RU185243U1 - ENERGY-ABSORBING WAGON BODY - Google Patents

Abstract

In accordance with this application, an energy-absorbing car body is provided, which includes a coupling device located at the front end of the car body. Energy absorbing devices are symmetrically located on both sides of the coupling device, and energy absorbing modules are located above the coupling device. The horizontal axis of each of the energy absorbing devices is at a level higher than that of the horizontal axis of the coupling device, the energy absorbing device has a sleeve attached to the car body, the car body is provided with a cavity relative to which the sleeve slides, the sleeve has a front end protruding from the cavity and a rear end not in contact with the rear end of the cavity, and an energy absorbing element with a cross-sectional area not exceeding the internal cross-sectional area is provided between the cavity and the sleeve reading bushings. The aforementioned design can increase the energy absorption capacity of the front end of the railway vehicle and minimize the possibility of derailment due to a collision on either side, in order to increase the safety of the railway vehicle in the event of a collision. In accordance with this application, a railway vehicle is further provided.

Description

Technical field

The invention relates to the field of railway vehicles and, in particular, to an energy-absorbing car body and a railway vehicle having such an energy-absorbing car body.

State of the art

As the speed of a high-speed train increases, the air resistance acting on the head of the train during movement also increases. To reduce air resistance and improve the aerodynamic characteristics of the train, the head of a high-speed train is usually designed to have a streamlined shape resembling a shuttle. In the case of such a shuttle-like design, although the train may have reduced resistance to movement and effectively increased speed, the front end of the head of the train may have a bottleneck that can only accommodate part of the coupling device, and may not have room to accommodate a large energy-absorbing and preventing gathering off the rails of the control mechanism. In this regard, when two high-speed trains collide, squeezing can occur in the form of an insert into each other, thus leading to the derailment of trains and a serious accident.

To solve these problems in traditional technology, an end beam transversely connected to the ends of the traction beams is provided at the end of the chassis of the train, and the end beam is provided with a coupling device of the coupling device and a buffer device, or the coupling device is designed as an energy-absorbing coupling device for absorbing energy generated in a collision .

However, since the energy absorption by the buffer device or the coupling device is limited by their own design, the energy absorption capacity cannot meet the demand with a powerful impact force, which directly affects the safety of operation of the entire train. Moreover, the direction of the destructive force generated during the collision is uncertain, so the train can go off the rails during the collision. In this regard, the traditional technology has disadvantages in that the ability to absorb energy is low, and the train can go off the rails after a collision, and thus cannot satisfy the requirements of traffic safety.

In this regard, it is necessary to optimize the design of traditional technology to increase the energy absorption capacity of the front end of a railway vehicle and minimize the possibility of derailment due to a collision from either side, in order to increase the safety of a railway vehicle in case of a collision.

The closest analogue of this utility model is the technical solution disclosed in publication CN 201520129048.2, which discloses a body for a high-speed train with an energy-absorbing device. When the cars collide, the gas-liquid buffer and the collapsible pipe of the connector on the front end of the front carriage act sequentially, and the connector begins to absorb energy, and after the action of the collapsible pipe of the connector is completed, the connector is disconnected and malfunctioning. An energy-absorbing device begins to act to continue to absorb energy that is dissipated on the car.

Utility Model Essence

Given the above drawbacks, the technical problem considered in this application is to provide an energy-absorbing car body for solving the problem existing in the conventional technology, namely that the effect of energy absorption is bad and the trains can go off the rails after a train collision.

In accordance with this application, an energy-absorbing car body is provided at a front end of a train, and an energy-absorbing car body includes a coupling device located at a front end of a car body. Energy absorbing devices are symmetrically located on both sides of the coupling device, the horizontal axis of each of the energy absorption devices is higher than the horizontal axis of the coupling device, each energy absorption device has a sleeve attached to the car body, the car body is provided with a cavity relative to which the sleeve slides, the sleeve has a front end protruding from the cavity, and the rear end, not in contact with the rear end of the cavity, and between the cavity and the sleeve is provided with an energy-absorbing element with th cross-section not exceeding the cross-sectional area of the inner sleeve.

Preferably, the front end of the sleeve is provided with a creep prevention device having transverse grooves.

Preferably, the inner wall of the cavity has two symmetrical sliding guides extending in the longitudinal direction of the inner wall, and the sleeve is provided with sliding grooves corresponding to the sliding guides.

Preferably, the cavity and the sleeve are fastened to each other by screws connecting the slide rails to the slide grooves.

Preferably, the energy absorbing element is an aluminum honeycomb.

Preferably, between the cavity and the car body is a reinforcing rib.

Preferably, two energy-absorbing modules are symmetrically located above the hitch, and each of the energy-absorbing modules has a square tube attached to the car body, the car body is provided with a receiving sleeve relative to which the square pipe slides, the square pipe has a front end protruding from the receiving sleeve , and the rear end not in contact with the rear end of the receiving sleeve, and the receiving sleeve and the square tube are fastened to each other by means of a mounting o means, between the square tube and the receiving sleeve, aluminum cells are provided with a cross-sectional area not exceeding the internal cross-sectional area of the receiving sleeve, and the front end surface of each of the energy absorbing modules is flush with the front end surface of each of the energy absorbing devices.

Preferably, the inner wall of the receiving sleeve is provided with two symmetrical grooves, the grooves extend in the longitudinal direction of the inner wall, and the square tube is provided with protrusions corresponding to the grooves.

Preferably, the connecting plates are respectively provided between the receiving sleeves and between each receiving sleeve and the car body.

In accordance with the present application, a railway vehicle is further provided that includes a head of the vehicle, and the front end of the head of the vehicle uses the energy-absorbing body of the car as described above.

As can be seen from the above solutions, in accordance with the present application, an energy-absorbing car body is provided, which includes a coupling device located at the front end of the car body. Energy absorbing devices are symmetrically located on both sides of the coupling device. The horizontal axis of each of the energy absorbing devices is higher than the horizontal axis of the coupling device. When trains collide, the couplers are coupled and then compressed backward until the energy absorbing devices of the two trains come into contact with each other, and during this process each of the train head units tends to creep up and off the rails. In order for the energy absorbing devices to be in sufficient contact with each other, the energy absorption devices are located slightly higher than their respective coupling devices, and thus the risk of train creeping in is low since the contact points of the two trains are at a high level.

The energy-absorbing device has a sleeve attached to the car body, and the car body is provided with a cavity relative to which the sleeve slides. The sleeve has a front end protruding from the cavity and a rear end that is not in contact with the rear end of the cavity. Thus, after the collision of two trains, the bushings come into contact with each other until the cavities contact and slide backward in the cavities. The fact that the rear end of the sleeve is not in contact with the rear end of the cavity means that space is provided in the cavity for sliding the sleeve back to ensure that the sleeve can slide and absorb energy in the cavity.

An energy-absorbing element with a cross-sectional area not exceeding the internal cross-sectional area of the sleeve is provided between the cavity and the sleeve. The sleeve squeezes the energy absorbing element to absorb energy when the sleeve slides back into the cavity, thus, the effects of absorption and absorption of energy are better manifested. The cross-sectional area of the energy-absorbing element, not exceeding the internal cross-sectional area of the sleeve, can ensure that the energy-absorbing element does not interfere with the sliding of the sleeve in the cavity when the energy-absorbing element is compressed, thereby eliminating the derailment of the train due to a collision.

In a preferred solution of the present application, the cavity and the sleeve are fastened to each other by screws connecting the sliding guides with the sliding grooves, respectively. In this design, when trains collide, first the bushes of two trains come into contact with each other, and only after the bushes cut off the corresponding screws, the bushes can slip in the cavities. Thus, the collision energy is absorbed by cutting the screws.

The railway vehicle in accordance with this application is provided with the aforementioned energy-absorbing car body. Since the energy-absorbing car body has the above technical effects, the railway vehicle provided with the energy-absorbing car body must also have corresponding technical effects.

Brief Description of the Drawings

To more clearly illustrate technical solutions in the embodiments of the present application or in traditional technology, the drawings referred to for describing embodiments or traditional technology will be briefly described below. Obviously, the drawings in the following description are only some examples of the present application, and other drawings can be made by one skilled in the art based on these drawings without any inventive efforts. In the drawings:

FIG. 1 is a schematic view showing the construction of an embodiment of an energy-absorbing car body in accordance with this application;

FIG. 2 is a side view of the structure shown in FIG. one;

FIG. 3 is a sectional side view of an energy absorbing module;

FIG. 4 is a front view in section of an energy-absorbing module;

FIG. 5 is a front view in section of an energy-absorbing device;

FIG. 6 is a sectional side view of an energy absorbing device; and

FIG. 7 is a plan view of an energy absorbing device.

Reference numerals in FIG. 1-7:

1 - car body,

2 - energy-absorbing device,

21 - sleeve

211 - slip groove,

22 - cavity

221 - sliding guide,

23 - device to prevent creeping,

24 - energy absorbing element,

25 - screw

26 - reinforcing rib,

3 - coupling device

31 - bolt

4 - energy absorbing module,

41 - aluminum honeycomb,

411 - recess,

42 - square tube,

421 - ledge,

422 inwardly convex portion

423 - fastening means,

43 - receiving sleeve

431 groove

432 - a bolt,

44 - connecting plate

a is the horizontal axis of the hitch, and

b is the horizontal axis of the energy absorbing devices.

Detailed description of utility model

Technical solutions in the embodiments of this application are described below clearly and completely in combination with the drawings in the embodiments of this application. Obviously, the described embodiments are only part of the embodiments of this application, and not all embodiments. All other embodiments obtained by a specialist in the field of technology, based on the embodiments in this application, without any inventive activity, are within the scope of protection of this application.

According to this embodiment, an energy absorbing car body is provided assembled at the front end of the train shown in FIG. 1-7. FIG. 1 is a schematic view showing the construction of an embodiment of an energy-absorbing car body in accordance with the present application; FIG. 2 is a side view of the structure shown in FIG. one; FIG. 3 is a sectional side view of an energy absorbing module; FIG. 4 is a sectional front view of an energy absorbing module; FIG. 5 is a sectional front view of an energy absorbing device; FIG. 6 is a sectional side view of an energy absorbing device; and FIG. 7 is a plan view of an energy absorbing device.

The energy-absorbing car body includes a coupling device 3 located at the front end of the car body 1. The coupling device 3 is detachably attached to the car body 1 with a bolt 31, and the energy absorbing devices 2 are symmetrically located on both sides of the coupling device 3. The horizontal axis b of each of the energy absorbing devices is higher than the horizontal axis a of the coupling device. When the two trains collide, the couplers 3 are coupled and then compressed backward until the energy absorbing devices 2 of the two trains come into contact with each other, and during this process each of the train head units tends to creep up and off the rails. In order for the energy absorbing devices 2 to be sufficiently in contact with each other, the energy absorbing devices 2 are located slightly higher than their respective coupling devices, and thus the risk of train creeping in is low because the contact points of the two trains are in a higher position .

Each of the energy-absorbing devices 2 has a sleeve 21 attached to the car body 1, and the car body 1 is provided with a cavity 22 relative to which the sleeve 21 slides. The sleeve 21 has a front end protruding from the cavity 22 and a rear end that does not come into contact with the rear end cavity 22. Thus, after the collision of two trains, the bushings 21 come into contact with each other until the cavities 22 contact and slide backward in the cavities 22. The rear end of the sleeve 21 does not contact the rear end of the cavity 22, that is, the space thy to slide the sleeve 21 back to ensure that the sleeve 21 can slide and absorb energy in the cavity 22.

An energy-absorbing element 24 is provided between the cavity 22 and the sleeve 21 with a cross-sectional area not exceeding the internal cross-sectional area of the sleeve 21. The sleeve 21 compresses the energy-absorbing element 24 to absorb energy when the sleeve 21 slides back into the cavity 22, and thus, damping effects and energy absorption is better. The cross-sectional area of the energy-absorbing element 24 does not exceed the internal cross-sectional area of the sleeve 21, which can ensure that the energy-absorbing element 24 cannot block the sliding of the sleeve 21 in the cavity 22 when the energy-absorbing element 24 is compressed, thereby eliminating the derailment of the train due to a collision.

In this document, the location terms used are defined by taking the direction of the train as a guide. The direction of train movement is “forward” and the direction opposite to “front” is “rear”, and it should be understood that the use of the above location terms does not limit the scope of protection defined by this decision.

In addition, the front end of the sleeve 21 is provided with a creep preventing device 23 having transverse grooves, and when two trains collide, two creep preventing devices 23 are engaged with each other by means of grooves to prevent the energy-absorbing devices of the trains from disconnecting from each other during a collision and further track deviation train movements from rails.

The inner wall of the cavity 22 is provided with two symmetrical slide guides 221, and the slide guides 221 extend in the longitudinal direction of the inner wall, and the sleeve 21 is provided with slide grooves 211 corresponding to the slide guides 221. Specifically, each of the slide guides 221 protrudes inward from the inner wall of the cavity 22, and each of the slide grooves 211 has a concave outward and inwardly convex shape formed by the bend of the sleeve 21. As shown in FIG. 5, the energy-absorbing element 24 has a rectangular cross-section and has an outer wall in contact with the inwardly convex part of the sleeve 21. Thus, the energy-absorbing element 24 does not completely fill the inner space of the sleeve 21, and when compression occurs, the energy-absorbing element 24 is compressed, and then it can occupy the space of the sleeve 21, which was previously not occupied, for amortization and absorption of energy. Moreover, the energy-absorbing element 24 cannot occupy the sliding path of the sleeve 21 in the cavity 22, while the energy-absorbing element 24 is compressed and deformed backward, which prevents cracking of the cavity 22 when squeezing the energy-absorbing element 24 and the train is out of control and, accordingly, derailment.

The above energy-absorbing element 24 is made of aluminum honeycombs, and, of course, it can be made of other energy-absorbing materials, such as spring or rubber material. A reinforcing rib 26 is provided between the cavity 22 and the car body 1 to ensure that the cavity 22 can be attached to the car body 1 without damage during compression of the energy-absorbing element 24. In this document, the reinforcing ribs 26 are triangular ribbed plates located at the periphery of the cavity 22.

Additionally, the cavity 22 and the sleeve 21 are fastened with screws 25 connecting the sliding guides 221 with the sliding grooves 211. In this design, when trains collide, the bushes 21 of the two trains first come into contact with each other, and only after the bushes 21 cut off their respective screws 25, the bushes 21 can slide into cavities 22. Thus, the collision energy is absorbed by cutting the screws 25 . In this document, the bonding of the cavity 22 and the sleeve 21 can also be achieved by other fastening means, such as welding or a pin connection, and the bonding position of the cavity 22 and the sleeve 21 is not particularly limited provided that the cavity 22 and the sleeve Lane 21 may be pre-bonded, and the bonding portion may be destroyed upon impact to absorb and absorb energy during train collisions.

In addition, two energy-absorbing modules 4 are symmetrically located above the coupling device 3. Due to the energy-absorbing modules 4 located above the coupling device 3, the contact points of two trains in a collision are higher, and thus, the creep of trains, in which the head parts of trains are moving up. The energy-absorbing module 4 has a square tube 42 attached to the car body 1, and the car body 1 is provided with a receiving sleeve 43 relative to which the square tube 42 slides. The square tube 42 has a front end protruding from the receiving sleeve 43 and a rear end that is not in contact with the rear end of the receiving sleeve 43, and the receiving sleeve 43 and the square pipe 42 are attached to each other by means of a fastening means 423. Between the pipe 42 square cells and a receiving sleeve 43 are provided with aluminum cells 41 with a cross-sectional area not exceeding the internal cross-sectional area of the receiving sleeve 43. When trains collide, energy-absorbing modules 4 can achieve energy absorption in two stages, i.e. square tubes 42 and receiving sleeves 43 cut off the fastening means 423 in order to achieve cushioning and energy absorption in the first stage. Square tubes 42 squeeze the aluminum honeycombs 41 along the receiving sleeves 43 to achieve cushioning and energy absorption in a second step. In this document, the fastening means 423 may be a connecting element capable of securing a fastener, such as a bolt, screw or pin. The above receiving sleeve 43 is connected to the car body 1 by means of bolts 432.

The front end surface of each of the energy absorption modules 4 is flush with the front end surface of each of the energy absorption devices 2. Thus, it can be ensured that the energy absorption modules 4 and the corresponding energy absorption devices 2 of the trains respectively collide simultaneously during a train collision. Thus, the number of contact points in a collision increases, and the likelihood of crawling trains decreases, thereby ensuring safety in a collision.

Additionally, the inner wall of the receiving sleeve 43 is provided with two symmetrical grooves 431 extending in the longitudinal direction of the inner wall. The square tube 42 is provided with protrusions 421 corresponding to the grooves 431. In this design, squared aluminum tubes 41 are suitable for square tubes 42 along the path defined by the grooves 431 of the receiving sleeve 43 to prevent the train from going off the rails. In addition, the square tube 42 is provided with an inwardly convex portion 422 in the region where the square tube 42 is in contact with the aluminum honeycombs 41 and the aluminum honeycombs 41 are provided with a recess 411 corresponding to the inwardly convex portion 422, the above construction may allow the sliding of the aluminum honeycombs 41 along a square pipe 42 and can determine the compression path of aluminum cells 41 during compression and deformation.

A connecting plate 44 is provided between the parts of the receiving sleeve 43 and between the receiving sleeve 43 and the car body 1 to ensure the strength of the receiving sleeve 43, so that during the collision the receiving sleeve 43 is not damaged until the aluminum cells 41 are completely compressed.

The process of the energy-absorbing car body after the collision of the above trains is summarized as follows:

a. the coupling devices 3 are engaged by impact force and move backward to absorb energy;

b. energy-absorbing modules 4 of two trains come into contact, and at the same time energy-absorbing devices 2 of two trains come into contact, and everyone moves backward to cut off screws 25 and fasteners 423, respectively, and then continue to move backward; and

c. the bushings 21 compress the energy absorbing elements 24 to absorb energy, and the square tubes 42 compress the aluminum cells 41 to absorb energy.

Throughout the process, the energy-absorbing body of the car achieves energy absorption in three stages in a confined space, respectively, energy absorption by coupling and collision of the coupling devices 3, energy absorption by cutting screws 25 and fasteners 423, and energy absorption by compressing the energy-absorbing element 24 and aluminum cells 41 , to provide a reliable guarantee to prevent crawling and derailment of trains after a collision.

In addition to the aforementioned energy-absorbing car body according to this embodiment, a railway vehicle is further provided that includes a vehicle head, and the front end of the vehicle head uses an energy-absorbing car body described above. It should be noted that the main part of the railway vehicle is not the main concept of this application and can be implemented using traditional technology, therefore, it will not be described in detail in this document.

A person skilled in the art is capable of realizing or using the present application based on the above description of the disclosed embodiments. It will be apparent to those skilled in the art that they can make many modifications to these embodiments. The general principle defined in this document can be applied to other embodiments without departing from the essence or scope of protection of this application. In this regard, the present application is not limited to these embodiments illustrated herein, but should be determined according to the broadest scope of protection in accordance with the principle and new features disclosed in this document.

Claims (9)

1. An energy-absorbing car body comprising a coupling device located at a front end of the car body, wherein energy-absorbing devices are symmetrically located on two sides of the coupling device, the horizontal axis of each of the energy-absorbing devices being higher than the horizontal axis of the coupling device, with each energy-absorbing device having a sleeve attached to the car body, the car body having a cavity relative to which the sleeve slides, the sleeve having a front end protruding from cavity, and the rear end, not in contact with the rear end of the cavity, and between the cavity and the sleeve is provided with an energy absorbing element with a cross-sectional area not exceeding the inner cross-sectional area of the sleeve. 2. The energy-absorbing body of the car according to claim 1, wherein the front end of the sleeve is provided with a creep prevention device having transverse grooves. 3. The energy-absorbing car body according to claim 2, wherein the inner wall of the cavity has two symmetrical sliding guides extending in the longitudinal direction of the inner wall, and the sleeve is provided with sliding grooves corresponding to the sliding guides. 4. The energy-absorbing body of the car according to claim 3, in which the cavity and the sleeve are fastened to each other by screws connecting the sliding guides with the sliding grooves. 5. The energy-absorbing body of the car according to claim 4, in which the energy-absorbing element is an aluminum honeycomb. 6. The energy-absorbing body of the car according to any one of paragraphs. 1-5, in which between the cavity and the car body is a reinforcing rib. 7. The energy-absorbing car body according to claim 6, wherein two energy-absorbing modules are symmetrically located above the coupling device, and each of the energy-absorbing modules has a square tube attached to the car body, the car body being provided with a receiving sleeve relative to which the square tube slides, the square tube has a front end protruding from the receiving sleeve, and a rear end not in contact with the rear end of the receiving sleeve, and a receiving sleeve, and a square tube They are insulated with each other by means of fastening means, between the square tube and the receiving sleeve, aluminum cells are provided with a cross-sectional area not exceeding the internal cross-sectional area of the receiving sleeve, and the front end surface of each of the energy-absorbing modules is flush with the front end surface of each from energy absorbing devices. 8. The energy-absorbing body of the car according to claim 7, in which the inner wall of the receiving sleeve is provided with two symmetrical grooves that extend in the longitudinal direction of the inner wall and the square tube is provided with protrusions corresponding to the grooves. 9. The energy-absorbing car body according to claim 8, wherein the connecting plates are respectively provided between the receiving sleeves and between each receiving sleeve and the car body.

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