WO2018072611A1 - 车钩组件及具有该车钩组件的轨道车辆 - Google Patents

车钩组件及具有该车钩组件的轨道车辆 Download PDF

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Publication number
WO2018072611A1
WO2018072611A1 PCT/CN2017/104174 CN2017104174W WO2018072611A1 WO 2018072611 A1 WO2018072611 A1 WO 2018072611A1 CN 2017104174 W CN2017104174 W CN 2017104174W WO 2018072611 A1 WO2018072611 A1 WO 2018072611A1
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WO
WIPO (PCT)
Prior art keywords
coupler
mount
support member
fixed
coupler assembly
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.)
Ceased
Application number
PCT/CN2017/104174
Other languages
English (en)
French (fr)
Inventor
赵士忠
张永贵
田爱琴
丁叁叁
陶桂东
车全伟
于洋洋
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 Qingdao Sifang Co Ltd
Original Assignee
CRRC Qingdao Sifang 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
Priority claimed from CN201610920379.7A external-priority patent/CN106494451B/zh
Priority claimed from CN201610920536.4A external-priority patent/CN106364522B/zh
Priority claimed from CN201610921273.9A external-priority patent/CN106379368B/zh
Application filed by CRRC Qingdao Sifang Co Ltd filed Critical CRRC Qingdao Sifang Co Ltd
Priority to AU2017347558A priority Critical patent/AU2017347558B2/en
Priority to RU2018146178A priority patent/RU2711779C1/ru
Priority to GB1819819.2A priority patent/GB2565504B/en
Priority to US16/310,446 priority patent/US10518789B2/en
Publication of WO2018072611A1 publication Critical patent/WO2018072611A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories
    • B61G7/08—Adjustable coupling heads
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G3/00—Couplings comprising mating parts of similar shape or form which can be coupled without the use of any additional element or elements
    • B61G3/16—Couplings comprising mating parts of similar shape or form which can be coupled without the use of any additional element or elements with coupling heads rigidly connected by rotatable hook plates or discs and balancing links, the coupling members forming a parallelogram, e.g. "Scharfenberg" type
    • 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
    • B61F1/00—Underframes
    • B61F1/08—Details
    • B61F1/10—End constructions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories
    • B61G7/10—Mounting of the couplings on the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories
    • B61G7/10—Mounting of the couplings on the vehicle
    • B61G7/12—Adjustable coupling bars, e.g. for centralisation purposes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G9/00—Draw-gear
    • B61G9/04—Draw-gear combined with buffing appliances
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G9/00—Draw-gear
    • B61G9/12—Continuous draw-gear combined with buffing appliances, e.g. incorporated in a centre sill
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G9/00—Draw-gear
    • B61G9/20—Details; Accessories
    • B61G9/24—Linkages between draw-bar and framework
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G1/00—Couplings comprising interengaging parts of different shape or form and having links, bars, pins, shackles, or hooks as coupling means
    • B61G1/18—Couplings comprising interengaging parts of different shape or form and having links, bars, pins, shackles, or hooks as coupling means having links or bars coupling or uncoupling by rotating axially
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories
    • B61G7/14—Safety devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G9/00—Draw-gear
    • B61G9/20—Details; Accessories

Definitions

  • the present invention relates to the field of rail vehicles, and in particular to a coupler assembly and a rail vehicle having the same.
  • the train In order to reduce the air resistance and improve the starting performance, the train usually adopts a streamlined tip-spin design. Although this design reduces the running resistance of the train and increases the speed of the train, the space at the front end of the front is narrow. In the lower hook part, it is no longer possible to arrange a large energy absorbing mechanism.
  • the coupler part When two rows of high-speed rails collide, the first part of the impact is the coupler part.
  • the coupler can be set as the way of sucking the coupler, the energy absorption is limited, and the energy generated by the train collision cannot be fully absorbed. In the process of invading the upper part of the damage to the upper equipment, or falling into the track to increase the risk of derailment.
  • the object of the present invention is to provide a coupler assembly and a rail vehicle having the same, which are designed to ensure the hook function of the vehicle during normal operation and avoid the impact of the impact of the hook when the collision occurs.
  • the intrusion of the upper part destroys the upper equipment or falls onto the track to increase the risk of derailment, thereby improving the passive safety of the collision of the rail vehicle.
  • the present invention provides a coupler assembly, which is disposed on a rail vehicle.
  • the front end of the head includes:
  • a support member disposed on two sides of the coupler mount, having a guide slide inclined in a longitudinal direction, a front end of the guide slide is higher than a rear end;
  • a sliding member capable of slidingly engaging with the guiding slide on the corresponding side is fixed on both sides of the coupler mounting seat, and is configured to: in an initial state, the coupler mount is fixed to the supporting member, A sliding member is located at a front end of the guide slide.
  • the coupler assembly of the present invention has a coupler mount fixed to the front end of the coupler, and a support member having a guide slide is disposed on both sides of the coupler mount, and the coupler mount is fixedly slidably engaged with the guide slide
  • the sliding member wherein the guiding slide is inclined along the longitudinal direction of the vehicle body, and the front end thereof is higher than the rear end; in practice, when the rail vehicle collides, the fixing between the coupler mounting seat and the supporting member for fixing the coupler is Release, at this time, since the sliding member of the coupler mount can be slidably engaged with the guide slide, the coupler mount can slide along the guide slide along the guide slide to the rear and the lower side of the vehicle body, that is, the coupler mount is restricted
  • the trajectory after the impact, thereby avoiding the intrusion of the upper part to damage the upper equipment or falling onto the track increases the risk of derailment, thereby improving the passive safety of the collision of the rail vehicle. It should be pointed out here that, in the event of a collision,
  • the support member is specifically a plate body that is fixed to the bottom of the traction beam of the front end.
  • a limit plate is further disposed on the traction beam; the limit plate is located above the coupler mount.
  • the sliding guide is specifically a sliding hole formed in the plate body, and the sliding component is specifically a pin shaft; or the guiding sliding channel is specifically a sliding slot opened in the plate body, and the sliding component is specific For the pulley.
  • the guide slide is specifically a guide chute opened on the support member, and the sliding member is specifically a slider.
  • the present invention also provides another coupler assembly, which is disposed at the front end of the rail vehicle and includes:
  • One end of the rotating member is rotatably connected to a lower end of the supporting member, and a center of rotation thereof is horizontally disposed and perpendicular to a longitudinal direction of the rail vehicle; and the other end of the rotating member is hinged to an upper end of the coupler mounting seat;
  • the coupler mount is fixed to the support member, and a hinge point of the rotating member and the coupler mount is located above a rotating connection point of the rotating member and the support member .
  • the coupler assembly provided by the present invention has a supporting member and a rotating member on both sides of the coupler mounting seat, wherein one end of the rotating member is rotatably connected with the lower end of the supporting member, and the other end is hinged with the upper end of the coupler mounting seat, and is configured
  • the coupler mount In the initial state, the coupler mount is fixed to the support member, and the connection point between the rotary member and the coupler mount is higher than the connection point with the support member; in practice, when the rail vehicle collides, the coupler mount to which the coupler is attached is After the collision, the fixed state between the coupler mount and the support member is released.
  • the rotating member is rotatably connected with the lower end of the support member, the rotating member rotates toward the rear of the vehicle body under the action of the collision, and the coupler mount and the The rotating member is hinged, so that the coupler and the coupler mount move along the circular arc track to the rear and the lower side of the vehicle body under the rotation of the rotating member, that is, the running track of the coupler mount after the impact is restricted, thereby avoiding intrusion.
  • the upper part destroys the upper equipment or falls to the track to increase the risk of derailment, thereby improving the passive safety of rail vehicle collisions. It should be pointed out here that when the collision occurs, the couplers of the two cars are hooked, so that the coupler can be kept in a horizontal state under the rotation of the rotating member.
  • the coupler assembly is identical to the above-described coupler assembly, and the movement of the coupler mount after the impact is restricted by the arrangement of the relevant components, specifically, the motion track after the impact is the vehicle. Slide behind the body.
  • the rotating member is hinged to the coupler mount by a first rotating shaft, and the rotating member is rotatably coupled to the support member via a second rotating shaft.
  • the first rotating shaft and the second rotating shaft are respectively fixed to the coupler mount by fasteners And the support member.
  • a mounting plate for attachment to the front end that is secured to the rear ends of the two support members.
  • the support member is a profile structure.
  • the coupler is a coupler having an energy absorbing structure.
  • the present invention also provides a rail vehicle comprising a vehicle head and a coupler assembly disposed at a front end of the vehicle head, wherein the coupler assembly is the coupler assembly of any of the above.
  • FIG. 1 is a schematic structural view of a first embodiment of a coupler assembly provided by the present invention
  • Figure 2 is a schematic view showing the structure of the coupler assembly of Figure 1 at another angle;
  • Figure 3 is a top plan view of the coupler assembly of Figure 1;
  • Figure 4 is a schematic view showing the structure of the front end of the coupler assembly and the front end of the vehicle head before the collision;
  • Figure 5 is a schematic structural view of the front end of the coupler assembly and the front end of the vehicle shown in Figure 1 after the collision;
  • FIG. 6 is a schematic structural view of a second embodiment of a coupler assembly provided by the present invention.
  • Figure 7 is a schematic view showing the structure of the coupler assembly of Figure 6 at another angle
  • Figure 8 is a top plan view of the coupler assembly of Figure 6;
  • Figure 9 is a side view of the coupler assembly of Figure 6;
  • Figure 10 is a schematic view showing the structure of the coupler assembly and the front end of the vehicle head shown in Figure 6 before the collision;
  • Figure 11 is a schematic structural view of the front end of the coupler assembly and the front end of the vehicle shown in Figure 6 after the collision;
  • FIG. 12 is a schematic structural view of a third embodiment of a coupler assembly provided by the present invention.
  • Figure 13 is a schematic view showing the structure of the coupler assembly of Figure 12 at another angle;
  • Figure 14 is a plan view of the coupler assembly of Figure 12;
  • Figure 15 is a side elevational view of the coupler assembly of Figure 12;
  • Figure 16 is a schematic structural view of the front end of the coupler assembly and the front end of the vehicle shown in Figure 12 before the collision;
  • Figure 17 is a structural schematic view of the front end of the coupler assembly and the front end of the vehicle shown in Figure 12 after the collision.
  • a coupler 11 a coupler mount 12, a sliding member 121, a pin 121a, a slider 121b;
  • the traction beam 22, the limiting plate 23, the mounting plate 24, and the rotating member 25 are connected to the traction beam 22, the limiting plate 23, the mounting plate 24, and the rotating member 25.
  • the front end of the rail vehicle is equipped with a coupler assembly, and the rear of the coupler assembly is an equipment compartment.
  • the orientation word “front” herein refers to an end near the front end, and correspondingly, the position “back” refers to one end away from the front end.
  • FIG. 1 is a schematic structural view of a first embodiment of a coupler assembly provided by the present invention
  • FIG. 2 is a schematic structural view of the coupler assembly of FIG. 1 at another angle
  • the coupler assembly includes a coupler 11 and a coupler mount 12; wherein the coupler 11 is fixed to the coupler mount 12.
  • the coupler mount 12 is fixed to the traction beam 22 of the front end.
  • the coupler assembly further includes a support member 21 on both sides of the coupler mount 12.
  • the support member 21 is specifically a plate body 21a, and each of the plate bodies 21a has a guide slide 211.
  • the two sides of the coupler mount 12 referred to herein refer to both sides in the lateral direction of the rail vehicle.
  • the plate body 21a may be fixed to the bottom of the traction beam 22.
  • the guiding slide 211 on the plate body 21a is inclined in the longitudinal direction, and the front end thereof is higher than the rear end, that is, the guiding slide 211 is inclined to the rear lower side of the vehicle body, where the longitudinal direction refers to the length of the rail vehicle. direction.
  • a sliding member 121 that is slidably engaged with the guide rail 211 of the plate body 21a on the corresponding side is fixed to both sides of the coupler mount 12.
  • the coupler mount 12 and each of the plate bodies 21a are fixed, and the sliding member 121 is located at the front end of the guide slide 211.
  • the cooperation of the sliding member 121 and the guiding slide 211 is specifically configured to: when the relative fixing state between the mounting bracket 12 and the traction beam 22 and the plate 21a is released, the sliding member 121 can drive the coupler seat 12 and the coupler 11 slide together along the guide chute 211.
  • the coupler mount 12 of the coupler assembly is fixed to the traction beam 22, and a plate body 21a having a guide rail 211 is disposed on both sides of the coupler mount 12, and the coupler mount 12 is fixedly attached to the guide rail 12
  • the track 211 is slidably engaged with the slide member 121, wherein the guide slide 211 is inclined in the longitudinal direction of the vehicle body, and the front end thereof is higher than the rear end; in practice, when the rail vehicle collides, the coupler mount 12 to which the coupler 11 is fixed is The fixed state between the traction beam 22 and the plate body 21a is released, because the sliding member 121 of the coupler mount 12 can be slidably engaged with the guide slide 211, so that the coupler mount 12 can follow the slide member 121 along the guide slide 211 slides to the rear of the vehicle body, that is, limits the running track of the coupler mount 12 after being impacted, thereby avoiding intrusion into the upper part of the traction beam 22 to damage the upper equipment or falling onto the track to increase the risk
  • the coupler assembly further includes a limiting plate 23 fixed to the traction beam 22 and located above the coupler mount 12 to limit the upward movement of the coupler mount 12. It can be understood that the limiting plate 23 is not in contact with the coupler mount 12.
  • the limiting plate 23 may be disposed on both sides above the coupler mount 12.
  • the fixing plate 23 and the traction beam 22 can be fixed in various manners, such as welding, or being fixed by bolts or the like.
  • the guide rail 211 of the plate body 21a is a slide hole 211a opened in the plate body 21a, and the sliding member 121 fixed to the coupler mount 12 is provided as a pin shaft 121a.
  • the pin shaft 121a is provided. The large end end is snapped into the slide hole to prevent the pin shaft 121a from coming off the slide hole 211a, and at the same time, the pin shaft 121a is slid along the slide hole 211a.
  • sliding member 121 that cooperates with the sliding hole 211a may also be other structures such as screws or the like.
  • the guiding slide 211 of the board 21a may also be opened on the board 21a.
  • the sliding member which is fixed to the coupler mount 12, can be a pulley.
  • the pulley is embedded in the chute and can smoothly slide along the chute.
  • the guiding slide 211 of the plate body 21a and the sliding member 121 matched thereto can be set to different structures as needed, and are not limited to the above two types, as long as the sliding member 121 can drive the coupler mounting seat 12 and be fixed to the coupler.
  • the coupler 11 of the mount 12 is slid along the guide chute 211.
  • the two ends of the coupler mount 12 are fastened to the traction beam 22 and the plate body 21a by fasteners; more specifically, the fastener may be a rivet or a bolt or a split pin, etc., so that the coupler
  • the fastener may be a rivet or a bolt or a split pin, etc.
  • the coupler 11 is set as a coupler having an energy absorbing structure, so that when the rail vehicle collides, the coupler 11 can absorb the energy generated by the impact to a certain extent, thereby further improving the passive safety of the vehicle collision.
  • FIG. 4 is a schematic structural view of the front end of the coupler assembly and the front end of the vehicle head shown in FIG. 1 after the collision
  • FIG. 5 is a structural schematic view of the front end of the coupler assembly and the front end of the vehicle head after the collision.
  • the coupler mount 12 of the coupler assembly and the plate body 21a are fixed by fasteners.
  • the sliding member 121 fixed to the coupler mount 12 is located at the guide slip of the plate body 21a.
  • the couplers 11 of the two cars are connected. Since the coupler 11 is an energy-absorbing coupler, the energy-absorbing structure has begun to complete the initial energy absorption; when the collision energy is large, only the hook 11 itself sucks.
  • the fastener between the coupler mount 12 and the traction beam 22 and the plate body 21a starts to absorb energy, and when the energy generated by the collision reaches a certain value, the fastener is cut off. The secondary energy absorption is completed by cutting the fastener.
  • the fixing constraint between the coupler mount 12 and the traction beam 22 and the plate body 21a is released, because the sliding member 121 fixed to the coupler mount 12 can be combined with the plate.
  • the sliding guide 211 of the body 21a is slidably engaged. Therefore, the sliding member 121 drives the coupler mount 12 and the coupler 11 to slide along the guide slide 211 to the rear and rear of the vehicle body to complete the sliding energy absorption, and at the same time, the guide slide 211.
  • the movement track of the coupler 11 and the coupler mount 12 is defined, and it is possible to avoid invading the upper part of the traction beam 22 to damage the upper device or fall onto the track during the sliding process; as shown in FIG. 5, after the collision, the coupler 11 and the coupler Fitting seat 12 in a schematic structure of the guide chute 211 slides.
  • the energy absorption sequence of the rail vehicle in which the coupler assembly is mounted is: the vehicle hook 11 itself absorbs energy ⁇ the fastener between the coupler mount 12 and the traction beam 22 and the plate body 21a ⁇ the guide slide 211 ⁇ Car body.
  • FIG. 6 is a schematic structural view of a second embodiment of the coupler assembly provided by the present invention
  • FIG. 7 is a schematic structural view of the coupler assembly of FIG. 6 at another angle
  • FIG. 8 is FIG. A top view of the illustrated coupler assembly
  • Figure 9 is a side elevational view of the coupler assembly of Figure 6.
  • the coupler assembly includes a coupler 11 and a coupler mount 12; wherein the coupler 11 is fixed to the coupler mount 12.
  • the coupler assembly further includes support members 21 disposed on both sides of the coupler mount 12, and each support member 21 has a guide slide 211 thereon. Among them, the support member 21 is fixed to the front end.
  • the two sides of the coupler mount 12 referred to herein refer to both sides in the lateral direction of the rail vehicle.
  • the guiding chute 211 of the supporting member 21 is inclined in the longitudinal direction, and the front end thereof is higher than the rear end, that is, the guiding chute 211 is inclined toward the rear lower side of the vehicle body, where the longitudinal direction refers to the longitudinal direction of the rail vehicle. .
  • a sliding member 121 that is slidably engageable with the guide chute 211 of the support member 21 on the corresponding side is fixed to both sides of the coupler mount 12.
  • the guide slide 211 is specifically a guide chute 211b opened on the support member 21, and the slide member 121 is specifically a slider 121b.
  • the coupler mount 12 is fixedly connected to each support member 21, and each slider 121b is located at the matching guide chute 211b. Front end.
  • the cooperation of the slider 121b and the guiding chute 211b is specifically configured such that the slider 121b can drive the coupler mount 12 and the coupler 11 after the relative fixed state between the coupler mount 12 and the support member 21 is released. Slide together along the guide chute 211b.
  • the support member 21 is fixed on both sides of the coupler mount 12 of the coupler assembly, and the support member 21 has a guide chute 211b which is inclined along the longitudinal direction of the vehicle body, and whose front end is higher than the rear end, and the coupler is mounted.
  • a slider 121b slidably engaged with the guide groove 211b of the corresponding side is fixed on both sides of the seat 12; in practice, when the rail vehicle collides, the coupler mount 12 of the fixed hook 11 and the support member 21 are interposed.
  • the fixed state is released, because the slider 121b of the coupler mount 12 can be slidably engaged with the guide chute 211b, so that the coupler mount 12 can slide along the guide chute 211b toward the rear and rear of the vehicle body along with the slider 121b. That is to say, the running track of the coupler mount 12 after being impacted is limited, thereby avoiding the intrusion of the upper part of the support member 21 to the upper device or falling onto the rail to increase the risk of derailment, thereby improving the passive safety of the rail vehicle collision.
  • the coupler assembly further includes a mounting plate 24 that is fixed to the rear end of the two support members 21 for connection with the front end of the rail vehicle.
  • the mounting plate 24 and the support member 21 can be fixed by welding, which is simple and reliable. Of course, the two can also adopt other fixed methods.
  • each of the guiding chutes 211b is parallel to each other.
  • each of the guide chutes 211b on the support member 21 is evenly arranged such that the sliding of the coupler mount 12 along the guide chute 211b can be relatively smooth after the impact.
  • the support member 21 is a profile structure, so that the support member 21 has better strength and toughness, and the passive safety of the coupler assembly can be improved.
  • the two sides of the coupler mount 12 are fixed to the support member 21 by fasteners; More specifically, the fastener may be a structure such as a rivet or a bolt or a split pin, so that the fixing of the coupler mount 12 and the support member 21 is detachable and convenient for inspection.
  • the coupler 11 is set as a coupler having an energy absorbing structure, so that when the rail vehicle collides, the coupler 11 can absorb the energy generated by the impact to a certain extent, thereby further improving the passive safety of the vehicle collision.
  • FIG. 10 is a schematic structural view of the front end of the coupler assembly and the front end of the vehicle head shown in FIG. 6 before the collision
  • FIG. 11 is a structural schematic view of the front end of the coupler assembly and the front end of the vehicle head after the collision.
  • the support member 21 has two guide chutes 211b. It can be understood that the number of the guide chutes 211b is not limited thereto when actually disposed.
  • the coupler mount 12 of the coupler assembly and the support member 21 are fixed by fasteners.
  • the slider 121b fixed to the coupler mount 12 is located at the guide slide of the support member 21.
  • the couplers 11 of the two cars are connected. Since the coupler 11 is an energy-absorbing coupler, the energy-absorbing structure has begun to complete the initial energy absorption; when the collision energy is large, only the hook 11 itself sucks.
  • the fastener between the coupler mount 12 and the support member 21 starts to absorb energy by the force.
  • the fastener is cut and cut through the shear.
  • the firmware completes the secondary energy absorption.
  • the fixing constraint between the coupler mount 12 and the support member 21 is released, because the slider 121b fixed to the coupler mount 12 can slide with the guide chute 211b of the support member 21.
  • the slider 121b drives the coupler mount 12 and the coupler 11 to slide along the guide chute 211b to the rear and the lower side of the vehicle body to complete the sliding energy absorption, and at the same time, the guide hook 211b defines the coupler 11 and the coupler mount.
  • the movement track of 12 can avoid collision with the rear equipment compartment during the sliding process; as shown in FIG. 11, after the collision, the structure of the coupler 11 and the coupler mount 12 sliding along the guide chute 211b is illustrated.
  • the coupler 11 can always maintain a horizontal state during the sliding process.
  • the energy absorption sequence of the rail vehicle in which the coupler assembly is mounted is: the vehicle hook 11 itself absorbs the energy ⁇ the fastener between the coupler mount 12 and the support member 21 ⁇ the support member 21 ⁇ the mounting plate 24 ⁇ the car body.
  • FIG. 12 is a schematic structural view of a third embodiment of the coupler assembly provided by the present invention
  • FIG. 13 is a schematic structural view of the coupler assembly of FIG. 12 at another angle
  • Figure 15 is a side elevational view of the coupler assembly of Figure 12.
  • the coupler assembly includes a coupler 11 and a coupler mount 12; wherein the coupler 11 is fixed to the coupler mount 12.
  • the coupler assembly further includes a support member 21 and a rotating member 25 disposed on both sides of the coupler mount 12. Among them, the support member 21 is fixed to the front end.
  • the two sides of the coupler mount 12 referred to herein refer to both sides in the lateral direction of the rail vehicle.
  • one end of the rotating member 25 is rotatably connected to the lower end of the support member 21, the center of rotation thereof is horizontally disposed and perpendicular to the longitudinal direction of the rail vehicle; and the other end of the rotating member 25 is hinged to the upper end of the coupler mount 12.
  • the coupler mount 12 in the initial state, that is, after the initial assembly of the coupler assembly and the front end, the coupler mount 12 is fixedly connected to the support member 21, and the hinge point of the rotary member 25 and the coupler mount 12 is located at the rotation of the rotating member 25 and the support member 21. Above the connection point.
  • the support member 21 and the rotary member 25 are provided on both sides of the coupler mount 12 of the coupler assembly, wherein one end of the rotary member 25 is rotatably connected to the lower end of the support member 21, and the other end is coupled to the vehicle.
  • the upper end of the hook mount 12 is hinged and arranged in an initial state, the coupler mount 12 is fixedly connected to the support member 21, and the connection point of the rotary member 25 and the coupler mount 12 is higher than the connection point thereof with the support member 21;
  • the fixed state between the coupler mount 12 and the support member 21 is released, at this time, due to the rotating member 25 and the support member 21
  • the lower end is rotatably connected, and under the action of the collision, the rotating member 25 is rotated toward the rear of the vehicle body, and the coupler mounting seat 12 is hinged with the rotating member 25, so that the coupler 11 and the coupler mount 12 are driven by the rotation of the rotating member 25 along the circular arc track.
  • the coupler assembly further includes a mounting plate 24 that is fixed to the rear end of the two support members 21 for connection with the front end of the rail vehicle.
  • the mounting plate 24 and the support member 21 can be fixed by welding, which is simple and reliable. Of course, the two can also adopt other fixed methods.
  • the support member 21 can be selected from a profile structure, so that the support member 21 has better strength and toughness, and the passive safety of the coupler assembly can be improved.
  • the support member 21 can also adopt other structures; the rotary member 25 can be a beam structure.
  • the rotating member 25 is hinged to the coupler mount 12 through the first rotating shaft, and is rotatably connected to the supporting member 21 through the second rotating shaft.
  • first rotating shaft and the second rotating shaft may be respectively fixed to the coupler mount 12 and the support member 21 by fasteners.
  • the fastener may be a structure such as a rivet or a bolt or a split pin.
  • the two ends of the coupler mount 12 are also fixed to the support member 21 by fasteners.
  • the fastener may be a rivet or a bolt or a split pin.
  • the coupler 11 is set as a coupler having an energy absorbing structure, so that when the rail vehicle collides, the coupler 11 can absorb the energy generated by the impact to a certain extent, thereby further improving the passive safety of the vehicle collision.
  • FIG. 16 is a structural schematic view of the front end of the coupler assembly and the front end of the vehicle head shown in FIG. 12 before the collision
  • FIG. 17 is the front end of the coupler assembly and the front end of the vehicle shown in FIG. Schematic diagram of the structure.
  • FIGS. 16 and 17 the rotational joint point of the rotary member 25 and the support member 21 is denoted as A, and the hinge point of the rotary member 25 and the coupler mount 12 is denoted as B.
  • the coupler mount 12 of the coupler assembly and the support member 21 are fixed by fasteners.
  • the hinge point B of the rotary member 25 and the coupler mount 12 is located at the rotary member 25 and supported.
  • the rotation of the member 21 is above the connection point A.
  • the couplers 11 of the two cars are connected. Since the coupler 11 is an energy-absorbing coupler, the energy-absorbing structure has begun to complete the initial energy absorption; when the collision energy is large, only the hook 11 itself sucks.
  • the fastener between the coupler mount 12 and the support member 21 starts to absorb energy by the force.
  • the fastener is cut and cut through the shear. The firmware completes the secondary energy absorption.
  • the energy absorption sequence of the rail vehicle in which the coupler assembly is mounted is: the vehicle hook 11 itself absorbs the energy ⁇ the fastener between the coupler mount 12 and the support member 21 ⁇ the rotating member 25 ⁇ the mounting plate 24 ⁇ the car body.
  • the present invention also provides a rail vehicle including a vehicle head and a coupler assembly disposed at a front end of the vehicle head, wherein the coupler assembly is the coupler assembly described in the above embodiments.

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Abstract

一种车钩组件及具有该车钩组件的轨道车辆，该车钩组件设于轨道车辆的车头前端，包括车钩安装座（12）；车钩（11），固装于所述车钩安装座（12）；还包括：设于所述车钩安装座（12）两侧的支撑部件（21），其具有沿纵向倾斜的导向滑道（211），所述导向滑道（211）的前端高于后端；所述支撑部件（21）固设于所述车头；所述车钩安装座（12）的两侧固设有能够与对应侧的所述导向滑道（211）滑动配合的滑动部件（121）；并配置成：初始状态下，所述车钩安装座（12）与所述支撑部件（21）固接，所述滑动部件（121）位于所述导向滑道（211）的前端。该车钩组件的结构设计能够保证正常运行时车钩（11）的连挂功能，碰撞发生时车钩（11）后退吸能过程中既不能侵入牵引梁（22）上部破坏上部设备，也不能掉落到轨道上增大脱轨风险，从而能够提高轨道车辆碰撞的被动安全性。

Description

车钩组件及具有该车钩组件的轨道车辆
本申请要求于2016年10月21日提交中国专利局、申请号为201610920536.4、201610921273.9、201610920379.7，发明名称均为“车钩组件及具有该车钩组件的轨道车辆”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领域，特别是涉及一种车钩组件及具有该车钩组件的轨道车辆。
背景技术
随着高铁速度的提升，被动安全越来越受到人们的重视。
目前列车为了减小空气阻力，改善启动性能，头部通常采用流线型的尖梭式设计；该种设计虽然减小了列车行驶阻力，提升了车速，但是使得车头前端部分的空间狭小，只能容下车钩部分，无法再布置大型吸能机构。
当两列高铁相撞时，首先受到冲击的是车钩部分，虽然可以将车钩设置为吸能车钩的方式，但是其吸能量是有限的，无法完全吸收列车碰撞产生的能量，存在受撞击车钩后退过程中侵入上部破坏上部设备的隐患，或掉落到轨道上增加脱轨风险。
因此，如何改进现有的车钩结构，以充分保证车钩后端吸能模块的功能发挥，避免受撞击车钩后退过程中侵入上部破坏上部设备或掉落到轨道上增加脱轨风险，是本领域技术人员目前需要解决的技术问题。
发明内容
本发明的目的是提供一种车钩组件及具有该车钩组件的轨道车辆，该车钩组件的结构设计既能够保证车辆正常运行时车钩的连挂功能，又能够避免在碰撞发生时受撞击车钩后退过程中侵入上部破坏上部设备或掉落到轨道上增加脱轨风险，从而能够提高轨道车辆碰撞的被动安全性。
为解决上述技术问题，本发明提供一种车钩组件，设于轨道车辆的车 头前端，包括：
车钩安装座，固设于所述车头；
车钩，固装于所述车钩安装座；
还包括：
设于所述车钩安装座两侧的支撑部件，其具有沿纵向倾斜的导向滑道，所述导向滑道的前端高于后端；
所述车钩安装座的两侧固设有能够与对应侧的所述导向滑道滑动配合的滑动部件；并配置成：初始状态下，所述车钩安装座与所述支撑部件固接，所述滑动部件位于所述导向滑道的前端。
本发明提供的该车钩组件，其车钩安装座与车头固接，并在车钩安装座的两侧设置有具有导向滑道的支撑部件，车钩安装座上固设有与该导向滑道能够滑动配合的滑动部件，其中，所述导向滑道沿车体纵向倾斜，且其前端高于后端；实际中，当轨道车辆发生碰撞致使固设有车钩的车钩安装座与支撑部件之间的固定被解除，此时，因车钩安装座的滑动部件与导向滑道能够滑动配合，所以，车钩安装座能够随滑动部件沿导向滑道向车体后下方滑动，也就是说，限制了车钩安装座在受撞击后的运行轨迹，从而避免侵入上部破坏上部设备或掉落到轨道上增加脱轨风险，进而提高了轨道车辆碰撞的被动安全性。这里需要指出的是，碰撞时，两车的车钩处于挂接状态，所以，在车钩及车钩安装座沿导向滑道滑动时能够一直保持处于水平状态。
所述支撑部件具体为板体，其固设于所述车头的牵引梁的底部。
还包括限位板，其固设于所述牵引梁；所述限位板位于所述车钩安装座的上方。
所述导向滑道具体为开设于所述板体的滑孔，所述滑动部件具体为销轴；或者，所述导向滑道具体为开设于所述板体的滑槽，所述滑动部件具体为滑轮。
所述导向滑道具体为开设于所述支撑部件的导向滑槽，所述滑动部件具体为滑块。
本发明还提供另一种车钩组件，设于轨道车辆的车头前端，包括：
车钩安装座，固设于所述车头；
车钩，固装于所述车钩安装座；
还包括：
设于所述车钩安装座两侧的支撑部件和旋转件；
所述旋转件的一端与所述支撑部件的下端转动连接，其转动中心水平设置且垂直于所述轨道车辆的长度方向；所述旋转件的另一端与所述车钩安装座的上端铰接；
并配置成：初始状态下，所述车钩安装座与所述支撑部件固接，所述旋转件与所述车钩安装座的铰接点位于所述旋转件与所述支撑部件的转动连接点的上方。
本发明提供的该车钩组件，其车钩安装座的两侧设有支撑部件和旋转件，其中，旋转件的一端与支撑部件的下端转动连接，另一端与车钩安装座的上端铰接，并配置成初始状态下，车钩安装座与支撑部件固接，旋转件与车钩安装座的连接点高于其与支撑部件的连接点；实际中，当轨道车辆发生碰撞致使固装有车钩的车钩安装座被撞断裂后，车钩安装座与支撑部件之间的固定状态被解除，此时，因旋转件与支撑部件的下端转动连接，在碰撞作用下，旋转件向车体后方转动，又车钩安装座与旋转件铰接，所以车钩及车钩安装座在旋转件的转动带动下，沿圆弧轨迹向车体后下方移动，也就是说，限制了车钩安装座在受撞击后的运行轨迹，从而避免了侵入上部破坏上部设备或掉落到轨道增加脱轨风险，进而提高了轨道车辆碰撞的被动安全性。这里需要指出的是，碰撞时，两车的车钩挂接，所以，车钩在旋转件转动的带动下，能够一直保持处于水平状态。
需要指出的是，该车钩组件与上述车钩组件的原理一致，均是通过相关部件的设置，限制车钩安装座在受撞击后的运动轨迹，具体地，使其受撞击后的运动轨迹为向车体后下方滑动。
所述旋转件通过第一转轴与所述车钩安装座铰接，所述旋转件通过第二转轴与所述支撑部件转动连接。
所述第一转轴和所述第二转轴通过紧固件分别固定于所述车钩安装座 和所述支撑部件。
还包括用于与所述车头连接的安装板，其与两所述支撑部件的后端固接。
所述支撑部件为型材结构。
所述车钩为具有吸能结构的车钩。
本发明还提供一种轨道车辆，包括车头和设于车头前端的车钩组件，其特征在于，所述车钩组件为上述任一项所述的车钩组件。
由于上述车钩组件具有上述技术效果，所以具有该车钩组件的轨道车辆也具有相应的技术效果，这里不再重复论述。
附图说明
图1为本发明所提供车钩组件第一种具体实施方式的结构示意图；
图2为图1所示车钩组件另一角度的结构示意图；
图3为图1所示车钩组件的俯视图；
图4为碰撞前图1所示车钩组件与车头前端的结构示意图；
图5为碰撞后图1所示车钩组件与车头前端的结构示意图；
图6为本发明所提供车钩组件第二种具体实施方式的结构示意图；
图7为图6所示车钩组件另一角度的结构示意图；
图8为图6所示车钩组件的俯视图；
图9为图6所示车钩组件的侧视图；
图10为碰撞前图6所示车钩组件与车头前端的结构示意图；
图11为碰撞后图6所示车钩组件与车头前端的结构示意图；
图12为本发明所提供车钩组件第三种具体实施方式的结构示意图；
图13为图12所示车钩组件另一角度的结构示意图；
图14为图12所示车钩组件的俯视图；
图15为图12所示车钩组件的侧视图；
图16为碰撞前图12所示车钩组件与车头前端的结构示意图；
图17为碰撞后图12所示车钩组件与车头前端的结构示意图。
其中，图1至图17中部件名称与附图标记之间的一一对应关系如下所示：
车钩11，车钩安装座12，滑动部件121，销轴121a，滑块121b；
支撑部件21，板体21a，导向滑道211，滑孔211a，导向滑槽211b，
牵引梁22，限位板23，安装板24，旋转件25。
具体实施方式
为了使本技术领域的人员更好地理解本发明方案，下面结合附图和具体实施方式对本发明作进一步的详细说明。
轨道车辆的车头前端安装有车钩组件，车钩组件的后方为设备舱。需要说明的是，本文中的方位词“前”指靠近车头的一端，对应地，方位词“后”指远离车头的一端。
请参考图1至图3，其中，图1为本发明所提供车钩组件第一种具体实施方式的结构示意图；图2为图1所示车钩组件另一角度的结构示意图；图3为图1所示车钩组件的俯视图。
该实施例中，车钩组件包括车钩11和车钩安装座12；其中，车钩11固装于车钩安装座12。
本方案中，车钩安装座12固设于车头的牵引梁22。
该实施例中，车钩组件还包括位于车钩安装座12两侧的支撑部件21，本方案中，支撑部件21具体为板体21a，各板体21a上均具有导向滑道211。
需要指出的是，本文中所指车钩安装座12的两侧指的是沿轨道车辆的横向上的两侧。
具体地，板体21a可固设于牵引梁22的底部。
其中，板体21a上的导向滑道211沿纵向倾斜，并其前端高于后端，也就是说，该导向滑道211向车体后下方倾斜设置，这里的纵向指的是轨道车辆的长度方向。
车钩安装座12的两侧固设有能够与对应侧的板体21a的导向滑道211滑动配合的滑动部件121。
具体配置成：初始状态下，也就是车钩组件与车头初始装配后，车钩安装座12与各板体21a均固接，滑动部件121位于导向滑道211的前端。
这里需要强调的是，滑动部件121与导向滑道211的配合具体配置成：当车钩安装座12与牵引梁22、板体21a之间的相对固定状态解除后，滑动部件121能够带动车钩安装座12及车钩11一起沿导向滑道211滑动。
如上，该车钩组件的车钩安装座12与牵引梁22固接，并在车钩安装座12的两侧设置有具有导向滑道211的板体21a，车钩安装座12上固设有与该导向滑道211能够滑动配合的滑动部件121，其中，导向滑道211沿车体纵向倾斜，且其前端高于后端；实际中，当轨道车辆发生碰撞致使固设有车钩11的车钩安装座12与牵引梁22及板体21a之间的固定状态被解除，因车钩安装座12的滑动部件121与导向滑道211能够滑动配合，所以，此时车钩安装座12能够随滑动部件121沿导向滑道211向车体后下方滑动，也就是说，限制了车钩安装座12在受撞击后的运行轨迹，从而避免侵入牵引梁22上部破坏上部设备或掉落到轨道上增加脱轨风险，进而提高了轨道车辆碰撞的被动安全性。
需要指出的是，碰撞时，两车的车钩11处于挂接状态，所以，在车钩11及车钩安装座12沿导向滑道211滑动时能够一直保持处于水平状态。
具体的方案中，车钩组件还包括限位板23，该限位板23固设于牵引梁22，且位于车钩安装座12的上方，以限制车钩安装座12向上移动。可以理解，限位板23与车钩安装座12不接触。
具体地，可以在车钩安装座12的上方的两侧均设置限位板23。
具体地，限位板23与牵引梁22的固定方式可以有多种，如焊接，或通过螺栓固定等。
具体的方案中，板体21a的导向滑道211为开设于板体21a的滑孔211a，固设于车钩安装座12的滑动部件121设为销轴121a，具体设置时，使销轴121a的大头端卡设于滑孔中，避免销轴121a脱离滑孔211a，同时又能使销轴121a沿滑孔211a滑动。
当然，与滑孔211a相配合的滑动部件121也可以为其他结构，如螺钉等。
具体的方案中，板体21a的导向滑道211还可以为开设于板体21a的 滑槽，固设于车钩安装座12的滑动部件121可以设为滑轮，具体设置时，该滑轮嵌置在滑槽内，并能够顺利地沿滑槽滑动。
可以理解，板体21a的导向滑道211和与其相配合的滑动部件121可以根据需要设置为不同的结构，不限于上述两种，只要能够使滑动部件121带动车钩安装座12及固设于车钩安装座12的车钩11一起沿导向滑道211滑动即可。
具体的方案中，车钩安装座12的两端通过紧固件与牵引梁22、板体21a固接；更具体地，所述紧固件可以为铆钉或螺栓或开口销等结构，这样，车钩安装座12与牵引梁22、板体21a的固接可拆卸，方便检修。
具体的方案中，车钩11设为具有吸能结构的车钩，这样，轨道车辆在碰撞时，车钩11在一定程度上能够吸收撞击产生的能量，进一步提高车辆碰撞的被动安全性。
请一并参考图4和图5，图4为碰撞前图1所示车钩组件与车头前端的结构示意图；图5为碰撞后图1所示车钩组件与车头前端的结构示意图。
如图4所示，初始装配状态下，车钩组件的车钩安装座12与板体21a通过紧固件固接，此时，固设于车钩安装座12的滑动部件121位于板体21a的导向滑道211的前端。
当两轨道车辆碰撞后，首先，两车的车钩11连挂，由于车钩11为吸能车钩，其具有的吸能结构开始完成初始吸能；当碰撞能量较大，仅靠车钩11自身的吸能结构不能完全吸收碰撞产生的能量时，车钩安装座12与牵引梁22、板体21a之间的紧固件开始受力吸收能量，当碰撞产生的能量达到一定值，会将紧固件剪断，通过剪断紧固件完成二次吸能，此时，车钩安装座12与牵引梁22、板体21a之间的固定约束被解除，由于固设于车钩安装座12的滑动部件121能够与板体21a的导向滑道211滑动配合，所以，此时滑动部件121会带动车钩安装座12及车钩11沿着导向滑道211向车体后下方滑动，完成滑动吸能，同时由于导向滑道211限定了车钩11及车钩安装座12的运动轨迹，在滑动过程中能够避免侵入牵引梁22上部破坏上部设备或掉落到轨道上；如图5所示，其为碰撞后，车钩11及车钩安装座12沿导向滑道211滑动后的结构示意。
需要指出的是，由于两车车钩11连挂，所以，滑动过程中，车钩11 能够一直保持水平状态。
还需要指出的是，碰撞后，当车钩11及车钩安装座12处于图5所示状态后，碰撞能量仍未完全吸收的状态下，车钩11将会在图5所示位置继续后退，而此时车钩11已经避开了设备舱，所以继续后退不会造成对设备舱内设备的损坏。
由上可见，安装该车钩组件的轨道车辆在碰撞时的吸能顺序为：车钩11自身吸能→车钩安装座12与牵引梁22、板体21a之间的紧固件→导向滑道211→车体。
这里还需要强调的是，车钩安装座12与牵引梁22、板体21a之间的紧固件的布置及数量根据实际要求经校核后确定，应当使得车钩11在满足正常车钩连挂、纵向冲击及小碰撞工况下，紧固件不会被剪断。
请参考图6至图9，其中，图6为本发明所提供车钩组件第二种具体实施方式的结构示意图；图7为图6所示车钩组件另一角度的结构示意图；图8为图6所示车钩组件的俯视图；图9为图6所示车钩组件的侧视图。
该实施例中，车钩组件包括车钩11和车钩安装座12；其中，车钩11固装于车钩安装座12。
该实施例中，车钩组件还包括设于车钩安装座12两侧的支撑部件21，各支撑部件21上均具有导向滑道211。其中，支撑部件21与车头固接。
需要指出的是，本文中所指车钩安装座12的两侧指的是沿轨道车辆的横向上的两侧。
其中，支撑部件21的导向滑道211沿纵向倾斜，并且其前端高于后端，也就是说，该导向滑道211向车体后下方倾斜设置，这里的纵向指的是轨道车辆的长度方向。
车钩安装座12的两侧固设有能够与对应侧的支撑部件21的导向滑槽211滑动配合的滑动部件121。
本方案中，导向滑道211具体为开设于支撑部件21的导向滑槽211b，滑动部件121具体为滑块121b。
具体配置成：初始状态下，也就是车钩组件与车头初始装配后，车钩安装座12与各支撑部件21固接，各滑块121b位于相配合的导向滑槽211b 的前端。
这里需要强调的是，滑块121b与导向滑槽211b的配合具体配置成：当车钩安装座12与支撑部件21之间的相对固定状态解除后，滑块121b能够带动车钩安装座12及车钩11一起沿导向滑槽211b滑动。
如上，该车钩组件的车钩安装座12的两侧固设有支撑部件21，支撑部件21具有导向滑槽211b，该导向滑槽211b沿车体纵向倾斜，且其前端高于后端，车钩安装座12的两侧固设有与对应侧的导向滑槽211b能够滑动配合的滑块121b；实际中，当轨道车辆发生碰撞致使固装有车钩11的车钩安装座12与支撑部件21之间的固定状态被解除，因车钩安装座12的滑块121b与导向滑槽211b能够滑动配合，所以，此时车钩安装座12能够随滑块121b一起沿导向滑槽211b向车体后下方滑动，也就是说，限制了车钩安装座12在受撞击后的运行轨迹，从而避免了侵入支撑部件21上部破坏上部设备或掉落到轨道上增加脱轨风险，进而提高了轨道车辆碰撞的被动安全性。
这里需要指出的是，碰撞时，两车的车钩11处于挂接状态，所以，在车钩11及车钩安装座12沿导向滑槽211b滑动时能够一直保持处于水平状态。
具体的方案中，车钩组件还包括安装板24，该安装板24与两支撑部件21的后端固接，该安装板24用于与轨道车辆的车头连接。
具体地，安装板24与支撑部件21可以通过焊接固定，既简便又可靠。当然，两者也可以采取其他的固定方式。
具体的方案中，各支撑部件21上开设两个以上导向滑槽211b，显然，各导向滑槽211b相互平行。
优选地，支撑部件21上的各导向滑槽211b均匀布置，使得撞击后，车钩安装座12沿导向滑槽211b的滑动能够相对平稳。
显然，车钩安装座12上的滑块121b数目与对应侧支撑部件21上的导向滑槽211b的数目相吻合。
具体的方案中，支撑部件21为型材结构，这样，使得支撑部件21具有较好的强度和韧性，能够提高车钩组件的被动安全性。
具体的方案中，车钩安装座12的两侧通过紧固件与支撑部件21固接； 更具体地，所述紧固件可以为铆钉或螺栓或开口销等结构，这样，车钩安装座12与支撑部件21的固接可拆卸，方便检修。
具体的方案中，车钩11设为具有吸能结构的车钩，这样，轨道车辆在碰撞时，车钩11在一定程度上能够吸收撞击产生的能量，进一步提高车辆碰撞的被动安全性。
请一并参考图10和图11，其中，图10为碰撞前图6所示车钩组件与车头前端的结构示意图；图11为碰撞后图6所示车钩组件与车头前端的结构示意图。
图10和图11示出的方案中，支撑部件21具有两个导向滑槽211b，可以理解，实际设置时，导向滑槽211b的数目不限于此。
如图10所示，初始装配状态下，车钩组件的车钩安装座12与支撑部件21通过紧固件固接，此时，固设于车钩安装座12的滑块121b位于支撑部件21的导向滑槽211b的前端。
当两轨道车辆碰撞后，首先，两车的车钩11连挂，由于车钩11为吸能车钩，其具有的吸能结构开始完成初始吸能；当碰撞能量较大，仅靠车钩11自身的吸能结构不能完全吸收碰撞产生的能量时，车钩安装座12与支撑部件21之间的紧固件开始受力吸收能量，当碰撞产生的能量达到一定值，会将紧固件剪断，通过剪断紧固件完成二次吸能，此时，车钩安装座12与支撑部件21之间的固定约束被解除，由于固设于车钩安装座12的滑块121b能够与支撑部件21的导向滑槽211b滑动配合，所以，此时滑块121b会带动车钩安装座12及车钩11沿着导向滑槽211b向车体后下方滑动，完成滑动吸能，同时由于导向滑槽211b限定了车钩11及车钩安装座12的运动轨迹，在滑动过程中能够避免碰撞到后面的设备舱；如图11所示，其为碰撞后，车钩11及车钩安装座12沿导向滑槽211b滑动后的结构示意。
需要指出的是，由于两车车钩11连挂，所以，滑动过程中，车钩11能够一直保持水平状态。
还需要指出的是，碰撞后，当车钩11及车钩安装座12处于图11所示状态后，碰撞能量仍未完全吸收的状态下，车钩11将会在滑动后的位置撞击安装板24，继而是车体，而此时车钩11已经避开了设备舱，所以继续 后退不会造成对设备舱内设备的损坏。
由上可见，安装该车钩组件的轨道车辆在碰撞时的吸能顺序为：车钩11自身吸能→车钩安装座12与支撑部件21之间的紧固件→支撑部件21→安装板24→车体。
这里还需要强调的是，车钩安装座12与支撑部件21之间的紧固件的布置及数量根据实际要求经校核后确定，应当使得车钩11在满足正常车钩连挂、纵向冲击及小碰撞工况下，紧固件不会被剪断。
请参考图12至图15，其中，图12为本发明所提供车钩组件第三种具体实施方式的结构示意图；图13为图12所示车钩组件另一角度的结构示意图；图14为图12所示车钩组件的俯视图；图15为图12所示车钩组件的侧视图。
该实施例中，车钩组件包括车钩11和车钩安装座12；其中，车钩11固装于车钩安装座12。
该实施例中，车钩组件还包括设于车钩安装座12两侧的支撑部件21和旋转件25。其中，支撑部件21与车头固接。
需要指出的是，本文中所指车钩安装座12的两侧指的是沿轨道车辆的横向上的两侧。
其中，旋转件25的一端与支撑部件21的下端转动连接，其转动中心水平设置且垂直于轨道车辆的长度方向；旋转件25的另一端与车钩安装座12的上端铰接。
具体配置成：初始状态下，也就是车钩组件与车头初始装配后，车钩安装座12与支撑部件21固接，旋转件25与车钩安装座12的铰接点位于旋转件25与支撑部件21的转动连接点的上方。
这里需要强调的是，在支撑部件21与车钩安装座12之间的相对固定状态解除后，旋转件25能够绕其与支撑部件21的转动连接处转动，同时带动车钩安装座12移动；也就是说，当车钩安装座12与支撑部件21处于固定状态时，旋转件25的转动受到限制。
如上，该车钩组件的车钩安装座12的两侧设有支撑部件21和旋转件25，其中，旋转件25的一端与支撑部件21的下端转动连接，另一端与车 钩安装座12的上端铰接，并配置成初始状态下，车钩安装座12与支撑部件21固接，旋转件25与车钩安装座12的连接点高于其与支撑部件21的连接点；实际中，当轨道车辆发生碰撞致使固装有车钩11的车钩安装座12被撞断裂后，车钩安装座12与支撑部件21之间的固定状态被解除，此时，因旋转件25与支撑部件21的下端转动连接，在碰撞作用下，旋转件25向车体后方转动，又车钩安装座12与旋转件25铰接，所以车钩11及车钩安装座12在旋转件25的转动带动下，沿圆弧轨迹向车体后下方移动，也就是说，限制了车钩安装座12在受撞击后的运行轨迹，从而避免了侵入上部破坏上部设备或掉落到轨道增加脱轨风险，进而提高了轨道车辆碰撞的被动安全性。
这里需要指出的是，碰撞时，两车的车钩11挂接，所以，车钩11在旋转件25转动的带动下，能够一直保持处于水平状态。
具体的方案中，车钩组件还包括安装板24，该安装板24与两支撑部件21的后端固接，该安装板24用于与轨道车辆的车头连接。
具体地，安装板24与支撑部件21可以通过焊接固定，既简便又可靠。当然，两者也可以采取其他的固定方式。
实际应用中，支撑部件21可以选用型材结构，这样，使得支撑部件21具有较好的强度和韧性，能够提高车钩组件的被动安全性。当然，支撑部件21也可以采用其他结构；旋转件25可以为梁结构。
具体的方案中，旋转件25通过第一转轴与车钩安装座12铰接，通过第二转轴与支撑部件21转动连接。
具体地，第一转轴和第二转轴可通过紧固件分别固定于车钩安装座12和支撑部件21。更具体地，所述紧固件可以为铆钉或螺栓或开口销等结构。
具体的方案中，车钩安装座12的两端也通过紧固件与支撑部件21固接，同样地，该紧固件可以为铆钉或螺栓或开口销等结构。
具体的方案中，车钩11设为具有吸能结构的车钩，这样，轨道车辆在碰撞时，车钩11在一定程度上能够吸收撞击产生的能量，进一步提高车辆碰撞的被动安全性。
请一并参考图16和图17，其中，图16为碰撞前图12所示车钩组件与车头前端的结构示意图；图17为碰撞后图12所示车钩组件与车头前端 的结构示意图。
为便于描述，图16和图17中，旋转件25与支撑部件21的转动连接点标示为A，旋转件25与车钩安装座12的铰接点标示为B。
如图16所示，初始装配状态下，车钩组件的车钩安装座12与支撑部件21通过紧固件固接，此时，旋转件25与车钩安装座12的铰接点B位于旋转件25与支撑部件21的转动连接点A的上方。
该状态下，由于车钩安装座12与支撑部件21相固接，所以旋转件25的转动受到限制。
当两轨道车辆碰撞后，首先，两车的车钩11连挂，由于车钩11为吸能车钩，其具有的吸能结构开始完成初始吸能；当碰撞能量较大，仅靠车钩11自身的吸能结构不能完全吸收碰撞产生的能量时，车钩安装座12与支撑部件21之间的紧固件开始受力吸收能量，当碰撞产生的能量达到一定值，会将紧固件剪断，通过剪断紧固件完成二次吸能，此时，车钩安装座12与支撑部件21之间的固定约束被解除，旋转件25的转动限制被解除，在碰撞能量的作用下，旋转件25能够绕A点转动向车体后方转动，在图16和图17的示例中，旋转件25绕A点顺时针转动，因车钩安装座12与旋转件25铰接，同时因两车的车钩11处于连挂状态，车钩安装座12此时在旋转件25的带动下，保持水平状态沿圆弧轨迹向车体后下方移动，以避开设备舱；如图17所示，其示出了碰撞后，车钩11及车钩安装座12沿圆弧轨迹向车体后下方移动后的结构示意。
需要指出的是，碰撞后，当车钩11及车钩安装座12处于图17所示状态后，若碰撞能量仍未完全吸收的状态下，车钩11将会在滑落后的位置撞击安装板24，继而是车体，而此时车钩11已经避开了设备舱，所以继续后退不会造成对设备舱内设备的损坏。
由上可见，安装该车钩组件的轨道车辆在碰撞时的吸能顺序为：车钩11自身吸能→车钩安装座12与支撑部件21之间的紧固件→旋转件25→安装板24→车体。
这里还需要强调的是，车钩安装座12与支撑部件21之间的紧固件的布置及数量根据实际要求经校核后确定，应当使得车钩11在满足正常车钩连挂、纵向冲击及小碰撞工况下，紧固件不会被剪断。
除了前述车钩组件外，本发明还提供一种轨道车辆，包括车头和设于车头前端的车钩组件，其中，车钩组件为上述各实施方式所介绍的车钩组件。
由于上述车钩组件具有上述技术效果，所以具有该车钩组件的轨道车辆也具有相应的技术效果，这里不再重复论述。
需要说明的是，该轨道车辆的主体部分非本申请的核心点所在，且可以采用现有技术实现，因此本文不再赘述。
以上对本发明所提供的车钩组件及具有该车钩组件的轨道车辆均进行了详细介绍。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方法及其核心思想。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 (12)

  1. 车钩组件，设于轨道车辆的车头前端，包括：
    车钩安装座(12)；
    车钩(11)，固装于所述车钩安装座(12)；
    其特征在于，还包括：
    设于所述车钩安装座(12)两侧的支撑部件(21)，其具有沿纵向倾斜的导向滑道(211)，所述导向滑道(211)的前端高于后端；所述支撑部件(21)固设于所述车头；
    所述车钩安装座(12)的两侧固设有能够与对应侧的所述导向滑道(211)滑动配合的滑动部件(121)；并配置成：初始状态下，所述车钩安装座(12)与所述支撑部件(21)固接，所述滑动部件(121)位于所述导向滑道(211)的前端。
  2. 根据权利要求1所述的车钩组件，其特征在于，所述支撑部件(21)具体为板体(21a)，其固设于所述车头的牵引梁(22)的底部。
  3. 根据权利要求2所述的车钩组件，其特征在于，还包括限位板(23)，其固设于所述牵引梁(22)；所述限位板(23)位于所述车钩安装座(12)的上方。
  4. 根据权利要求2所述的车钩组件，其特征在于，所述导向滑道(211)具体为开设于所述板体(21a)的滑孔(211a)，所述滑动部件(121)具体为销轴(121a)；或者，所述导向滑道(211)具体为开设于所述板体(21a)的滑槽，所述滑动部件(121)具体为滑轮。
  5. 根据权利要求1所述的车钩组件，其特征在于，所述导向滑道(211)具体为开设于所述支撑部件(21)的导向滑槽(211b)，所述滑动部件(121)具体为滑块(121b)。
  6. 车钩组件，设于轨道车辆的车头前端，包括：
    车钩安装座(12)，固设于所述车头；
    车钩(11)，固装于所述车钩安装座(12)；
    其特征在于，还包括：
    设于所述车钩安装座(12)两侧的支撑部件(21)和旋转件(25)；
    所述旋转件(25)的一端与所述支撑部件(21)的下端转动连接，其转动中心水平设置且垂直于所述轨道车辆的长度方向；所述旋转件(25)的另一端与所述车钩安装座(12)的上端铰接；
    并配置成：初始状态下，所述车钩安装座(12)与所述支撑部件(21)固接，所述旋转件(25)与所述车钩安装座(12)的铰接点位于所述旋转件(25)与所述支撑部件(21)的转动连接点的上方。
  7. 根据权利要求6所述的车钩组件，其特征在于，所述旋转件(25)通过第一转轴与所述车钩安装座(12)铰接，所述旋转件(25)通过第二转轴与所述支撑部件(21)转动连接。
  8. 根据权利要求7所述的车钩组件，其特征在于，所述第一转轴和所述第二转轴通过紧固件分别固定于所述车钩安装座(12)和所述支撑部件(21)。
  9. 根据权利要求1、5-8任一项所述的车钩组件，其特征在于，还包括用于与所述车头连接的安装板(24)，其与两所述支撑部件(21)的后端固接。
  10. 根据权利要求1、5-8任一项所述的车钩组件，其特征在于，所述支撑部件(21)为型材结构。
  11. 根据权利要求1-8任一项所述的车钩组件，其特征在于，所述车钩(11)为具有吸能结构的车钩。
  12. 轨道车辆，包括车头和设于车头前端的车钩组件，其特征在于，所述车钩组件为权利要求1-11任一项所述的车钩组件。
PCT/CN2017/104174 2016-10-21 2017-09-29 车钩组件及具有该车钩组件的轨道车辆 Ceased WO2018072611A1 (zh)

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