehensive action of multiple parts, orderly and controllable plastic deformation is generated to absorb energy when collision occurs, the energy absorption effect is ensured, the energy absorption under the disaster impact working condition is ensured, the climbing risk is avoided, and the safety of passengers is ensured.
The invention also provides a railway vehicle, wherein the end part bearing energy absorption structure is arranged in the cab at the front end part of the vehicle body.
Similar solutions can be derived from the solution given in the figures, as described above. However, any simple modification, equivalent change and modification of the above embodiments according to the technical essence of the present invention are within the scope of the technical solution of the present invention.
Claims (9)
1. The utility model provides a rail vehicle tip bears energy-absorbing structure, includes tip chassis, cab skeleton and energy-absorbing device, its characterized in that: the end underframe is provided with N-level progressive open slots for inducing deformation from front to back along the longitudinal direction of the car body, N is more than or equal to 2, the energy absorption devices are arranged on two sides of the car body in the transverse direction and are of an integral structure, the end underframe comprises end beams, longitudinal beams and cross beams, the front ends of the end beams, which are positioned on the end underframe, are integrally arc-shaped, the two ends of the end beams are fixedly connected with the side beams of the car body, the cross beams are parallel to the end beams, the longitudinal beams are at least one and are vertically arranged between the cross beams and the end beams, the longitudinal beams are provided with N-level first open slots, N-level second open slots are respectively arranged on the two sides of the end beams in the transverse direction of the car body, the second open slots are positioned on the outer sides of the energy absorption devices.
2. The rail vehicle end load energy absorbing structure of claim 1, wherein: the distance between the center line of the first open groove and the center line of the second open groove in the same level and the foremost end of the vehicle body is the same.
3. A rail vehicle end load energy absorbing structure according to claim 2, wherein: the cab framework is formed by a plurality of horizontal beams and vertical beams in a staggered mode, at least one level of third opening grooves used for inducing deformation are formed in the horizontal beams, the third opening grooves correspond to the first opening grooves and the second opening grooves, and the distance between the center of each third opening groove and the center line of the corresponding first opening groove and the center line of the corresponding second opening groove and the distance between the center line of the corresponding first opening groove and the center line of the corresponding.
4. The rail vehicle end load energy absorbing structure of claim 1, wherein: the longitudinal beam is of a square section structure, and the first open slot is formed by digging a rectangular open slot from four edges of the section to the center.
5. The rail vehicle end load energy absorbing structure of claim 1, wherein: the end beam is of an integrated bending structure, the two end parts connected with the side beam of the vehicle body are provided with reinforced parts with the height of the section increased, an N-level second open slot is formed in the reinforced parts and is a U-shaped slot, and the tangential direction of the bottom of the second open slot is parallel to that of the end beam.
6. The rail vehicle end load energy absorbing structure of claim 1, wherein: the energy absorption device comprises an anti-creeper, energy absorption bodies and energy absorption body mounting seats, the energy absorption body mounting seats are fixedly connected with a vehicle body side beam and a traction beam, a vehicle hook mounting seat is mounted between the two energy absorption body mounting seats, and the energy absorption body mounting seats on the two sides are fixedly connected with the cross beam.
7. A rail vehicle end load-bearing energy-absorbing structure according to any one of claims 1 to 6, wherein: the open slot is provided with three stages from front to back along the longitudinal direction of the vehicle body.
8. The rail vehicle end load energy absorbing structure of claim 7, wherein: the center of the first-stage open slot is 105mm away from the front end of the vehicle body, the center of the second-stage open slot is 355mm away from the front end of the vehicle body, and the center of the third-stage open slot is 605mm away from the front end of the vehicle body.
9. A rail vehicle, characterized in that: end load-absorbing structure for a rail vehicle according to any one of claims 1 to 8.
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| CN201910971381.0A CN110758447B (en) | 2019-10-14 | 2019-10-14 | Rail vehicle end part bearing energy absorption structure and rail vehicle |
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| CN201910971381.0A CN110758447B (en) | 2019-10-14 | 2019-10-14 | Rail vehicle end part bearing energy absorption structure and rail vehicle |
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| CN112078620B (en) * | 2020-09-16 | 2021-09-17 | 中车株洲电力机车有限公司 | Front end structure of railway vehicle |
| CN112109758B (en) * | 2020-09-16 | 2021-10-26 | 中车株洲电力机车有限公司 | Rail vehicle anti-collision system and method |
| CN112078618B (en) * | 2020-09-16 | 2022-01-18 | 中车株洲电力机车有限公司 | Rail vehicle chassis structure |
| CN112721988B (en) * | 2021-01-27 | 2022-07-26 | 北京轨道交通技术装备集团有限公司 | Rail vehicle and locomotive energy absorption device thereof |
| CN115230753B (en) * | 2022-08-23 | 2023-06-13 | 中车株洲电力机车有限公司 | Rail vehicle body structure and rail train |
| CN116394872B (en) * | 2023-06-07 | 2023-10-03 | 深圳市乾行达科技有限公司 | Energy-absorbing device and vehicle |
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| JP2004268694A (en) * | 2003-03-06 | 2004-09-30 | Hitachi Ltd | Railway rolling stock |
| DE202006014402U1 (en) * | 2006-09-15 | 2006-11-30 | Fahrzeugtechnik Dessau Ag Railroad Technologies | Rail vehicle with crash protection for rail travel has detachable energy-absorbing crash box at side alongside vehicle coupling on undeformable cross-bearer |
| KR101173485B1 (en) * | 2010-02-22 | 2012-08-14 | 현대로템 주식회사 | Crush energy absorbent structrue for railway vehicle having slip type end structure and crush energy absorbent device |
| CN102180181A (en) * | 2011-03-30 | 2011-09-14 | 中南大学 | Method for realizing collision threshold of special train collision energy-absorbing component |
| CN103101553B (en) * | 2013-03-06 | 2015-04-22 | 南车南京浦镇车辆有限公司 | Front-end train assembly with anti-creeping energy-absorbing device |
| CN106240587B (en) * | 2016-08-30 | 2018-12-14 | 中车株洲电力机车有限公司 | A kind of rail vehicle vehicle head structure |
| CN109094588B (en) * | 2018-07-27 | 2020-02-14 | 中车唐山机车车辆有限公司 | Cab of railway vehicle and railway vehicle |
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