CN208868033U - Vehicle end skeleton structure and rail vehicle with it - Google Patents
Vehicle end skeleton structure and rail vehicle with it Download PDFInfo
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- CN208868033U CN208868033U CN201821457625.0U CN201821457625U CN208868033U CN 208868033 U CN208868033 U CN 208868033U CN 201821457625 U CN201821457625 U CN 201821457625U CN 208868033 U CN208868033 U CN 208868033U
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Abstract
The utility model provides a kind of vehicle end skeleton structure and the rail vehicle with it, wherein vehicle end skeleton structure includes: roof structure, and roof structure is camber beam structure；End energy absorbing structure, end energy absorbing structure top are connected with roof structure, and the lower end of end energy absorbing structure is connected with the chassis of rail vehicle.Pass through technical solution provided by the utility model, when colliding, the upper end of end energy absorbing structure is connected with roof structure, and the lower end of end energy absorbing structure with chassis for being connected, stable entirety is formed, prevents rail vehicle under the action of impact force the phenomenon that generation part separation.To sum up, using the technical solution of the utility model, it is able to solve the problem of vehicle end skeleton structure collision performance is unable to satisfy demand instantly in the prior art.
Description
Technical field
The utility model relates to rail vehicle technical fields, in particular to a kind of vehicle end skeleton structure and have it
Rail vehicle.
Background technique
With the high speed development in the fields such as China's rail traffic, while facilitating people to go on a journey, operational safety problem
It is increasingly valued by people.The usual passenger capacity of the rail traffic vehicles such as subway is big, and the speed of service is fast, once it collides
Accident often results in biggish casualties and property loss.Even if the accidents such as the train from overtaking collision occurred in recent years absolutely prove
A series of measures is taken in terms of the active defenses such as signal control, management and running and processing management, the collision accident of train is also
It is to be avoided by completely, in such cases, the passive security as the ultimate bodyguard of the passenger security of the lives and property protects dress
The performance set just is particularly important.
The energy that statistics shows that rail traffic vehicles etc. need to absorb in collision process is big, therefore, vehicle end skeleton
Structural collision performance and its weight are to measure the important indicator of its quality.And as rail traffic vehicles constantly raise speed, to vehicle
The requirement of end skeleton structure collision performance and its weight is also higher and higher.
For the technical issues of vehicle end skeleton structure collision performance is unable to satisfy demand instantly in the related technology, not yet
It is resolved scheme.
Utility model content
The utility model provides a kind of vehicle end skeleton structure and the rail vehicle with it, to solve vehicle in the prior art
The problem of end skeleton structure collision performance is unable to satisfy demand instantly.
To solve the above-mentioned problems, one aspect according to the present utility model, the utility model provide a kind of vehicle end bone
Frame structure, comprising: roof structure, roof structure are camber beam structure；End energy absorbing structure, end energy absorbing structure top and roof knot
Structure is connected, and the lower end of end energy absorbing structure is connected with the chassis of rail vehicle.
Further, end energy absorbing structure includes: the first energy-absorbing cylinder, and first end and roof structure weld, and second
End is used for and welding of underframe；Second energy-absorbing cylinder, first end and roof structure weld, and second end is used for and welding of underframe.
Further, the second energy-absorbing cylinder is two, and two the second energy-absorbing cylinders are arranged at intervals, the first energy-absorbing cylinder
It is two, two the first energy-absorbing cylinder interval settings, two the first energy-absorbing cylinders are located between two the second energy-absorbing cylinders.
Further, vehicle end skeleton structure further includes connecting plate, and the first end of connecting plate is connected with the first energy-absorbing cylinder,
The second end of connecting plate is connected with roof structure.
Further, the first end of connecting plate is mutually welded with two sides of the first energy-absorbing cylinder in the vehicle width direction, even
The second end of fishplate bar is mutually welded with sides two adjacent in roof structure.
Further, the angle between the length direction of connecting plate and the length direction of the first energy-absorbing cylinder is obtuse angle, and
The second end of connecting plate extends towards the direction of roof structure.
Further, the angle between the top surface of the first end of the first energy-absorbing cylinder and the length direction of the first energy-absorbing cylinder
For obtuse angle, one end of the top surface of the first end of the first energy-absorbing cylinder is towards roof structure.
Further, roof structure both ends are connected with the second energy-absorbing cylinder, the middle part of roof structure by connecting plate with
First energy-absorbing cylinder is connected.
Further, vehicle end skeleton structure further includes anti-expansion plate, and anti-expansion plate is plate profile structure, and both ends are respectively with one
A second energy-absorbing cylinder connection.
Further, the opening of its side is located at there are two setting in the middle part of anti-expansion plate, wherein two the first energy-absorbing cylinders
It is each passed through and is open and is connect with anti-expansion plate.
Further, the width of flexible board ends is resisted to be less than the width in the middle part of anti-expansion plate.
Further, vehicle end skeleton structure further includes connecting cross beam, and the cross section of connecting cross beam is U-shaped, one end connection
First energy-absorbing cylinder, the other end connect the second energy-absorbing cylinder.
Further, carline, anti-expansion plate, the first energy-absorbing cylinder and the second energy-absorbing cylinder form closed frame knot
Structure.
Another aspect according to the present utility model provides a kind of rail vehicle, including vehicle end skeleton structure, the vehicle end bone
Frame structure is the vehicle end skeleton structure of any of the above-described.
Using the technical solution of the present embodiment, when colliding, the upper end of end energy absorbing structure is connected with roof structure
It connects, the lower end of end energy absorbing structure forms stable entirety, prevent rail vehicle in the work of impact force for being connected with chassis
The phenomenon that being separated with lower generation part.To sum up, using the technical solution of the utility model, reached and improved vehicle end skeleton structure
Collision performance guarantees the technical effect of the personal safety of passenger.
Detailed description of the invention
The accompanying drawings constituting a part of this application is used to provide a further understanding of the present invention, this is practical
Novel illustrative embodiments and their description are not constituteed improper limits to the present invention for explaining the utility model.
In the accompanying drawings:
Fig. 1 shows the structural schematic diagram of vehicle end provided by the utility model skeleton structure；
Fig. 2 shows the explosive views of the vehicle end skeleton structure in Fig. 1；
Fig. 3 shows the limit stress schematic diagram one of the vehicle end skeleton structure in Fig. 1；
Fig. 4 shows the limit stress schematic diagram two of the vehicle end skeleton structure in Fig. 1.
Wherein, the above drawings include the following reference numerals:
80, end energy absorbing structure；90, roof structure；81, the first energy-absorbing cylinder；82, the second energy-absorbing cylinder；83, it connects
Plate；84, anti-expansion plate；85, connecting cross beam.
Specific embodiment
The following will be combined with the drawings in the embodiments of the present invention, carries out the technical scheme in the embodiment of the utility model
Clearly and completely describe.Obviously, the described embodiments are only a part of the embodiments of the utility model, rather than whole
Embodiment.Be to the description only actually of at least one exemplary embodiment below it is illustrative, never as to this is practical
Novel and its application or any restrictions used.Based on the embodiments of the present invention, those of ordinary skill in the art are not having
Every other embodiment obtained under the premise of creative work is made, is fallen within the protection scope of the utility model.
As depicted in figs. 1 and 2, the embodiments of the present invention provide a kind of vehicle end skeleton structure, the vehicle end skeleton knot
Structure specifically includes that roof structure 90 and end energy absorbing structure 80, wherein roof structure 90 is camber beam structure, and end energy-absorbing knot
80 top of structure is connected with roof structure 90, and the lower end of end energy absorbing structure 80 is connected with the chassis of rail vehicle.
Firstly, the end energy absorbing structure 80 for vehicle end skeleton structure is explained:
As depicted in figs. 1 and 2, end energy absorbing structure 80 includes: the first energy-absorbing cylinder 81 and the second energy-absorbing cylinder 82,
In, the first end and roof structure 90 of the first energy-absorbing cylinder 81 are welded, the second end and welding of underframe of the first energy-absorbing cylinder 81, and
The first end of second energy-absorbing cylinder 82 also with roof structure 90 weld, the second end of the second energy-absorbing cylinder 82 also with welding of underframe.
It is such to design the connective stability for strengthening vehicle end skeleton structure, namely make end energy absorbing structure 80, the roof of vehicle end skeleton
The chassis at structure 90 and vehicle end forms stable connection relationship, and forms closed frame structure.End energy absorbing structure at this time
80 when being collided extruding force, and impact force can be transferred to entire frame structure by end energy absorbing structure 80, avoids collision power
Concentration makees in somewhere, causes end energy absorbing structure 80 by extreme damage.
For above-mentioned second energy-absorbing cylinder 82, in an optional example, the second energy-absorbing cylinder 82 is two, two the
Two energy-absorbing cylinders 82 are arranged at intervals, and the second energy-absorbing cylinder 82 is used to weld with the sidewall structure of rail vehicle.Such design,
So that the sidewall structure of end energy absorbing structure 80 and rail vehicle also forms stable welding relationship, track is further enhanced
The connective stability of the end construction of vehicle.
Based on the example of above-mentioned second energy-absorbing cylinder 82, in another optional example, the first energy-absorbing cylinder 81 is extremely
Two few, at least two the first energy-absorbing cylinder 81 is located between two the second energy-absorbing cylinders 82, at least two the first energy-absorbing
Cylinder 81 is symmetrically arranged along the vehicle width direction of rail vehicle.Such design, the company for allowing the first energy-absorbing cylinder 81 stable
Pick up the Undercarriage structure of roof construction 90 and rail vehicle.It avoids the first energy-absorbing cylinder 81 from excessively concentrating, leads to the vehicle of rail vehicle
It holds skeleton structure " collision loophole " occur, that is, avoiding collision a little with the first energy-absorbing cylinder 81 apart from excessive, leads to the first energy-absorbing
Cylinder 81 can not effectively play the role of collision energy-absorbing, so that collision object destroys rail vehicle, endanger passenger.
Finally, as shown in Figure 1, in a preferred example in the present embodiment, the second energy-absorbing cylinder 82 is two, two
A second energy-absorbing cylinder 82 is arranged at intervals, and the first energy-absorbing cylinder 81 is two, two the first energy-absorbing cylinder 81 interval settings,
Two the first energy-absorbing cylinders 81 are located between two the second energy-absorbing cylinders 82.Such design, so that the first energy-absorbing cylinder 81 and
The quantity of two energy-absorbing cylinders 82 and position have reached one and have accurately balanced.That is, the first energy-absorbing cylinder 81 and the second energy-absorbing column
The quantity of body 82 and the design of position had both met the collision performance of rail vehicle, while it is unnecessary to also reduce rail vehicle
Cost, and avoid the quantity due to the first energy-absorbing cylinder 81 and the second energy-absorbing cylinder 82 and position is inappropriate leads to railcar
The impacted situation of field range occurs.
Secondly, the roof structure 90 for vehicle end skeleton structure is explained:
As shown in Figures 1 and 2, roof structure 90 is camber beam structure, is based on this it is found that roof structure 90 in embodiment
Structure is simple, is easily installed, convenient for production.
In addition, as shown in Figures 1 and 2,90 both ends of roof structure are connected with the second energy-absorbing cylinder 82, it can based on this
Know, in an optional example, the line of projection of two the second energy-absorbing cylinders 82 in the plane for being parallel to chassis, with vehicle
Projection of the roof construction 90 in the plane for being parallel to chassis matches.
It should be understood that two the second energy-absorbing cylinders 82 and two the first energy-absorbing cylinders 81 are being parallel to rail vehicle
The line of projection in the plane of chassis surrounds trapezium structure, based on this it is found that in another optional example, two first
The line of the projection of energy-absorbing cylinder 81 and roof structure 90 in the plane for the chassis for being parallel to rail vehicle surrounds trapezium structure.
Such design not only enables the horizontal cross-section of railway vehicle end have certain radian, and the radian enables the vehicle end of rail vehicle
Centre protrusion, vehicle end two sides recess prevent adjacent orbit vehicle vehicle end edge in turning so that adjacent rail vehicle is turned
Edge collides.The stability for increasing vehicle end skeleton structure is had also achieved, the technology effect of the collision performance of rail vehicle is increased
Fruit.
That is, the first energy-absorbing cylinder 81 does not weigh in the plane for the chassis for being parallel to rail vehicle with roof structure 90
It closes.But the first end of the first energy-absorbing cylinder 81 is welded with roof structure 90 again, therefore, in the present embodiment, vehicle end skeleton knot
Structure can also include connecting plate 83, and the middle part of roof structure 90 to connecting plate 83 with the first energy-absorbing cylinder 81 by being connected.
Such design, so that not weighed in the plane for the chassis for being parallel to rail vehicle in the first energy-absorbing cylinder 81 with roof structure 90
Close, and do not influence the first energy-absorbing cylinder 81 perpendicular to chassis plane connection structure in the case where, enable the first energy-absorbing cylinder 81 with
90 Nature Link of roof structure.
Further, it is explained for the connecting plate 83 of vehicle end skeleton structure:
As shown in Figures 1 and 2, the first end for the connecting plate 83 that vehicle end skeleton structure includes and 81 phase of the first energy-absorbing cylinder
Connection, the second end of the connecting plate 83 are connected with roof structure 90.To reach in the first energy-absorbing cylinder 81 and roof structure 90
It is not overlapped in the plane for the chassis for being parallel to rail vehicle, and does not influence the first energy-absorbing cylinder 81 perpendicular to chassis plane
In the case where connection structure, the technical effect of the first energy-absorbing cylinder 81 and 90 Nature Link of roof structure is enabled.
The specific specific connection type for being directed to connecting plate 83 and roof structure 90 and the first energy-absorbing cylinder 81, can at one
In the example of choosing, the first end of the connecting plate 83 is mutually welded with two sides of the first energy-absorbing cylinder 81 in the vehicle width direction, and
The second end of the connecting plate 83 is mutually welded with two adjacent sides in roof structure 90.Such design increases connecting plate 83
With the contact area of the first energy-absorbing cylinder 81, and then the bonding strength of connecting plate 83 and the first energy-absorbing cylinder 81 is increased, in addition,
The design, which enables connecting plate 83 while connecting two sides side adjacent in roof structure 90, has also reached reinforcement connecting plate 83 and roof
The bonding strength of structure 90.
It should be understood that the second end of connecting plate 83 can also mutually be welded with a side in roof structure 90, it can also
Mutually to be welded with three adjacent sides in roof structure 90, it might even be possible to mutually be welded with each side of top mechanism, herein
It is not specifically limited.
For above-mentioned first energy-absorbing cylinder 81 and roof structure 90 in the plane for the chassis for being parallel to rail vehicle not
The case where coincidence, in the present embodiment, as depicted in figs. 1 and 2, the length of the length direction of connecting plate 83 and the first energy-absorbing cylinder 81
Angle between degree direction is obtuse angle, and the second end of connecting plate 83 extends towards the direction of roof structure 90.
In order to cooperate in above-described embodiment, the angle of connecting plate 83 and the first energy-absorbing cylinder 81, in one example, first
Angle between the top surface of the first end of energy-absorbing cylinder 81 and the length direction of the first energy-absorbing cylinder 81 is obtuse angle, the first energy-absorbing column
One end of the top surface of the first end of body 81 is towards roof structure 90.At this point, the first end of the first energy-absorbing cylinder 81 and connecting plate 83
Form the structure to match.In addition, in an optional example, the top surface of the first end of the first energy-absorbing cylinder 81 is towards roof knot
One end of structure 90 is in contact with roof structure 90.
In addition, in the examples described above, as depicted in figs. 1 and 2, the first end of the first energy-absorbing cylinder 81 is being parallel to railcar
Side wall plane on projection it is triangular in shape.
It should be understood that vehicle end skeleton structure can also include anti-flexible in order to enable vehicle end skeleton structure more stable
Plate 84 and connecting cross beam 85.
Further, it is explained for the anti-expansion plate 84 of vehicle end skeleton structure:
As depicted in figs. 1 and 2, the anti-expansion plate 84 be plate profile structure, both ends respectively with a second energy-absorbing cylinder 82
Connection.It is such to design the bonding strength for strengthening the second energy-absorbing cylinder 82, it is main to alleviate the second energy-absorbing of connection of roof structure 90
The connection pressure of body.In addition, the middle part of the anti-expansion plate 84 is set there are two the opening for being located at its side, and two the first energy-absorbing columns
Body 81, which is each passed through, to be open and connect with anti-expansion plate 84.And such design, so that anti-expansion plate 84 is not only connected to second
Energy-absorbing cylinder 82, while it being also connected to the first energy-absorbing cylinder 81, further enhance the integrated connection of vehicle end skeleton structure.
It should be understood that the template mechanism of anti-expansion plate 84 is an integral structure, that is, in the present embodiment, it is anti-to stretch
Contracting plate 84 is not composed of multiple plates, but the anti-expansion plate 84 itself is integral type, therefore the integral type is anti-stretches
Contracting plate 84 has the advantages that easily molded；In addition, the anti-expansion plate of the anti-expansion plate 84 because being an integral structure, with multi-segment structure
84 compare, and reduce the Connection Step with end energy absorbing structure 80, thus the anti-expansion plate of the integral type have the advantages that it is easy to install；
And the anti-expansion plate 84 is because the integral structure of itself makes the end energy absorbing structure 80 of the anti-connection of expansion plate 84 more steady
Gu even if also the connection relationship of end energy absorbing structure 80 further strengthens.
It should be understood that two openings can be set in the middle part of the anti-expansion plate 84, to accommodate the first energy-absorbing cylinder 81,
It may also set up two through holes, to accommodate the first energy-absorbing cylinder 81.It is not specifically limited herein.
For anti-84 shape of expansion plate, the width at anti-84 both ends of expansion plate is less than in anti-expansion plate 84 in the present embodiment
The width in portion.
For two the second energy-absorbing cylinders 82 and two the first energy-absorbing cylinders 81 in the flat of the chassis for being parallel to rail vehicle
The case where line of projection on face surrounds trapezium structure, should be in an optional example, and anti-expansion plate 84 is being parallel to bottom
Being projected as in the plane of frame is trapezoidal, and the bottom edge of anti-expansion plate 84 is towards the interior of track train, the anti-expansion plate 84
Top margin towards track train driving direction.Such design is so that the shape of anti-expansion plate 84 and the first energy-absorbing cylinder 81, the
The positional relationship of two energy-absorbing cylinders 82 matches.
For the upright position situation of anti-expansion plate 84, in another optional example, the top surface of anti-expansion plate 84 with
The side bar top plate of roof structure 90 is separated by a certain distance in the plane for the side wall for being parallel to rail vehicle, wherein this is apart from excellent
It is selected as zero.
Further, it is explained for the connecting cross beam 85 of vehicle end skeleton structure:
As depicted in figs. 1 and 2, the cross section of connecting cross beam 85 is U-shaped, and one end connects the first energy-absorbing cylinder 81, another
One end connects the second energy-absorbing cylinder 82.In addition, the cross section of connecting cross beam 85 can also be Z-type, it is not specifically limited herein.
In a kind of optional example, vehicle end skeleton structure includes four connecting cross beams 85, two of them connecting cross beam 85
Connect the first energy-absorbing cylinder 81 and the second energy-absorbing cylinder 82 side by side in vertical direction, another two connecting cross beam 85 is in vertical direction
On connect another the first energy-absorbing cylinder 81 and another the second energy-absorbing cylinder 82 side by side.
In addition, being U-shaped connecting cross beam 85 for cross section, the opening direction of aforementioned four connecting cross beam 85 can be with one
It causes, it can also be inconsistent.In the examples described above, the opening direction for two connecting cross beams 85 being arranged side by side in vertical direction is not
Unanimously, and the opening of a connecting cross beam 85 is towards interior, the opening direction of another connecting cross beam 85 is towards chassis.
Finally, roof structure 90, anti-expansion plate 84, the first energy-absorbing cylinder 81 and the second energy-absorbing cylinder 82 in the present embodiment
Form closed frame structure.The collision performance of vehicle end skeleton structure is further improved, ensure that the person peace of passenger
Entirely.
As shown in Figure 3 and Figure 4, through test of many times it is found that the vehicle end skeleton structure in rail vehicle is answered with following two
Power concentration zones.
Firstly, the junction of the first energy-absorbing cylinder 81, the second energy-absorbing cylinder 82 and roof structure 90 is vehicle end skeleton structure
On stress concentration region, the stress distribution feature at this sets in the junction of the first energy-absorbing cylinder 81 and roof structure 90
It sets connecting plate 83 and carries out reinforcement, to improve the bonding strength between the first energy-absorbing cylinder 81 and roof structure 90.In addition, by roof
Structure 90 is set as camber beam structure, to improve the connection suitability between the second energy-absorbing cylinder 82 and roof structure 90, Jin Erti
The bonding strength of high vehicle end skeleton structure.
Secondly, the first energy-absorbing cylinder 81 is close to the stress concentration that the region of chassis of rail vehicle is also in the skeleton structure of vehicle end
Area, the stress distribution feature at this enable the first energy-absorbing cylinder 81 and welding of underframe, and it is U-shaped connection that cross section, which is arranged,
Crossbeam 85 enables it connect the first energy-absorbing cylinder 81 and the second energy-absorbing cylinder 82, to form frame structure, and then increases vehicle end skeleton
Bonding strength, improve vehicle end skeleton structure collision performance, to guarantee the personal safety of passenger.
The another embodiment of the utility model provides a kind of rail vehicle, including vehicle end skeleton structure, wherein vehicle end bone
Frame structure vehicle end skeleton structure provided by the above embodiment.Technical solution through this embodiment, when colliding, end is inhaled
The upper end of energy structure 80 is connected with roof structure 90, and the lower end of end energy absorbing structure 80 is formed steady for being connected with chassis
Fixed entirety prevents rail vehicle under the action of impact force the phenomenon that generation part separation.To sum up, using the utility model
Technical solution has reached the collision performance for improving the vehicle end skeleton structure of rail vehicle, has guaranteed the personal safety of passenger
Technical effect.
The above descriptions are merely preferred embodiments of the present invention, is not intended to limit the utility model, for this
For the technical staff in field, various modifications and changes may be made to the present invention.It is all in the spirit and principles of the utility model
Within, any modification, equivalent replacement, improvement and so on should be included within the scope of protection of this utility model.
It should be noted that term used herein above is merely to describe specific embodiment, and be not intended to restricted root
According to the illustrative embodiments of the application.As used herein, unless the context clearly indicates otherwise, otherwise singular
Also it is intended to include plural form, additionally, it should be understood that, when in the present specification using term "comprising" and/or " packet
Include " when, indicate existing characteristics, step, operation, device, component and/or their combination.
Unless specifically stated otherwise, positioned opposite, the digital table of the component and step that otherwise illustrate in these embodiments
Up to the unlimited the scope of the utility model processed of formula and numerical value.Simultaneously, it should be appreciated that for ease of description, each shown in attached drawing
The size of a part is not to draw according to actual proportionate relationship.For technology known to person of ordinary skill in the relevant
It may be not discussed in detail with equipment, but in the appropriate case, the technology and equipment should be considered as authorizing the one of specification
Part.In shown here and discussion all examples, any occurrence should be construed as merely illustratively, rather than be made
For limitation.Therefore, the other examples of exemplary embodiment can have different values.It should also be noted that similar label and letter
Similar terms are indicated in following attached drawing, therefore, once it is defined in a certain Xiang Yi attached drawing, then in subsequent attached drawing not
It needs that it is further discussed.
In the description of the present invention, it should be understood that the noun of locality such as " front, rear, top, and bottom, left and right ", " laterally,
Vertically, vertically, it is horizontal " and " pushing up, bottom " etc. indicated by orientation or positional relationship be normally based on orientation or position shown in the drawings
Relationship is set, is merely for convenience of describing the present invention and simplifying the description, in the absence of explanation to the contrary, these nouns of locality
Do not indicate that and imply that signified device or element must have a particular orientation or be constructed and operated in a specific orientation, because
This should not be understood as the limitation to scope of protection of the utility model；The noun of locality " inside and outside " refers to the wheel relative to each component itself
Wide is inside and outside.
For ease of description, spatially relative term can be used herein, as " ... on ", " ... top ",
" ... upper surface ", " above " etc., for describing such as a device shown in the figure or feature and other devices or spy
The spatial relation of sign.It should be understood that spatially relative term is intended to comprising the orientation in addition to device described in figure
Except different direction in use or operation.For example, being described as if the device in attached drawing is squeezed " in other devices
It will be positioned as " under other devices or construction after part or construction top " or the device of " on other devices or construction "
Side " or " under other devices or construction ".Thus, exemplary term " ... top " may include " ... top " and
" in ... lower section " two kinds of orientation.The device can also be positioned with other different modes and (is rotated by 90 ° or in other orientation), and
And respective explanations are made to the opposite description in space used herein above.
In addition, it should be noted that, limiting components using the words such as " first ", " second ", it is only for be convenient for
Corresponding components are distinguished, do not have Stated otherwise such as, there is no particular meanings for above-mentioned word, therefore should not be understood as to this
The limitation of utility model protection range.
Claims (14)
1. a kind of vehicle end skeleton structure characterized by comprising
Roof structure (90), the roof structure (90) are camber beam structure；
End energy absorbing structure (80), end energy absorbing structure (80) top are connected with the roof structure (90), the end
The lower end of portion's endergonic structure (80) is connected with the chassis of rail vehicle.
2. vehicle end according to claim 1 skeleton structure, which is characterized in that the end energy absorbing structure (80) includes:
First energy-absorbing cylinder (81), first end and the roof structure (90) are welded, and second end is used to weld with the chassis
It connects；
Second energy-absorbing cylinder (82), first end and the roof structure (90) are welded, and second end is used to weld with the chassis
It connects.
3. vehicle end according to claim 2 skeleton structure, which is characterized in that the second energy-absorbing cylinder (82) is two,
Two the second energy-absorbing cylinders (82) are arranged at intervals, and the first energy-absorbing cylinder (81) is two, two described first
The setting of energy-absorbing cylinder (81) interval, two the first energy-absorbing cylinders (81) be located at two the second energy-absorbing cylinders (82) it
Between.
4. vehicle end according to claim 2 skeleton structure, which is characterized in that vehicle end skeleton structure further includes connecting plate
(83), the first end of the connecting plate (83) is connected with the first energy-absorbing cylinder (81), and the second of the connecting plate (83)
End is connected with the roof structure (90).
5. vehicle end according to claim 4 skeleton structure, which is characterized in that the first end of the connecting plate (83) with it is described
Two sides of first energy-absorbing cylinder (81) in the vehicle width direction are mutually welded, the second end of the connecting plate (83) and the roof
Two adjacent sides are mutually welded in structure (90).
6. vehicle end according to claim 4 skeleton structure, which is characterized in that the length direction of the connecting plate (83) and institute
Stating the angle between the length direction of the first energy-absorbing cylinder (81) is obtuse angle, and the second end of the connecting plate (83) is described in
The direction of roof structure (90) extends.
7. vehicle end according to claim 2 skeleton structure, which is characterized in that the first end of the first energy-absorbing cylinder (81)
Top surface and the first energy-absorbing cylinder (81) length direction between angle be obtuse angle, the first energy-absorbing cylinder (81)
One end of the top surface of first end is towards the roof structure (90).
8. vehicle end according to claim 4 skeleton structure, which is characterized in that roof structure (90) both ends and described the
Two energy-absorbing cylinders (82) are connected, and the middle part of the roof structure (90) passes through the connecting plate (83) and the first energy-absorbing column
Body (81) is connected.
9. vehicle end according to claim 3 skeleton structure, which is characterized in that vehicle end skeleton structure further includes anti-flexible
Plate (84), the anti-expansion plate (84) are plate profile structure, and both ends are connect with the second energy-absorbing cylinder (82) respectively.
10. vehicle end according to claim 9 skeleton structure, which is characterized in that the middle part of the anti-expansion plate (84) is equipped with
Two are located at the opening of its side, wherein two the first energy-absorbing cylinders (81) are each passed through the opening and resist with described
Expansion plate (84) connection.
11. vehicle end according to claim 9 skeleton structure, which is characterized in that the width at anti-expansion plate (84) both ends
Less than the width in the middle part of the anti-expansion plate (84).
12. vehicle end according to claim 2 skeleton structure, which is characterized in that vehicle end skeleton structure further includes connection
Crossbeam (85), the cross section of the connecting cross beam (85) is U-shaped, one end connection the first energy-absorbing cylinder (81), another
The second energy-absorbing cylinder (82) of end connection.
13. vehicle end according to claim 9 skeleton structure, which is characterized in that the roof structure (90), described anti-flexible
Plate (84), the first energy-absorbing cylinder (81) and the second energy-absorbing cylinder (82) form closed frame structure.
14. a kind of rail vehicle, including vehicle end skeleton structure, which is characterized in that vehicle end skeleton structure be claim 1 to
Vehicle end skeleton structure described in any one of 13.
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| Application Number | Priority Date | Filing Date | Title |
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| CN201821457625.0U CN208868033U (en) | 2018-09-06 | 2018-09-06 | Vehicle end skeleton structure and rail vehicle with it |
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| Application Number | Priority Date | Filing Date | Title |
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| CN201821457625.0U CN208868033U (en) | 2018-09-06 | 2018-09-06 | Vehicle end skeleton structure and rail vehicle with it |
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| CN208868033U true CN208868033U (en) | 2019-05-17 |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109177994A (en) * | 2018-09-06 | 2019-01-11 | 中车青岛四方机车车辆股份有限公司 | Vehicle end skeleton structure and rail vehicle with it |
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2018
- 2018-09-06 CN CN201821457625.0U patent/CN208868033U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109177994A (en) * | 2018-09-06 | 2019-01-11 | 中车青岛四方机车车辆股份有限公司 | Vehicle end skeleton structure and rail vehicle with it |
| CN109177994B (en) * | 2018-09-06 | 2024-05-28 | 中车青岛四方机车车辆股份有限公司 | Car end skeleton texture and have its rail vehicle |
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