CN112519829A

CN112519829A - Double-deck rail vehicle

Info

Publication number: CN112519829A
Application number: CN202011398233.3A
Authority: CN
Inventors: 陈乐恒; 安超; 张雷; 万红雨; 刘雁翔; 苏文煜; 董浩; 郝明远; 许保磊; 张娟歌
Original assignee: CRRC Tangshan Co Ltd
Current assignee: CRRC Tangshan Co Ltd
Priority date: 2020-12-03
Filing date: 2020-12-03
Publication date: 2021-03-19
Anticipated expiration: 2040-12-03
Also published as: CN112519829B

Abstract

The embodiment of the application relates to the technical field of railway vehicles, in particular to a double-layer railway vehicle. The double-layer rail vehicle comprises an end vehicle and a middle vehicle; a cab end energy absorption device and a car coupler are arranged at a cab end of the end car; a vehicle body energy absorption structure and a vehicle coupler are arranged at each non-cab end; the cab end energy absorption device and the vehicle body energy absorption structure are used for absorbing collision energy; and a car coupler energy absorption device is fixedly arranged between each car coupler and the car coupler mounting seat and is used for absorbing longitudinal force or collision energy. This double-deck rail vehicle can reduce the harm that produces when colliding through the collision energy-absorbing structure that sets up at automobile body tip to protect driver and passenger's the security of the lives and property, and solved current double-deck rail vehicle and had the big problem of collision loss.

Description

Double-deck rail vehicle

Technical Field

The application relates to the technical field of railway vehicles, in particular to a double-layer railway vehicle.

Background

The existing double-layer rail vehicle has the characteristics of large transportation capacity and low comprehensive energy consumption. Compared with a single-layer rail vehicle, the double-layer rail vehicle has the advantages that the collision loss caused by the complex structure, the large mass and the high gravity center of the vehicle is obviously increased for the same collision speed. The existing double-deck rail vehicle comprises an upper layer carriage and a lower layer carriage, wherein the upper layer carriage and the lower layer carriage are respectively a passenger area carriage for passengers to take and a goods area carriage for placing goods. The passenger area carriage is provided with a passenger area side door for passengers to get on or off the bus, and the cargo area carriage is provided with a cargo area side door for loading and unloading cargo.

The existing double-layer rail vehicle only solves the problems of resource waste and cost increase caused by the respective transportation of the existing passenger transport and freight transport through a double-layer partition technology, but does not consider the slowing measures of the vehicle in collision, so that the existing double-layer rail vehicle has the problem of large collision loss.

Disclosure of Invention

The embodiment of the application provides a double-deck rail vehicle, and this double-deck rail vehicle can reduce the harm that produces when colliding through the collision energy-absorbing structure that sets up at automobile body tip to protect driver and passenger's life and property safety, and solved current double-deck rail vehicle and have the big problem of collision loss.

The embodiment of the application provides a double-layer rail vehicle, which comprises an end car and a middle car; wherein:

the end of the end car provided with the cab is a cab end;

the other end of the end car opposite to the cab end and the two ends of the middle car are both non-cab ends;

a cab end energy absorption device and a car coupler are arranged at the cab end;

a vehicle body energy absorption structure and a vehicle coupler are arranged at each non-cab end;

the cab end energy absorption device and the vehicle body energy absorption structure are used for absorbing collision energy in the collision process of the double-layer rail vehicle;

and a coupler energy absorption device is fixedly arranged between each coupler and the coupler mounting seat and is used for absorbing longitudinal force generated by the double-layer railway vehicle or collision energy generated when the double-layer railway vehicle collides.

Preferably, the coupler energy absorption device comprises a buffer and a crushing pipe;

the buffer is fixedly connected between the coupler and the crushing pipe and used for absorbing longitudinal force generated by the double-layer railway vehicle in the coupling and running processes;

one end, far away from the buffer, of the crushing pipe is fixedly arranged on the coupler mounting seat and used for absorbing collision energy through extrusion deformation when the double-layer railway vehicle collides.

Preferably, the cab-end energy absorption device comprises a fixing plate, a supporting plate, a plurality of cab-end energy absorption boxes, a guide pipe and a cab-end anti-creeper;

the fixing plate is fixedly arranged on the cab end wall;

one end of each cab end energy absorption box is fixedly arranged on the fixing plate, and the other end of each cab end energy absorption box is fixedly provided with the supporting plate;

the cab end anticreeper is fixedly arranged on one side, away from the cab end wall, of the supporting plate, and a plurality of anti-climbing teeth which are distributed in parallel are arranged at one end, away from the cab end wall, of the supporting plate, and the anti-climbing teeth extend in the horizontal direction; the anti-creeper is used for preventing the vehicle from lifting after collision through the occlusion between the anti-creeper teeth, so that the secondary hazard caused by the lifting after the vehicle collision is reduced.

The stand pipe fixed mounting in the fixed plate with backup pad, one end is passed the backup pad with anticreeper fixed connection, and the other end pass behind the fixed plate with cab headwall fixed connection is used for right cab end crash box follows double-deck rail vehicle length direction's extrusion deformation leads.

Preferably, the vehicle body energy absorption structure comprises a plurality of non-cab-end energy absorption boxes fixedly mounted between the end wall and the end underframe;

the non-cab-end crash boxes are arranged at intervals along the width direction of the double-layer railway vehicle.

Preferably, the guide tube comprises an inner tube, a first outer tube, a second outer tube, a first end flange and a second end flange;

the first outer pipe is sleeved at one end, facing the cab end wall, of the inner pipe, the other end, facing away from the cab end wall, of the inner pipe is fixedly installed on the cab end anticreeper, and the second outer pipe is sleeved on the periphery, penetrating through the supporting plate, of the inner pipe;

the first outer pipe penetrates through and is fixedly installed on the fixing plate, and the first outer pipe is fixedly installed on the cab end wall through the first end flange;

the second outer tube is fixedly mounted to the support plate via the second end flange.

Preferably, the cab-end crash box and the non-cab-end crash box each comprise a cylindrical shell and a plurality of partition plates arranged in parallel in the cylindrical shell;

the cylindrical shell is provided with an inducing structure for inducing deformation;

the cylindrical shell and the partition plate are both made of steel plates.

Preferably, the inducing structure is an inducing hole arranged at intervals.

Preferably, the cab-end crash boxes are distributed into at least two rows;

the guide pipe is located between the cab end energy absorption boxes.

Preferably, a non-cab-end anti-creeper is arranged on an end wall of each non-cab end;

the non-cab-end anticreeper is provided with a plurality of parallel-distribution anti-climbing teeth, and the anti-climbing teeth extend along the horizontal direction.

Preferably, two non-cab-end anti-creepers are symmetrically arranged on the end wall of each non-cab end.

Adopt the double-deck rail vehicle that provides in this application embodiment, have following beneficial effect:

the energy-absorbing structure used for absorbing collision energy in the collision process is additionally arranged at the end part of the end car and the middle car of the double-layer rail vehicle, the existing car coupler is replaced by the car coupler with the car coupler energy-absorbing device, the double-layer rail vehicle can absorb the collision energy through the car coupler and the energy-absorbing structure at the end part of the car body after collision occurs, the collision energy is rapidly consumed, the harm of the collision energy to the car body and people in the car is reduced, the life and property safety of drivers and passengers is protected, and the problem that the collision loss is large in the existing double-layer rail vehicle is solved.

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 application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:

fig. 1 is a schematic structural diagram of an end car of a double-deck rail vehicle according to an embodiment of the present application;

fig. 2 is a schematic structural diagram of a middle car of a double-deck rail vehicle provided in an embodiment of the present application;

FIG. 3 is a schematic view of the cab end of the end car provided in FIG. 1;

FIG. 4 is a schematic structural view of the cab-side energy absorber of FIG. 3;

FIG. 5 is a schematic cross-sectional view of the energy absorber at the cab end as provided in FIG. 4;

FIG. 6 is a schematic structural view of a coupler of a double-deck railway vehicle;

FIG. 7 is a schematic view of a non-cab end configuration of a double-deck rail vehicle;

FIG. 8 is a bottom plan view of the non-cab end of FIG. 7 with the coupler removed;

FIG. 9 is a schematic structural view of the non-cab-end crash box of FIG. 7;

FIG. 10 is a schematic cross-sectional view of the energy absorption box shown in FIG. 9;

fig. 11 is a schematic coupling diagram of an end car and a middle car of a double-deck railway vehicle in the embodiment of the application.

Reference numerals:

1-carrying the vehicle; 2-intermediate vehicle;

11-a driver cab; 12-cab end energy absorber; 13-a coupler; 14-coupler mount; 15-a non-cab-end crash box; 16-a coupler energy absorption device; 17-cab headwall; 18-end walls; 19-end chassis; 20-non-cab-end anticreeper;

121-fixing plate; 122-a support plate; 123-cab end crash boxes; 124-a guide tube; 125-cab-end anticreeper; 1251-anti-creep teeth; 1241-inner tube; 1242-first outer tube; 1243-second outer tube; 1244-first end flange; 1245-second end flange;

151-cylindrical housing; 152-a separator;

161-a buffer; 162-crushing the tube.

Detailed Description

In order to make the technical solutions and advantages of the embodiments of the present application more apparent, the following further detailed description of the exemplary embodiments of the present application with reference to the accompanying drawings makes it clear that the described embodiments are only a part of the embodiments of the present application, and are not exhaustive of all embodiments. It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict.

The embodiment of the application provides a double-layer railway vehicle, which comprises an end car 1 and a middle car 2; as shown in the structure of fig. 1, the end car 1 is a compartment provided with a cab 11, and the end car 1 may also be called a control car, a head car or a power car; as shown in the structure of fig. 2, the intermediate vehicle 2 is a compartment connected to the end vehicle 1, and the intermediate vehicle 2 can also be called an intermediate trailer; the double-layer rail vehicle can comprise two end vehicles 1 positioned at two ends and a plurality of intermediate vehicles 2 connected between the two end vehicles 1, also can only comprise one end vehicle 1 positioned in the direction of a vehicle head or a vehicle tail and a plurality of intermediate vehicles 2 connected to the rear side of the end vehicle 1 and connected in sequence, and also can comprise a plurality of end vehicles 1 and a plurality of intermediate vehicles 2 which are mixed and woven; the double-layer rail vehicle can be divided into an upper passenger area, a middle passenger area and a lower passenger area, and passenger seats are respectively arranged for passengers to ride; stairs are arranged among the upper layer, the middle layer and the lower layer of the double-layer rail vehicle and are used for passengers to circulate among the three passenger areas; the end part of the lower passenger area is provided with a vehicle door for passengers to get on and off; wherein: in the present embodiment, both end portions of the end car 1 and both end portions of the intermediate car 2 refer to the front end portion and the rear end portion of the car body in the longitudinal direction of the car body;

as shown in the structure of fig. 1, one end of the end car 1, which is provided with a cab 11, is a cab end; the other end of the end car 1 opposite to the cab end is a non-cab end; as shown in the structure of fig. 2, both ends of the intermediate vehicle 2 are non-cab ends; the non-cab end of the end car 1 is connected with one non-cab end of the intermediate car 2 through a coupler 13; a car coupler 13 is fixedly arranged at both a cab end and a non-cab end of the end car 1; two ends of the intermediate vehicle 2 are respectively and fixedly provided with a vehicle coupler 13;

as shown in the structure of fig. 1, a cab end energy absorption device 12 and a coupler 13 are arranged at a cab end; the cab end energy absorption device 12 is used for absorbing collision energy in the collision process of the double-layer railway vehicle; as shown in the structure of fig. 3 and 4, the cab-end energy absorption device 12 includes a fixing plate 121, a support plate 122, a plurality of cab-end energy absorption boxes 123, a guide pipe 124, and a cab-end anti-creeper 125; the fixing plate 121 is fixedly installed on the cab headwall 17; one end of each cab-end crash box 123 is fixedly mounted on the fixing plate 121, and the other end is fixedly mounted with the support plate 122; the cab-end anti-creeper 125 is fixedly installed at one side of the support plate 122 departing from the cab end wall 17, and a plurality of anti-creep teeth 1251 which are distributed in parallel are arranged at one end departing from the cab end wall 17, and the anti-creep teeth 1251 extend along the horizontal direction; when the double-layer rail vehicle collides, the anti-climbing teeth 1251 arranged on the cab-end anti-climbing device 125 can be mutually meshed, so that the upward climbing of the vehicle body of the double-layer rail vehicle after the collision is prevented, the damage to the vehicle body is reduced, and the secondary hazards such as the loss of the vehicle caused by the collision and the injury to personnel are further reduced; as shown in the structures of fig. 4 and 5, the guide tube 124 is fixedly mounted on the fixing plate 121 and the support plate 122, one end of the guide tube passes through the support plate 122 and is fixedly connected with the anti-creeper, and the other end of the guide tube passes through the fixing plate 121 and is fixedly connected with the cab end wall 17, so as to guide the crush deformation of the cab end crash box 123 along the length direction of the double-deck rail vehicle;

as shown in the structures of fig. 1 and 2, a vehicle body energy absorption structure and a coupler 13 are arranged at each non-cab end; the vehicle body energy absorption structure is used for absorbing collision energy in the collision process of the double-layer railway vehicle; as shown in the structure of FIGS. 7 and 8, the energy absorbing structure of the vehicle body comprises a plurality of non-cab-end energy-absorbing boxes 15 fixedly installed between the end wall 18 and the end underframe 19; a plurality of non-cab-end crash boxes 15 are arranged at intervals in the width direction of the double-deck railway vehicle. The non-cab-end energy absorption boxes 15 are used for absorbing collision energy through gradual crushing deformation in the collision process of the double-layer rail vehicle, so that the non-cab-end energy absorption boxes 15 gradually deform from the outer side of the vehicle body to the inner side of the vehicle body to absorb energy. As shown in the structure of fig. 8, when the non-cab-end crash boxes 15 are arranged, the non-cab-end crash boxes 15 are arranged at intervals along the width direction of the double-deck railway vehicle;

as shown in fig. 1 and fig. 2, a coupler energy absorbing device 16 is fixedly installed between each coupler 13 and the coupler mounting base 14, and the coupler energy absorbing device 16 is used for absorbing longitudinal force generated by a double-layer railway vehicle or collision energy generated when the double-layer railway vehicle collides. As shown in the configuration of fig. 6, the coupler energy absorber 16 includes a bumper 161 and a crush tube 162; the buffer 161 is fixedly connected between the coupler 13 and the crushing pipe 162 and is used for absorbing longitudinal force generated by the double-layer railway vehicle during coupling and running; one end of the crush tube 162 remote from the bumper 161 is fixedly mounted to the coupler mount 14 for absorbing impact energy through crush deformation in the event of a collision of the double-deck railway vehicle. Due to the fact that the coupler 13 is easy to replace, after the coupler 13 is damaged due to collision, the end car 1 or the intermediate car 2 can continue to run after the coupler 13 is replaced, and therefore the use cost of the double-layer railway vehicle can be reduced, and material waste can be reduced.

The double-layer railway vehicle is provided with a cab end energy absorption device 12 at the cab end of an end car 1, a car coupler energy absorption device 16 is arranged on a car coupler 13, and the deformation of a cab 11 in the collision process is reduced as much as possible through the absorption and consumption of collision energy of the car coupler energy absorption device 16 and the cab end energy absorption device 12, so that the safety of drivers and passengers is ensured; the end car 1 is provided with a car body energy absorption structure and a car coupler energy absorption device 16 at the non-cab end and the two end parts of the intermediate car 2, the car body energy absorption structure and the car coupler energy absorption device 16 can absorb collision energy in the collision process, the non-cab end is generally free of personnel, large deformation is allowed to be generated to absorb the collision energy, and a large amount of collision energy is absorbed through the car body deformation of the non-cab end; in the double-deck rail vehicle, no matter the tip of end car 1 or the tip of middle car 2 all is provided with the energy-absorbing structure that absorbs the collision energy, and be provided with coupling energy-absorbing device 16 in coupling 13 department, make double-deck rail vehicle after the emergence collision, can absorb the collision energy through the energy-absorbing structure of automobile body tip rapidly, carry out the rapid consumption with the collision energy, reduce the harm of collision energy to automobile body and interior personnel, in order to protect the security of the lives and property of driver and passenger, and solved current double-deck rail vehicle and had the big problem of collision loss.

Meanwhile, the car body can be protected through the car coupler 13 through the car coupler energy absorption device 16 arranged at the car coupler 13, namely, after collision happens, the car coupler 13 is preferentially deformed and damaged to absorb collision energy, damage to the car body caused by collision can be reduced, compared with the whole car body, the cost for replacing the car coupler 13 is lower, and therefore damage and loss of the double-layer railway car in the collision process can be reduced through the arrangement of the car coupler energy absorption device 16.

As shown in the configuration of fig. 5, the guide tube 124 includes an inner tube 1241, a first outer tube 1242, a second outer tube 1243, a first end flange 1244 and a second end flange 1245; a first outer pipe 1242 is sleeved at one end of the inner pipe 1241 facing the cab end wall 17, the other end of the inner pipe 1241 facing away from the cab end wall 17 is fixedly installed on the cab end anticreeper 125, and a second outer pipe 1243 is sleeved at the periphery of the inner pipe 1241 penetrating the support plate 122; the first outer pipe 1242 is inserted through and fixedly mounted on the fixing plate 121, and the first outer pipe 1242 is fixedly mounted on the cab end wall 17 through a first end flange 1244; the second outer tube 1243 is fixedly mounted to the support plate 122 by a second end flange 1245.

The guide pipe 124 adopts the structure, so that the guide pipe 124 can be reliably and fixedly arranged on the cab headwall 17; the arranged guide pipe 124 can guide the crushing deformation of the cab end energy absorption box 123 when the double-layer rail vehicle collides, so that the cab end energy absorption box 123 is ensured to be gradually deformed along the length direction of the end vehicle 1, and the cab end energy absorption box 123 is prevented from being inclined to lose the deformation energy absorption effect due to large collision energy.

As shown in fig. 4 and fig. 5, a plurality of cab end crash boxes 123 are disposed on the cab end wall 17, the cab end crash boxes 123 are distributed into upper and lower rows, and the guide pipe 124 is located between the upper and lower rows of cab end crash boxes 123. The plurality of cab-end crash boxes 123 may be distributed in an upper and lower row structure, or in a three-row or multi-row structure; one, two, or more guide tubes 124 may be provided. When the cab-end crash boxes 123 are arranged in two or more rows, the cab-end crash boxes 123 may be aligned up and down or staggered along the height direction of the cab 11.

As shown in the structures of fig. 9 and 10, each of the cab-side crash box 123 and the non-cab-side crash box 15 includes a cylindrical shell 151 and a plurality of bulkheads 152 disposed in parallel in the cylindrical shell 151; the cylindrical housing 151 is provided with an inducing structure for inducing deformation; the inducing structure can be inducing holes arranged at intervals; the cylindrical shell 151 and the partition 152 are made of steel plates. The cab-side crash box 123 and the non-cab-side crash box 15 are each provided with a plurality of bulkheads 152 in the cylindrical shell 151, and the plurality of bulkheads 152 are installed in the cylindrical shell 151 at intervals from one end to the other end of the cylindrical shell 151. The cylindrical shell 151 is provided with a plurality of induction structures such as induction holes, so that the crash boxes are uniformly deformed by the induction of the induction structures. When the double-deck rail vehicle collides, the cylindrical shell 151 deforms in the longitudinal direction to absorb energy generated during the collision, and the diaphragm 152 is deformed stepwise in the longitudinal direction when the crash boxes deform. The cross section of the cylindrical housing 151 may be rectangular or square, and as shown in the structure of fig. 9, the cylindrical housing 151 has a hollow quadrangular frustum pyramid shape, and the cross sectional area of the cylindrical housing 151 near the vehicle body is larger than that of the outer end of the cylindrical housing 151. When the cylindrical shell 151 is of a hollow quadrangular frustum pyramid structure, the cross section area of the cylindrical shell gradually increases from one end far away from the vehicle body to one end close to the vehicle body, so that the impact energy absorbed along with the larger compression deformation amount of the energy absorption box is more, the end with the smaller cross section area can be induced to deform at the beginning of collision, the larger cross section area close to one side of the vehicle body can adapt to the larger impact energy, and the safety of the vehicle and passengers can be ensured during the collision process of the vehicle.

As shown in the structure of fig. 11, a non-cab-end anticreeper 20 is provided on each non-cab-end headwall 18; the non-cab-end anticreeper 20 is provided with a plurality of parallel-distributed anticreeper teeth 1251, and the anticreeper teeth 1251 extend in the horizontal direction. Two cab-end anticreepers 20 are symmetrically disposed on each cab-end headwall 18.

Because the anti-creeper is arranged at the two ends of the vehicle body, when the vehicle collides, all the carriages can be relatively meshed together through the anti-creeper teeth 1251 of the anti-creeper, the energy generated during collision is fully absorbed by the collision energy absorption device, and the vehicle is prevented from climbing along the vertical direction of the track to cause extra loss when colliding.

While the preferred embodiments of the present application have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all alterations and modifications as fall within the scope of the application.

It will be apparent to those skilled in the art that various changes and modifications may be made in the present application without departing from the spirit and scope of the application. Thus, if such modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is intended to include such modifications and variations as well.

Claims

1. A double-deck rail vehicle is characterized by comprising an end car and a middle car; wherein:

the end of the end car provided with the cab is a cab end;

2. The double-deck rail vehicle of claim 1, wherein the coupler energy absorber comprises a bumper and a crush tube;

3. The double-deck rail vehicle according to claim 2, wherein the cab-end energy absorber includes a fixed plate, a support plate, a plurality of cab-end energy absorbers, a guide pipe, and a cab-end anticreeper;

the fixing plate is fixedly arranged on the cab end wall;

the cab end anticreeper is fixedly arranged on one side, away from the cab end wall, of the supporting plate, and a plurality of anti-climbing teeth which are distributed in parallel are arranged at one end, away from the cab end wall, of the supporting plate, and the anti-climbing teeth extend in the horizontal direction;

4. The double-deck rail vehicle of claim 3, wherein the body energy absorbing structure comprises a plurality of non-cab-end energy absorption boxes fixedly mounted between an end wall and an end underframe;

5. The double-deck rail vehicle of claim 4, wherein the guide tube comprises an inner tube, a first outer tube, a second outer tube, a first end flange, and a second end flange;

6. The double-deck rail vehicle according to claim 4, wherein each of the cab-side crash boxes and the non-cab-side crash boxes comprises a tubular shell and a plurality of bulkheads disposed in parallel within the tubular shell;

the cylindrical shell and the partition plate are both made of steel plates.

7. The double-deck rail vehicle as claimed in claim 6, wherein the inducing structures are inducing holes arranged at intervals.

8. The double-deck rail vehicle according to claim 3, wherein a plurality of said cab-end crash boxes are distributed in at least two rows;

the guide pipe is located between the cab end energy absorption boxes.

9. The double-deck rail vehicle according to any one of claims 1 to 8, wherein a non-cab-end anticreeper is provided on each of the non-cab-end walls;

10. The double-deck rail vehicle as claimed in claim 9, wherein two non-cab-end anticreepers are symmetrically disposed on each of the non-cab-end headwalls.