CN115230753B

CN115230753B - Rail vehicle body structure and rail train

Info

Publication number: CN115230753B
Application number: CN202211011014.4A
Authority: CN
Inventors: 岳译新; 金希红; 杨红波; 苏柯; 王赵华; 王晓绒; 王海钧; 柳颖娇; 郑龙刚; 孙亚洲
Original assignee: CRRC Zhuzhou Locomotive Co Ltd
Current assignee: CRRC Zhuzhou Locomotive Co Ltd
Priority date: 2022-08-23
Filing date: 2022-08-23
Publication date: 2023-06-13
Anticipated expiration: 2042-08-23
Also published as: CN115230753A

Abstract

The invention discloses a railway vehicle body structure and a railway train, wherein a buffer, an anti-climbing device, an end wall, an end side wall and an underframe boundary beam are sequentially arranged from the end part of the vehicle body to the middle along the longitudinal direction of the vehicle body, the anti-climbing device, the end wall and the end part structure of the underframe are connected together to form a frame bearing structure, and an elastoplastic deformation area (L1), a plastic deformation area (L2) and an elastic deformation area with gradually increasing longitudinal rigidity are sequentially formed from the end part to the middle of the vehicle body; the joint of the elastic deformation area and the plastic deformation area is positioned at the door upright post of the near-end wall, a deformation stop structure is arranged at the door upright post of the near-end wall, and the deformation stop structure is supported by the chassis end structure together with the chassis side beam; when the car body collides, the elastoplastic deformation area and the plastic deformation area are deformed in sequence, and the deformation is terminated when the deformation stop structure is formed. The invention can make the anti-collision performance of the vehicle body higher on the premise of minimizing the non-manned area.

Description

Rail vehicle body structure and rail train

Technical Field

The present invention relates to a rail vehicle body structure and a rail train.

Background

From the 1980 s, UIC-Z cars towed by locomotives are widely used in lines of 160-200 km/h in europe. Since the current European region releases the TSI standard, the newly developed UIC-Z type carriage can only be operated on line through TSI certification. The TSI standard requires that the vehicle body not only meet the strength requirements, but also meet the crashworthiness requirements specified by the EN15227 standard. The international railway alliance UIC series standard is not updated for many years, and has only strength requirements on a car body and no crashworthiness requirements. According to analysis, UIC 567-2 prescribes that the distance between the vehicle end and the vehicle body is 300mm, UIC528 prescribes that the protruding end wall of the buffer body is 150mm, the elastic travel is removed by 110mm, the elastic travel is only 40mm, the buffer energy absorption is too little, the EN15227 crashworthiness requirement cannot be met, and the protruding end wall of the buffer body cannot be lengthened due to the limitation of the vehicle end distance, namely, the traditional UIC-Z carriage body cannot meet the crashworthiness requirement prescribed by TSI standard.

Chinese patent No. CN1394778 discloses an impact-resistant energy-absorbing train body for railway passenger trains, which uses the non-manned areas of the head and the end of the train body as plastic deformation energy-absorbing structures. Chinese patent No. CN1669855a discloses a chassis for an impact-resistant energy absorbing train body, which uses a non-manned area between an outer end of the chassis and a sleeper beam of the chassis as a plastic deformation energy absorbing structure. However, the technical scheme has the following defects: 1. the energy absorption structure is arranged between the outer end of the vehicle body and the sleeper beam, so that the non-manned area is larger, the passenger capacity is reduced, the requirement of a user on large passenger capacity is not met, and the energy absorption structure is not suitable for vehicles without a toilet at the end part; 2. the anti-climb requirements of the vehicle are not considered. Chinese patent No. 104512429a discloses a headwall structure of a railway vehicle and a processing method thereof, which uses the headwall structure to generate plastic deformation to absorb energy, and has the following disadvantages: 1. not suitable for vehicle bodies without bumper beams; 2. the automobile body which is not suitable for the installation of a chain hook and a buffer; 3. the anti-climb requirements of the vehicle are not considered. Chinese patent No. CN106672000a discloses a passenger car room energy absorbing area and a railway vehicle, which uses a crushing energy absorbing device between an end wall and a brake wall to absorb energy, and has the following disadvantages: 1. a gate wall is needed to be added, so that the gate wall not only increases more weight, but also occupies the space of a passenger room, and reduces the passenger capacity; 2. the buffer is not applicable to a vehicle body needing to be installed; 3. the anti-climb requirements of the vehicle are not considered.

Chinese patent No. 106240587 discloses a railway vehicle head structure, which makes plastic deformation energy absorption controlled at the front end of a cab front door through reinforcement of the cab front end structure and arrangement of a primary and a secondary stop structures, but obviously, the energy absorption structure is only suitable for a head car body and cannot be used for a middle car body, and the rear of the secondary stop structure is supported by a car body underframe, so that the anti-collision performance is limited.

With the development of society, demands of people on comfort level of vehicles, safety of trains and the like are continuously improved. How to reasonably design the energy absorption structure at the end of the vehicle body on the premise that the main size of the vehicle body meets the specification of the UIC 567-2 standard, and achieve the aim of meeting EN15227 standard requirements on the anti-collision performance of the vehicle body under the aim of minimizing the non-manned area is a technical problem to be solved.

Disclosure of Invention

Aiming at the defects that the non-manned area of the existing car body energy absorption structure is large and the EN15227 standard requirement is not met, the invention provides the car body structure of the railway car and the railway train, which can reduce the non-manned area as much as possible and have higher anti-collision performance of the car body.

In order to solve the technical problems, the invention adopts the following technical scheme:

a railway vehicle body structure comprises an end wall positioned at the end part of a vehicle body, an end side wall positioned between the end wall and a door upright post of a near end wall, an end top cover positioned at the top of the end side wall and a door zone, an anti-climbing device arranged on the outer surface of the end wall, a chassis end part structure positioned at the end part of a chassis of the vehicle body, a chassis boundary beam and a buffer arranged in front of the chassis end part structure;

the buffer, the anti-climbing device, the end wall, the end side wall and the chassis side beam are sequentially arranged from the end part of the vehicle body to the middle along the longitudinal direction of the vehicle body, the end structure of the chassis is positioned below the end top cover, the anti-climbing device, the end wall and the end structure of the chassis are connected together to form a frame bearing structure, and the vehicle body sequentially forms an elastoplastic deformation area, a plastic deformation area and an elastic deformation area, the longitudinal rigidity of which gradually increases from the end part to the middle;

the elastic plastic deformation area is an area from the end head of the buffer to the front part of the anti-climbing device, the plastic deformation area is an area between the end wall and the door upright post of the near-end wall, the elastic deformation area is a passenger carrying area of a passenger room, and the elastic deformation area is positioned between the plastic deformation areas at the two ends of the vehicle body;

the joint of the elastic deformation area and the plastic deformation area is positioned at the door upright post of the near-end wall, a deformation stop structure for preventing the vehicle body from being deformed continuously is arranged at the door upright post of the near-end wall, and the deformation stop structure is supported by the chassis end structure together with the chassis side beam;

when the car body collides, the elastoplastic deformation area and the plastic deformation area are deformed in sequence, and the deformation is terminated when the deformation stop structure is formed.

According to the invention, the end part of the underframe is provided with the underframe end part structure, the longitudinal rigidity of the underframe end part structure, the end top cover, the end side wall, the end wall, the buffer and the anti-climbing device are utilized to form the elastoplastic deformation area, the plastic deformation area and the elastic deformation area with gradually increasing longitudinal rigidity, the connection part of the elastic deformation area and the plastic deformation area is provided with the deformation stop structure, and the underframe end part structure and the underframe side beam support the deformation stop structure together, so that the invention not only fully utilizes the space of the end part of the automobile body to realize the anti-collision energy absorption of the automobile body, but also improves the anti-collision force and the deformation energy absorption capacity of the end part of the automobile body, and integrates the anti-climbing function of the automobile body, so that the automobile body can orderly and controllably generate plastic deformation energy absorption under the condition of unexpected collision, and the safety of passengers in the passenger room is protected.

Preferably, the end wall comprises an end wall upright post used for forming an end wall door opening, a corner upright post used for connecting the end wall and the side wall, a middle upright post and a lower cross beam which are arranged between the end wall upright post and the corner upright post, a main cross beam which is arranged at the top of the end wall upright post and the corner upright post, an upper cross beam and an upper upright post which are vertically and horizontally staggered above the main cross beam, and end wall bent beam assemblies used for connecting the corner upright posts at two sides, wherein the end wall upright post, the corner upright post, the middle upright post, the lower cross beam, the main cross beam, the upper upright post and the end wall bent beam are assembled to form a frame structure.

Preferably, the anti-climbing device comprises an anti-climbing plate, a supporting beam, a supporting upright post and a supporting connecting beam, wherein the supporting beam, the supporting connecting beam and the supporting upright post are connected to form a frame supporting structure, the anti-climbing plate is installed on the frame supporting structure, the upper side of the supporting beam is connected with the middle upright post of the end wall, one end of the supporting beam and the supporting connecting beam is connected with the corner upright post of the end wall, the other end of the supporting beam is connected with the end wall upright post of the end wall, and the end wall upright post is connected with the floor after being connected with the supporting connecting beam.

Preferably, the chassis end structure comprises supporting ribs, a mounting plate and a chassis end beam which are sequentially arranged, wherein the mounting plate is connected with the chassis end beam through a stair structure, a connecting plate and an H-shaped beam, the H-shaped beam is connected with the mounting plate and the middle part of the chassis end beam, two sides of the H-shaped beam are respectively connected with the stair structure through the connecting plate, and two ends of the chassis end beam are respectively connected with the chassis side beam. Therefore, the invention combines the function requirements of passengers on the supporting structure of the mounting plate on the end part structure of the underframe and the stair structure, thereby reducing the space occupied by the end part of the vehicle body in the passenger room.

Preferably, the support ribs are arranged below the corner upright posts of the end wall and the upright posts of the end wall as much as possible, and the support ribs in the middle are aligned with the end parts of the H-shaped beams, so that plastic deformation of the end wall is directly transmitted to the mounting plate through the corner upright posts, the upright posts of the end wall and the support ribs, and the plastic deformation is terminated at the mounting plate under the support of the support structure behind the mounting plate.

Preferably, adjacent supporting ribs are connected through a floor, and a guiding opening is formed in the floor between the two supporting ribs in the middle, so that deformation is conveniently transmitted mainly through the H-shaped beam.

Preferably, the chassis end beam, the chassis side beam and the upper surface of the stair structure are flush, and a supporting seat is arranged between the lower part of the stair end plate of the stair structure and the lower surface of the chassis side beam.

Preferably, the stair structure comprises stair end plates positioned at two ends of the stair, a stair plate used for forming a stair panel, a bottom plate positioned at the bottom of the first stage of the stair, a vertical plate arranged in the middle of the mounting hole of the buffer, and an inclined plate used for connecting the bottom plate and the vertical plate, wherein buffer mounting holes are formed in the stair end plates near the buffer end, the vertical plate is connected with the H-shaped beam through the connecting plate, the stair plate and the bottom plate, the inclined plate, the vertical plate and the connecting plate form a multi-cavity box-shaped structure, the stair end plates are directly connected with the mounting plate, meanwhile, the door upright post extends to the bottom of the stair structure, and the stair end plates are directly used as sealing plates of the door upright post.

Preferably, the headwall posts of the headwall are aligned with the brace bars, and the brace bars are aligned with the ends of the H-beam.

Based on the same inventive concept, the invention also provides a rail train, which comprises the rail vehicle body structure.

The railway vehicle body structure mainly comprises an end top cover, an end wall, an anti-climbing device, an end structure of a bottom frame, an end side wall, a bottom frame boundary beam and a buffer, wherein the longitudinal rigidity of the railway vehicle body is designed to be weak-stronger, and sequentially corresponds to an elastoplastic deformation area, a plastic deformation area and an elastic deformation area. The elastic plastic deformation area is the area from the buffer end to the front of the anti-creeping plate, and the plastic deformation area is the area from the end wall to the door upright post. The elastic deformation area is a passenger carrying area of the passenger room and is positioned between the plastic deformation areas at the two ends, and a deformation stop structure is arranged at the joint of the elastic deformation area and the plastic deformation area.

The end wall mainly comprises end wall upright posts, corner upright posts, middle upright posts, lower cross beams, main cross beams, upper upright posts, end wall bent beam assemblies and end wall plates. The end wall stand column, the corner stand column, the middle stand column, the lower beam, the main beam, the upper stand column and the end wall bent beam are assembled to form a frame structure, the upper beam is added in the upper frame of the end wall, the local rigidity is improved, the welding deformation of the end wall plate is restrained, and the flatness of the end wall is improved. The end wall bent beam is assembled by adopting a rectangular structure and consists of a U-shaped bent beam and an arc plate. The corner upright post and the end wall upright post adopt rectangular structures and are composed of 2L-shaped beams.

The anti-climbing device mainly comprises an anti-climbing plate, a supporting beam, a supporting upright post and a supporting connecting beam. The anti-creeping plate is provided with at least 3 teeth so as to ensure the anti-creeping meshing effect of two vehicles. The anti-creeping plate is connected with the supporting beam and the supporting connecting beam through a frame supporting structure formed by connecting supporting upright posts. The end wall is connected with the anti-climbing device to form an inverted U-shaped frame structure, and the inverted U-shaped frame structure has good strength and high rigidity and is used as a supporting structure for preventing the vehicle from climbing and a starting structure of a plastic deformation area of the vehicle body.

In order to reduce the occupation amount of the passenger room space, the strength requirement of the buffer mounting plate and the functional requirement of passengers on and off the stair structure are combined into a design, the mounting plate is directly connected with the stair end plate, the door upright post extends to the bottom of the stair structure and forms a rectangular upright post with the stair end plate, and the strength and the rigidity of a side wall door opening area of the vehicle body are enhanced.

The end structure of the underframe mainly comprises supporting ribs, a floor, a mounting plate, a stair structure, an end beam of the underframe, a connecting plate, an H-shaped beam and a supporting seat. The supporting ribs are aligned with the end wall upright posts as much as possible and are provided with induction holes in the area between the end wall upright posts and the mounting plate. The mounting plate is connected with the underframe end beam and the underframe side beam through the stair structure, the connecting plate and the H-shaped beam to form an integral frame bearing structure, and the structure can be used as a supporting structure of the deformation stop structure mounting plate. In order to relieve stress concentration caused by abrupt change of rigidity at the joint of the stair structure and the edge beam and the end beam of the underframe, the stair structure is transited through the supporting seat. When the buffer is acted by external force, the force can be transferred to the bottom frame end beam through the H-shaped beam and the stair structure, and then transferred to the bottom frame side beam through the bottom frame end beam. The stair structure mainly comprises stair end plates, step plates, bottom plates, inclined plates and vertical plates. The riser is disposed intermediate the bumper fasteners. The step plate, the bottom plate, the inclined plate, the vertical plate and the connecting plate form a multi-cavity box-shaped structure, strength and rigidity of the stair are improved, and force of the buffer is conveniently transmitted through the stair structure.

The end side wall mainly comprises a door upright post, a side wall beam, a connecting upright post and a side wall plate. The door upright post adopts a rectangular structure and consists of a wide-mouth U-shaped beam and a sealing plate. The two ends of the side wall beam are respectively connected with the door upright post and the connecting upright post to form a stair type frame structure, the side wall beam is in a hat shape or a U shape, deformation inducing holes are formed in the two sides of the side wall beam according to design requirements, energy absorbing elements are arranged in the beam, and then the side wall beam is connected with the side wall plate to form an end side wall.

The end top cover mainly comprises a top cover side beam, an end longitudinal beam, an arc plate, a connecting bent beam, a top cover bent beam and a top cover transition bent beam. The side surfaces of the connecting bent beam, the top cover bent beam and the top cover transition bent beam are connected with end longitudinal beams, two ends of the connecting bent beam, the top cover bent beam and the top cover transition bent beam are connected with top cover side beams to form an arc-shaped integral framework, the end longitudinal beams are in a hat shape or a U shape, energy absorbing elements are arranged in the end longitudinal beams close to the end wall, and then the end longitudinal beams are connected with the arc plates to form the end top cover. The top cover bent beam and the top cover transition bent beam are respectively aligned with the door upright posts. The support ribs, the floor, the side wall beams, the side wall plates, the top cover side beams, the end longitudinal beams, the arc plates and the energy absorbing element 100 form a plastic deformation area of the vehicle body. The ring structure formed by the top cover bent beam, the door upright post and the mounting plate can be used as a stop for ending the deformation of the plastic deformation area of the vehicle body. Through the shape design of door stand and angle stand, can realize that the automobile body width narrows gradually to the variable cross-section design of automobile body headwall width to satisfy the less requirement of some country vehicle limits.

Compared with the prior art, the invention has the beneficial effects that:

1. the railway vehicle body structure can meet the EN12663 standard static strength load requirement and the EN15227 standard crashworthiness requirement, and meanwhile, the vehicle has a climbing prevention function, so that the passive safety of the vehicle and the passenger capacity of the passenger room are improved, and the market competitiveness of the vehicle is enhanced.

2. The railway vehicle body structure has the advantages of simple structure, light weight, high strength, good anti-collision performance and good economic and social benefits.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

Fig. 1 is a perspective view of a vehicle body structure according to the present invention.

Fig. 2 is a front view of the vehicle body structure of the present invention.

FIG. 3 is a schematic view of the structure of the headwall.

Fig. 4 is a schematic view of an anticreeper.

Fig. 5 is a cross-sectional view A-A of fig. 2.

Fig. 6 is a schematic bottom view of the end structure of the chassis.

Fig. 7 is a B-B cross-sectional view in fig. 2.

FIG. 8 is a schematic diagram of the connection structure of the end cap and the end wall.

In the figure: the device comprises a 1-end top cover, 11-top cover side beams, 11 a-induced holes, 12-end longitudinal beams, 13-circular arc plates, 14-connecting bent beams, 15-top cover bent beams and 16-top cover transition bent beams;

2-end walls, 21-end wall upright posts, 22-angle upright posts, 23-middle upright posts, 24-lower cross beams, 25-main cross beams, 26-upper cross beams, 27-upper upright posts, 271-plug welding holes, 28-end wall bent beam assembly and 29-end wall plates;

3-anti-climbing devices, 31-anti-climbing plates, 32-supporting beams, 33-supporting upright posts, 34-supporting connecting beams, 341-L-shaped beams, 342-connecting beams, 342 a-lapping platforms and 342 b-lapping surfaces;

4-chassis end structure, 41-supporting ribs, 42-floor, 42 a-induction opening, 43-mounting plate, 44-stair structure, 441-stair end plate, 442-stair plate, 443-bottom plate, 444-sloping plate, 445-riser, 45-chassis end beam, 451-front plate, 452-C-beam, 46-connecting plate, 461-lightening hole, 47-H-beam, 48-support seat;

5-end side walls, 51-door columns, 52-side wall beams, 53-connecting columns and 54-side wallboards;

6-chassis boundary beams, 7-buffers, 71-fasteners and 100-energy absorbing elements.

Detailed Description

The invention is further described below in connection with specific preferred embodiments, but it is not intended to limit the scope of the invention.

For convenience of description, the relative positional relationship of the components, such as: the descriptions of the upper, lower, left, right, etc. are described according to the layout directions of the drawings in the specification, and do not limit the structure of the present patent.

As shown in fig. 1 and 2, an embodiment of the railway vehicle body structure of the present invention mainly comprises an end wall 2 located at the end of the vehicle body, an end side wall 5 located between the end wall 2 and a door pillar 51 of the near end wall, an end top cover 1 located at the top of the end side wall 51 and the door zone, an anticreeping device 3 mounted on the outer surface of the end wall 2, a chassis end structure 4, a chassis side beam 6, and a buffer 7 mounted in front of the chassis end structure, wherein the buffer 7, the anticreeping device 3, the end wall 2, the end side wall 5, and the chassis side beam 6 are sequentially arranged from the end of the vehicle body to the middle along the longitudinal direction of the vehicle body, the chassis end structure 4 is located below the end top cover 1, and the anticreeping device 3, the end wall 2, and the chassis end structure 4 are connected together to form a frame bearing structure, so that the longitudinal rigidity of the vehicle body is designed to be weak-strong, and the elastic plastic deformation zone L1, the plastic deformation zone L2, and the elastic deformation zone are sequentially corresponded. The elastoplastic deformation zone L1 is the area from the end of the bumper 7 to the front of the anti-creep device 3. The plastic deformation zone L2 is the area between the headwall 2 and the door post 51 of the proximal headwall. The elastic deformation area is a passenger carrying area of the passenger room and is positioned between the plastic deformation areas L2 at the two ends. An annular deformation stop structure formed by the roof girder 15, the door pillar 51 and the mounting plate 43 of the chassis end structure 4 is provided at the junction of the elastic deformation region and the plastic deformation region L2.

FIG. 3 is a schematic view of the structure of the headwall. The end wall 2 mainly comprises end wall upright posts 21, corner upright posts 22, middle upright posts 23, a lower beam 24, a main beam 25, an upper beam 26, an upper upright post 27, end wall bent beam assemblies 28 and end wall plates 29. The main beam 25 and the end wall bent beam assembly 28 are connected to form a closed structure, and an upper upright post 27 and an upper beam 26 are arranged in a crisscross manner in the closed structure to form a frame at the upper part of the end wall. The cross section of the end wall bent beam assembly 28 adopts a rectangular structure and consists of a U-shaped bent beam and an arc plate. The cross section of the upper upright 27 is U-shaped, the opening of the upper upright is towards the interior of the vehicle, a plug welding hole 271 for connecting with the end wall plate 29 is formed in the bottom of the upper upright 27, and the upper upright 27 is aligned with the end wall upright 21 as much as possible. The cross section of the upper beam 26 adopts a Z shape to improve the local rigidity of the upper part of the end wall, inhibit welding deformation and improve the flatness of the end wall plate 29. One end of each of the end wall upright 21, the corner upright 22 and the middle upright 23 is connected with a main beam 25, and the end wall upright 21, the corner upright 22 and the middle upright 23 are connected through a lower beam 24. The end wall 2 and the anti-climbing device 3 are integrally formed into an inverted U-shaped frame structure.

Fig. 4 is a schematic view of an anticreeper. The anti-climbing device mainly comprises an anti-climbing plate 31, a supporting beam 32, a supporting upright post 33 and a supporting connecting beam 34, wherein the supporting beam 32, the supporting connecting beam 34 and the supporting upright post 33 are connected to form a frame supporting structure, and the anti-climbing plate 31 is arranged on the frame supporting structure. The anti-creeping plate 31 is formed with at least 3 teeth from a thick plate to secure an anti-creeping engagement effect of two vehicles. The number of support columns 33 is determined by the length of the anti-creep plate 31. The support connection beams 34 are rectangular structural beams composed of L-beams 341 and connection beams 342, increasing local strength and rigidity. The upper side of the supporting beam 32 is connected with the middle upright 23 of the end wall 2, one end of the supporting beam 32 and the supporting connecting beam 34 is connected with the corner upright 22 of the end wall 2, the other end is connected with the end wall upright 21 of the end wall 2, the shape of the connecting position of the end wall upright 21 is the same as that of the end of the supporting connecting beam 34, the connecting position of the end wall upright 21 is fixed with the lap joint table 342a and the lap joint surface 342b, and the connecting position of the end wall upright 21 is connected with the floor 42. Up to this point, the anti-creep device 3 is in the same place with the organic connection of headwall 2 and chassis end structure 4 and forms the frame bearing structure, and the anti-creep device 3 can bear vertical collision force and vertical anti-creep force when unexpected collision.

Fig. 5 is a cross-sectional view A-A of fig. 2. The end side wall 5 mainly comprises a door upright post 51, a side wall beam 52, a connecting upright post 53 and a side wall plate 54, wherein the door upright post 51, the side wall beam 52, the connecting upright post 53, the underframe side beam 6 and the top cover side beam 11 are connected to form an end side wall frame, and the side wall plate 54 is welded on the end side wall frame. The door pillar 51 is of rectangular construction, is formed of a wide-mouth U-beam and a closure plate, and extends to the step plate 442. The two ends of the side wall beam 52 are respectively connected with the door upright post 51 and the connecting upright post 53 to form a stair type frame structure. The side wall beam 52 is in a hat shape or a U shape, an opening of the side wall beam faces the outside of the vehicle, and after the energy absorbing element 100 (aluminum honeycomb or foamed aluminum and the like) is installed at the opening, the side wall beam 52 is connected with the side wall plate 54, and as the energy absorbing element 100 has better rigidity in one direction and weaker rigidity in other directions, the strength and rigidity are provided by the side wall beam 52, so that the energy absorbing element 100 can absorb energy in a orderly and controllable deformation manner according to a design path, and deformation inducing holes are formed on two hat-shaped sides of the side wall beam 52 according to design requirements. The corner posts 22 are rectangular in configuration and consist of 2L-beams. As indicated by the arrow B in fig. 5 (at the underframe end beam 45), the vehicle body width is L3, and by the shape and structural design of the door pillar 51 and the corner pillar 22 as described above, the vehicle body width can be gradually narrowed from L3 to the vehicle body end wall width L4, thereby meeting the requirements of european vehicle regulations.

The end wall plates 29 are lapped on the side wall plate connecting surfaces of the corner upright posts 22 together through bending and the side wall plates 54, so that the connection is reliable, the on-site adjustment is convenient, and the appearance of the car body is attractive through the bending circular arcs of the end wall plates 29. The interior of the side wall panel 54 is connected to the corner posts 22 by connecting posts 53. Because the end wall upright post 21 needs to meet the conditions of through-channel installation and end wall compression bearing, the end wall upright post 21 adopts a large rectangular structure and consists of 2L-shaped beams. The end wall 2 is connected with the floor 42 through the corner upright posts 22, the support connecting beams 34 and the end wall upright posts 21, and a rectangular guiding opening 42a is arranged in the middle of the floor 42, and the size of the rectangular guiding opening meets the Beroni rectangular requirement specified by the TSI 1302.

In order to reduce the space occupied by the vehicle body end part and to occupy the passenger room, the supporting structure of the mounting plate 43 on the underframe end structure 4 and the functional requirements of passengers on and off the stair structure 44 are combined into a whole, the mounting plate 43 is connected with the stair end plate 441, the door upright post 51 extends to the bottom of the stair structure 44, and the stair end plate 441 is used as a sealing plate of the door upright post 51 to form a rectangular upright post so as to enhance the rigidity of a vehicle body door opening.

Fig. 6 is a schematic view of the end structure of the chassis. The chassis end structure 4 mainly comprises supporting ribs 41, a floor 42, a mounting plate 43, a stair structure 44, a chassis end beam 45, a connecting plate 46, an H-shaped beam 47 and a supporting seat 48. The upper portion of the supporting ribs 41 is provided with a supporting platform for supporting the end wall 2 and the end side wall 5, the bottom is designed into an arc-shaped structure, and the two supporting ribs 41 are connected with the mounting plate 43 through the floor 42. The plurality of support ribs 41 are provided so as to be aligned with the headwall column 21 or the corner column 22 as much as possible, and the deformation inducing openings 42a are opened in the floor between the headwall column 21 and the mounting plate 43. The mounting plate 43 and the underframe end beam 45 are connected through the stair structure 44, the connecting plate 46 and the H-beam 47, the stair structure 44 and the H-beam 47 are connected to the two sides of the connecting plate 46, and the two ends of the underframe end beam 45 are respectively connected with the underframe side beam 6, so that an integral frame bearing structure is formed, the structure not only can enhance the strength and the rigidity of a door opening area, but also can serve as a supporting structure of the mounting plate 43, and the plastic deformation of the supporting ribs 41 and the floor 42 is limited at the mounting plate 43. The connection plate 46 may be weight reducing holes as desired. One end of the H-beam 47 is flared at an angle opposite the support rib 41. The underframe end beam 45 adopts a rectangular structure and consists of a front plate 451 and a C-shaped beam 452, wherein the front plate 451 is simultaneously used as a stair end plate at one end of the stair structure, and the shape of the front plate is the same as the cross section of the stair structure 44. Since the stair structure 44 is higher than the chassis side beams 6 and the chassis end beams 45, the transition is made through the support seats 48 in order to relieve stress concentrations caused by abrupt changes in stiffness. The mounting plate 43 is used to mount the damper 7. When the damper 7 is subjected to an external force, the force can be transferred through the H-beam 47 and the stair structure 44 to the chassis end beams 45 and through the chassis end beams 45 to the chassis side beams 6.

Fig. 7 is a B-B cross-sectional view in fig. 2. The stair structure 44 is comprised primarily of stair end plates 441, step plates 442, base plates 443, sloping plates 444, and risers 445. The stair end plate 441 is provided with bolt holes for installing the damper 7. The stepped plate 442 is composed of 2L-shaped plates. The riser 445 is disposed intermediate the fasteners 71 of the damper 7. The connection plate 46 connects the risers 445 and the H-beams 47 and is aligned with the step plate 442. The step plate 442, together with the base plate 443, the inclined plates 444, the vertical plates 445 and the connection plates 46, form a multi-cavity box structure, which improves the strength and rigidity of the stairway, facilitating the transmission of the force of the buffer 7 through the stairway structure 44.

FIG. 8 is a schematic diagram of the connection of the end cap to the end wall. The end top cover 1 mainly comprises a top cover side beam 11, an end longitudinal beam 12, an arc plate 13, a connecting bent beam 14, a top cover bent beam 15 and a top cover transition bent beam 16. The connecting bent beam 14, the top cover bent beam 15 and the top cover transition bent beam 16 are sequentially arranged from the end part of the vehicle body to the middle along the longitudinal direction of the vehicle body, the side surfaces of the connecting bent beam 14, the top cover bent beam 15 and the top cover transition bent beam 16 are respectively connected with the end longitudinal beam 12 arranged along the longitudinal direction of the vehicle body, two ends of the connecting bent beam 14, the top cover bent beam 15 and the top cover transition bent beam 16 are respectively connected with the top cover boundary beam 11 to form an arc-shaped integral framework, and the deformation inducing holes 11a are formed in the area of the top cover boundary beam 11 between the end wall 2 and the top cover bent beam 15. The end longitudinal beam 12 is in a hat shape or a U shape, the opening faces the outside of the vehicle, the energy absorbing element 100 is arranged in the end longitudinal beam 12 close to the end wall 2, and then the end longitudinal beam 12 is connected with the arc plate 13 through the opening to form the end top cover 1. The end wall plate 29 is folded and lapped on the side surface and the upper surface of the end wall bent beam assembly 28, and the upper surface of the end wall bent beam assembly 28 is lapped with the arc plate 13 at the same time, so that the on-site adjustment is convenient, and the end wall plate 29 is folded into an arc and lapped on the end wall bent beam assembly 28, so that the appearance attractiveness of the car body is improved. The underside of the end cap 1 is connected to the end wall camber beam assembly 28 by the connecting camber beam 14. The roof bow 15 and the roof transition bow 16 are aligned with two door posts 51, respectively. Thus, a vehicle body structure with end energy absorption is formed.

When the car body is accidentally bumped, as shown in fig. 2, the buffer 7 first starts to contact and is elastically deformed in a recoverable way, after the elastic deformation is finished, the elastic deformation is performed until the tail point of the elastic-plastic deformation area L1, then the anti-creeping device 3 starts to contact, the anti-creeping plates 31 of the two car bodies are meshed with each other, the car body is prevented from creeping, and secondary collision injury caused by creeping is avoided. After the anti-creep device 3 is subjected to certain plastic deformation, the end walls 2 of the two vehicles start to contact, and the end walls 2 are used as starting structures for plastic deformation of the vehicles because of high strength and rigidity, so that the energy absorption structures consisting of the supporting ribs 41, the floor 42, the side wall cross beams 52, the side wall plates 54, the roof side beams 11, the end longitudinal beams 12, the arc plates 13 and the energy absorption elements 100 inside the components are pushed to be orderly and controllably deformed until the annular deformation stop structures formed by the roof bent beams 15, the door uprights 51 and the mounting plates 43 are reached. Therefore, the anti-collision performance of the automobile body meets the EN15227 standard requirement, and the aim of protecting passengers in a passenger room can be fulfilled.

While the invention has been described with reference to certain preferred embodiments, it will be understood by those skilled in the art that various changes and modifications may be made and equivalents may be substituted for elements thereof without departing from the scope of the invention. Therefore, any simple modification, equivalent variation and modification of the above embodiments according to the technical substance of the present invention shall fall within the scope of the technical solution of the present invention.

Claims

1. The railway vehicle body structure is characterized by comprising an end wall (2) positioned at the end part of a vehicle body, an end side wall (5) positioned between door columns of the end wall and a near end wall, an end top cover (1) positioned at the top of the end side wall and the door zone, an anti-climbing device (3) arranged on the outer surface of the end wall, a chassis end structure (4) positioned at the end part of a chassis of the vehicle body, a chassis side beam (6) and a buffer (7) arranged in front of the chassis end structure;

the buffer, the anti-climbing device, the end wall, the end side wall and the chassis side beam are sequentially arranged from the end part of the vehicle body to the middle along the longitudinal direction of the vehicle body, the end structure of the chassis is positioned below the end top cover, the anti-climbing device, the end wall and the end structure of the chassis are connected together to form a frame bearing structure, and an elastoplastic deformation area (L1), a plastic deformation area (L2) and an elastic deformation area with gradually increasing longitudinal rigidity are sequentially formed from the end part to the middle of the vehicle body;

when the car body collides, the elastoplastic deformation area (L1) and the plastic deformation area (L2) are deformed in sequence, and the deformation is terminated when the deformation stop structure is formed.

2. The railway vehicle body structure according to claim 1, wherein the headwall comprises headwall posts (21) for forming headwall door openings, corner posts (22) for connecting headwall and side walls, middle posts (23) and lower beams (24) between the headwall posts and the corner posts, main beams (25) at the tops of the headwall posts and the corner posts, upper beams (26) and upper posts (27) connected crisscross above the main beams, headwall camber beam assemblies (28) connecting the corner posts on both sides, and the headwall posts, corner posts, middle posts, lower beams, upper beams and headwall camber beam assemblies form a frame structure.

3. The railway vehicle body structure according to claim 1, characterized in that the anti-climbing device comprises an anti-climbing plate (31), a supporting beam (32), a supporting column (33) and a supporting connection beam (34), wherein the supporting beam, the supporting connection beam and the supporting column are connected to form a frame supporting structure, the anti-climbing plate is mounted on the frame supporting structure, the upper side of the supporting beam is connected with a middle column (23) of the end wall, one end of the supporting beam and the supporting connection beam is connected with a corner column (22) of the end wall, the other end of the supporting beam and the end wall column (21) of the end wall are connected, and the end wall column is connected with a floor (42) after being connected with the supporting connection beam.

4. The railway vehicle body structure according to claim 1, wherein the chassis end structure comprises supporting ribs (41), a mounting plate (43) and a chassis end beam (45) which are sequentially arranged, the mounting plate and the chassis end beam are connected through a stair structure (44), a connecting plate (46) and an H-shaped beam (47), the H-shaped beam is connected with the mounting plate and the middle part of the chassis end beam, two sides of the H-shaped beam are respectively connected with the stair structure through the connecting plate, and two ends of the chassis end beam are respectively connected with the chassis side beam.

5. The railway car body structure of claim 4, wherein the plurality of support ribs is provided, the support rib in the middle being disposed in alignment with the ends of the H-beam.

6. The railway vehicle body structure according to claim 5, wherein adjacent ones of the support ribs are connected by a floor (42), and a guide opening (42 a) is provided in the floor between the two support ribs in the middle.

7. The railway vehicle body structure of claim 4, wherein the chassis end beams, the chassis side beams and the upper surface of the stair structure are flush, and a support seat (48) is provided between the lower portion of the stair end plate of the stair structure and the lower surface of the chassis side beams.

8. The railway vehicle body structure according to claim 4, characterized in that the stair structure comprises stair end plates (441) at both ends of the stair, a stair plate (442) for forming a stair panel, a bottom plate (443) at the bottom of the first stage of the stair, a riser (445) arranged in the middle of the mounting holes of the buffer, and a sloping plate (444) for connecting the bottom plate and the riser, the stair end plates near the buffer end are provided with buffer mounting holes, the riser is connected with the H-beam via the connecting plate, the stair plate, the bottom plate, the sloping plate, the riser and the connecting plate form a multi-cavity box structure, the stair end plates are directly connected with the mounting plate, the door uprights extend to the bottom of the stair structure, and the stair end plates directly serve as sealing plates of the door uprights.

9. The railway vehicle body structure according to claim 4, characterized in that the headwall column (21) of the headwall is aligned with the brace bar (41) and the brace bar is aligned with the end of the H-beam.

10. A rail train comprising the rail vehicle body structure of any one of claims 1-9.