CN113291333A - High-speed subway head car body structure - Google Patents
High-speed subway head car body structure Download PDFInfo
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- CN113291333A CN113291333A CN202110769031.3A CN202110769031A CN113291333A CN 113291333 A CN113291333 A CN 113291333A CN 202110769031 A CN202110769031 A CN 202110769031A CN 113291333 A CN113291333 A CN 113291333A
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- Prior art keywords
- underframe
- energy absorption
- car body
- body structure
- head car
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D17/00—Construction details of vehicle bodies
- B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
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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
- 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
- B61F19/06—Nets, catchers, or the like for catching obstacles or removing them from the track
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Wood Science & Technology (AREA)
- Body Structure For Vehicles (AREA)
Abstract
The invention provides a high-speed subway head car body structure which comprises an underframe, a roof, side walls, end walls, a cab framework and a barrier removing device, wherein an end beam of the underframe is arranged at the end part of the underframe; the framework of the cab is designed to be reinforced; a one-position end wall framework is arranged behind the cab framework; the barrier removing device is provided with a drawer type energy absorption unit. The high-speed subway head car body structure has the advantages that the two-stage energy absorption structure and the reinforced design of the cab framework are arranged, the collision resistance is obviously improved, the passive safety performance meets the requirement of high-speed grade urban subway cars, the collision requirements of same-line trucks, highway vehicles, level crossing barriers and the like are met, and a brand-new efficient and safe subway body structure is provided for subsequent urban ground operation.
Description
Technical Field
The invention belongs to the technical field of rail vehicle manufacturing, and particularly relates to a high-speed subway head vehicle body structure.
Background
Most of the existing urban rail transit vehicles are in a 6-group or 8-group form, and the designed speed grade is usually below 100 km/h. Meanwhile, the collision performance meets the C-II level in the EN15227 standard requirement, namely the same grouping collision with the collision speed of 25 kilometers per hour is met. The collision energy is also absorbed by energy-absorbing elements such as car couplers or anti-creepers, and the car body structure is less involved in the train collision energy absorption. In addition, the collision performance of the vehicle body structure does not consider the collision condition with other freight vehicles or vehicles on roads and the like.
The urban subway vehicles with high speed grade become the subway vehicles favored by many big cities due to the characteristics of more passengers carrying, high operation speed, high carrying capacity and the like, so that a high passenger carrying and high speed grade vehicle body structure with high passive safety performance is developed to adapt to the development and the demand of the urban rail transit industry.
Disclosure of Invention
The invention aims to solve the problem that the passive safety performance of the existing subway vehicle cannot meet the requirement of a high-speed grade urban subway vehicle, so that the invention provides a high-speed subway head vehicle body structure which can meet the passive safety performance of the high-speed grade urban subway vehicle, can realize mixed operation with other freight vehicles or vehicles on roads, and improves the urban traffic capacity.
In order to achieve the purpose, the invention provides a high-speed subway head car body structure which comprises an underframe, a roof, side walls, end walls, a cab framework and a barrier removing device, wherein an end beam of the underframe is arranged at the end part of the underframe; the second-stage energy absorption structure is arranged behind the end beam of the underframe and corresponds to the first-stage energy absorption structure in position, and two energy absorption units on each side are symmetrically arranged with the longitudinal center of the vehicle; two end corner columns are arranged in front of the cab framework, a waist beam is connected between the two end corner columns, and an anti-collision column is arranged in the middle of the waist beam; the side surface of the cab framework is provided with an upright post, and an inclined supporting beam is arranged between the end corner post and the upright post; the upper surface of the cab framework is of a frame structure, side longitudinal beams are arranged on two sides of the frame structure, the upper parts of the end corner columns are inclined backwards, and the upper end parts of the end corner columns are fixedly connected with the front ends of the side longitudinal beams; a one-position end wall framework is arranged behind the cab framework; the barrier removing device is provided with a drawer type energy absorption unit.
Furthermore, the energy absorption unit comprises a main box body, a square steel pipe is arranged in the middle of the main box body, and partition plates are vertically arranged between the square steel pipe and the main box body at intervals.
Furthermore, the end parts of the main box body and the square steel pipe are provided with the crushing guide grooves, so that the energy absorption units can be ensured to orderly and controllably deform according to the design during collision, and the energy can be absorbed. .
Furthermore, a reinforcing beam is arranged on the outer side of the side longitudinal beam.
Furthermore, a connecting plate is additionally arranged at a corner position where the side longitudinal beam is fixedly connected with the end corner post, so that the connecting position is directly sheared by shearing force when collision happens.
Furthermore, a longitudinal rib plate is arranged in the middle of the section of the anti-collision column, so that the strength is improved.
Furthermore, a longitudinal rib plate is arranged in the middle of the cross section of the end corner post, so that the strength is increased.
The high-speed subway head car body structure has the advantages that the two-stage energy absorption structure and the reinforced design of the cab framework are arranged, the collision resistance is obviously improved, the passive safety performance meets the requirement of high-speed grade urban subway cars, the collision requirements of same-line trucks, highway vehicles, level crossing barriers and the like are met, the operation speed can be greatly increased, ten marshalling forms can be realized, the traffic transportation problem in the peak period of a large city is effectively solved, and a brand-new efficient and safe subway body structure is provided for the subsequent urban land body operation.
Drawings
FIG. 1 is an overall schematic view of a subway car body structure;
FIG. 2 is a schematic view of the end of the chassis;
FIG. 3 is a schematic diagram of a two-stage energy absorbing structure;
FIG. 4 is a schematic view of the internal structure of a first stage energy absorbing structure;
FIG. 5 is a schematic view of the internal structure of a rectangular box with an equal cross section of a second-stage energy absorption structure;
FIG. 6 is a schematic diagram of the internal structure of a non-uniform cross-section rectangular box body of a second-stage energy absorption structure;
fig. 7 is a structural schematic diagram of a cab framework;
fig. 8 is a side view of the cab framework;
FIG. 9 is a schematic view of a configuration of a pilot;
wherein: 1. a chassis; 2. a vehicle roof; 3. a side wall; 4. an end wall; 5. a cab framework; 6. a barrier removal device;
11. an energy absorbing structure; 12. an anti-creeper; 13. a first stage energy absorbing structure; 14. an underframe end beam; 15. a second level energy absorbing structure; 16. an underframe edge beam; 41. a one-position end wall framework; 50. a column; 51. an end corner post; 52. an impact post; 53. a waist cross member; 54. an end cross member; 55. an upper camber beam; 56. a side stringer; 57. a reinforcing beam; 58. a connecting plate; 59. an inclined support beam; 61. a pilot body; 62. a drawer-type energy absorption unit; 63. and (7) mounting a seat.
111. A main box body; 112. a square steel pipe; 113. a partition plate; 114. a guide groove.
Detailed Description
Referring to fig. 1, the subway head car body structure of the present embodiment includes an underframe 1, a roof 2, side walls 3, end walls 4, a cab skeleton 5, and a barrier 6. The chassis 1, the roof 2, the side wall 3 and the end wall 4 form a basic frame of the vehicle body, a cab framework is arranged at the front end of the primary vehicle, the cab framework and the end wall of the vehicle body are connected into a whole, the structure is firmer, and the obstacle deflector 6 is arranged at the lower part of the front end of the chassis. In the vehicle collision process, the two-stage energy absorption structure arranged at the end part of the underframe steel structure participates in vehicle collision energy absorption after the energy absorption work of the car coupler and the anti-creeper is completed, and the crushing damage of the car body structure is limited in a designed area, so that an effective safe escape space is provided for drivers and passengers. The anti-collision column in the cab framework structure bears the force generated when the anti-collision column collides with a truck or a tank car, and the force is effectively transmitted to the underframe boundary beam with higher bearing capacity through the arranged rear inclined supporting beam. The obstacle deflector arranged at the front position of the lower part of the underframe is used for cleaning lower and smaller obstacles on the track.
Referring to fig. 2, the end part of the underframe is provided with an underframe end beam 14, two anti-creepers 12 are symmetrically arranged on the outer side of the underframe end beam with the longitudinal center of the vehicle, an underframe energy-absorbing structure 11 is arranged in front of a coupler seat at the end part of the underframe 1, the underframe energy-absorbing structure comprises a first-stage energy-absorbing structure 13 and a second-stage energy-absorbing structure 15, the first-stage energy-absorbing structure 13 is arranged behind the anti-creepers 12, and two energy-absorbing units are arranged on two sides of the underframe end beam 14 and symmetrically arranged with the longitudinal center. The second-stage energy absorption structure 15 is arranged behind the end beam 14 of the underframe, and consists of 4 energy absorption units which are symmetrically arranged with the longitudinal center of the vehicle, wherein the energy absorption unit close to the side beam 16 of the underframe is a rectangular box structure with equal section, and the energy absorption unit close to the center is a rectangular box structure with non-equal section.
The energy absorption units in the first-stage energy absorption structure 13 and the second-stage energy absorption structure 15 comprise a main box body 111, square steel pipes 112, partition plates 113 and guide grooves 114, wherein the square steel pipes 112 are arranged in the middle of the main box body 111, the partition plates 113 are arranged outside the square steel pipes 112 at certain intervals and penetrate to the outside of the main box body 111. The inner square steel pipe 112 is mainly used for increasing the bearing capacity of the energy absorption structure, certain stability in the vertical direction is guaranteed during collision, the partition boards 113 guarantee that the energy absorption unit structure crushes step by step layer by layer in collision, the end portions of the main box body 111 and the inner square steel pipe 112 are provided with crushing guide grooves 114, and the energy absorption units can be guaranteed to deform orderly and controllably according to design during collision so as to absorb energy.
The cab framework structure comprises end corner columns 51, anti-collision columns 52, a waist cross beam 53, inclined supporting beams 59, side longitudinal beams 56, reinforcing beams 57, a connecting plate 58, an one-position end wall framework 41, an upper bent beam 55 and an end cross beam 54, and the whole framework structure is made of high-strength carbon steel materials through welding.
Two end corner posts 51 in front of the cab framework adopt large rectangular sections with the thickness of 110mm multiplied by 190mm and the thickness of 10mm, and a longitudinal rib plate with the same thickness is arranged in the middle of each section; a waist cross beam 53 is connected between the end corner columns 51, the width of the waist cross beam is 150mm, and the height of the waist cross beam is set at the height position about 2000mm from the rail surface so as to bear the force generated when the waist cross beam collides with a road vehicle, provide a safe escape space for a driver and protect the safety of the driver. The middle part of the waist beam is provided with two anti-collision columns 52, the section is 100mm multiplied by 170mm, the thickness is 8mm, and the middle part of the section is provided with a longitudinal rib plate with the same thickness; the side surface of the cab framework is provided with an upright post 50, an inclined supporting beam 59 is arranged between an end corner post 51 and the upright post 50, and the inclined supporting beam is connected to the side beam position of the underframe to effectively transmit force to the underframe structure with higher bearing capacity; the upper side of the cab framework is of a frame structure consisting of a cross beam and an upper bent beam 55, two sides of the frame structure are provided with side longitudinal beams 56, the side longitudinal beams 56 are reinforced on the side surfaces, a reinforcing beam 57 with a wide cross section and a rectangular cross section is adopted, the front end of each side longitudinal beam 56 is provided with an end part cross beam 54, the upper part of an end corner post 51 is inclined backwards, and the upper end part of the end corner post 51 is fixedly connected with the front end of each side longitudinal beam 56; a connecting plate 58 is additionally arranged at the connecting corner position between the end corner post 51 and the side longitudinal beam 56, so that the connecting position is prevented from being directly sheared by shearing force when collision happens. A one-position end wall framework 41 is arranged behind the cab framework, so that the rigidity and the strength of the cab framework are improved. The cab framework structure 5 plays an important bearing role in the collision working condition with an 80t truck and a 15t deformable obstacle.
The obstacle deflector comprises an obstacle deflector body 61, a drawer type energy absorption unit 62 and a mounting seat 63. The obstacle deflector is in a V-shaped structure, and the opening angle of the obstacle deflector is larger than 160 degrees. The obstacle deflector is used for cleaning obstacles on the track. Obstacle deflector simulation analysis based on the EN15227 standard: the obstacle deflector meets the static load requirement specified by the standard, and the structure does not yield; the aluminum honeycomb energy absorption structure that sets up in the pilot: the maximum energy absorption stroke of the aluminum honeycomb energy absorption unit is 137mm, the impedance is 254 +/-10% kN, and the energy absorption capacity is about 35 kJ;
the invention discloses a subway head car body structure, which is characterized in that according to the collision working condition required by the C-I level in EN 15227:
1) 10 marshalling trains running at the speed of 36km/h collide with the same marshalling train;
2) after 10 marshalling trains running at the speed of 36km/h vertically deviate by 40mm upwards, the trains collide with the same marshalling train;
3) 10 marshalling trains running at the speed of 36km/h collide with an 80t truck;
4) 10 marshalling trains running at 80km/h collided with a deformable obstacle of 15 t;
5) and the rail vehicle collides with a small and low obstacle on the rail at the operating speed.
And respectively carrying out simulation analysis and verification according to the collision working conditions to check the safe escape space of the driver and the passengers, the average deceleration during vehicle collision and whether the vehicle climbs or derails. Simulation analysis verifies that under each collision working condition, the escape space of a driver is 311mm at least, the deformation thickness height in the height direction is 99.8% of the height before deformation, the space between the driver platform and the seat meeting the standard requirement is not less than 300mm, the seating space height of the driver seat is not less than 750mm, or the height of the deformed roof is at least 80% of the height before deformation. The maximum plastic deformation of the passenger compartment area is 21mm, the deformation of the passenger escape space meeting the standard requirement per 5m length is not more than 50mm or the plastic strain is less than 10 percent of the deformation area.
Through simulation analysis, the average deceleration under the working condition 1, the working condition 2 and the working condition 4 is respectively 2.24g, 4.68g and 2.23g which are less than 5g specified by the standard. The average deceleration of condition 3 is 5.67g, which is less than the standard specification of 7.5 g. And in addition, the vehicle does not derail under each collision working condition, and the anti-climbing of the vehicle also meets the requirement.
The collision resistance of the high-speed subway head vehicle body structure is remarkably improved, the passive safety performance meets the requirement of high-speed grade urban subway vehicles, the collision requirements of same-line trucks, highway vehicles, barriers at level crossings and the like are met, the operation speed can reach 130km/h, the maximum design speed can reach 143km/h, a ten-vehicle marshalling form can be realized, and the traffic transportation problem in the peak period of a large city is effectively solved.
Claims (7)
1. A high-speed subway head car body structure comprises an underframe (1), a roof (2), side walls (3), end walls (4), a cab framework (5) and a barrier removing device (6), wherein an underframe end beam (14) is arranged at the end part of the underframe, and two anti-creepers (12) are symmetrically arranged at the outer side of the underframe end beam along the longitudinal center of a car, and the high-speed subway head car body structure is characterized in that a two-stage energy absorption structure (11) is arranged at the end part of the underframe (1), a first-stage energy absorption structure (13) is arranged between the anti-creepers (12) at two sides and the underframe end beam (14), and one energy absorption unit is arranged at each side; the second-stage energy absorption structure (15) is arranged behind the end beam (14) of the underframe and corresponds to the first-stage energy absorption structure (13), and two energy absorption units on each side are symmetrically arranged with the longitudinal center of the vehicle; two end corner columns (51) are arranged in front of the cab framework (5), a waist beam (53) is connected between the two end corner columns (51), and an anti-collision column (52) is arranged in the middle of the waist beam (53); the side surface of the cab framework is provided with a vertical column (50), and an inclined supporting beam (59) is arranged between the end corner column (51) and the vertical column (50); the upper surface of the cab framework is of a frame structure, side longitudinal beams (56) are arranged on two sides of the frame structure, the upper parts of the end corner columns (51) are inclined backwards, and the upper end parts of the end corner columns (51) are fixedly connected with the front ends of the side longitudinal beams (56); a one-position end wall framework (41) is arranged behind the cab framework (5); the barrier removing device (6) is provided with a drawer type energy absorption unit (62).
2. The high-speed subway head car body structure as claimed in claim 1, wherein: the energy absorption unit comprises a main box body (111), a square steel pipe (112) is arranged in the middle of the main box body (111), and partition plates (113) are vertically arranged between the square steel pipe (112) and the main box body (111) at intervals.
3. The high-speed subway head car body structure as claimed in claim 2, wherein: the main box body (111) and the square steel pipe (112) are provided with crushing guide grooves (114) at the ends.
4. The high-speed subway head car body structure as claimed in claim 1, wherein: and a reinforcing beam (57) is arranged on the outer side of the side longitudinal beam (56).
5. The high-speed subway head car body structure as claimed in claim 1, wherein: and a connecting plate (58) is additionally arranged at the corner position where the side longitudinal beam (56) is fixedly connected with the end corner post (51).
6. The high-speed subway head car body structure as claimed in claim 1, wherein: and a longitudinal rib plate is arranged in the middle of the section of the anti-collision column (52).
7. The high-speed subway head car body structure as claimed in claim 1, wherein: and a longitudinal rib plate is arranged in the middle of the section of the end corner post (51).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110769031.3A CN113291333A (en) | 2021-07-07 | 2021-07-07 | High-speed subway head car body structure |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110769031.3A CN113291333A (en) | 2021-07-07 | 2021-07-07 | High-speed subway head car body structure |
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| Publication Number | Publication Date |
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| CN113291333A true CN113291333A (en) | 2021-08-24 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202110769031.3A Pending CN113291333A (en) | 2021-07-07 | 2021-07-07 | High-speed subway head car body structure |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114148366A (en) * | 2021-12-08 | 2022-03-08 | 中车株洲电力机车有限公司 | Double-layer square tube combined energy absorption structure for rail vehicle collision energy absorption |
| CN114162073A (en) * | 2021-11-09 | 2022-03-11 | 湖南大学 | Triple coupling trigger structure and application thereof |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR20020086448A (en) * | 2002-10-28 | 2002-11-18 | 한국생산기술연구원 | Front head structure of a power car of a train |
| CN109050567A (en) * | 2018-08-08 | 2018-12-21 | 中车长春轨道客车股份有限公司 | A kind of anti-creep and classification triggering nested type rail vehicle end endergonic structure |
| CN111619605A (en) * | 2020-05-19 | 2020-09-04 | 中车长春轨道客车股份有限公司 | Drawer type honeycomb energy-absorbing structure pilot |
| CN112249073A (en) * | 2020-09-24 | 2021-01-22 | 中车南京浦镇车辆有限公司 | Energy absorption structure of metro vehicle cab |
| 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 |
-
2021
- 2021-07-07 CN CN202110769031.3A patent/CN113291333A/en active Pending
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR20020086448A (en) * | 2002-10-28 | 2002-11-18 | 한국생산기술연구원 | Front head structure of a power car of a train |
| CN109050567A (en) * | 2018-08-08 | 2018-12-21 | 中车长春轨道客车股份有限公司 | A kind of anti-creep and classification triggering nested type rail vehicle end endergonic structure |
| CN111619605A (en) * | 2020-05-19 | 2020-09-04 | 中车长春轨道客车股份有限公司 | Drawer type honeycomb energy-absorbing structure pilot |
| CN112249073A (en) * | 2020-09-24 | 2021-01-22 | 中车南京浦镇车辆有限公司 | Energy absorption structure of metro vehicle cab |
| 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 |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114162073A (en) * | 2021-11-09 | 2022-03-11 | 湖南大学 | Triple coupling trigger structure and application thereof |
| CN114148366A (en) * | 2021-12-08 | 2022-03-08 | 中车株洲电力机车有限公司 | Double-layer square tube combined energy absorption structure for rail vehicle collision energy absorption |
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