WO2016095624A1 - 一种轨道车辆及其头车排障装置 - Google Patents

一种轨道车辆及其头车排障装置 Download PDF

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Publication number
WO2016095624A1
WO2016095624A1 PCT/CN2015/093870 CN2015093870W WO2016095624A1 WO 2016095624 A1 WO2016095624 A1 WO 2016095624A1 CN 2015093870 W CN2015093870 W CN 2015093870W WO 2016095624 A1 WO2016095624 A1 WO 2016095624A1
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WIPO (PCT)
Prior art keywords
head vehicle
joint
longitudinal beam
vehicle
end frame
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PCT/CN2015/093870
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English (en)
French (fr)
Inventor
于洋洋
马光磊
田爱琴
赵士忠
丁叁叁
陈文宾
车全伟
Original Assignee
中车青岛四方机车车辆股份有限公司
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Publication date
Priority claimed from CN201410778086.0A external-priority patent/CN104527704B/zh
Priority claimed from CN201420796604.7U external-priority patent/CN204279474U/zh
Application filed by 中车青岛四方机车车辆股份有限公司 filed Critical 中车青岛四方机车车辆股份有限公司
Priority to GB1700544.8A priority Critical patent/GB2542729B/en
Priority to US15/325,533 priority patent/US9889864B2/en
Publication of WO2016095624A1 publication Critical patent/WO2016095624A1/zh

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    • 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
    • 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
    • B61F19/06—Nets, catchers, or the like for catching obstacles or removing them from the track

Definitions

  • the present invention relates to the field of vehicle safety technologies, and in particular, to a rail vehicle and a head vehicle troubleshooting device thereof.
  • a barrier device is often arranged at the bottom of the front end of the fast train of a high-speed EMU to remove obstacles on the track.
  • the lower limit value of the obstacle-removing capability is There are clear requirements, and the upper limit requirements are not clear.
  • the rigidity of the front end of the rail vehicle head is too large (that is, the maximum load force is too large)
  • the vertical distribution of the front end section stiffness of the head vehicle will be caused. Unbalanced, reducing the energy absorption characteristics of the front-end energy-absorbing structure of the EMU, thereby increasing the risk of train climb and derailment. Therefore, it is necessary to control the structural rigidity of the front end front bumper to improve the safety of train operation.
  • the object of the present invention is to provide a rail vehicle and a vehicle head disengagement device thereof, which can be moved back in time in the event of a collision accident, so as to release space for the energy absorbing member of the head vehicle to ensure suction.
  • the energy absorption characteristics of the components can further improve the passive safety of the vehicle and prevent safety accidents such as climbing or derailment.
  • the present invention provides a head vehicle troubleshooting device for a rail vehicle, including a deflector and a front end frame mounted on a front end of the inner side of the deflector, and mounted on both sides of the inner side of the deflector
  • the longitudinal beam, the two ends of the front end frame are respectively connected with the longitudinal beams on both sides, and the rigidity of the joint between the longitudinal beam and the front end frame is smaller than the rigidity of the longitudinal beam and the front end frame at any position .
  • the head vehicle troubleshooting device of the present invention weakens the joint between the front end frame and the longitudinal beam to form a deformable structure at the joint of the two; if the obstacle is cleaned or the train collides, if the collision occurs The impact force of the device exceeds the maximum load that it can withstand.
  • the joint between the front end frame and the longitudinal beam will produce large deformation deformation, so that the front end of the deflector is gradually retracted backwards, and then installed.
  • the energy-absorbing component at the front end of the head releases space to ensure that the energy-absorbing component effectively absorbs the impact energy, ultimately improving the passive safety of the vehicle and avoiding major safety accidents such as climbing or derailment.
  • the front end frame and the longitudinal beam are each formed by welding a sheet, and the thickness of the sheet at the joint is smaller than the thickness of the sheet at any position of the stringer and the front end skeleton.
  • the transverse dimension of the sheet material at the joint is less than the transverse dimension of the sheet material at any of the stringers and the front end frame.
  • the joint of the longitudinal beam and the front end skeleton adopts a material having a rigidity smaller than that of the longitudinal beam and the front end skeleton.
  • the front end of the longitudinal beam is provided with a through hole so that the front end thereof is connected with the front end frame to form the connection.
  • the baffle is V-shaped, and the front end frame is fan-shaped welded to a top surface of the baffle.
  • the front end of the baffle is connected with a baffle plate, and the two sides are connected with a barrier rubber.
  • a rear end of the longitudinal beam is connected with a cross beam, and the cross beam is provided with a first connecting hole for connecting with the vehicle body of the head vehicle.
  • the top surface of the longitudinal beam is provided with a connecting hanger, and the connecting hanger is provided with a second connecting hole for connecting with the chassis of the head vehicle.
  • the present invention also provides a rail vehicle comprising the head vehicle troubleshooting device of any of the above.
  • the rail vehicle according to the present invention has the headlight barrier device according to any one of the above aspects, the technical effects produced by the headlight barrier device according to any one of the above aspects are applicable to the rail vehicle of the present invention. Let me repeat.
  • FIG. 1 is a perspective structural view of a head vehicle disabling device for a rail vehicle according to an embodiment of the present invention
  • FIG. 2 is a top plan view of the headlight barrier device of FIG. 1.
  • the core of the invention is to provide a rail vehicle and a head vehicle troubleshooting device thereof, which can be moved back in time in the event of a collision accident, so as to release space for the energy absorbing member of the head vehicle and ensure energy absorption of the energy absorbing member.
  • Features which in turn improve the passive safety of the vehicle and prevent safety accidents such as climbing or derailment.
  • Rail vehicles are usually equipped with a head vehicle troubleshooting device to remove obstacles on the track to ensure the normal driving safety of the train.
  • the head vehicle troubleshooting device of the present invention will be specifically described below in conjunction with the drawings and specific embodiments, so that those skilled in the art can more accurately understand the present invention.
  • this paper defines the direction according to the basic orientation commonly used in trains.
  • the direction parallel to the running direction of the train is longitudinal.
  • the direction in front of the train is forward, and the direction behind the train running direction is backward.
  • the direction perpendicular to the longitudinal direction is the transverse direction
  • the direction on the left side is left, the direction on the right side is right, and the direction perpendicular to the track surface is vertical.
  • the direction near the track surface is downward, and the direction away from the track surface is upward.
  • the present invention provides a head vehicle troubleshooting device for a rail vehicle, which mainly includes a deflector 1 and an internal skeleton supported inside the deflector 1.
  • the deflector 1 can be arranged in a similar "V" shape as a whole, and its outer shape is matched with the curvature of the driver's cab of the vehicle to be installed at the bottom of the cab; the two sides of the deflector 1 can be folded at two angles at an angle.
  • the plates are spliced together, and the middle can be connected by curved plates to form a V-shaped plate as a whole; the baffle 1 has the function of air guiding to meet the good aerodynamic performance of the head car and has a certain row. Barrier ability to remove obstacles on the track.
  • the inner frame includes a front end frame 2 and a longitudinal beam 3, and is supported inside the baffle 1, and constitutes a support structure of the entire head vehicle dismounting device.
  • the front end frame 2 is a skeleton connected to the front end of the inner side surface of the baffle 1 to support the front end of the baffle 1;
  • the longitudinal beam 3 is connected to both sides of the inner side surface of the baffle 1 and extends substantially in the longitudinal direction of the vehicle body, that is, Extending from the front to the rear in the longitudinal direction of the entire baffle 1 to support both sides of the baffle 1.
  • the two ends of the front end frame 2 are respectively connected to the longitudinal beam 3 on the same side thereof, and the joint portion 4 of the front end frame 2 and the longitudinal beam 3 is subjected to a weakening treatment, that is, the rigidity of the joint portion 4 is smaller than that of the front end frame.
  • the rigidity of any of the longitudinal beams 3 when a collision occurs, according to the principle that the deformation is small first, the deformation is inevitably generated at the joint 4, thereby causing the front end of the skeleton 2 Move and retract, releasing space for the energy absorbing part at the front end of the head vehicle to effectively absorb energy and avoid safety accidents such as climbing or derailment caused by energy being not absorbed.
  • the energy absorbing member on the head vehicle includes an energy absorbing anti-climbing device, a thin wall energy absorbing member, etc., and is usually installed on an airtight wall at the front end of the driver's cab, or a cross beam 7 installed in the driver's cab and the obstacle eliminator (see below).
  • the description of the beam 7 is on other plates in the same longitudinal plane.
  • the rear end thereof can be connected with the airtight wall of the driver's cab; at this time, the energy absorbing member on the head vehicle is just partially or completely above the head vehicle troubleshooting device. Since the energy absorbing member requires a large stroke space when performing the energy absorbing treatment, if the rigidity of the head vehicle venting device is too large, the energy absorbing characteristics of the energy absorbing member may be affected, and thus the effective energy absorption cannot be effectively performed. The collision energy can eventually lead to safety accidents such as climbing or derailment.
  • the present invention performs a "weakening" process of rigidity at the joint 4 of the longitudinal beam 3 and the front end frame 2, on the one hand, the longitudinal beam 3 and the front end frame 2 can maintain a large rigidity to meet the obstacles for cleaning.
  • the strength requirement meets the troubleshooting requirements of the troubleshooting device; on the other hand, when a large obstacle or a train collision occurs, if the load of the obstacle device is greater than its maximum load, the front frame 2 will be “directionally" “Backward movement toward the joint 4, equivalent to the front end of the headlight barrier device being retracted backwards, thereby releasing the space of the front portion, constituting a part of the stroke space for the energy absorbing member for energy absorption, so that the energy absorbing member can effectively absorb Collision energy, avoiding major safety accidents such as climbing or derailment caused by excessive energy.
  • the joint 4 refers to a portion where the longitudinal beam 3 and the front end frame 2 are connected, and specifically may refer to a certain region formed by diffusion of the joint portions of the two, as shown in part A of FIG. 2 .
  • the manner in which the rigidity of the joint 4 is "weakened” is varied.
  • the structural size, structural form, and material properties of the joint 4 can be modified to adjust the rigidity of the joint 4 to be smaller than the longitudinal beam 3 and the front end.
  • the rigidity of the skeleton 2 is arbitrary, and the joint 4 corresponds to a "pre-set" deformation portion which is generated at the joint 4 when the load of the barrier device exceeds the maximum load that it can withstand. Deformation, the front end of the entire obstacle removal device is moved backward to release space for the energy absorbing member.
  • the structural dimensions of the joint 4 can be varied to achieve a "weakening" of the stiffness.
  • the front end frame 2 and the longitudinal beam 3 can be welded by a plate, and the thickness of the plate used in the joint 4 can be smaller than that of the frame used in any of the longitudinal beam 3 and the front end frame 2.
  • the thickness, i.e., the sheet of joint 4 is machined such that its thickness is thinned, thereby reducing its stiffness and increasing its flexibility to form a "weak ring" at joint 4.
  • the "weak ring" of the joint 4 is only an image description, and does not mean that the joint 4 does have an unreliable connection, but the whole joint 4 is relatively easy to be deformed.
  • the rigidity is weak; however, the rigidity of the joint 4 can still ensure the cleaning of small obstacles on the track, but the rigidity of the longitudinal beam 3 and the front end frame 2 is small.
  • joint 4 is "narrowed" to a smaller dimension than the transverse dimension of the panel of the longitudinal beam 3 and the front end frame 2 to reduce the stiffness of the joint 4.
  • the joint 4 can be adjusted, in particular by the thickness and width of the joint, the joint 4 can be set to a "thinner” and “narrower” connecting plate, then the joint 4 is natural When the load is too large, deformation occurs at the joint 4 to release space for the energy absorbing member.
  • the structural form of the joint 4 can also be modified to reduce its stiffness.
  • a through hole may be formed in the front end of the side member 3, and then a portion in which the through hole is opened is connected to the front end frame 2, and a position where the side member 3 is connected to the front end frame 2 constitutes the joint portion 4. Due to the existence of the hollow portion of the through hole, in the case where the volume occupied by the joint 4 is constant, the joint 4 having the hollow portion is inevitably smaller than the joint portion 4 of the solid structure in the overall rigidity, so the above-mentioned through hole The setting can weaken the stiffness of the joint 4.
  • the stringer 3 is generally provided as a channel-shaped structure, that is, including two mutually angled side plates, one of which is generally used for welding and fixed on the baffle 1, and the other side plate is substantially horizontally
  • the through hole may be disposed on the other side plate; in this case, the through hole may be a through hole penetrating up and down, that is, penetrating through the other side plate.
  • the stringer 3 may adopt other configurations. In this case, the through-hole direction of the through-hole may be changed, and thus it is not limited to the above-mentioned through-holes.
  • any position of the joint 4 is not limited to the stringer 3.
  • any position of the joint 4 refers to any position where the front end frame 2 or the longitudinal beam 3 are connected, and does not include other components connected to the two, that is, the baffle 1 is not included.
  • the structural form of the through hole may be various.
  • the through hole may be an elongated hole having a longitudinal direction in the longitudinal direction, or a hole of another shape.
  • the structural form of the oblong hole can not only weaken the joint 4
  • the effect of the stiffness can also minimize the influence on the longitudinal beam 3, minimizing the impact on the performance of the headlight barrier.
  • the plate of the joint 4 can be configured as a hollow plate or the like, Reduce the stiffness of the joint 4.
  • the joint 4 of the present invention can also be made of a special material, that is, the joint 4 can be made of a material different from the front end frame 2 and the longitudinal beam 3, so that the joint 4 The stiffness is less than the stiffness of either of the front end frame 2 and the longitudinal beam 3, i.e., by changing the material properties of the joint 4 to reduce its stiffness.
  • the joint 4 may be made of a material having a small rigidity and a certain flexibility such as aluminum, and the front end frame 2 and the longitudinal beam 3 may be made of a structural steel material so that it has a certain rigidity to meet the demand for cleaning obstacles.
  • joints 4 can be made of other materials to have a stiffness that is less than the stiffness of the stringers 3 and the front end frame 2.
  • the baffle 1 of the present invention may be substantially V-shaped as shown in FIG. 1 and FIG. 2; at the same time, the front end frame 2 may be arranged in a fan-like structure and welded to the baffle 1 On the top surface, it corresponds to the tip end region of the deflector 1V-shaped structure.
  • the baffle 1 is generally V-shaped as a whole, but its head is not set to a tip shape, but is smoothly transitioned in a certain arc to match the curvature of the driver's cab of the head car, and therefore, is welded to the baffle.
  • the front end frame 2 at the top of the inner side surface may be arranged in a sector shape to match the deflector 1.
  • the front end frame 2 is inclined obliquely downward from front to back, on the one hand, the front end of the baffle 1 can be effectively supported in the entire vertical direction, and on the other hand, it does not interfere with the chassis of the head car. .
  • the present invention further includes a barrier plate 5 and a barrier rubber 6 mounted on the front end of the deflector 1, and the barrier rubber 6 is mounted on both sides of the deflector 1, as shown in FIGS. 1 and 2. Show.
  • the baffle plate 5 and the barrier rubber 6 may be bolted to the baffle 1 by a structure such as an oblong hole or the like, or the detachable connecting member 5 and the barrier rubber 6 may be mounted by other detachable connecting members to adjust the distance.
  • the height of the track surface is such that it is consistent with the height of the track surface during vehicle operation.
  • the barrier rubber 6 is generally extended downward from the deflector 1.
  • the barrier rubber splint 9 can be welded on the inner surfaces of both sides of the deflector 1, and then the barrier rubber 6 is disposed.
  • the bolts are attached to the barrier rubber splint 9, as shown in Figures 1 and 2.
  • the headlight barrier device of the present invention may further comprise a beam 7 which is mounted on the rear end of the longitudinal beam 3 and is connected at its two ends to the longitudinal beams 3 on both sides, and the beam 7 can be opened.
  • a connection hole 71 is provided to achieve a connection with the body of the head vehicle through the first connection hole 71.
  • the beam 7 can be welded by a plate, and can be specifically configured as an L-shaped structure, that is, the two plates are cross-welded at an angle, or a single plate is bent to form an L-like structure.
  • the two ends of the beam 7 are respectively welded to the longitudinal beams 3 on both sides so as to be fixedly connected to the tail portion of the headlight barrier device; the first connection hole 71 may be provided on the end surface of the beam 7 on the rear side so as to be in contact with the head vehicle.
  • the car body is connected, specifically the airtight wall at the front end of the driver's cab.
  • the connecting hanger 8 can be arranged on the top surface of the longitudinal beam 3, and then the second connecting hole 81 is arranged on the connecting hanger 8 so as to be connected to the chassis of the head vehicle through the second connecting hole 81.
  • the side frame of the chassis is suspended to suspend the entire head vehicle troubleshooting device at the lower end of the chassis.
  • the rear end of the headlight barrier device is fixed to the airtight wall of the driver's cab through the first connecting hole 71 on the beam 7, so that the entire headlight barrier device can be fixed, and can resist various lateral, vertical and vertical directions. Impact load.
  • the first and second parts are only different parts that distinguish the same or similar structures, and do not represent a certain order.
  • the present invention also provides a rail vehicle, which specifically includes the above-described head vehicle troubleshooting device, to obtain the technical effects that can be produced by the above-described head vehicle troubleshooting device.

Abstract

公开了一种轨道车辆及其头车排障装置，其中头车排障装置包括导流板（1）、安装于导流板（1）内侧面前端的前端骨架（2）以及安装于导流板（1）内侧面两侧的纵梁（3），前端骨架（2）的两端分别与两侧的纵梁（3）连接，纵梁（3）与前端骨架（2）的连接处（4）的刚度小于纵梁（3）和前端骨架（2）任意处的刚度。在清扫障碍物或者列车发生碰撞时，如果排障装置所承受的撞击力超过其所能够承受的最大载荷值，前端骨架（2）与纵梁（3）的连接处（4）便会产生较大的挤压变形，使得导流板的前端逐步向后缩进，进而为安装在头车前端的吸能部件释放空间，保证吸能部件有效吸收撞击的能量，最终提高车辆的被动安全性，避免发生爬车或者脱轨等重大安全事故。

Description

一种轨道车辆及其头车排障装置
本申请要求于2014年12月15日提交中国专利局、申请号为201410778086.0、发明名称为“一种轨道车辆及其头车排障装置”，以及要求于2014年12月15日提交中国专利局、申请号为201420796604.7、发明名称为“一种轨道车辆及其头车排障装置”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
本发明涉及车辆安全技术领域，特别是涉及一种轨道车辆及其头车排障装置。
背景技术
随着轨道车辆运营速度逐步提升，列车被动安全设计越来越受到重视。其中，为保证列车的正常行车安全，往往在高速动车组等快速列车的头车前端底部设置排障装置，以清除轨道上的障碍物。
目前，在排障装置的传统设计过程中，往往仅考虑其清除轨道面上障碍物的能力，因此，在针对不同速度等级列车进行排障结构设计时，人们对其排障能力的下限值均有明确要求，而对其上限值要求并不明确。但是，当轨道障碍物过大或者两列车发生碰撞时，如果轨道车辆头车前端排障装置刚度过大(即所承受的最大载荷力过大)，会导致头车前端断面刚度的垂向分布失衡，降低动车组前端吸能结构的吸能特性，进而增大列车爬车、脱轨等风险。因此，需要对头车前端排障器的结构刚度进行控制，以提高列车运营的安全性。
于是，如何设计一种轨道车辆的头车排障装置，以提高列车运营的安全性，避免发生碰撞事故时因排障装置阻碍而无法有效吸收撞击能量导致的爬车、脱轨等风险，是本领域技术人员目前亟需解决的技术问题。
发明内容
本发明的目的是提供一种轨道车辆及其头车排障装置，在发生碰撞事故时，排障装置能够及时后移，以便为头车的吸能部件释放空间，保证吸 能部件的吸能特性，进而提高车辆的被动安全性，防止发生爬车或者脱轨等安全事故。
为解决上述技术问题，本发明提供一种轨道车辆的头车排障装置，包括导流板和安装于所述导流板内侧面前端的前端骨架，以及安装于所述导流板内侧面两侧的纵梁，所述前端骨架的两端分别与两侧的所述纵梁连接，所述纵梁与所述前端骨架的连接处的刚度小于所述纵梁和所述前端骨架任意处的刚度。
本发明的头车排障装置，对前端骨架和纵梁的连接处进行刚度的弱化处理，以便在两者的连接处形成可变形的结构；在清扫障碍物或者列车发生碰撞时，如果排障装置所承受的撞击力超过其所能够承受的最大载荷值，前端骨架与纵梁的连接处便会产生较大的挤压变形，使得导流板的前端逐步向后缩进，进而为安装在头车前端的吸能部件释放空间，以保证吸能部件有效吸收撞击的能量，最终提高车辆的被动安全性，避免发生爬车或者脱轨等重大安全事故。
可选地，所述前端骨架和所述纵梁均由板材组焊而成，所述连接处的板材的厚度小于所述纵梁和所述前端骨架任意处板材的厚度。
可选地，所述连接处的板材的横向尺寸小于所述纵梁和所述前端骨架任意处板材的横向尺寸。
可选地，所述纵梁和所述前端骨架的所述连接处采用刚度小于所述纵梁和所述前端骨架的材料。
可选地，所述纵梁的前端开设有通孔，以便其前端与所述前端骨架连接而形成所述连接处。
可选地，所述导流板呈V型设置，所述前端骨架呈扇形焊接在所述导流板的顶面。
可选地，所述导流板的前端连接有排障板，两侧连接有排障橡胶。
可选地，所述纵梁的后端连接有横梁，所述横梁设有用于与头车的车体相连的第一连接孔。
可选地，所述纵梁的顶面设有连接吊座，所述连接吊座设有用于与头车的底架相连的第二连接孔。
本发明还提供一种轨道车辆，包括上述任一项所述的头车排障装置。
由于本发明的轨道车辆具有上述任一项所述的头车排障装置，故上述任一项所述的头车排障装置所产生的技术效果均适用于本发明的轨道车辆，此处不再赘述。
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见，下面描述中的附图是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其它的附图。
图1为本发明所提供轨道车辆的头车排障装置在一种具体实施方式中的立体结构示意图；
图2为图1所示头车排障装置的俯视图。
图1-2中：
导流板1、前端骨架2、纵梁3、连接处4、排障板5、排障橡胶6、横梁7、第一连接孔71、连接吊座8、第二连接孔81、排障橡胶夹板9。
具体实施方式
为使本发明实施例的目的、技术方案和优点更加清楚，下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整的描述，显然，所描述的实施例是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其它实施例，都属于本发明保护的范围。
本发明的核心是提供一种轨道车辆及其头车排障装置，在发生碰撞事故时，排障装置能够及时后移，以便为头车的吸能部件释放空间，保证吸能部件的吸能特性，进而提高车辆的被动安全性，防止发生爬车或者脱轨等安全事故。
轨道车辆通常设有头车排障装置，以清除轨道上的障碍物，保证列车的正常行车安全。以下结合附图和具体实施例，对本发明的头车排障装置进行具体说明，以便本领域技术人员更加准确地理解本发明。
为便于描述，本文采用列车中常用的基本方位对方向进行定义，以平行于列车运行的方向为纵向，在纵向上，处于列车运行前方的方向为前，处于列车运行方向后方的方向为后；在平行于轨道面内，垂直于纵向的方向为横向，在横向上，沿列车运行方向看，处于左侧的方向为左，处于右侧的方向为右；垂直于轨道面的方向为垂向，在垂向上，靠近轨道面的方向为下，远离轨道面的方向为上。
本发明提供了一种轨道车辆的头车排障装置，主要包括导流板1和支撑在导流板1内部的内部骨架。导流板1整体上可以近似“V”形设置，其外形与头车司机室的弧度相匹配，以便安装于司机室底部；导流板1的两侧可以由两个呈一定角度交叉的折板拼接而成，中间可以通过弧形板连接，以形成整体上类似V形的板；导流板1具有空气导流的功能，以满足头车良好的空气动力学性能，并具有一定的排障能力，以清除轨道上的障碍物。
其中，内部骨架包括前端骨架2和纵梁3，支撑于导流板1的内部，构成整个头车排障装置的支撑结构。前端骨架2是指连接于导流板1内侧面前端的骨架，以支撑导流板1的前端；纵梁3连接在导流板1内侧面的两侧，基本上沿车体的纵向延伸，即由前至后在整个导流板1的长度方向上延伸，以支撑导流板1的两侧。所述前端骨架2的两侧端分别与其同侧的纵梁3连接，且前端骨架2与纵梁3的连接处4进行刚度的弱化处理，即所述连接处4的刚度小于所述前端骨架2与纵梁3中任一者的任一处的刚度；当发生碰撞时，根据刚度小处先产生变形的原理，必然会在所述连接处4产生挤压变形，进而使得前端骨架2后移而缩进，为头车前端的吸能部件释放空间，以有效吸收能量，避免能量未被吸收而引起爬车或者脱轨等安全事故。
所述头车上的吸能部件包括吸能防爬器、薄壁吸能构件等，通常安装在司机室前端的气密墙上，或者安装在司机室内与排障装置的横梁7(参见下文关于横梁7的描述)处于同一纵向垂面内的其它板体上。
同时，在头车排障装置的一种连接方式中，其后端可以与司机室的气密墙连接；此时，头车上的吸能部件恰好部分或者全部处于头车排障装置的上方，由于吸能部件在进行吸能处理时所需的行程空间较大，如果头车排障装置的刚度过大，则可能影响吸能部件的吸能特性，进而无法有效吸 收碰撞能，最终导致爬车或者脱轨等安全事故。
针对上述情况，本发明在纵梁3与前端骨架2的连接处4进行了刚度的“弱化”处理，一方面，纵梁3和前端骨架2可以保持较大的刚度，以满足清扫障碍物的强度要求，符合排障装置的排障要求；另一方面，当遇到较大障碍物或者发生列车碰撞时，如果排障装置所承受的载荷大于其最大载荷，前端骨架2便会“定向地”朝向连接处4后移，相当于头车排障装置的前端向后缩进，进而将前部的空间释放，构成吸能部件用于吸能的行程空间的一部分，以便吸能部件有效吸收碰撞能，避免能量过大而引发爬车或者脱轨等重大安全事故。
所述连接处4是指纵梁3和前端骨架2相连接的部位，具体可以指由两者的连接部位扩散形成的一定区域，如图2中A部分所示。
详细地，实现连接处4刚度“弱化”的方式多样，例如，可以对连接处4的结构尺寸、结构形式以及材料属性等进行改进，以便将连接处4的刚度调整到小于纵梁3和前端骨架2任意处的刚度，所述连接处4相当于形成“预先设置”的变形部，当排障装置所承受的载荷超过其所能够承受的最大载荷时，便会在所述连接处4产生变形，整个排障装置的前端后移，为吸能部件释放空间。
在一种具体实施方式中，可以改变连接处4的结构尺寸，以实现刚度的“弱化”。
如图1和图2所示，前端骨架2和纵梁3均可以采用板材组焊而成，则连接处4所采用的板材的厚度可以小于纵梁3和前端骨架2中任意处所采用板材的厚度，即对连接处4的板材进行加工，以使得其厚度变薄，进而降低其刚度，提高其柔性，以便在连接处4形成“弱环”。当头车排障装置受到超大载荷撞击时，便会在连接处4产生变形。显然，本领域技术人员应该可以理解，所述连接处4的“弱环”只是一种形象的说明，并非表示连接处4确实存在连接不可靠的部位，而是说整个连接处4相对易于变形，其刚度较弱；但是，连接处4的刚度仍然能够保证对轨道上小型障碍物进行清扫，只是相对于纵梁3和前端骨架2的刚度小而已。
同时，还可以减小所述连接处4的横向尺寸，即使得连接处4板材的横 向尺寸小于纵梁3和前端骨架2任意处板材的横向尺寸，将连接处4“变窄”，以减小连接处4的刚度。
可见，可以对连接处4的各种结构尺寸进行调整，尤其可以利用其厚度和宽度的尺寸，将连接处4设置成“较薄”且“较窄”的连接板，则该连接处4自然形成刚度较小的部位，在载荷过大时，便会在连接处4产生变形，为吸能部件释放空间。
可以理解，根据上述厚度和横向尺寸的改变，本领域技术人员完全可以在上述技术方案的启发下对连接处4的其它结构尺寸进行调整，以降低其刚度，提高其柔性。
在另一种具体实施方式中，还可以对连接处4的结构形式进行改变，以降低其刚度。例如，可以在纵梁3的前端开设通孔，然后以其开设有通孔的部分与前端骨架2连接，则纵梁3与前端骨架2相连的位置构成所述连接处4。由于上述通孔这一空心部位的存在，在连接处4所占用的体积一定的情况下，具有空心部位的连接处4在整体刚度上必然要小于实体结构的连接处4，故上述通孔的设置可以弱化连接处4的刚度。
具体地，纵梁3通常设置为槽形结构，即包括两个互成角度的侧板，其中一个侧板通常用于焊接固定在导流板1上，另一个侧板基本上可以在横向上延伸，则所述通孔可以设置在另一个侧板上；此时，所述通孔可以为上下贯通的通孔，即贯穿所述另一个侧板。当然，纵梁3也可能采用其它结构形式，此时，所述通孔的贯通方向可能有所改变，故不限定于上述上下贯通的通孔。
还可以理解，本领域技术人员完全可以根据需要选择在前端骨架2和/或纵梁3上设置通孔等结构，以降低连接处4的刚度，或者说，通孔的设置位置不限，可以为连接处4的任意位置，不限于纵梁3。显然，所述连接处4的任意位置是指前端骨架2或者纵梁3相连接的任意位置，不包括与两者连接的其它部件，即不包括导流板1。当然在纵梁3上开设通孔较易实现，且加工准确性较易保证。
通孔的结构形式可以多样，例如，通孔可以为长度方向处于纵向的长圆孔，或者其它形状的孔。长圆孔的结构形式不仅可以起到弱化连接处4 的刚度的作用，还可以尽可能减小对纵梁3的影响，最大限度地降低对头车排障装置使用性能的影响。
在上述通孔的技术方案中，本领域技术人员完全可以受到相关启示，而对连接处4所采用的板材的结构进行改进，例如，可以将连接处4的板材设置为中空板等结构，以降低连接处4的刚度。
在再一种具体实施方式中，本发明的连接处4还可以采用特殊的材料制成，即连接处4可以采用与前端骨架2和纵梁3不同的材料制成，以使得连接处4的刚度小于前端骨架2和纵梁3中任一者的刚度，即通过改变连接处4的材料属性降低其刚度。例如，连接处4可以采用铝等刚度较小且具有一定柔性的材料制成，而前端骨架2和纵梁3可以采用结构钢材料，以便其具有一定的刚度，满足清扫障碍物的需求。
显然，本领域技术人员也可以采用其它材料制成所述连接处4，以使其刚度小于纵梁3和前端骨架2的刚度。
在上述基础上，本发明的导流板1可以整体近似V形，如图1和图2所示；同时，前端骨架2可以设置为类似扇形的结构，并将其焊接在导流板1的顶面上，与导流板1V形结构的尖端区域相对应。当然，导流板1整体上近似V形，但其头部并非设置为尖端状，而是以一定的弧度平滑过渡连接，从而与头车司机室的弧度相匹配，因此，焊接在导流板1内侧面顶部的前端骨架2可以设置为扇形，以便与导流板1相匹配。此外，为便于连接和使用，前端骨架2由前至后斜向下倾斜，一方面可以对导流板1的前端在整个垂向进行有效支撑，另一方面不会对头车的底架产生抵触。
进一步，本发明还包括排障板5和排障橡胶6，排障板5安装在导流板1的前端，排障橡胶6安装在导流板1的两侧，如图1和图2所示。
可以通过长圆孔等结构将排障板5和排障橡胶6用螺栓固定在导流板1上，或者采用其它可拆卸的连接件实现排障板5和排障橡胶6的安装，以调整距轨道面的高度，使得其在车辆运营过程中与轨道面高度保持一致。
其中，排障橡胶6通常由导流板1向下伸出，为实现排障橡胶6的安装，可以在导流板1的两侧内面上焊接排障橡胶夹板9，然后将排障橡胶6螺栓连接在排障橡胶夹板9上，如图1和图2所示。
更进一步，本发明的头车排障装置还可以包括横梁7，横梁7安装在纵梁3的后端，并以其两端分别与两侧的纵梁3相连，在横梁7上可以开设第一连接孔71，以便通过第一连接孔71实现与头车的车体之间的连接。
横梁7可以由板材组焊而成，具体可以设置为L形结构，即由两块板材呈一定角度交叉焊接而成，或者由一整块板弯折形成类似L形的结构。横梁7的两端分别与两侧的纵梁3焊接，以便其固定连接在头车排障装置的尾部；可以在横梁7处于后侧的端面上设置第一连接孔71，以便与头车的车体相连，具体可以为司机室前端的气密墙。
再者，还可以在纵梁3的顶面设置连接吊座8，然后在连接吊座8上设置第二连接孔81，以便通过第二连接孔81与头车的底架连接，具体可以为底架的吊挂边梁，以便将整个头车排障装置吊挂在底架的下端。
同时，头车排障装置的后端通过横梁7上的第一连接孔71固定于司机室的气密墙，则整个头车排障装置得以固定，能够抵抗横向、纵向以及垂向的各种冲击载荷。
其中，所述第一、第二仅为了区分相同或者类似结构的不同部件，不代表对某种顺序的限定。
当然，本领域技术人员完全可以根据安装需求选择其它的连接方式实现头车排障装置的定位，不限于上述方式，此处可以根据现有技术进行改进，在此不再赘述。
本发明还提供了一种轨道车辆，具体包括上述的头车排障装置，以获取上述头车排障装置所能够产生的技术效果。
需要说明的是，轨道车辆的种类较多，各种轨道车辆的头车部件较为繁杂，且各部件的结构较为复杂，本文中仅以其头车排障装置进行了详细说明，其它未尽之处烦请参照现有技术，此处不再赘述。
以上对本发明所提供的轨道车辆及其头车排障装置进行了详细介绍。本文中应用了具体个例对本发明的原理及实施方式进行了阐述，以上实施例的说明只是用于帮助理解本发明的核心思想。应当指出，对于本技术领域的普通技术人员来说，在不脱离本发明原理的前提下，还可以对本发明进行若干改进和修饰，这些改进和修饰也落入本发明权利要求的保护范围 内。

Claims (10)

  1. 一种轨道车辆的头车排障装置，包括导流板(1)和安装于所述导流板(1)内侧面前端的前端骨架(2)，以及安装于所述导流板(1)内侧面两侧的纵梁(3)，所述前端骨架(2)的两端分别与两侧的所述纵梁(3)连接，其特征在于，所述纵梁(3)与所述前端骨架(2)的连接处(4)的刚度小于所述纵梁(3)和所述前端骨架(2)任意处的刚度。
  2. 如权利要求1所述的头车排障装置，其特征在于，所述前端骨架(2)和所述纵梁(3)均由板材组焊而成，所述连接处(4)的板材的厚度小于所述纵梁(3)和所述前端骨架(2)任意处板材的厚度。
  3. 如权利要求2所述的头车排障装置，其特征在于，所述连接处(4)的板材的横向尺寸小于所述纵梁(3)和所述前端骨架(2)任意处板材的横向尺寸。
  4. 如权利要求1所述的头车排障装置，其特征在于，所述纵梁(3)和所述前端骨架(2)的所述连接处(4)采用刚度小于所述纵梁(3)和所述前端骨架(2)的材料。
  5. 如权利要求1所述的头车排障装置，其特征在于，所述纵梁(3)的前端开设有通孔，以便其前端与所述前端骨架(2)连接而形成所述连接处(4)。
  6. 如权利要求1-5任一项所述的头车排障装置，其特征在于，所述导流板(1)呈V型设置，所述前端骨架(2)呈扇形焊接在所述导流板(1)的顶面。
  7. 如权利要求6所述的头车排障装置，其特征在于，所述导流板(1)的前端连接有排障板(5)，两侧连接有排障橡胶(6)。
  8. 如权利要求6所述的头车排障装置，其特征在于，所述纵梁(3)的后端连接有横梁(7)，所述横梁(7)设有用于与头车的车体相连的第一连接孔(71)。
  9. 如权利要求8所述的头车排障装置，其特征在于，所述纵梁(3)的顶面设有连接吊座(8)，所述连接吊座(8)设有用于与头车的底架相连的第二连接孔(81)。
  10. 一种轨道车辆，其特征在于，包括上述权利要求1-9任一项所述的头车排障装置。
PCT/CN2015/093870 2014-12-15 2015-11-05 一种轨道车辆及其头车排障装置 WO2016095624A1 (zh)

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