WO2013086898A1 - 排障吸能装置及动车组头车 - Google Patents

排障吸能装置及动车组头车 Download PDF

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Publication number
WO2013086898A1
WO2013086898A1 PCT/CN2012/083296 CN2012083296W WO2013086898A1 WO 2013086898 A1 WO2013086898 A1 WO 2013086898A1 CN 2012083296 W CN2012083296 W CN 2012083296W WO 2013086898 A1 WO2013086898 A1 WO 2013086898A1
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WO
WIPO (PCT)
Prior art keywords
energy absorbing
absorbing tube
tube
crushing
barrier
Prior art date
Application number
PCT/CN2012/083296
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English (en)
French (fr)
Inventor
范乐天
章国平
王建功
马纪军
管全梅
张庆刚
李鹏
Original Assignee
唐山轨道客车有限责任公司
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.)
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Publication date
Application filed by 唐山轨道客车有限责任公司 filed Critical 唐山轨道客车有限责任公司
Priority to EP12857013.2A priority Critical patent/EP2792570B1/en
Priority to PL12857013T priority patent/PL2792570T3/pl
Publication of WO2013086898A1 publication Critical patent/WO2013086898A1/zh
Priority to US14/306,102 priority patent/US9409580B2/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
    • B61D15/06—Buffer cars; Arrangements or construction of railway vehicles for protecting them in case of collisions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/06—End walls
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F19/00—Wheel guards; Bumpers; Obstruction removers or the like
    • B61F19/04—Bumpers or like collision guards

Definitions

  • Disposal energy absorbing device and EMU head car This application is submitted to the Chinese Patent Office on December 16, 2011, the application number is 201110424043.9, and the invention name is "Exhaust Energy Absorbing Device and EMU Head Car”. Priority is hereby incorporated by reference in its entirety.
  • TECHNICAL FIELD The present invention relates to rail vehicle technology, and more particularly to a barrier energy absorbing device and an EMU head vehicle. Background technique
  • the obstacle removal device is a safety protection device for the obstacles that may exist on the track train to avoid the occurrence of derailment and other operational accidents.
  • the early troubleshooting device for the locomotive is formed by welding the curved bending plate 1 and the ribs, and respectively welding a barrier device supporting beam 2 at both ends of the curved bending plate 1 , the obstacle removing device
  • the support beam 2 has a mounting plate 3 at one end away from the curved bending plate 1
  • the barrier device is mounted on the lower part of the traction beam of the locomotive by bolts worn on the mounting plate 3 , and the barrier device of the structure does not have a buffer
  • the function of energy absorption when the obstacle device collides with the obstacle, the impact force will be directly transmitted to the vehicle body, which will have a great adverse effect on the stability and safety of the vehicle.
  • a trouble-discharging device with a buffer structure as shown in Fig. 2 appears.
  • the device is equipped with a buffer plate group 4 which is stacked by a plurality of aluminum plates and spaced apart by a plurality of aluminum plates, and a certain gap is left between the baffle plate 5 and the buffer plate group 4 when the collision force is applied.
  • the buffer plate group 4 does not work; when the collision force is large, the deformation plate 5 is deformed and the buffer plate group 4 is in contact, and the aluminum plate in the buffer plate group 4 is impacted by the elastic deformation absorption portion. energy.
  • This structure can mitigate the impact on the vehicle body to a certain extent while ensuring the ability to dispose of the vehicle, but its cushioning characteristics are limited, and it is still difficult to ensure the smoothness and safety of the vehicle. Summary of the invention
  • the invention provides a barrier energy absorbing device and an EMU head car for solving the prior art row
  • the barrier function of the barrier device is limited, and the problem of smoothness and safety of the vehicle cannot be guaranteed.
  • An aspect of the present invention provides a barrier energy absorbing device, which has a barrier beam and a buffer beam disposed opposite to each other, and an energy absorbing tube assembly is fixedly connected between the barrier beam and the buffer beam, and the energy absorbing tube is
  • the component has an energy absorbing tube, one end of the energy absorbing tube is fixedly connected to the mounting seat, and the other end is provided with a crushing bearing seat, the crushing bearing seat has a reducing diameter through hole, and the reducing diameter through hole has a crushing convexity a portion of the energy absorbing tube penetrating the crushing support is provided with a recess portion matching the crushing protrusion, the mounting seat is fixedly connected to the rowing beam, and the crushing branch is The seat is fixedly connected to the buffer beam.
  • Another aspect of the present invention provides an EMU head vehicle having a vehicle body, and further having any of the above-mentioned exhausting energy absorbing devices, wherein a buffer beam of the damper energy absorbing device is fixedly connected to the vehicle The front end of the body, and the row of the barrier energy absorbing device is disposed toward the front of the head.
  • the exhausting energy absorbing device provided by the invention has an energy absorbing tube assembly, and when the smashing energy absorbing device hits an obstacle and generates a large impact, the energy absorbing tube in the energy absorbing tube assembly generates crushing deformation to absorb most of the impact energy.
  • the impact on the car body is small, which ensures the stability and safety of the car.
  • the utility model provides the EMU head car, which adopts the above-mentioned structure of the energy-dissipating energy-absorbing device, absorbs most of the impact energy through the obstacle-absorbing energy-absorbing device when impacting an obstacle to generate an increased impact, and reduces the EMU head car The impact is to ensure the smoothness and safety of the driving.
  • FIG. 1 is a schematic structural view of a barrier device in the prior art
  • FIG. 2 is a schematic structural view of another troubleshooting device in the prior art
  • FIG. 3 is a schematic structural view of an embodiment of a barrier energy absorbing device of the present invention.
  • Figure 4 is a cross-sectional view taken along line A-A of Figure 3;
  • Figure 5 is a perspective view of Figure 3;
  • Figure 6 is a schematic cross-sectional view of the energy absorbing tube assembly
  • FIG. 7 is a schematic structural view of the energy absorbing tube in the first stage of the energy absorbing tube of the embodiment of the present invention.
  • FIG. 8 is a structure of the second stage of energy absorption tube deformation of the energy absorbing tube in the embodiment of the energy absorbing device of the present invention
  • 3 is a schematic structural view of an embodiment of a barrier energy absorbing device according to the present invention
  • FIG. 4 is a cross-sectional view taken along line AA of FIG. 3
  • FIG. 5 is a perspective view of the assembly of the energy absorbing tube 9; 3, FIG. 4, FIG. 5 and FIG.
  • the embodiment of the barrier energy absorbing device of the present invention has a row of barrier beams 6 and a buffer beam 15 disposed opposite each other, and a fixed connection between the barrier beam 6 and the buffer beam 15
  • the energy absorbing tube assembly has an energy absorbing tube 9, one end of the energy absorbing tube 9 is fixedly connected with the mounting seat 8, and the other end is provided with a crushing bearing seat 13, and the crushing bearing seat 13 has a variable diameter through hole, and the variable diameter through hole
  • the crush bearing 13 is fixedly connected to the buffer beam 15.
  • the energy absorbing tube assembly since the energy absorbing tube assembly is provided, when the barrier energy absorbing device hits the obstacle and generates a large impact, the energy absorbing tube 9 in the energy absorbing tube assembly generates crushing deformation to absorb most of the impact energy, so that the vehicle body is subjected to The impact is small, which ensures the smoothness and safety of the driving.
  • the embodiment of the barrier energy absorbing device of the present invention has a row of barrier beams 6 and a buffer beam 15 disposed opposite to each other, wherein the barrier beam 6 has a straight beam 7 and a row of two ends of the straight beam 7 are respectively welded.
  • the barrier beam is curved, and the two rows of barrier beams are symmetrically arranged with the straight beam 7 being arranged.
  • a rotating shaft seat 16 is fixedly connected to each other at one end of each of the obstacle bending beams away from the straightening straight beam 7, and the rotating shaft seat 16 is also connected to the buffer beam 15 through a pin bolt, and the pin bolt is used as the rotating shaft seat 16
  • the axis of rotation allows the spindle mount 16 to rotate relative to the bumper beam 15.
  • An energy absorbing tube assembly is fixedly connected between the barrier beam 6 and the buffer beam 15, and the energy absorbing tube assembly has an energy absorbing tube 9, and the energy absorbing tube 9 extends in the front and rear direction.
  • the connecting seat 8 is fixedly connected at one end of the energy absorbing tube 9 and the crushing bearing 13 is inserted at the other end.
  • the crushing bearing 13 has a reducing through hole, and the reducing through hole has a crushing
  • the protruding portion 20 is provided with a recessed portion 21 which is matched with the crushing and protruding portion 20 at the end of the energy absorbing tube 9 penetrating the crushing bearing seat 13.
  • the mounting seat 8 and the rowing beam 6 are fixedly connected by bolts.
  • the crushing seat 13 and the buffer beam 15 are fixedly connected by bolts.
  • the damper energy absorbing device in order to deform the energy absorbing tube 9 in the front-rear direction to achieve the maximum energy absorbing effect, the damper energy absorbing device further has an energy absorbing tube crushing deformation guiding device.
  • the energy absorbing tube crush deformation guiding device has a slider 11 and a guide rail 12 which are slidably engaged with each other.
  • a slider mounting seat 10 is respectively welded to one end of each of the barrier beams of the barrier beam 6 adjacent to the straight beam 7 , and the slider 11 is fixedly connected to the slider mounting seat 10 by bolts.
  • the slider 11 is fixedly connected to the barrier beam 6.
  • the slider 11 can be a slider of a T-shaped slider, a dovetail slider or the like.
  • a T-shaped slider is used, and the guide rail 12 is disposed.
  • a T-shaped chute 17 which is matched with the T-shaped slider to achieve guiding, and the guiding direction of the guiding rail 12 coincides with the axial direction of the energy absorbing tube 9, that is, the guiding direction is the front-rear direction.
  • the guide rail 12 can be fixed to the body of the locomotive by welding.
  • the barrier energy absorbing device in order to cause the vehicle body 19 to be subjected to a small, relatively gentle impact at the beginning of the collision, the barrier energy absorbing device can adopt a two-stage crushing energy absorption mode, that is, the first stage pressure.
  • the energy absorption tube 9 When the energy is collapsed, that is, the first stage energy absorption deformation, the energy absorption tube 9 is plastically deformed by the crushing protrusion 20 in the variable diameter through hole under the guidance of the energy absorption tube crush deformation guiding device, so that the energy absorption tube is The pipe diameter becomes small and moves backward. At this time, the energy absorbing pipe 9 absorbs energy by elastoplastic deformation and frictional heat generation in the reduction of the diameter.
  • the buffer beam 15 has a secondary energy absorption chamber 23 of the energy absorption tube, and the secondary energy absorption chamber 23 of the energy absorption tube is disposed near the wall of the energy absorption tube 9 with a passage for the energy absorption tube 9 to pass through.
  • the hole, the energy absorbing tube 9 is punctured by the crushing projection of the crushing support 13 and the pipe section 24 having a smaller diameter penetrates from the through hole into the secondary energy absorbing chamber 23 of the energy absorbing tube, see FIG.
  • a secondary deformation action surface 25 of the energy absorption tube facing the energy absorption tube 9 is disposed on the wall of the energy absorption tube 23 in the secondary energy absorption chamber 23 away from the energy absorption tube 9.
  • the secondary deformation action surface 25 of the energy absorbing pipe prevents the pipe section 24 whose diameter of the energy absorbing pipe 9 from decreasing to continue to move backward, then, at this time,
  • the energy absorption deformation the pipe section 24 with the smaller diameter of the energy absorption pipe 9 and the pipe section of the original diameter are simultaneously crushed, as shown in Fig. 8, to realize the plastic bending deformation, and the plastic bending deformation is used to absorb the collision energy.
  • the compressive force against the energy absorbing tube 9 is increased, and the efficiency of energy absorption is improved.
  • the front side of the buffer beam 15 further has a mounting plate 18 having a mounting through hole axially the same as the axial direction of the energy absorbing tube 9, which is inserted into the mounting through hole.
  • the bolts detachably and detachably connect the barrier energy absorbing device to the lower portion of the front end of the body 19 of the locomotive.
  • the energy absorbing tube 9 is a circular tube, and the circular tube has a large average crushing force, a large energy absorption, a simple structure, and an axially symmetric collapse of the circular tube under the action of the axial impact and the quasi-static load.
  • the crush mode can maximize the absorption and consumption of collisions, which is conducive to improving the stability and safety of the locomotive operation.
  • the energy absorbing tube 9 is filled with foamed aluminum [foam aluminum is a kind of artificial porous Material, a bubble formed by a metal skeleton and pores (a metal frame or a planar staggered structure)
  • foamed aluminum is a kind of artificial porous Material, a bubble formed by a metal skeleton and pores (a metal frame or a planar staggered structure)
  • the composition of the stomata which has the characteristics of light weight, high strength and excellent energy absorbing performance, makes it play a certain supporting role in the energy absorbing tube 9, shortening the buckling wavelength of the energy absorbing tube 9, so that the energy absorbing tube 9 is in unit length More wrinkles are produced, which significantly improves the irregular deformation of the round tube when it is pressed, and enhances the energy absorption effect.
  • the present invention also provides an EMU head vehicle having a vehicle body, and further having any of the above-mentioned barrier energy absorbing devices, wherein the buffer beam 15 of the barrier energy absorbing device is fixedly coupled to the lower portion of the front end of the vehicle body 19. And the barrier beam 6 of the barrier energy absorbing device is disposed toward the head vehicle forward direction.
  • the guide rail 12 of the energy absorbing tube crushing deformation guiding device is fixedly connected to the vehicle body 19 of the locomotive by welding.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Vibration Dampers (AREA)

Abstract

一种排障吸能装置及动车组头车，其中，排障吸能装置具有相向设置的排障梁（6）和缓冲横梁（15），排障梁（6）和缓冲横梁（15）之间固定连接有吸能管组件，吸能管组件具有吸能管（9），吸能管（9）的一端固定连接安装座（8）、另一端穿装有压溃支座（13），压溃支座（13）具有变径通孔，变径通孔内具有压溃凸出部（20），吸能管（9）穿入压溃支座（13）的端部设置有与压溃突出部（20）吻合的凹陷部（21），安装座（8）与排障梁（6）固定连接，压溃支座（13）与缓冲横梁（15）固定连接。由于设置了吸能管组件，在排障吸能装置撞击到障碍物产生较大冲击时，吸能管组件中的吸能管（9）产生压溃变形来吸收大部分冲击能量，使得车体受到的冲击较小，进而保证了行车的平稳性及安全性。

Description

排障吸能装置及动车组头车 本申请要求于 2011年 12月 16日提交中国专利局、申请号为 201110424043.9、 发明名称为 "排障吸能装置及动车组头车" 的中国专利申请的优先权， 其全部内容 通过引用结合在本申请中。 技术领域 本发明涉及轨道车辆技术， 尤其涉及一种排障吸能装置及动车组头车。 背景技术
排障装置是轨道列车排除线路上可能存在的障碍物以避免发生脱轨等运 行事故的安全防护装置。
如图 1所示，早期用于机车上的排障装置由压型弯板 1与筋板焊接而成， 在压型弯板 1的两端分别焊接一个排障装置支撑梁 2, 排障装置支撑梁 2远 离压型弯板 1的一端具有安装板 3 , 釆用穿于安装板 3上的螺栓将该排障装 置安装在机车牵引梁的下部，此种结构的排障装置不具有緩冲和吸能的作用， 该排障装置与障碍物发生撞击时， 冲击力将直接传递到车体上， 会对行车平 稳性与安全性造成较大不利影响。
随着列车运行速度的提高， 为了减小排障装置与障碍物发生撞击时车体 受到的冲击力， 出现了如图 2所示的带有緩冲结构的排障装置。 该装置在排 障板后面安装了由多层铝板通过垫块相间隔而叠成的緩冲板群 4,在排障板 5 和緩冲板群 4之间留有一定的间隙， 当碰撞受力较小时， 緩冲板群 4不起作 用； 当碰撞受力较大时， 排障板 5发生变形与緩冲板群 4接触后， 緩冲板群 4中的铝板通过其弹性变形吸收部分冲击能量。 这种结构在保证排障能力的 同时， 能在一定程度上緩和对车体的冲击， 但其緩冲特性有限， 仍难以保证 行车平稳性与安全性。 发明内容
本发明提供一种排障吸能装置及动车组头车， 用以解决现有技术中的排 障装置緩冲特性有限， 不能保证行车平稳性及安全性的问题。
本发明一方面提供一种排障吸能装置， 该装置具有相向设置的排障梁和 緩冲横梁， 所述排障梁和所述緩冲横梁之间固定连接有吸能管组件， 所述吸 能管组件具有吸能管， 所述吸能管的一端固定连接安装座、 另一端穿装有压 溃支座， 所述压溃支座具有变径通孔， 所述变径通孔内具有压溃凸出部， 所 述吸能管穿入所述压溃支座的端部设置有与所述压溃凸出部吻合的凹陷部， 所述安装座与所述排障梁固定连接，所述压溃支座与所述緩冲横梁固定连接。
本发明另一方面还提供一种动车组头车， 该头车具有车体， 还具有任一 上述的排障吸能装置， 所述排障吸能装置的緩冲横梁固定连接于所述车体的 前端， 且所述排障吸能装置的排障梁朝向头车前行方向设置。
本发明提供的排障吸能装置， 由于设置了吸能管组件， 在排障吸能装置 撞击到障碍物产生较大冲击时， 吸能管组件中的吸能管产生压溃变形来吸收 大部分冲击能量， 使得车体受到的冲击较小， 进而保证了行车的平稳性及安 全性。
本发明提供的动车组头车， 由于釆用了上述结构的排障吸能装置， 在撞 击到障碍物产生加大冲击时通过排障吸能装置吸收大部分冲击能量， 减小动 车组头车受到的冲击， 保证行车的平稳性及安全性。 附图说明
图 1为现有技术中排障装置的结构示意图；
图 2为现有技术中另一种排障装置的结构示意图；
图 3为本发明排障吸能装置实施例的结构示意图；
图 4为图 3的 A-A剖视图；
图 5为图 3的立体图；
图 6为吸能管组件的全剖结构示意图；
图 7为本发明排障吸能装置实施例中吸能管第一阶段吸能变形后的结构 示意图；
图 8为本发明排障吸能装置实施例中吸能管第二阶段吸能变形后的结构 具体实施方式 图 3为本发明排障吸能装置实施例的结构示意图； 图 4为图 3的 A-A剖 视图； 图 5为图 3的立体图； 图 6为吸能管 9组件的全剖结构示意图； 如图 3、 图 4、 图 5及图 6所示， 本发明排障吸能装置的实施例， 具有相向设置的 排障梁 6和緩冲横梁 15 , 排障梁 6和緩冲横梁 15之间固定连接有吸能管组 件， 吸能管组件具有吸能管 9, 吸能管 9的一端固定连接安装座 8、 另一端穿 装有压溃支座 13 , 压溃支座 13具有变径通孔， 变径通孔内具有压溃凸出部 20, 吸能管 9穿入所述压溃支座 13的端部设置有与压溃凸出部 20吻合的凹 陷部 21 , 安装座 8与排障梁 6固定连接， 压溃支座 13与緩冲横梁 15固定连 接。
上述方案， 由于设置了吸能管组件， 在排障吸能装置撞击到障碍物产生 较大冲击时，吸能管组件中的吸能管 9产生压溃变形来吸收大部分冲击能量， 使得车体受到的冲击较小 , 进而保证了行车的平稳性及安全性。
本发明排障吸能装置的实施例，具有相向设置的排障梁 6和緩冲横梁 15 , 其中， 排障梁 6具有排障直梁 7, 排障直梁 7的两端分别焊接一根排障弯梁， 两排障弯梁以排障直梁 7呈对称设置。 在各排障弯梁远离排障直梁 7的一端 均通过螺栓固定连接一个转轴座 16, 且转轴座 16还通过销轴螺栓与緩冲横 梁 15相连接， 且， 销轴螺栓作为转轴座 16的转动轴， 使得转轴座 16可以相 对于緩冲横梁 15发生转动。 在排障梁 6和緩冲横梁 15之间固定连接有吸能 管组件， 吸能管组件具有吸能管 9, 吸能管 9沿前后方向延伸。 在吸能管 9 的一端通过螺纹连接的方式固定连接安装座 8、 另一端穿装有压溃支座 13 , 其中， 压溃支座 13具有变径通孔， 该变径通孔内具有压溃凸出部 20, 在吸 能管 9穿入所述压溃支座 13的端部设置有与压溃凸出部 20吻合的凹陷部 21 , 安装座 8与排障梁 6通过螺栓固定连接， 压溃支座 13与緩冲横梁 15通过螺 栓固定连接。
进一步地， 基于上述实施例， 为了使吸能管 9在压溃变形时， 沿着前后 方向进行变形， 以达到最大的吸能效果， 则该排障吸能装置还具有吸能管压 溃形变导向装置， 该吸能管压溃形变导向装置具有能相互滑动配合的滑块 11 和导向轨 12。 其中， 在排障梁 6的各排障弯梁靠近排障直梁 7的一端分别焊 接一个滑块安装座 10, 滑块 11通过螺栓固定连接在滑块安装座 10上， 以实 现滑块 11与排障梁 6的固定连接， 滑块 11可以是 T形滑块、 燕尾形滑块等 结构的滑块， 本实施例中釆用 T形滑块， 在导向轨 12中设置有 T形的滑槽 17 , 该滑槽 17与 T形滑块吻合配合以实现导向， 且导向轨 12的导向方向与 吸能管 9的轴线方向一致， 也即导向方向为前后方向。 在使用时， 导向轨 12 可以通过焊接的方式固定于机车的车体上。
进一步地， 基于上述实施例， 为了使车体 19在碰撞开始阶段受到较小、 较平緩的冲击， 该排障吸能装置可釆用两级压溃吸能的方式， 即， 第一级压 溃吸能时， 也即第一阶段吸能变形， 吸能管 9在吸能管压溃形变导向装置的 引导下， 通过变径通孔内的压溃凸出部 20发生塑性形变， 使吸能管的管径变 小并向后移动， 此时， 吸能管 9依靠缩径变形中的弹塑性变形和摩擦发热来 吸收能量。 为实现上述两级压溃吸能方式， 緩冲横梁 15具有吸能管二级吸能 腔 23 , 吸能管二级吸能腔 23靠近吸能管 9的腔壁上设置有供吸能管 9穿行 的通孔， 吸能管 9经压溃支座 13的压溃凸出部挤压后直径变小的管段 24从 通孔穿入到吸能管二级吸能腔 23中， 参见图 7。 在吸能管二级吸能腔 23远 离吸能管 9的腔壁上设置有正对吸能管 9的吸能管二次变形作用面 25。 在吸 能管直径变小的管段 24接触到吸能管二次变形作用面 25时， 吸能管二次变 形作用面 25阻止吸能管 9直径变小的管段 24继续向后移动， 则， 此时， 即 第二阶段吸能变形，吸能管 9直径变小的管段 24及原直径的管段同时被压溃， 参见图 8, 以实现塑性折弯变形， 通过该塑性折弯变形来吸收碰撞能量， 在 第二级压溃吸能阶段， 吸能管 9抵抗的压缩力增大， 吸能的效率提高。
进一步地， 基于上述实施例， 在緩冲横梁 15的前侧还具有安装板 18, 该安装板 18具有轴向与吸能管 9的轴向相同的安装通孔，通过穿装在安装通 孔内的螺栓将该排障吸能装置可拆固定连接在机车的车体 19前端的下部。
进一步地， 基于上述实施例， 上述吸能管 9为圓管， 圓管平均压溃力大、 吸能多、 结构简单， 在轴向冲击和准静态载荷的作用下， 圓管的轴对称叠缩 压溃模式能最大限度的吸收和消耗碰撞的能力， 有利于提高机车运行的平稳 性及安全性。
进一步地， 基于上述实施例， 为了使吸能管 9在轴向压缩力的作用下更 易发生有规律的圓环屈曲变形， 因此， 在吸能管 9中填充了泡沫铝 [泡沫铝是 一种人造多孔材料， 由金属骨架与孔隙 (金属框架或平面交错结构形成的泡状 气孔)组成， 具有轻质、 强度高和吸能性能优异等特点], 使其在吸能管 9内起 到了一定的支撑作用， 缩短了吸能管 9的屈曲波长， 使得吸能管 9在单位长 度上产生了更多褶皱， 明显改善圓管受压时的不规则变形， 增强了吸能效果。
本发明还提供一种动车组头车， 具有车体， 还具有上述任一的排障吸能 装置，所述排障吸能装置的緩冲横梁 15固定连接于所述车体 19前端的下部， 且所述排障吸能装置的排障梁 6朝向头车前行方向设置。 排障吸能装置的具 体结构及效果参见上述实施例， 这里不再赘述。
另外， 在所述排障吸能装置具有吸能管压溃形变导向装置时， 所述吸能 管压溃形变导向装置的导向轨 12通过焊接的方式与机车的车体 19固定连接。
最后应说明的是： 以上各实施例仅用以说明本发明的技术方案， 而非对 其限制； 尽管参照前述各实施例对本发明进行了详细的说明， 本领域的普通 技术人员应当理解：其依然可以对前述各实施例所记载的技术方案进行修改， 或者对其中部分或者全部技术特征进行等同替换； 而这些修改或者替换， 并 不使相应技术方案的本质脱离本发明各实施例技术方案的范围。

Claims

1、一种排障吸能装置，其特征在于，具有相向设置的排障梁和緩冲横梁， 所述排障梁和所述緩冲横梁之间固定连接有吸能管组件， 所述吸能管组件具 有吸能管， 所述吸能管的一端固定连接安装座、 另一端穿装有压溃支座， 所 述压溃支座具有变径通孔， 所述变径通孔内具有压溃凸出部， 吸能管穿入所 述压溃支座的端部设置有与所述压溃凸出部吻合的凹陷部， 所述安装座与所 述排障梁固定连接， 所述压溃支座与所述緩冲横梁固定连接。
2、 根据权利要求 1所述的排障吸能装置， 其特征在于， 该排障吸能装置 还设有吸能管压溃形变导向装置， 所述吸能管压溃形变导向装置具有能相互 滑动配合的滑块和导向轨， 所述滑块与所述排障梁固定连接， 所述导向轨的 导向方向与所述吸能管的轴线方向一致。
3、 根据权利要求 1或 2所述的排障吸能装置， 其特征在于， 所述緩冲横 梁具有吸能管二级吸能腔， 所述吸能管二级吸能腔靠近所述吸能管的腔壁上 设置有供所述吸能管穿行的通孔， 所述吸能管二级吸能腔远离所述吸能管的 腔壁上设置有正对所述吸能管的吸能管二次变形作用面。
4、 根据权利要求 1或 2所述的排障吸能装置， 其特征在于， 所述緩冲横 梁上还具有安装板， 所述安装板具有轴向与所述吸能管的轴向相同的安装通 孔。
5、 根据权利要求 1或 2所述的排障吸能装置， 其特征在于， 所述吸能管 为圓管。
6、 根据权利要求 1或 2所述的排障吸能装置， 其特征在于， 所述吸能管 内填充有泡沫铝。
7、 根据权利要求 1或 2所述的排障吸能装置， 其特征在于， 所述排障梁 的两端均固定连接有转轴座， 所述转轴座与所述緩冲横梁转动连接。
8、 根据权利要求 7所述的排障吸能装置， 其特征在于， 所述排障梁具有 排障直梁， 所述排障直梁的两端固定连接排障弯梁， 所述转轴座与所述排障 弯梁固定连接。
9、 一种动车组头车， 具有车体， 其特征在于， 还具有权利要求 1-8任一 所述的排障吸能装置， 所述排障吸能装置的緩冲横梁固定连接于所述车体前 端的下部， 且所述排障吸能装置的排障梁朝向头车前行方向设置。
10、 根据权利要求 9所述的动车组头车， 其特征在于， 在所述排障吸能 装置具有吸能管压溃形变导向装置时， 所述吸能管压溃形变导向装置的导向 轨与所述车体固定连接。
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