CN118439068A - Rail train set - Google Patents

Abstract

The application provides a rail train set, and relates to the technical field of rail transit. According to the rail train set provided by the application, the mechanical device for preventing trains from riding and climbing and buffering and absorbing energy is arranged in the intermediate vehicle, and even if the rail train set has a collision accident under high-speed running, larger energy can be stably absorbed in a small-size space through the cooperation of the coupler mechanism, the first anti-climbing structure and the second anti-climbing structure between adjacent rail trains in the rail train set.

Description

Rail train set

Technical Field

The application relates to the technical field of rail transit, in particular to a rail train set.

Background

The anti-creeping device is a mechanical device which is widely applied in the field of rail transit and has the functions of both preventing trains from riding and buffering energy absorption, and kinetic energy is converted into internal energy through elastic deformation, plastic deformation and friction of metal, so that the purposes of energy absorption and anti-creeping are achieved. The energy absorption and buffering performance of the anti-climbing device of the rail train is important for protecting the safety of passengers and reducing accident hazard to the greatest extent.

In order to reduce the risk of a rail vehicle collision accident, energy absorbing structures are often installed in the deformable region of the vehicle end to dissipate the impact kinetic energy of the rail vehicle in the event of a collision. A good energy absorption structure is required to meet the requirements of high energy absorption efficiency, controllable deformation, light weight, low load peak force and the like. The traditional energy-absorbing structure has various types, but the problems of large residual deformation, low effective deformation stroke ratio, limited structural energy-absorbing capacity and the like generally exist.

Along with the increase of urban vehicles and inter-city motor train unit demand, the passive safety protection requirement of this type of vehicle type is higher, and the current setting mode of anticreeper is difficult to satisfy the safety protection requirement.

In addition, the existing common expansion pipe type or planing type anti-creeper has the defects of large size, long stroke, easy instability and the like, is mostly replaced as a whole after collision accidents occur, has higher maintenance cost, and has complicated installation and needs to use special tools. The traditional expansion or planing type anticreeper structure mainly comprises an impact expansion head or a planing tool and an energy absorption pipe, and the vehicle body needs a larger installation space and a retreating energy absorption space due to the energy absorption characteristic of the anti-creeper structure, so that the structural design requirement is higher. Meanwhile, when the required impact force is large, viscous effect is easy to occur between the expansion head or the planing tool and the energy absorption tube, so that the reliability is greatly reduced.

Disclosure of Invention

In view of the above, the present application provides a rail train set, which aims to solve the above technical problems to a certain extent.

According to the rail train set provided by the application, the mechanical device for preventing trains from riding and climbing and buffering and absorbing energy is arranged in the intermediate vehicle, and even if the rail train set has a collision accident under high-speed running, larger energy can be stably absorbed in a small-size space through the cooperation of the coupler mechanism, the first anti-climbing structure and the second anti-climbing structure between adjacent rail trains in the rail train set.

The anti-creeping device in the prior art is usually arranged in a deformable area at the end part of the vehicle, for example, at the head end and the tail end of the vehicle, and an anti-creeping structure is not usually arranged at the middle vehicle, but the anti-creeping structure can effectively increase the fault tolerance of the rail train set when the rail train set runs at a high speed.

In order to make the above objects, features and advantages of the present application more comprehensible, preferred embodiments accompanied with figures are described in detail below.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed in the embodiments will be briefly described below, it being understood that the following drawings only illustrate some embodiments of the present application and therefore should not be considered as limiting the scope, and other related drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

Fig. 1 shows a schematic diagram of a part of a structure of a rail train set provided according to an embodiment of the present application.

Fig. 2 shows a schematic diagram of a partial sectional view of a double-partition anti-climbing structure of a rail train set according to an embodiment of the application.

Fig. 3 shows a schematic diagram of a partial sectional view of a three-bulkhead anti-climbing structure of a rail train set according to an embodiment of the application.

Fig. 4 shows a schematic diagram of a collision simulation movement process of the double-partition anti-climbing structure of the railway train set within 0s to 0.055s according to the embodiment of the application.

Fig. 5 shows a schematic diagram of a collision simulation analysis of a double-partition anti-climbing structure of a rail train set according to an embodiment of the application.

Fig. 6 shows a schematic diagram of an impact verification image of a double-partition anti-climbing structure of a rail train set according to an embodiment of the application.

Fig. 7 shows a schematic diagram of a collision simulation movement process of the three-partition climbing prevention structure of the railway train set within 0s to 0.055s according to the embodiment of the application.

Fig. 8 shows a schematic diagram of a collision simulation analysis of a three-partition anti-climbing structure of a rail train set according to an embodiment of the application.

Fig. 9 shows a schematic diagram of an impact verification image of a three-bulkhead anti-climbing structure of a rail train set according to an embodiment of the application.

Reference numerals:

100-rail vehicle;

200-a coupler mechanism;

300-a first anti-climbing structure; 310-flange structure; 320-hollow tube structure; 330-anti-creeping tooth structure; 340-a separator; 400-second anti-climbing structure.

Detailed Description

The following description of the embodiments of the present application will be made apparent and fully in view of the accompanying drawings, in which some, but not all embodiments of the application are shown. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.

In the description of the present application, it should be noted that the directions or positional relationships indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. are based on the directions or positional relationships shown in the drawings, are merely for convenience of describing the present application and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present application. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

In the description of the present application, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present application will be understood in specific cases by those of ordinary skill in the art.

In addition, the technical solutions of the embodiments may be combined with each other, but it is necessary to base that the technical solutions can be realized by those skilled in the art, and when the technical solutions are contradictory or cannot be realized, the combination of the technical solutions should be considered to be absent and not within the scope of protection claimed in the present application.

According to an embodiment of the present application, a rail train set is provided, and a structure and an operation principle of the rail train set will be specifically described with reference to fig. 1 to 9.

According to an embodiment of the present application, a rail train set includes a plurality of rail vehicles 100 connected in sequence, and the rail train set further includes a coupler mechanism 200, a first anti-climbing structure 300, and a second anti-climbing structure 400. In an embodiment, coupler mechanism 200 connects adjacent rail vehicles 100, coupler mechanism 200 comprising a deformation assembly configured to be capable of at least one of plastic deformation and elastic deformation to enable adjacent rail vehicles 100 to approach each other. In an embodiment, the first and second anti-climb structures 300, 400 are provided to a side of a first one of the adjacent rail vehicles 100 facing a second one of the adjacent rail vehicles 100 and a side of the second one facing the first one, respectively.

In an embodiment, both the first and second anti-climb structures 300, 400 are configured to dock and deform to absorb energy when adjacent rail vehicles 100 are brought into proximity with each other.

Thus, according to the rail train set provided by the embodiment of the application, the mechanical device for preventing trains from riding and buffering and absorbing energy is arranged in the intermediate vehicle, so that even if the rail train set has a collision accident under high-speed running, larger energy can be stably absorbed in a small-size space through the cooperation of the coupler mechanism 200, the first anti-creeping structure 300 and the second anti-creeping structure 400 between adjacent rail trains in the rail train set.

In embodiments, prior art creepers are typically disposed at the deformable region of the vehicle end, such as at the front-to-rear ends of the vehicle, while no creeper structure is typically disposed at the intermediate vehicle. According to the rail train set provided by the embodiment of the application, the anti-climbing structure can effectively increase the fault tolerance of the rail train set under high-speed operation.

In an embodiment, coupler mechanism 200 may be, for example, a coupler structure that connects two adjacent rail trains, and coupler mechanism 200 may be, for example, a semi-permanent coupler, the specific structure of which will be described in the following description. Further, in embodiments, both the first and second anti-climb structures 300 and 400 may be, for example, anti-climbs, which will be specifically described in the following description in relation to embodiments of the present application.

Further, in an embodiment, adjacent rail vehicles 100 may each be an intermediate vehicle of a rail train.

Further, in embodiments, the deformation component may be configured to be capable of plastic deformation only, the deformation component may be configured to be capable of elastic deformation only, or the deformation component may be configured to be capable of both plastic deformation and elastic deformation. The corresponding deformation may be realized by the corresponding component, e.g. the elastic deformation is realized by the corresponding elastic component and the plastic deformation is realized by the corresponding plastic component. This will be described in detail in the following description.

According to the track train set provided by the embodiment of the application, the first anti-climbing structure 300 and the second anti-climbing structure 400 can each comprise a flange structure 310, a deformation structure and an anti-climbing tooth structure 330. The flange structure 310 may be configured to be coupled to the rail vehicle 100, and the deformation structure may include a first end and a second end, the first end may be coupled to the flange structure 310. In an embodiment, the anti-creeping tooth structure 330 may be connected to the second end of the deformation structure, and a side of the anti-creeping tooth structure 330 facing away from the deformation structure has a plurality of tooth-shaped structures, and the plurality of tooth-shaped structures are arranged along the vertical direction at intervals. In an embodiment, the deformation structure is configured to plastically deform when the flange structure 310 and the anti-creeping tooth structure 330 are brought close to each other.

In an embodiment, the flange structure 310 may be formed, for example, as a plate-like structure, and the flange structure 310 of the plate-like structure may have a substantially rectangular shape, for example, the shape may be chamfered at four corners on a rectangular basis. In an embodiment, the flange structure 310 may be provided with a through hole, and correspondingly, a corresponding through hole is also provided at a corresponding position on the rail vehicle 100, and the flange structure 310 may be detachably mounted on the outer side of the corresponding rail vehicle 100 through penetrating a bolt and matching with a nut. As an example, in an embodiment, the number of through holes may be 4, and the 4 through holes may be uniformly distributed at four corners of the flange structure 310.

In an embodiment, the anti-creeping tooth structure 330 may have a plate-shaped body, on the side of which facing away from the deformation structure, i.e. the side facing away from the flange structure 310, a plurality of tooth-shaped structures as above may be provided, which may be arranged at intervals in the vertical direction, so that tooth gaps are formed between adjacent tooth-shaped structures. Thus, when the first anti-climbing structure 300 and the second anti-climbing structure 400 are deformed and meet each other in the coupler mechanism 200, they are joined together through the respective tooth-shaped structures, and due to the limitation of the engagement of the tooth-shaped structures, the first anti-climbing structure 300 and the second anti-climbing structure 400 are difficult to generate relative motion in the vertical direction, but are deformed along the extending directions of the two anti-climbing structures (also the advancing directions of the rail train unit), so as to achieve the purpose of buffering and absorbing energy.

Further, in an embodiment, the anti-creeping tooth structure 330 may be in a bar shape, a cross section of which may be, for example, in the shape of an isosceles trapezoid, a base of a shorter side of the isosceles trapezoid may be located at an outer side of the anti-creeping tooth structure 330, and a base of a longer side of the isosceles trapezoid may be connected with a main body of the anti-creeping tooth structure 330.

According to an embodiment of the present application, the deformation structure may include a hollow tube structure 320 and a plurality of spacers 340. In an embodiment, hollow tube structure 320 may include a cylindrical metal wall, which may include a first end and a second end. The plurality of spacers 340 are sequentially spaced between the first end and the second end, the plurality of spacers 340 may be located in a cavity defined by a cylindrical metal wall, and the plurality of spacers 340 may be connected to the cylindrical metal wall.

According to the rail train set provided by the embodiment of the application, the deformation of the deformation structure can be plastic deformation, for example, energy is absorbed in a crushing mode. As an example, the cylindrical metal wall may for example be substantially local cylindrical in shape and have a first end and a second end in the axial direction, i.e. in the direction of extension (i.e. in the direction of advance of the rail train set). There are openings at both the first and second ends, as will be described in the following description.

In an embodiment, the plurality of the partition plates 340 are located in the cavity defined by the cylindrical metal wall and connected to the cylindrical metal wall, so as to increase the rigidity of the cylindrical metal wall and avoid bending the cylindrical metal wall.

According to the track train unit provided by the embodiment of the application, the number of the partition boards 340 can be two or three. Thus, the first and second anti-climb structures 300, 400 may be formed as essentially a double bulkhead 340 energy absorber or a triple bulkhead 340 energy absorber.

In an embodiment, the outer edge of the baffle 340 may extend along the inner contour of the cylindrical metal wall, and the baffle 340 completely separates the spaces at two sides of the baffle 340, so that the baffle 340 can serve as a complete plate to complete separation, and the connection between the outer edge of the baffle 340 and the inner contour of the cylindrical metal wall (for example, the connection may be through welding) is combined, so that the space between the baffle 340 and the baffle 340, the space between the baffle 340 and the flange structure 310, and the space between the baffle 340 and the anti-creeping tooth structure 330 are relatively closed, thereby, the cylindrical metal wall further has higher strength during plastic deformation of the cylindrical metal wall, so as to be able to absorb more energy.

According to the rail train set provided by the embodiment of the application, the flange structure 310 may include a first flange, the first flange may protrude from a side of the flange structure 310 facing the anti-creeping tooth structure 330 to the anti-creeping tooth structure 330, the hollow pipe structure 320 may be sleeved on an outer side of the first flange, and the hollow pipe structure 320 may be abutted to the flange structure 310.

In an embodiment, the nesting relationship between the hollow tube structure 320 and the first flange not only avoids the dislocation of the hollow tube structure 320 and the flange structure 310 in the vertical direction when bearing the force in the advancing direction along the rail train set, but also provides a positioning basis for the assembly of the hollow tube structure 320 and the flange structure 310.

Similarly, the anti-creeping tooth structure 330 may include a second flange that may protrude from a side of the anti-creeping tooth structure 330 facing the flange structure 310 toward the flange structure 310, the hollow tube structure 320 may be sleeved outside the second flange, and the hollow tube structure 320 may abut against the anti-creeping tooth structure 330. Thus, similarly, in embodiments, the nested relationship of the hollow tube structure 320 and the second flange both avoids misalignment of the hollow tube structure 320 and the anti-creeping tooth structure 330 in the vertical direction when subjected to forces in the forward direction along the rail train consist, and provides a locating basis for assembly of the hollow tube structure 320 and the anti-creeping tooth structure 330.

According to the rail train set provided by the embodiment of the application, the first end of the deformation structure can be provided with the first opening, the second end of the deformation structure can be provided with the second opening, the first opening and the second opening can be respectively closed by the flange structure 310 and the anti-creeping tooth structure 330, and the flange structure 310 and the anti-creeping tooth structure 330 can be welded with the deformation structure.

That is, in the embodiment, even the space formed by the diaphragm 340 located at the outer side of the deformation structure and the flange structure 310 and the space formed by the diaphragm 340 located at the outer side and the anti-creeping tooth structure 330 are closed with respect to the external environment, the arrangement not communicating with the outside is also beneficial to increase the strength of the anti-creeping structure.

According to the track train set provided in the embodiment of the present application, the first anti-climbing structure 300 and the second anti-climbing structure 400 may be disposed at intervals along a first direction (the first direction herein is the forward direction of the track train set and may be a horizontal direction substantially). In an embodiment, the deformation of the deformation assembly in the first direction may be greater than the sum of the deformation of the first anti-climbing structure 300 in the first direction, the deformation of the second anti-climbing structure 400 in the first direction, and the distance between the first anti-climbing structure 300 and the second anti-climbing structure 400.

Thus, when a high-speed collision occurs, two adjacent rail trains in the rail train set deform the deformation assembly to approach each other under the action of the impact, and the deformation amount of the deformation assembly meets the requirement, so that the deformation amount of the deformation assembly firstly reduces the distance between the first anti-creeping structure 300 and the second anti-creeping structure 400 to zero to meet, and then the first anti-creeping structure 300 and the second anti-creeping structure 400 are further compressed after being combined until the first anti-creeping structure 300 and the second anti-creeping structure 400 reach respective deformation amounts, thereby ensuring that the first anti-creeping structure 300 and the second anti-creeping structure 400 can fully absorb energy to consume the impact kinetic energy of the vehicle during the collision.

According to the rail train set provided by the embodiment of the application, the deformation assembly can comprise: a first elastic cushioning member may be disposed on a first one of the adjacent rail vehicles 100 and a second elastic cushioning member disposed on a second one of the adjacent rail vehicles 100. The deformation assembly may further include a plastic deformation member, which may be connected between the first and second elastic cushioning members, and which may be configured to generate plastic deformation when both the first and second elastic cushioning members move toward each other.

In other words, when the impact as above occurs, the elastic deformation generated by the first elastic buffer member and the second elastic buffer member buffers the impact, and the plastic deformation generated by the plastic deformation member absorbs the energy of the collision.

According to the rail train set provided by the embodiment of the application, as an example, the first elastic buffer member and the second elastic buffer member are both rubber cake buffers, and the plastic deformation member is a crushing tube. On this basis, as an example, the coupler mechanism 200 may have a length of 1370mm, the first and second anti-climbing structures 300 and 400 may be configured to be capable of plastic deformation by an amount less than or equal to 250mm (e.g., the hollow tube structures 320 of the first and second anti-climbing structures 300 and 400 may have a length of approximately 250mm or 250mm, or the overall lengths of the first and second anti-climbing structures 300 and 400 may be 250 mm).

In an embodiment, as described above, the semi-permanent coupler length may be 1370mm, with a rubber cookie bumper configured with more than 380mm crush tubes. When the crushing pipe is arranged on one side, the compression amount of the semi-permanent coupler can reach more than 430mm (50+380), and the maximum energy absorption of 860mm can be realized by double-side crushing, so that the coupler can meet the space requirements of the anti-creeper contact and complete crushing without shearing in the collision process, and no influence is generated on the design of other parts of the vehicle. And the force value can be properly reduced when the crushing pipe is crushed to contact the two anti-climbing devices, so that the crushing of the vehicle body structure (the survival space of passengers) caused by overlarge superposition of the force value and the anti-climbing devices is prevented.

In the collision simulation analysis for the double-partition energy-absorbing anti-creeping structure and the three-partition energy-absorbing anti-creeping structure, when the structure is compressed by 120mm, the energy-absorbing energy of the two structures is about more than 78KJ except for different trigger forces, so that the design target is met. The anti-creeper with the double-baffle energy-absorbing structure and the anti-creeper with the three-baffle energy-absorbing structure are respectively engineered, test samples are manufactured, the rationality of the structure and the simulation is verified through a collision test, the triggering force is confirmed to meet the design requirement, and the energy-absorbing distance and the energy-absorbing capacity meet the design requirement.

In addition, the embodiment of the application provides the anti-creeper with the energy absorption structure, which has simpler structure, lighter weight, more stable crushing force in cooperation with automatic welding and can meet the protection requirement of high-speed collision of trains in the market. Meanwhile, the embodiment of the application adopts the conventional metal material, so that the cost is lower (the cost of the single-structure energy-absorbing anti-climbing device is about 1 ten thousand yuan lower than that of the existing anti-climbing energy-absorbing product). Meanwhile, the vehicle-level collision energy absorption management can be better matched with other energy absorption elements of the whole vehicle due to the compact and simple structure, so that the vehicle is safer to operate.

The foregoing description of the preferred embodiments of the present application should not be construed as limiting the scope of the application, but rather should be understood to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the application as defined by the following description and drawings or any application directly or indirectly to other relevant art(s).

Claims (10)

1. A rail train set, characterized in that the rail train set comprises a plurality of rail vehicles connected in sequence, the rail train set further comprising:

A coupler mechanism connecting adjacent rail vehicles, the coupler mechanism comprising a deformation assembly configured to be capable of at least one of plastic deformation and elastic deformation to enable adjacent rail vehicles to approach each other;

A first anti-climb structure and a second anti-climb structure, the first anti-climb structure and the second anti-climb structure being disposed on a side of a first one of the adjacent rail vehicles facing a second one of the adjacent rail vehicles and a side of the second one facing the first one, respectively;

Wherein both the first and second anti-climb structures are configured to dock and deform to absorb energy when adjacent rail vehicles approach each other.

2. The rail train consist of claim 1, wherein the first and second anti-climb structures each comprise:

A flange structure for connection to a rail vehicle;

The deformation structure comprises a first end and a second end, and the first end is connected with the flange structure;

the anti-creeping tooth structure is connected with the second end of the deformation structure, one side of the anti-creeping tooth structure, which is opposite to the deformation structure, is provided with a plurality of tooth-shaped structures, and the tooth-shaped structures are arranged at intervals along the vertical direction;

wherein the deformation structure is configured to plastically deform when the flange structure and the anti-creep tooth structure are brought into close proximity to each other.

3. The rail train consist of claim 2, wherein the deformation structure comprises:

A hollow tube structure comprising a cylindrical metal wall comprising the first end and the second end;

the plurality of clapboards are sequentially arranged at intervals between the first end and the second end, are positioned in a cavity formed by the cylindrical metal wall in a surrounding mode, and are connected with the cylindrical metal wall.

4. A rail train consist according to claim 3, wherein the number of baffles is two or three; wherein the outer edge of the partition plate extends along the inner contour of the cylindrical metal wall, and the partition plate completely separates the spaces at both sides of the partition plate.

5. A rail train set as claimed in claim 3, characterized in that,

The flange structure comprises a first flange, the first flange protrudes from one side of the flange structure facing the anti-creeping tooth structure to the anti-creeping tooth structure, the hollow pipe structure is sleeved on the outer side of the first flange, and the hollow pipe structure is abutted to the flange structure;

The anti-creeping tooth structure comprises a second flange, the second flange protrudes from one side of the anti-creeping tooth structure facing the flange structure, the hollow pipe structure is sleeved on the outer side of the second flange, and the hollow pipe structure is abutted to the anti-creeping tooth structure.

6. The rail train consist of claim 2,

The first end of deformation structure has first opening, the second end of deformation structure has the second opening, first opening with the second opening is closed by flange structure and anti-creeping tooth structure respectively, flange structure and anti-creeping tooth structure all with deformation structure welding.

7. The rail train consist of claim 1,

The first anti-creeping structure and the second anti-creeping structure are arranged along the first direction at intervals, and the deformation amount of the deformation assembly in the first direction is larger than the sum of the deformation amount of the first anti-creeping structure in the first direction, the deformation amount of the second anti-creeping structure in the first direction and the distance between the first anti-creeping structure and the second anti-creeping structure.

8. The rail train consist of claim 1, wherein the deformation assembly comprises:

a first elastic buffer member and a second elastic buffer member, the first elastic buffer member being provided to the first one, the second elastic buffer member being provided to the second one;

A plastic deformation member connected between the first and second elastic buffer members, the plastic deformation member configured to generate plastic deformation when both the first and second elastic buffer members move toward each other.

9. The rail train consist of claim 8,

The first elastic buffer member and the second elastic buffer member are rubber cake buffers, and the plastic deformation member is a crushing tube.

10. The rail train consist of any one of claims 1 to 9, wherein the coupler mechanism has a length of 1370mm, the first and second anti-creep structures being configured to be capable of plastic deformation, the amount of deformation of which is less than or equal to 250mm.