CN112298257A - Head front end collision energy-absorbing structure and rail vehicle - Google Patents
Head front end collision energy-absorbing structure and rail vehicle Download PDFInfo
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- CN112298257A CN112298257A CN202011165679.1A CN202011165679A CN112298257A CN 112298257 A CN112298257 A CN 112298257A CN 202011165679 A CN202011165679 A CN 202011165679A CN 112298257 A CN112298257 A CN 112298257A
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- energy absorption
- absorbing
- energy
- partition wall
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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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Abstract
The embodiment of the invention provides a front-end collision energy-absorbing structure of a head car, which comprises an airtight partition wall, a car coupler buffer device, anti-climbing energy-absorbing devices and a main energy-absorbing device, wherein the airtight partition wall is connected with a cab framework and a skin, the car coupler buffer device is arranged below the airtight partition wall along the central line of a car body, the anti-climbing energy-absorbing devices are symmetrically distributed on two sides of the central line of the car body and are positioned below the airtight partition wall, and the main energy-absorbing device is arranged on the airtight partition wall in a manner of deviating to one side; and the front ends of the coupler buffer device, the anti-climbing energy absorption device and the main energy absorption device are staggered along the central line direction of the car body. The embodiment of the invention overcomes the defects of toppling and instability of the vehicle-end collision energy absorption structure under vertical and transverse offset working conditions in the prior art, realizes the aim of light structure and improves the design efficiency of products.
Description
Technical Field
The invention relates to the technical field of passive safety of railway vehicles, in particular to a front-end collision energy-absorbing structure of a head car and a railway vehicle.
Background
At present, rail vehicle front end energy-absorbing and auxiliary structure mainly includes: the device comprises an anti-climbing energy absorption device, a main energy absorption device, a car coupler system, an airtight partition wall, a cab end structure and the like. The normal energy absorption layout of the railway vehicle at the vehicle end adopts a symmetrical design, namely, the vehicle couplers are arranged along the central line of the vehicle body, and the anti-climbing energy absorption devices are symmetrically distributed at two sides of the vehicle body and are arranged on an airtight partition wall at the front end of the underframe; the main energy absorption devices are symmetrically arranged above the car coupler along the central line of the car body and are arranged on the airtight partition wall.
The energy absorption layout scheme of the existing product is easy to cause the problem of structural toppling of an upper main energy absorption device in the vehicle collision process, so that the energy absorption efficiency is remarkably reduced, and the energy absorption layout scheme generates a key and irreversible response to the energy dissipation behavior of a train collision interface. In prior art product designs, in order to avoid an uncontrolled collision response at the interface, an anti-deflection mechanism with a strong guide is often arranged inside the main energy absorber to correct the structural instability during the collision. However, two problems must be noted: firstly, the addition of the anti-deviation mechanism in the main energy absorption device undoubtedly has a great influence on the light weight of the whole vehicle. For example, the main energy absorber now weighs about 37kg, but the structural member with the added anti-yaw mechanism may weigh hundreds of kilograms or so. Secondly, the anti-deflection problem of the main energy absorption device is not only the problem of the structure itself, but also has a large relation with the installed back plate (namely the airtight partition wall), and once the airtight partition wall is unstable, the anti-deflection performance of the main energy absorption device does not exist any more. In order to ensure the overall longitudinal rigidity of the airtight partition wall, thickening the structure and increasing the support reinforcement are two strategies which must be implemented, but from the viewpoint of light weight, increasing the structural support is an inevitable choice, but brings great difficulty to the product design. In conclusion, the existing vehicle end energy absorption layout scheme has operability, but reduces the design efficiency of products and increases the design weight of the products.
Disclosure of Invention
The embodiment of the invention provides a front-end collision energy-absorbing structure of a head car, which is used for overcoming the defects of toppling and instability of the front-end collision energy-absorbing structure under vertical and transverse offset working conditions in the prior art, realizing the aim of light structure and improving the design efficiency of products.
The embodiment of the invention also provides the railway vehicle.
The embodiment of the invention provides a front-end collision energy-absorbing structure of a head car, which comprises an airtight partition wall, a car coupler buffer device, anti-climbing energy-absorbing devices and a main energy-absorbing device, wherein the airtight partition wall is connected with a cab framework and a skin, the car coupler buffer device is arranged below the airtight partition wall along the central line of a car body, the anti-climbing energy-absorbing devices are symmetrically distributed on two sides of the central line of the car body and are positioned below the airtight partition wall, and the main energy-absorbing device is arranged on the airtight partition wall in a manner of deviating to one side; and the front ends of the coupler buffer device, the anti-climbing energy absorption device and the main energy absorption device are staggered along the central line direction of the car body.
According to one embodiment of the invention, the cab skeleton and the airtight partition are both mounted on an underframe, and the main energy absorption device is arranged symmetrically with respect to the upper surface of the underframe as a center line or has a set offset with respect to the upper surface of the underframe in the vertical height direction of the vehicle body.
According to one embodiment of the invention, the primary energy absorption device comprises an outer shell, a back plate and an energy absorption inner core mounted in the outer shell in abutment with the back plate, the primary energy absorption device being mounted on the airtight partition through the back plate.
According to one embodiment of the invention, the primary energy absorber means has an offset relative to the upper surface of the underframe of not more than 20% of the height of the backplate, the backplate being connected to the gastight partition by means of bolts.
According to one embodiment of the present invention, the outer periphery of the housing has a taper that is gradually smaller from the back plate side toward the front end of the housing, the taper being not more than 5 degrees.
According to one embodiment of the invention, the energy-absorbing inner core is a honeycomb core, and the axial direction of the honeycomb core is parallel to or orthogonal to the running direction of the vehicle body.
According to one embodiment of the invention, the installation end of the coupler buffering device, the installation end of the anti-climbing energy absorption device and the installation end of the main energy absorption device are not on the same installation plane.
According to one embodiment of the invention, the lower part of the underframe is provided with a towing beam and a buffer beam assembly, and the anti-climbing energy-absorbing device is connected to the towing beam and the buffer beam assembly through an anti-climbing energy-absorbing mounting structure assembly; the coupler buffering device is connected to the towing beam and the buffering beam through a coupler mounting structure;
the traction beam and the buffer beam comprise a traction beam and a buffer beam which is orthogonally connected with the traction beam;
the anti-climbing energy-absorbing mounting structure is a box-type bearing structure formed by assembling and welding aluminum plates, is symmetrically arranged on two sides of the traction beam and is connected with the traction beam and the side beam of the vehicle body.
According to one embodiment of the invention, the coupler mounting structure comprises a connecting plate and a reinforcing plate welded with the connecting plate into a whole, wherein the middle part of the connecting plate is provided with a hole for the coupler buffer device to pass through, and the connecting plate is connected with the draft sill。
The embodiment of the invention also provides a railway vehicle, which comprises a vehicle body and collision energy absorption structures arranged at the front ends of the vehicle body, wherein the collision energy absorption structures are arranged at the head ends of the vehicle body, and the main energy absorption devices are positioned on the same side of the two railway vehicles in the running direction.
According to the front-end collision energy absorption structure of the locomotive provided by the embodiment of the invention, the main energy absorption devices are arranged on the airtight partition wall by deviating one side of the center line of the locomotive body, when two trains collide, the main energy absorption devices on the two trains are in reverse symmetry, so that 2 main energy absorption devices are respectively contacted with the locomotive to absorb energy, namely 2 main energy absorption devices are connected in parallel to bear the compression strength of the 2 main energy absorption devices, and the collision energy absorption efficiency is high; the problem that when two trains collide, a pair of main energy absorption devices on one train and a pair of main energy absorption devices on the other train need to be aligned, so that the structure of the main energy absorption devices is easy to topple, and the energy absorption efficiency is remarkably reduced is solved, and the problem that an anti-deflection mechanism with a strong guide device needs to be arranged in the main energy absorption devices in the past to correct the structural instability condition in the collision process and have great influence on the whole train light weight target is solved; therefore, the main energy absorption device provided by the embodiment of the invention does not need to be additionally provided with an anti-deflection mechanism with a strong guide device, so that the light weight of the whole vehicle is realized, the structural strength requirement on the airtight partition wall is reduced, and excessive additional reinforcing structures are not needed.
According to the embodiment of the invention, because only one main energy absorption device is arranged in each train, the design that every two main energy absorption devices which are symmetrically arranged need to be strictly centered is avoided, and the product design efficiency is improved.
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 described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and those skilled in the art can also obtain other drawings according to the drawings without creative efforts.
FIG. 1 is a schematic structural view of a front end collision energy absorbing structure of a head vehicle, which is mounted on a vehicle body according to an embodiment of the invention;
fig. 2 is a side view schematic of the structure of fig. 1.
Reference numerals:
1: a coupler buffer device; 2: an anti-creep energy-absorbing device; 3: a primary energy absorber; 4: an airtight partition wall; 5: the traction beam and the buffer beam; 6: an anti-creep energy-absorbing mounting structure; 7: a coupler mounting structure; 8: an upper surface of the chassis; 9: a headstock.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present 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.
A front end collision energy absorbing structure of a head of an embodiment of the present invention will be described below with reference to fig. 1 to 2.
The embodiment of the invention provides a front-end collision energy-absorbing structure of a head car, which comprises an airtight partition wall 4, a car coupler buffer device 1 and a pair of anti-climbing energy-absorbing devices 2.
The airtight partition wall 4 is connected with both a cab framework and a skin, the skin is covered on the cab framework, and the airtight partition wall 4 is fixedly arranged in the cab framework and connected with the skin; the coupler buffer device 1 is arranged below the airtight partition wall 4 along the central line of the car body, and the pair of anti-climbing energy absorption devices 2 are symmetrically distributed on two sides of the central line of the car body and are positioned below the airtight partition wall 4.
The front end collision energy absorption structure of the head car further comprises a main energy absorption device 3, wherein the main energy absorption device 3 is installed on the airtight partition wall 4 in a manner of deviating from one side of the center line of the car body. The main energy absorption devices 3 are arranged on the airtight partition wall 4 in a manner of deviating one side of the center line of the vehicle body, when two trains collide, the main energy absorption devices 3 on the two trains are in reverse symmetry, so that 2 main energy absorption devices 3 are respectively contacted with the vehicle head 9 to absorb energy, namely 2 main energy absorption devices 3 are connected in parallel to bear the compression strength of the 2 main energy absorption devices 3, and the collision energy absorption efficiency is high; the problem that when two trains collide, a pair of main energy absorption devices 3 on one train and a pair of main energy absorption devices 3 on the other train need to be aligned, so that the structure of the main energy absorption devices 3 is easy to topple, and the energy absorption efficiency is remarkably reduced is solved, and the problem that an anti-deflection mechanism needs to be arranged in the main energy absorption devices 3 in the past to correct the structural instability condition in the collision process, so that the whole train light weight target is greatly influenced is solved; it can be seen that, the main energy absorption device 3 of the embodiment of the invention does not need to be additionally provided with an anti-deviation mechanism with a strong guide device, so that the light weight of the whole vehicle is realized, the requirement on the structural strength of the airtight partition wall 4 is reduced, excessive additional reinforcing structures are not needed, and the light weight is further realized.
According to the embodiment of the invention, because only one main energy absorption device 3 is arranged in each train, the design that the main energy absorption devices 3 which are symmetrically arranged in pairs need to be strictly centered is avoided, and the product design efficiency is improved.
According to the embodiment, the front end of a car coupler buffer device 1, the front end of an anti-creep energy-absorbing device 2 and the front end of a main energy-absorbing device 3 are staggered along the direction of the central line of a car body, so that step-by-step energy absorption is realized.
The coupler buffer device 1 mainly comprises a coupler body, a coupler head, a coupler buffer, a coupler crushing pipe, a coupler seat, a rotation center, a rubber bearing, a connecting bolt, an electric coupler part and the like. The coupler draft gear 1 of the present embodiment is the existing coupler draft gear 1.
The anti-creep energy-absorbing device 2 can be a cutting anti-creep energy-absorbing device 2 and consists of anti-creep teeth, a guide pipe mounting seat, a cutter and the like. The anti-climbing energy absorption device 2 is a strong guiding device and has better deflection resistance, and the working load of the anti-climbing energy absorption device 2 can be 650 KN. The anti-creep energy absorbing device 2 is not limited to cutting anti-creep energy absorbing, and may be a vehicle-end anti-creep energy absorbing device 2 having anti-creep ability in various energy absorbing forms such as a crushing type, an expansion type, and a contraction type.
The main energy absorption device 3 of the embodiment has good lightweight performance and excellent longitudinal energy absorption characteristic.
The airtight partition wall 4 (also referred to as an airtight rigid wall) of the present embodiment may be of an aluminum alloy plate structure having a thickness of 20mm, preventing intrusion of the front end energy absorbing means during an impact. In the present embodiment, the portion behind the airtight partition wall 4 (the driver's cab and the passenger compartment area) is the non-deformable region, and the portion in front of the airtight partition wall 4 is the main energy absorbing region, and therefore, the airtight partition wall 4 is mainly configured as a region that is divided into a deformable and non-deformable functional region. In addition, the rear (passenger compartment) portion of the airtight partition 4 is locally reinforced by the "L" shaped material, so as to provide a larger longitudinal bearing area for the main energy absorber 3, and to transmit the load along the underframe.
According to an embodiment of the present invention, the cab skeleton and the airtight partition wall 4 are both mounted on the underframe, and in order to reasonably position the primary energy absorption device 3 to achieve an optimal energy absorption effect, the primary energy absorption device 3 is symmetrically disposed with the upper surface 8 of the underframe as a center line or has a set offset with respect to the upper surface 8 of the underframe in the vertical height direction of the vehicle body, that is, the primary energy absorption device 3 may be symmetrically disposed with respect to the upper surface 8 of the underframe or may be slightly offset.
According to a specific embodiment of the invention, the main energy absorption device 3 comprises an outer shell, a backboard and an energy absorption inner core which is arranged in the outer shell and abutted against the backboard, the main energy absorption device 3 is arranged on the airtight partition wall 4 through the backboard, specifically, the backboard is connected with the airtight partition wall 4 through bolts, the installation is convenient, the energy absorption inner core collapses and absorbs energy during collision, and the outer shell can protect and guide the energy absorption inner core.
In one embodiment, the primary energy absorber means 3 is offset from the upper surface 8 of the chassis by no more than 20% of the height of the backplate to ensure that the primary energy absorber means 3 remains substantially centered on the upper surface 8 of the chassis for good stability during energy absorption.
According to one embodiment of the present invention, the outer periphery of the housing has a taper that gradually becomes smaller from the back plate side toward the front end of the housing, the taper being not more than 5 degrees; the impact load is ensured to slowly climb, the pressure load force level is in the range of 350KN to 450KN, and overlarge instantaneous impact load is prevented from being generated on the vehicle body.
According to one embodiment of the invention, the energy-absorbing inner core can be a honeycomb core, the axis direction of the honeycomb core is parallel or orthogonal to the running direction of the vehicle body, and the energy-absorbing inner core can also adopt other structural types of energy-absorbing devices such as a metal lattice, a negative poisson's ratio and the like.
According to one embodiment of the invention, the mounting end of the coupler buffering device 1, the mounting end of the anti-creep energy-absorbing device 2 and the mounting end of the main energy-absorbing device 3 are not on the same mounting plane. The vehicle end energy absorption mainly comprises 3 levels, wherein the first level is the energy absorption process of a car coupler buffer and a crushing pipe, the second level is the energy absorption process dominated by an anti-climbing energy absorption device 2, and the third level is the energy absorption process participated by the anti-climbing energy absorption device 2 and a main energy absorption device 3 together. The car end energy absorption structure mainly realizes effective energy absorption through the coordination action among the car coupler buffer device 1, the anti-climbing energy absorption device 2 and the main energy absorption device 3, and aims to ensure the matching relation of energy absorption strokes. As shown in fig. 2, the mounting points (mounting ends) of the coupler draft gear 1, the anti-creep energy-absorbing device 2 and the main energy-absorbing device 3 are not on the same plane. The slippage of the car coupler buffer device 1 and the anti-creep energy-absorbing device 2 on the longitudinal displacement can normally act for the anti-creep energy-absorbing device 2 after the anti-creep energy-absorbing device 2 is subjected to overload protection. The dislocation amount of the anti-creep energy-absorbing device 2 and the main energy-absorbing device 3 at the installation position is a proper numerical value converted according to the effective compression stroke of the anti-creep energy-absorbing device and the main energy-absorbing device.
According to one embodiment of the invention, a traction beam and buffer beam assembly 5 is installed at the lower part of the underframe, and the anti-climbing energy-absorbing device 2 is connected to the traction beam and buffer beam assembly 5 through an anti-climbing energy-absorbing installation structure assembly 6; the coupler buffer device 1 is connected to the towing beam and the buffer beam assembly 5 through a coupler mounting structure assembly 7.
Specifically, the draft sill and draft sill assembly 5 includes a draft sill and a draft sill orthogonally connected to the draft sill.
The anti-climbing energy-absorbing mounting structure assembly 6 is a box-type bearing structure formed by assembling and welding aluminum plates, is symmetrically arranged on two sides of the traction beam and is connected with the traction beam and the boundary beam of the vehicle body. The vertical aluminum alloy plate is embedded in the box-type bearing structure, so that the structure is ensured to have enough bearing capacity.
The traction beam and the buffer beam form 5 a set of aluminum alloy frame bearing device. Wherein the traction beam portion and the bumper beam portion are orthogonally distributed. The traction beam is composed of two variable cross-section aluminum alloy sections which are symmetrically distributed at intervals, the arrangement direction of the traction beam is perpendicular to the airtight partition wall 4, and the traction beam is a main stress point for longitudinal bearing of the airtight partition wall 4. The buffer beam is an aluminum alloy section with a uniform section, the arrangement direction of the buffer beam is parallel to the airtight partition wall 4, and the height direction of the buffer beam is basically consistent with the plane on the traction beam. The structure of the draft sill and the buffer sill assembly 5 is a main path bearing mechanism for longitudinal load transfer of the car coupler buffer device 1, the anti-climbing energy absorption device 2 and the main energy absorption device 3.
Specifically, the anti-creep energy-absorbing device 2 is connected with the anti-creep energy-absorbing mounting structure assembly 6 through bolts.
According to an embodiment of the invention, the coupler mounting structure assembly 7 comprises a connecting plate and a reinforcing plate welded with the connecting plate into a whole, wherein a hole is formed in the middle of the connecting plate for the coupler buffer device 1 to pass through, and the purpose of the hole is as follows: firstly, the structure is reduced in weight; secondly, the coupler buffer device 1 is a device with overload protection capability, namely when the coupler buffer device 1 reaches a preset load, the structure is sheared and retreats, and at the moment, the main body structure of the coupler buffer device 1 needs to pass through the opening to finish normal retreating, so that interference with other energy absorption devices is avoided. The coupler mounting structure assembly 7 is connected with the traction beam through a connecting plate to realize the mounting and positioning of the coupler mounting structure assembly 7。The coupler buffering device 1 is connected with a coupler mounting structure assembly 7 connected with the rear end of the coupler buffering device through bolts.
The embodiment of the invention also provides a railway vehicle, which comprises a vehicle body and the front-end collision energy absorption structures of the head vehicle, wherein the front-end collision energy absorption structures are arranged at the head end of the vehicle body, in two lines of railway vehicles which run in opposite directions, the main energy absorption devices 3 are positioned at the same side of the running direction of the two lines of railway vehicles, namely, the two main energy absorption devices 3 are arranged in an anti-symmetric manner, when the two lines of railway vehicles collide, the main energy absorption devices 3 on the two lines of railway vehicles are in reverse symmetry, so that the two main energy absorption devices 3 are respectively contacted with the head 9 to absorb energy, namely, the two main energy absorption devices 3 are connected in parallel, the compression strength of the two main energy absorption devices 3.
Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, but not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.
Claims (10)
1. A front-end collision energy-absorbing structure of a head car comprises an airtight partition wall, a car coupler buffer device, an anti-climbing energy-absorbing device and a main energy-absorbing device, wherein the airtight partition wall is connected with a cab framework and a skin, the car coupler buffer device is arranged below the airtight partition wall along the central line of a car body, the anti-climbing energy-absorbing device is symmetrically distributed on two sides of the central line of the car body and is positioned below the airtight partition wall, and the main energy-absorbing device is arranged on the airtight partition wall in a manner of deviating from one side of the central line of the; and the front ends of the coupler buffer device, the anti-climbing energy absorption device and the main energy absorption device are staggered along the central line direction of the car body.
2. The front-end collision energy absorption structure of the head car according to claim 1, wherein the cab skeleton and the airtight partition are both mounted on a chassis, and the main energy absorption device is disposed symmetrically about an upper surface of the chassis or offset from the upper surface of the chassis in a vertical height direction of the car body.
3. The structure according to claim 2, wherein the primary energy absorber includes an outer shell, a back plate, and an energy absorbing core mounted in the outer shell in abutment with the back plate, and the primary energy absorber is mounted on the airtight partition through the back plate.
4. The headrest front-end collision energy absorption structure according to claim 3, wherein the offset of the primary energy absorption device relative to the upper surface of the underframe is not more than 20% of the height of the back plate, and the back plate is connected with the airtight partition wall through bolts.
5. The headrest front end collision energy absorbing structure according to claim 3, wherein an outer periphery of the outer shell has a taper that is gradually smaller from the backboard side toward a front end of the outer shell, the taper being not more than 5 degrees.
6. The front end collision energy absorption structure of the head vehicle according to claim 3, wherein the energy absorption inner core is a honeycomb core, and the axial direction of the honeycomb core is parallel to or orthogonal to the running direction of the vehicle body.
7. The front-end collision energy absorption structure of the primary car according to any one of claims 1 to 6, wherein the mounting end of the coupler buffer device, the mounting end of the anti-creep energy absorption device and the mounting end of the primary energy absorption device are not on the same mounting plane.
8. The front-end collision energy-absorbing structure of the head car according to claim 2, wherein a draft sill and a bumper beam assembly are mounted on the lower portion of the underframe, and the anti-climbing energy-absorbing device is connected to the draft sill and the bumper beam assembly through the anti-climbing energy-absorbing mounting structure assembly; the coupler buffering device is connected to the towing beam and the buffering beam through a coupler mounting structure;
the traction beam and the buffer beam comprise a traction beam and a buffer beam which is orthogonally connected with the traction beam;
the anti-climbing energy-absorbing mounting structure is a box-type bearing structure formed by assembling and welding aluminum plates, is symmetrically arranged on two sides of the traction beam and is connected with the traction beam and the side beam of the vehicle body.
9. The front-end collision energy absorption structure of the primary car according to claim 8, wherein the coupler mounting structure comprises a connecting plate and a reinforcing plate integrally welded with the connecting plate, a hole is formed in the middle of the connecting plate for the coupler buffer device to pass through, and the connecting plate is connected with the draft sill.
10. A railway vehicle comprising a body, and further comprising a front-end collision energy absorbing structure according to any one of claims 1 to 9 mounted at a head end of the body, wherein in two opposite rows of the railway vehicle, the primary energy absorbing means are located on the same side of the direction of travel of the railway vehicle.
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| CN202011165679.1A CN112298257B (en) | 2020-10-27 | 2020-10-27 | Head front end collision energy-absorbing structure and rail vehicle |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112874555A (en) * | 2021-04-08 | 2021-06-01 | 中车青岛四方机车车辆股份有限公司 | Underframe structure at front end of railway vehicle cab |
| CN113581230A (en) * | 2021-08-12 | 2021-11-02 | 中车南京浦镇车辆有限公司 | Frameless aluminum honeycomb driver cab |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN112874555A (en) * | 2021-04-08 | 2021-06-01 | 中车青岛四方机车车辆股份有限公司 | Underframe structure at front end of railway vehicle cab |
| CN113581230A (en) * | 2021-08-12 | 2021-11-02 | 中车南京浦镇车辆有限公司 | Frameless aluminum honeycomb driver cab |
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