EP4190668A1 - Tube déformable, dispositif d'absorption d'énergie d'amortissement de coupleur pour véhicule de transit ferroviaire, et véhicule ferroviaire - Google Patents

Tube déformable, dispositif d'absorption d'énergie d'amortissement de coupleur pour véhicule de transit ferroviaire, et véhicule ferroviaire Download PDF

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Publication number
EP4190668A1
EP4190668A1 EP21855323.8A EP21855323A EP4190668A1 EP 4190668 A1 EP4190668 A1 EP 4190668A1 EP 21855323 A EP21855323 A EP 21855323A EP 4190668 A1 EP4190668 A1 EP 4190668A1
Authority
EP
European Patent Office
Prior art keywords
deformable tube
tube
thin
coupler
walled
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP21855323.8A
Other languages
German (de)
English (en)
Inventor
Jiapeng LIAO
Zhongcheng JIANG
Jun Zhang
Xiaobo Liu
Dafa JIANG
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
CRRC Zhuzhou Locomotive Co Ltd
Original Assignee
CRRC Zhuzhou Locomotive Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by CRRC Zhuzhou Locomotive Co Ltd filed Critical CRRC Zhuzhou Locomotive Co Ltd
Publication of EP4190668A1 publication Critical patent/EP4190668A1/fr
Withdrawn legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G9/00—Draw-gear
    • B61G9/20—Details; Accessories
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G11/00—Buffers
    • B61G11/16—Buffers absorbing shocks by permanent deformation of buffer element
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G9/00—Draw-gear
    • B61G9/04—Draw-gear combined with buffing appliances
    • B61G9/10—Draw-gear combined with buffing appliances with separate mechanical friction shock-absorbers

Definitions

  • the present invention relates to a deformable tube and a coupler cushioning energy-absorption device for a rail vehicle with same, and a rail vehicle, belonging to the field of vehicle collision.
  • the anti-collision design of rail vehicles requires that a vehicle anti-collision system runs in a reasonable order specifiedartificially during collision to absorb collision energy as much as possible, thus protecting the safety of passengers and drivers to the greatest extent and reducing vehicle damage.
  • most anti-collision systems of rail vehicles are designed at the front ends of the vehicles, and mainly include a coupler cushioning device, an anti-creeper, a driver's cab variable structure, etc., involving a step-by-step energy absorption process.
  • a coupler cushioning device for a rail train and a rail train, where when rail trains collide with each other, a coupler cushioning device moves towards a train body and forms a collision force bearing surface together with an anti-creeper, which can absorb collision kinetic energy more effectively and provide an anti-creeping function.
  • Cidher application with publication number of CN11126789A discloses a combined energy absorber, which includes a collision baffle, a flanging tube, a base and an energy absorption assembly.
  • One end of the flanging tube is fixedly connected with the collision baffle, and a plurality of cutting grooves are formed on the wall of the flanging tube along the axis of the flanging tube; the other end of the flanging tube abuts against the base, and the side of the base far away from the flanging tube is used for connecting with a vehicle body.
  • the energy absorption assembly is arranged in the flanging tube and fixedly connected with the collision baffle.
  • the above patent is essentially a crimping energy-absorption device, the deformable part of which only bears an axial force.
  • the axial force on a cushioning energy-absorption device cannot exceed a certain limit, which limits the energy absorption capacity of most cushioning energy-absorption devices.
  • a swelling deformable tube is a main collision energy absorption structure of a coupler cushioning device, with relatively stable energy absorption capacity.
  • the swelling deformable tube is mainly composed of an inner ejector rod, an energy absorbing thin-walled structure and a connecting device between the former two.
  • the inner ejector rod squeezes the thin-walled structure.
  • the impact force reaches the critical strength of a sleeve, the thin-walled structure expands and deforms.
  • the impact energy is consumed by the friction between the inner ejector rod and the thin-walled structure and by the outward swelling deformation of the thin-walled structure, which achieves a cushioning effect on the impacted rail vehicle.
  • the strength of the deformable tube is slightly lower than that of the vehicle body, which has also become a key factor to limit the energy absorption of the deformable tube.
  • the energy absorbing thin-walled structure of the swelling deformable tube widely used at the present stage is made of thin-walled metal, and the deformable tube mainly absorbs energy by means of the swelling deformation of the thin-walled structure, so when the deformable tube is impacted by collision, the load feedback is slow, the load fluctuation is large, the impact load on the protected vehicle body structure is unstable, the energy absorption is uneven, and a little energy is absorbed per unit volume.
  • Chinese utility model patent with publication number of CN201329871Y discloses an expandable deformable device installed between a coupler connecting part of a coupler cushioning device and an installation and hanging system.
  • the present invention aims to provide a deformable tube, a coupler cushioning energy-absorption device for a rail vehicle, and a rail vehicle, where the cushioning energy-absorption device improves the collision energy absorption of the deformable tube and optimizes the energy absorption behavior by means of optimized design of a thin-walled structure of the deformable tube.
  • a deformable tube includes two or more thin-walled tubes that are connected in a sleeved manner, the thin-walled tube is acarbon fiber tube or a metal tube, materials of two adjacent thin-walled tubes are different, and the thin-walled tube indicates that the wall thickness of the tube is 20 mm or less.
  • the present invention designs a novel deformable tube structure through long-term research, and two adjacent layers of the deformable tube structure limit each other, which ensures the integrity of the remaining deformable structure, relieves the severe deformation of the remaining thin-walled metal structure, avoids rapid crushing of the remaining thin-walled carbon fiber structure, improves the integrity of the remaining energy absorption structure, reduces the fluctuation of impact load, and increases energy absorption during collision.
  • the present invention may be further optimized.
  • the deformable tube consists of two thin-walled tubes, wherein aninner layer of the deformable tube is a metal tube, and anouter layer of the deformable tube is a carbon fiber tube.
  • the metal tube is preferably an aluminum alloy tube.
  • the metal tube has a thickness of 2-7.5 mm
  • the carbon fiber tube has a thickness of 2-15 mm.
  • the present invention further provides a coupler cushioning energy-absorption device for a rail vehicle, which includes a traction rod used for connecting to a coupler head and a bearing plate used for connecting to a coupler tail base; the bearing plate and the traction rod are connected by a guide rod, and the end of the traction rod facing the coupler tail base is provided with an expansion block;
  • the above-mentioned deformable tube is sleeved outside the guide rod, one end of the deformable tube abuts against one end surface of the bearing plate, and a bevel ring that abuts against the expansion block is formed on the other end of the deformable tube, such that the deformable tube swells radially when the expansion block squeezes the deformable tube;
  • the end of the guide rod close to the bearing plate is provided with a support stage, and the outer peripheral surface of the support stage is attached to the inner wall surface of the deformable tube.
  • a trigger indicator pin is arranged between the traction rod and the expansion block, the trigger indicator pin is arranged on the outer wall surface of the traction rod, and the outer end of the indicator pin protrudes relative to the outer wall surface of the expansion block.
  • the trigger indicator pin is located at the upper part of the top end of the traction rod, near the expansion block, and is a trigger indicator pin triggered by the deformation of the deformable tube.
  • the deformable tube structure is a part of the coupler cushioning energy-absorption device.
  • the traction rod at the front end is connected with the coupler head
  • the bearing plate at the rear end is connected with the coupler tail base by a rubber buffer
  • the coupler tail base is connected with the bearing plate and the vehicle chassis.
  • the double-layer or multi-layer thin-walled structure of the deformable tube is the main content and innovation of the present invention, wherein the inner layer of the deformable tube is a thin-walled metal structure, the material used for the inner layer includes but is not limited to aluminum alloy, carbon steel and the like, and the outer layer of the deformable tube is a thin-walled carbon fiber composite structure.
  • the aluminum alloy/carbon fiber double-layer thin-walled structure is made by combining a carbon fiber epoxy resin prepreg with an outer surface of an aluminum alloy tube. In order to improve the interface effect between aluminum alloy and carbon fibers, a layer of epoxy resin is added between the aluminum alloy tube and the carbon fiber prepreg.
  • the outer thin-walled structure of the deformable tube is made of a carbon fiber composite.
  • the carbon fiber composite has the advantages of high specific energy absorption, stable impact load, small mass, etc. When subjected to the same collision impact, the impact load on the thin-walled carbon fiber composite structure reaches a peak load faster than the thin-walled metal structure.
  • the thin-walled carbon fiber composite structure alone is prone to microscopic defects, is easily broken after severe impact and loses the ability of continuous energy absorption.
  • the double-layer or multi-layer thin-walled structure of the present invention solves this problem.
  • the local failure of the thin-walled carbon fiber composite structure does not affect the continuous energy absorption of other parts, thus realizing continuous and stable energy absorption of the thin-walled carbon fiber composite structure and greatly increasing the energy absorption of the whole energy-absorption device.
  • the thin-walled carbon fiber structure is twined with two layers of prepreg (0°/90° and ⁇ 45°) along the outer wall of the aluminum alloy tube each time, and the initial twining positions of two layers of fibers are staggered by a certain distance to ensure cross laying of fibers, so as to ensure the overall structural strength and stiffness.
  • the core of the present invention is to provide a deformable tube structure design scheme for a swelling deformable coupler cushioning energy-absorption device.
  • the present invention further provides a rail vehicle, which is characterized in that the coupler cushioning energy-absorption device for a rail vehicle is installed on a chassis of a vehicle body.
  • the beneficial effects of the present invention are as follows:
  • For the swelling deformable tube structure, its thin-walled structure is a main energy absorption component.
  • the traditional single-layer thin-walled metal structure spends a long time to reach a peak load under impact, with large load fluctuation and low total energy absorption during collision deformation.
  • the abnormal high impact load caused by the large load fluctuation easily causes damage to the driver's cab and the vehicle body structure, threatening the safety of drivers and passengers.
  • the double-layer thin-walled structure spends a short time to reach a peak load under impact, with small load fluctuation and stable energy absorption, so the total energy absorption during collision deformation is greatly improved compared with that of the single-layer thin-walled deformable tube and is generally increased by more than 10%, and the abnormal high impact load is effectively avoided, thus ensuring the safety of drivers and passengers.
  • the present invention creatively proposes a double-layer or multi-layer deformable tube structure, which preferably adopts double-layer deformable tube. That is, the effect of the combination of a carbon fiber layer and an aluminum alloy layer (metal layer) in the present application cannot be achieved by random combination of double-layer structures.
  • the carbon fiber has high strength but is fragile, and the aluminum alloy has low strength but good ductility (toughness). During vehicle collision, the aluminum alloy can strongly support the structural integrity of the carbon fiber layer. Meanwhile, the carbon fiber has high specific energy absorption and stable impact load. At the same deformation length, the two materials cooperate with each other to maximize the energy absorption effect, which can also be verified in FIG. 3 .
  • the energy absorption mode of the present invention is swelling energy absorption, and the deformable tube bears axial force and radial force at the same time during compression, while the deformable part of the crimping energy-absorption device disclosed by CN11126789A only bears axial force.
  • the present invention fully utilizes the radial energy absorption ability of the deformable tube on the basis of axial energy absorption, and greatly increases the total energy absorption ability of the whole device.
  • FIG. 1 shows a coupler cushioning energy-absorption device of the present invention.
  • the cushioning energy-absorption device mainly includes a coupler head 7, a deformable tube structure, and a coupler tail base 8 fixed to a vehicle chassis 9.
  • FIG. 2 is a schematic diagram of a deformable tube with double-layer thin-walled structure of the present invention.
  • the deformable tube structure includes a traction rod 1, an expansion block 2, an inner layer of the deformable tube 3, an outer layer of the deformable tube 4, a bearing plate 5, and a trigger indicator pin 6.
  • the traction rod 1 in the deformable tube structure is connected with the coupler head 7 by a snap ring connector, and the bearing plate 5 in the deformable tube structure is connected with the coupler tail base 8 by a snap ring connector.
  • the bearing plate 5 and the traction rod 1 are connected by a guide rod 10, a deformable tube is sleeved outside the guide rod 10, one end of the deformable tube abuts against one end surface of the bearing plate 5, and a bevel ring that abuts against the expansion block 2 is formed on the other end of the deformable tube; the end of the guide rod 10 close to the bearing plate 5 is provided with a support stage 11, and the outer peripheral surface of the support stage 11 is attached to the inner wall surface of the deformable tube.
  • the specific action mode of each structure when collision occurs is described below in detail.
  • the double-layer thin-walled structure of the deformable tube is squeezed by the expansion block to swell and deform under impact force, so as to absorb collision energy.
  • a rail vehicle includes the above-mentioned coupler cushioning energy-absorption device.
  • the traction rod 1 is connected with the coupler head by a snap ring connector, and moves backward together with the coupler head when collision occurs.
  • the expansion block 2 is embedded in the top end of the traction rod. When the collision occurs, the expansion block 2 moves backward together with the traction rod 1 to squeeze the double-layer thin-walled structure of the deformable tube, such that the deformable tube swells.
  • the trigger indicator pin 6 is installed beside the expansion block 2 near the top end of the traction rod. Specifically, the trigger indicator pin 6 is arranged on the outer wall surface of the traction rod 1, and the outer end of the indicator pin 6 protrudes relative to the outer wall surface of the expansion block 2.
  • the trigger indicator pin 6 is an indicator pin for determining whether deformation of the deformable tube occurs. When the trigger indicator pin 6 is triggered, the trigger indicator pin is cut.
  • one end of the bearing plate 5 is connected with the coupler tail base by a snap ring connector and fixed to the vehicle chassis.
  • the other end of the bearing plate 5 is in contact with the double-layer thin-walled structure of the deformable tube, to limit the longitudinal movement of the double-layer thin-walled structure of the deformable tube.
  • the inner layer of the deformable tube 3 is preferably a thin-walled metal structure. When collision occurs, the inner layer of the deformable tube 3 is in direct contact with the expansion block 2.
  • the inner layer of the deformable tube 3 Whencollision occurs, the inner layer of the deformable tube 3 first swells and deforms, and then drives the outer layer of the deformable tube 4 to expand outward. In this process, the inner layer of the deformable tube 3 has local deformation failure, and the thin-walled carbon fiber structure of the outer layer of the deformable tube 4 has local crushing.
  • the inner layer of the deformable tube 3 and the outer layer of the deformable tube 4 limit each other, which ensures the integrity of the remaining deformable structure, relieves the severe deformation of the remaining thin-walled metal structure, avoids rapid crushing of the remaining thin-walled carbon fiber structure, improves the integrity of the remaining energy absorption structure, reduces the fluctuation of impact load, and increases energy absorption during collision.
  • F represents impact load
  • x represents deformation displacement
  • d represents total displacement during deformation. It can be seen that the total energy absorption of the deformable tube during deformation is an area surrounded by an impact load-displacement curve and abscissas, and the faster the impact load reaches a peak load, the greater the total energy absorption is.
  • FIG. 3 is a schematic diagram of impact load-displacement curves of an aluminum alloy single-layer thin-walled structure and a double-layer thin-walled structure having an aluminum alloy layer and a carbon fiber layer provided by an embodiment of the present invention during collision.
  • the response of the double-layer thin-walled structure to collision impact is faster than that of the aluminum alloy single-layer thin-walled structure, that is, the total energy absorption of the double-layer thin-walled structure is larger.
  • the total energy absorption of the double-layer thin-walled structure can be increased by more than 10% compared with that of the aluminum alloy single-layer thin-walled structure in a normal deformation state.
  • the design of the thicknesses of the inner layer of the deformable tube 3 and the outer layer of the deformable tube 4 can be optimized to achieve best matching values.
  • the metal tube has a thickness of 2-7.5 mm
  • the carbon fiber tube has a thickness of 2-15 mm.
  • the adhesive performance of the carbon fiber layer and the aluminum alloy layer used in this embodiment is excellent, and the probability that the carbon fiber layer and the aluminum alloy layer are not adhered to each other is low.
  • the developed deformable tube structure design schemes of increasing the number of thin-walled layers of the deformable tube e.g., more than two layers
  • adjusting the thin-walled thickness of the deformable tube and the order of the aluminum alloy layer and thin-walled carbon fiber layer e.g. the thin-walled carbon fiber layer is the inner layer and the thin-walled aluminum alloy layer is the outer layer

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Dampers (AREA)
EP21855323.8A 2020-08-12 2021-07-16 Tube déformable, dispositif d'absorption d'énergie d'amortissement de coupleur pour véhicule de transit ferroviaire, et véhicule ferroviaire Withdrawn EP4190668A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN202010806239.3A CN111891169B (zh) 2020-08-12 2020-08-12 一种轨道交通车辆车钩缓冲吸能装置
PCT/CN2021/106766 WO2022033270A1 (fr) 2020-08-12 2021-07-16 Tube déformable, dispositif d'absorption d'énergie d'amortissement de coupleur pour véhicule de transit ferroviaire, et véhicule ferroviaire

Publications (1)

Publication Number Publication Date
EP4190668A1 true EP4190668A1 (fr) 2023-06-07

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EP21855323.8A Withdrawn EP4190668A1 (fr) 2020-08-12 2021-07-16 Tube déformable, dispositif d'absorption d'énergie d'amortissement de coupleur pour véhicule de transit ferroviaire, et véhicule ferroviaire

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EP (1) EP4190668A1 (fr)
CN (1) CN111891169B (fr)
WO (1) WO2022033270A1 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111891169B (zh) * 2020-08-12 2022-02-11 中车株洲电力机车有限公司 一种轨道交通车辆车钩缓冲吸能装置

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CN111891169A (zh) 2020-11-06
CN111891169B (zh) 2022-02-11
WO2022033270A1 (fr) 2022-02-17

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