CN112249073A - Energy absorption structure of metro vehicle cab - Google Patents
Energy absorption structure of metro vehicle cab Download PDFInfo
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- CN112249073A CN112249073A CN202011015074.4A CN202011015074A CN112249073A CN 112249073 A CN112249073 A CN 112249073A CN 202011015074 A CN202011015074 A CN 202011015074A CN 112249073 A CN112249073 A CN 112249073A
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- cab
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- 238000010521 absorption reaction Methods 0.000 title claims abstract description 25
- 238000003466 welding Methods 0.000 claims abstract description 7
- 229910000838 Al alloy Inorganic materials 0.000 claims description 5
- 239000000463 material Substances 0.000 claims description 2
- 238000000034 method Methods 0.000 abstract description 5
- 230000008569 process Effects 0.000 abstract description 5
- 230000006835 compression Effects 0.000 abstract description 3
- 238000007906 compression Methods 0.000 abstract description 3
- 230000001133 acceleration Effects 0.000 abstract description 2
- 229910003460 diamond Inorganic materials 0.000 description 2
- 239000010432 diamond Substances 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 230000009466 transformation Effects 0.000 description 1
- 238000000844 transformation Methods 0.000 description 1
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Classifications
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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
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
- B61C17/04—Arrangement or disposition of driving cabins, footplates or engine rooms; Ventilation thereof
Abstract
The invention relates to an energy absorption structure of a metro vehicle cab, which comprises an anti-collision beam, a cab end framework, a cab roof framework and a cab side door framework, wherein the anti-collision beam, the cab end framework, the cab roof framework and the cab side door framework are welded into an integral frame assembly welding structure, the cab end framework is welded on the upper part of the anti-collision beam, the cab roof framework and the cab side door framework are respectively welded with the cab end framework, the front vertical surface of the anti-collision beam protrudes out of an upright post of the cab end framework by 40-100mm, the cross section of the anti-collision beam is rectangular, and a. In high-speed collision, the anti-collision beam at the end part of the cab can effectively absorb the residual kinetic energy of the car coupler and the anti-creeper in the collision process, reduce the impact force, avoid generating larger peak force and meet the acceleration/deceleration requirement. The cab framework has high enough strength, meets the requirement of the compression working condition of the fixed waist, and meanwhile, because the anti-collision beam is positioned at the foremost end of the cab, the deformation of the anti-collision beam can not reduce the living space of the cab, and the living space of a driver is effectively ensured.
Description
Technical Field
The invention relates to an energy absorption structure of a metro vehicle cab, and belongs to the technical field of vehicle body structures of rail vehicles.
Background
The safety of the vehicle journey is always a common concern for the public, and particularly, once the passenger car in rapid running is in accidental collision, a great safety accident is caused. To minimize the loss of accident, the importance of fully considering the crashworthiness of a vehicle in its design is increasingly recognized. In recent years, the international passive protection technology is designed to ensure that the kinetic energy of collision is orderly absorbed and converted into plastic deformation energy by an energy absorption device during collision of a vehicle through the design of the collision resistance of a train, thereby achieving the aim of protecting the life safety of passengers to the greatest extent. This design concept has become widely accepted by and is beginning to be applied to rail vehicles in our country.
Since the concept of crashworthiness design of rail vehicles was adopted in many countries in the 90 s of the 20 th century, crashworthiness designs have been used for all new passenger vehicles. Crashworthiness design is in fact a passive safety measure and does not concern itself with how to avoid a vehicle collision, nor does it require that the structure be undamaged in the event of a collision, the concern being how to maximize the safety of passengers and crew once the collision has occurred.
The rail transit vehicle collision resistance can be realized through a series of energy absorption devices, and the series mainly comprises a car coupler buffer device, an anti-creeper and a vehicle body deformable energy absorption structure, and sequentially forms three-level energy absorption. When the vehicle collides, the collision energy is firstly absorbed by the car coupler buffer device and the anti-creeper and is finally consumed by the deformable energy absorption structure of the vehicle body.
EN 15227 is the currently generally adopted rail vehicle crashworthiness safety assessment standard at home and abroad, and the metro vehicle belongs to a C-II type vehicle and needs to meet the requirement of 25km/h collision speed. At present, collision energy of the metro vehicle at the collision speed lower than 20km/h is mainly absorbed by a car coupler and an anti-creeper, the type of the car coupler is limited due to the consideration of cost, and the triggering force value of the middle interface cannot be configured according to the principle that the triggering force value is gradually decreased away from the collision interface, so that the energy absorption ratio of the middle interface is very small. Due to the limitation of the overall length and the limitation of the vehicle, and meanwhile, the number of devices in the cab of the vehicle is large, and a certain space needs to be reserved in the cab, so that the distance from the front end of the cab to the coupling surface of the car coupler is short, the energy absorption stroke of the car coupler and the anti-creeper of the head car cannot be set too long, under the condition, when the collision speed reaches 25km/h, all collision energy cannot be absorbed by the car coupler and the anti-creeper, and the residual energy needs to be consumed by a deformable structure of the car body.
Through search and discovery, the chinese patent application CN104442857A discloses an energy absorbing structure for a cab of a railway vehicle, in which a pair of energy absorbing devices having anti-creep and energy absorbing functions are disposed on a chassis of the cab, and the energy absorbing structure is applied to C-I vehicles in EN 15227, much like a traditional anti-creep device, and occupies a large cab space, and is not suitable for a cab structure with limited space.
Disclosure of Invention
The invention mainly aims to solve the problems in the prior art and provides an energy absorption structure of a metro vehicle cab.
In order to solve the technical problems, the invention provides an energy absorption structure of a cab of a subway vehicle, which is characterized in that: the anti-collision beam is welded to be of an integral frame assembly welding structure, the cab end portion framework, the cab roof framework and the cab side door framework are welded to the upper portion of the anti-collision beam, the cab roof framework and the cab side door framework are welded to the cab end portion framework respectively, the front vertical face of the anti-collision beam protrudes out of the upright post of the cab end portion framework by 40-100mm, the section of the anti-collision beam is rectangular, and the anti-collision beam is internally provided with the diamond rib plate and the central supporting plate.
Furthermore, the invention also claims a rail vehicle, characterized in that: have foretell railcar cab energy-absorbing structure.
The invention has the following beneficial effects:
firstly, in high-speed collision, the anti-collision beam at the end part of the cab can effectively absorb the residual kinetic energy of a car coupler and an anti-creeper in the collision process, reduce the impact force, avoid generating larger peak force and meet the acceleration/deceleration requirement specified in EN 15227.
Secondly, in the high-speed collision process, the cab framework has high enough intensity, meets the requirement of waist compression working condition specified in the EN 12663 standard, and meanwhile, because the anti-collision beam is positioned at the foremost end of the cab, the deformation of the anti-collision beam can not reduce the living space of the cab, and the requirement of the living space of the driver specified in EN 15227 is met.
And thirdly, the whole cab module is connected by adopting a bolt, so that the cab structure can be conveniently replaced after collision.
Drawings
FIG. 1 is a perspective view of an energy absorbing structure of a cab of a subway vehicle.
Fig. 2 is a schematic cross-sectional view of an impact beam.
The numbers in the figures are as follows:
the anti-collision system comprises 1-an anti-collision beam, 2-a cab end framework, 3-a cab roof framework and 4-a cab side door framework.
Detailed Description
The following explains an embodiment of the present invention with reference to the drawings.
As shown in fig. 1. The novel energy absorption structure of the metro vehicle cab comprises an anti-collision beam 1, a cab end framework 2, a cab roof framework 3, a cab side door framework 4 and the like.
In the cab energy absorption structure, the end part framework 2 of the cab is welded on the upper part of the anti-collision beam 1, and the roof framework 3 and the side door framework 4 of the cab are welded with the end part framework 2 of the cab to form an integral frame assembling and welding structure. When the anti-collision beam 1 is welded with the cab end framework 2, the upright posts of the cab end framework 2 protrude by 50mm, and the anti-collision beam 1 is made of an aluminum alloy section material 6008-T4 with low yield and high ductility. Meanwhile, when the anti-collision beam 1 is designed, the rib plates are reasonably arranged, so that the anti-collision beam is easy to generate plastic large deformation in the collision process, the collision kinetic energy is effectively absorbed, and the impact force is reduced. As shown in fig. 2, in the present embodiment, the cross section of the impact beam 1 is rectangular, and a diamond rib plate and a central support plate are arranged inside the impact beam. The cab end part framework 2, the anti-collision beam 1, the cab roof framework 3 and the cab side door framework 4 are assembled and welded into an integral framework structure. The cab framework 2, the cab roof framework 3 and the cab side door framework 4 are all made of high-strength aluminum alloy sections 6005A-T6, and the strength of the high-strength aluminum alloy sections can meet the waist compression load requirement specified in EN 12663. Because the anti-collision beam 1 is positioned at the foremost end of the cab, the deformation of the structure can not cause the reduction of the internal space of the cab in the collision process, and the living space of a driver is effectively ensured; meanwhile, the cab is connected with the vehicle body framework through bolts, so that the cab after collision can be replaced integrally. As shown in fig. 1, an anti-creeper is connected in front of the impact beam 1.
Specifically, in the energy absorption structure of the cab of the subway vehicle in the embodiment, the cab framework 2 is composed of a cross beam, upright columns arranged on two sides of the cross beam, and side beams arranged behind the upright columns. The cab side door framework 4 is provided with two side door framework units, each side door framework unit comprises a bottom beam at the bottom, two door frame stand columns welded and fixed above the bottom beam and a door frame cross beam welded and fixed on the upper portions of the door frame stand columns, the bottom beam is provided with threaded holes, and the bottom beam and the vehicle chassis side beam are fixedly connected through fasteners, so that the cab side door framework is connected with the vehicle body framework. The cab roof framework 3 comprises a front roof cross beam welded and fixed at the rear side of the upright post of the cab framework 2, a rear roof cross beam welded and fixed between the upright posts at the rear side of the cab side door framework 4 and two roof side rails welded at the rear side of the roof cross beam, and two ends of the front roof cross beam are welded with the top of the upright post at the front side of the cab side door framework 4.
The working principle of the invention is as follows:
when the vehicle collides, the part of the anti-collision beam protruding out of the framework of the cab adopts a low-strength structure to participate in energy absorption, and meanwhile, the rear part adopts a tailor-welded frame structure to ensure that the structure does not deform after collision, thereby ensuring the living space of a driver.
In addition to the above embodiments, the present invention may have other embodiments. All technical solutions formed by adopting equivalent substitutions or equivalent transformations fall within the protection scope of the claims of the present invention.
Claims (9)
1. The utility model provides a subway vehicle cab energy-absorbing structure which characterized in that: anti-collision beam (1), cab tip skeleton (2), cab roof skeleton (3) and cab side door skeleton (4) that the welding is whole frame assembly welding structure have, welding on anti-collision beam (1) upper portion cab tip skeleton (2), cab roof skeleton (3), cab side door skeleton (4) weld with cab tip skeleton (2) respectively, and the preceding facade protrusion in the stand 40-100mm of cab tip skeleton (2) of anti-collision beam (1), the section of anti-collision beam (1) is the rectangle, inside diamond-shaped gusset and the central supporting plate of being provided with.
2. The metro vehicle cab energy absorption structure according to claim 1, wherein: the front of the anti-collision beam (1) is connected with an anti-creeper.
3. The metro vehicle cab energy absorption structure according to claim 1, wherein: the anti-collision beam (1) is formed by extruding a low-yield high-ductility aluminum alloy section material 6008-T4.
4. The metro vehicle cab energy absorption structure according to claim 1, wherein: and the cab framework (2), the cab roof framework (3) and the cab side door framework (4) are all made of high-strength aluminum alloy sections 6005A-T6.
5. The metro vehicle cab energy absorption structure according to claim 1, wherein: the cab is connected with the vehicle body framework through bolts.
6. The metro vehicle cab energy absorption structure according to claim 5, wherein: the cab framework (2) is composed of a cross beam, stand columns arranged on two sides of the cross beam and side beams arranged behind the stand columns.
7. The metro vehicle cab energy absorption structure according to claim 6, wherein: cab side door skeleton (4) have two side door skeleton units, and side door skeleton unit includes the floorbar of bottom, two welded fastening in the door frame stand of floorbar top and welded fastening in the door frame crossbeam on door frame stand upper portion, the floorbar is seted up threaded hole, through fastener with floorbar and vehicle chassis boundary beam fixed connection to realize being connected between cab and the automobile body skeleton.
8. The metro vehicle cab energy absorption structure according to claim 7, wherein: cab roof skeleton (3) contain welded fastening in roof front beam, welded fastening in roof rear beam between the stand of cab side door skeleton (4) rear and weld in two roof carlings of this roof crossbeam rear of the stand rear of cab skeleton (2), roof front beam both ends and the top welding of cab side door skeleton (4) the place ahead stand.
9. A subway vehicle is characterized in that: the cab energy absorption structure of the metro vehicle as claimed in any one of claims 1 to 8.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011015074.4A CN112249073A (en) | 2020-09-24 | 2020-09-24 | Energy absorption structure of metro vehicle cab |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011015074.4A CN112249073A (en) | 2020-09-24 | 2020-09-24 | Energy absorption structure of metro vehicle cab |
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| Publication Number | Publication Date |
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| CN112249073A true CN112249073A (en) | 2021-01-22 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202011015074.4A Pending CN112249073A (en) | 2020-09-24 | 2020-09-24 | Energy absorption structure of metro vehicle cab |
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| CN (1) | CN112249073A (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112721969A (en) * | 2021-01-27 | 2021-04-30 | 北京轨道交通技术装备集团有限公司 | Rail vehicle and modular locomotive framework structure thereof |
| CN112721988A (en) * | 2021-01-27 | 2021-04-30 | 北京轨道交通技术装备集团有限公司 | Rail vehicle and locomotive energy absorption device thereof |
| CN113291333A (en) * | 2021-07-07 | 2021-08-24 | 中车长春轨道客车股份有限公司 | High-speed subway head car body structure |
| WO2022267940A1 (en) * | 2021-06-24 | 2022-12-29 | 中车株洲电力机车有限公司 | Train body front end structure of rail train |
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Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112721969A (en) * | 2021-01-27 | 2021-04-30 | 北京轨道交通技术装备集团有限公司 | Rail vehicle and modular locomotive framework structure thereof |
| CN112721988A (en) * | 2021-01-27 | 2021-04-30 | 北京轨道交通技术装备集团有限公司 | Rail vehicle and locomotive energy absorption device thereof |
| CN112721969B (en) * | 2021-01-27 | 2022-05-31 | 北京轨道交通技术装备集团有限公司 | Rail vehicle and modular locomotive framework structure thereof |
| WO2022267940A1 (en) * | 2021-06-24 | 2022-12-29 | 中车株洲电力机车有限公司 | Train body front end structure of rail train |
| CN113291333A (en) * | 2021-07-07 | 2021-08-24 | 中车长春轨道客车股份有限公司 | High-speed subway head car body structure |
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