WO2021051452A1 - 一种轨道车辆底架前端防撞结构 - Google Patents

一种轨道车辆底架前端防撞结构 Download PDF

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WO2021051452A1
WO2021051452A1 PCT/CN2019/109337 CN2019109337W WO2021051452A1 WO 2021051452 A1 WO2021051452 A1 WO 2021051452A1 CN 2019109337 W CN2019109337 W CN 2019109337W WO 2021051452 A1 WO2021051452 A1 WO 2021051452A1
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mounting
cover plate
rail vehicle
bolt
collision structure
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PCT/CN2019/109337
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English (en)
French (fr)
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高健飞
徐涛
董静
胡基贵
刘英博
鲍伟兵
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中车南京浦镇车辆有限公司
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Publication of WO2021051452A1 publication Critical patent/WO2021051452A1/zh

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    • 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
    • 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
    • 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

  • the invention relates to a front end structure of a rail vehicle underframe, and belongs to the technical field of rail vehicle underframe structure design.
  • the anti-climbing function of the vehicle In actual vehicle-to-vehicle collision conditions, the most important thing is the anti-climbing function of the vehicle. Once the “climbing” occurs, the energy absorption area at the end of the vehicle cannot serve as a deformation buffer, and the damage to the vehicle will be very serious, threatening the safety of passengers.
  • the design of the vertical strength of the installation structure of the anti-climbing device at the front end of the underframe is particularly important.
  • Light rail vehicles have a relatively small axle load.
  • the current static strength requirements of the light rail vehicle body mainly implement the longitudinal force of 400kN at the P-IV coupler in EN12663.
  • vertical load will be generated when the anti-climbing device acts.
  • the front-end structure of the underframe does not consider the vertical load conditions, the energy absorption area of the vehicle end cannot be deformed.
  • the buffering effect may cause serious deformation of the front end of the vehicle, squeeze the passenger space, and in severe cases may cause passenger casualties and threaten passenger safety.
  • light rail vehicles generally only consider the longitudinal load required by the standard, and there are few studies considering the vertical load of the anti-climbing device under actual vehicle-vehicle collision conditions.
  • the Chinese invention patent application CN 103112471 A discloses an installation structure of a rigid anti-climbing device at the front end of a train.
  • the rigid anti-climbing device is fixed to the coupler box after passing through the opening of the end beam and absorbed by the deformation of the coupler box. Impact energy.
  • the vertical load capacity of the structure is poor, and once the vehicle climbs, the vertical force is then transmitted to the underframe through the end beam, threatening the safety of passengers.
  • the purpose of the present invention is mainly to solve the above-mentioned problems of the prior art, to provide a front end anti-collision structure of the rail vehicle underframe, which can provide a higher vertical load, guide the anti-climbing device to move in the direction of the vehicle, and thereby prevent "climbing" , To protect the safety of passengers.
  • the front end anti-collision structure of the rail vehicle underframe includes an end beam, an edge beam, a buffer beam and a coupler installation beam, and is characterized in that: the end beam is a box-shaped structure with an installation beam, The back plate, the upper cover plate and the lower cover plate, the mounting beam is provided with mounting holes for the guide tube of the anti-climbing device to pass through, bolt holes are arranged around the mounting holes, and the mounting beam is thickened in the area around the mounting holes
  • the inside of the end beam is provided with a guide tube and a bolt installation tube arranged on the installation beam and the back plate, the front end of the guide tube is butted with the installation hole, the front end of the bolt installation tube is butted with the bolt hole, and the end beam is also provided inside There are oblique ribs, and the outer ends of the mounting beam, the upper cover plate and the lower cover plate are welded with the side beams.
  • the present invention also protects a rail vehicle, which is characterized in that it includes the aforementioned anti-collision structure at the front end of the underframe.
  • the end beam of the present invention is a box-shaped structure, and the installation beam adopts thick plate machining technology to increase the local rigidity of the installation surface of the anti-climbing device.
  • the inner part is welded with guide pipes and diagonal ribs to ensure that the anti-climbing device can function normally.
  • the vertical force on the anti-climbing teeth is transmitted to the upper cab.
  • the longitudinal force is transmitted to both sides through the diagonal ribs, reducing the structural reinforcement in the densely installed area of the central equipment.
  • the structural design is compact and the force transmission method is ingenious.
  • the lightweight design such as the addition of weight-reducing holes in the internal ribs reduces the weight of the anti-climbing device installation structure (end beam), and can effectively carry 400KN longitudinal force and 200KN vertical force without yielding .
  • the lower part of the installation structure is equipped with a jack plate, which can bear the working condition of the whole vehicle derailing and rerailing jack vehicle.
  • Fig. 1 is a perspective view of the front-end anti-collision structure of the rail vehicle underframe of the present invention.
  • Fig. 2 is a bottom view of the front end anti-collision structure of the rail vehicle underframe of the present invention.
  • Fig. 3 is an exploded view of the anti-collision structure of the front end of the underframe of the rail vehicle of the present invention.
  • the front end anti-collision structure of the rail vehicle underframe of this embodiment includes an end beam 1, an edge beam 3, a buffer beam 2 and a coupler installation beam 4, and the end beam 1 and the coupler installation beam 4 are welded
  • the two inclined beams 5 form an opening forward angle of 80° (the included angle range is 60°-90°) between the two inclined beams 5, and the longitudinal impact force is transmitted through the two inclined beams.
  • a front variable section beam 6 is welded between the middle part of the installation beam 4 and the middle part of the end beam 1, and a rear variable section beam 7 is welded between the coupler installation beam 4 and the buffer beam 2.
  • the oblique beam 5 and the rear variable cross-section beam 7 are provided with lightening holes.
  • the front end of the oblique beam 5 is welded to the intersection of the end beam 1 and the side beam 3, and an angle patch plate is provided for reinforcement.
  • the longitudinal force of the vehicle is transmitted through multiple paths to ensure the bearing capacity of the structure.
  • the oblique beam 5 and the rear variable cross-section beam 7 are provided with weight-reducing holes, which reduces the weight of the end beam 1 (anti-climbing device installation structure).
  • This embodiment cleverly transfers the longitudinal force concentrated at the installation location of the anti-climbing device to the side beams and the coupler installation beams on both sides through the diagonal brace, and then transmits it to other parts of the underframe through the buffer amount, avoiding the middle coupler and anti-climbing device.
  • a large number of equipment installation areas such as climbers, air horns, cameras, and folding coupler alarm devices, not only meet the equipment installation interface, but also meet the strength requirements.
  • the end beam 1 is a box-shaped structure with a mounting beam 110, a back plate 111, an upper cover plate 18 and a lower cover plate 19.
  • the mounting beam 110 is thickened in the area around the mounting hole 11 (22mm stainless steel plate machine Processing technology), and the thickened part is provided with an organic processing surface 12, and the corresponding positions of the upper cover plate 18 and the lower cover plate 19 are recessed to support the thickened part to transmit the longitudinal impact force.
  • the mounting beam 110 is provided with a mounting hole 11 through which the guide pipe 91 of the anti-climbing device 9 passes.
  • a bolt hole 15 is arranged around the mounting hole, and the bolt hole 15 has a chamfered welding structure.
  • the end beam 1 has a guide tube 17 and a bolt installation tube 92 arranged on the mounting beam 110 and the back plate 111 inside.
  • the front end of the guide tube 17 is butted with the mounting hole 11
  • the front end of the bolt mounting tube 92 is butted with the bolt hole 15
  • the back plate 111 is provided with The mounting hole butted with the guide tube 91 and the bolt hole butted with the bolt mounting tube 92.
  • the two ends of the guide tube 91 and the bolt mounting tube 92 are respectively welded to the mounting beam 110 and the back plate 111.
  • the anti-climbing device installation bolt 94 passes through the anti-climbing device installation plate 93, the installation beam 110, the bolt installation pipe 92 and the back plate 111 in sequence, and then is fastened by the anti-climbing device installation nut 95.
  • the end beam 1 is also provided with an oblique rib 16 inside, and the outer ends of the mounting beam 110 and the outer ends of the upper cover plate 18 and the lower cover plate 19 are welded to the side beam 3.
  • the oblique ribs 16 are arranged on both sides of the guide cylinder 17 and form an included angle with the opening facing backward, and the angle range of the included angle is 60-90°.
  • the load-bearing principle of this structure is that when the anti-climbing device is working, the longitudinal force is transmitted to the local thick plate of the installation beam through the anti-climbing device mounting plate, and then transmitted to the middle and both sides of the structure through the inclined beam.
  • the entire end beam 1 (anti-climbing device installation structure) is only 93kg, but it can effectively carry 400KN longitudinal force and 200KN vertical force without yielding.
  • the upper and lower sides of the guide tube 91 are respectively welded with vertical ribs 112.
  • the vertical ribs 112 are welded to the upper cover plate 18 and the lower cover plate 19.
  • the bottom surface of the lower cover plate 19 is welded with a jack plate 8 which can carry the whole The working condition of the derailment rerailing top car.
  • the jack plate 8 is arranged below the vertical rib 112, and the vertical force is transmitted to the upper cab structure through the vertical rib 112 and the guide tube 91.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

提供了一种轨道车辆底架前端防撞结构，包括端梁（1）、边梁（3）、缓冲梁（2）和车钩安装梁（4），端梁（1）为箱型结构，具有安装梁（110）、背板（111）、上盖板（18）和下盖板（19），安装梁（110）开设有供防爬器（9）的导向管（91）穿过的安装孔（11），安装孔（11）周围布置有螺栓孔（15），安装梁（110）在安装孔（11）周围的区域加厚，端梁（1）内部具有设于安装梁（110）和背板（111）的导向筒（17）和螺栓安装管（14），导向筒（17）前端与安装孔（11）对接，螺栓安装管（14）前端与螺栓孔（15）对接，所述端梁（1）内部还设置有斜向筋板（16），安装梁（110）的外端、上盖板（18）和下盖板（19）的外端与边梁（3）焊接。该结构设计紧凑、力的传递方式巧妙，内部筋板加开减重孔等轻量化设计，降低了防爬器安装结构(端梁)的重量，能有效承载400KN纵向力和200KN垂向力不屈服。

Description

一种轨道车辆底架前端防撞结构 技术领域
本发明涉及轨道车辆底架前端结构，属于轨道车辆底架结构设计技术领域。
背景技术
随着轨道车辆技术发展，车辆要求越来越高。不仅要求车体结构组装方便，设备的安装接口合理，而且要求能承受大的纵向力等要求。
在实际车辆与车辆碰撞工况下，最重要的是车辆的防爬功能，一旦发生“爬车”，车端吸能区域无法起到变形缓冲作用，车辆受损会非常严重，威胁旅客安全。底架前端防爬器安装结构的垂向强度的设计尤为重要。
轻轨车辆整车轴重较小，为了尽可能减少车体重量，目前轻轨车辆车体静强度要求主要执行EN12663中P-Ⅳ类车钩处400kN的纵向力。在实际车辆与车辆碰撞工况下，防爬器作用时会产生垂向载荷，一旦发生“爬车”，若底架前端结构未考虑垂向载荷工况，车端吸能区域无法起到变形缓冲作用，可能会导致车辆前端严重变形，挤压乘客空间，严重时可能造成乘客伤亡事故，威胁旅客安全。然而目前轻轨车辆一般只考虑标准要求的纵向载荷，考虑实际车辆与车辆碰撞工况下防爬器垂向载荷的研究很少。
经检索发现，中国发明专利申请CN 103112471 A，公开了一种列车前端刚性防爬器的安装结构，该刚性防爬器穿过端梁开孔后固定于车钩箱，通过车钩箱的变形来吸收撞击能量。然而该结构的垂向载荷能力较差，而且一旦发生爬车，垂向力随即通过端梁传递给底架，威胁乘客安全。
发明内容
本发明的目的主要是针对上述现有技术的问题，提供一种轨道车辆底架前端防撞结构，能够提供较高的垂向载荷，引导防爬器车内方向移动，从而防止 “爬车”，保护乘客安全。
为了解决以上技术问题，本发明提供的轨道车辆底架前端防撞结构，包括端梁、边梁、缓冲梁和车钩安装梁，其特征在于：所述端梁为箱型结构，具有安装梁、背板、上盖板和下盖板，所述安装梁开设有供防爬器的导向管穿过的安装孔，所述安装孔周围布置有螺栓孔，安装梁在安装孔周围的区域加厚,所述端梁内部具有设于安装梁和背板的导向筒和螺栓安装管，所述导向筒前端与安装孔对接，所述螺栓安装管前端与螺栓孔对接，所述端梁内部还设置有斜向筋板，所述安装梁的外端、上盖板和下盖板的外端与边梁焊接。
本发明还保护一种轨道车辆，其特征在于：包含上述的底架前端防撞结构。
本发明的端梁为箱型结构，其安装梁采用厚板机加工工艺，增加防爬器安装面局部刚度，内部焊有导向管和斜向筋板，保证防爬器能够正常作用，并把防爬齿上的垂向力传递至上部司机室。通过斜向筋板将纵向力传递至两侧，减少中部设备安装密集区域的结构补强。结构设计紧凑、力的传递方式巧妙，内部筋板加开减重孔等轻量化设计，降低了防爬器安装结构(端梁)的重量，能有效承载400KN纵向力和200KN垂向力不屈服。安装结构下部设有顶车垫板，能够承载整车脱轨复轨顶车工况。
附图说明
图1本发明轨道车辆底架前端防撞结构立体图。
图2本发明轨道车辆底架前端防撞结构仰视图。
图3本发明轨道车辆底架前端防撞结构爆炸图。
图中标号示意如下：
1-端梁，2-缓冲梁，3-边梁，4-车钩安装梁，5-斜梁，6-前变截面梁，7-后变截面梁，8-顶车垫板，9-防爬器，91-导向管，92-螺栓安装管，93-防爬器 安装板，94-防爬器安装螺栓，95-防爬器安装螺母，11-安装孔，12-机加工面，13-减重孔，14-螺栓安装管，15-螺栓孔，16-斜向筋板，17-导向筒，18-上盖板，19-下盖板，110-安装梁，111-背板，112-垂向筋板。
具体实施方式
下面结合附图对本发明的实施方式做解释说明。
如图1至图5所示，本实施例轨道车辆底架前端防撞结构，包括端梁1、边梁3、缓冲梁2和车钩安装梁4，端梁1与车钩安装梁4之间焊接两根斜梁5，两根斜梁5之间形成开口向前的80°夹角(该夹角范围为60°-90°)，通过两根斜梁来传递纵向冲击力。安装梁4的中部与端梁1的中部之间焊接有前变截面梁6，车钩安装梁4与缓冲梁2之间焊接有后变截面梁7。斜梁5和后变截面梁7设置有减重孔，斜梁5前端焊接于端梁1和边梁3的相交处，并且设置角型补板进行加强。采用多路径传递车辆纵向力，保证了结构的承载能力，斜梁5和后变截面梁7设置有减重孔，降低了端梁1(防爬器安装结构)的重量。
本实施例巧妙的通过斜撑，将集中在防爬器安装处的纵向力传递至两侧边梁和车钩安装梁，继而通过缓冲量传递给底架其它零部件，避开了中部车钩、防爬器、气笛、摄像头、折叠车钩报警装置等大量设备安装区域，既满足了设备安装的接口，又满足了强度要求。
本实施例中，端梁1为箱型结构，具有安装梁110、背板111、上盖板18和下盖板19，安装梁110在安装孔11周围的区域加厚(22mm不锈钢厚板机加工工艺)，并加厚处设置有机加工面12，上盖板18和下盖板19的对应位置的内凹，支撑该加厚部支撑，以传递纵向冲击力。安装梁110开设有供防爬器9的导向管91穿过的安装孔11，安装孔周围布置有螺栓孔15，螺栓孔15具有倒角焊接结构。端梁1内部具有设于安装梁110和背板111的导向筒17和螺栓安装 管92，导向筒17前端与安装孔11对接，螺栓安装管92前端与螺栓孔15对接，背板111开设有与导向管91对接的安装孔和与螺栓安装管92对接的螺栓孔，导向管91、螺栓安装管92的两端分别与安装梁110和背板111焊接。防爬器安装螺栓94依次穿过防爬器安装板93、安装梁110、螺栓安装管92和背板111后通过防爬器安装螺母95紧固。端梁1内部还设置有斜向筋板16，安装梁110的外端、上盖板18和下盖板19的外端与边梁3焊接。斜向筋板16设置于导向筒17的两侧，并形成开口朝后的夹角，该夹角的角度范围为60-90°。
该结构的承载原理是防爬器工作时，通过防爬器安装板将纵向力传递至安装梁局部厚板处，再通过斜梁传递至中部及两侧结构。整个端梁1(防爬器安装结构)仅93kg，却能有效承载400KN纵向力和200KN垂向力不屈服。
导向管91的上下两侧分别焊接垂向筋板112，垂向筋板112则与上盖板18和下盖板19焊接，下盖板19的底面焊接有顶车垫板8，能够承载整车脱轨复轨顶车工况。具体的，顶车垫板8设置在垂向筋板112的下方，通过垂向筋板112和导向管91将垂向力传递至上部司机室结构。
除上述实施例外，本发明还可以有其他实施方式。凡采用等同替换或等效变换形成的技术方案，均落在本发明要求的保护范围。

Claims (10)

  1. 一种轨道车辆底架前端防撞结构，包括端梁(1)、边梁(3)、缓冲梁(2)和车钩安装梁(4)，其特征在于：所述端梁(1)为箱型结构，具有安装梁(110)、背板(111)、上盖板(18)和下盖板(19)，所述安装梁(110)开设有供防爬器(9)的导向管(91)穿过的安装孔(11)，所述安装孔周围布置有螺栓孔(15)，安装梁(110)在安装孔(11)周围的区域加厚,所述端梁(1)内部具有设于安装梁(110)和背板(111)的导向筒(17)和螺栓安装管(92)，所述导向筒(17)前端与安装孔(11)对接，所述螺栓安装管(92)前端与螺栓孔(15)对接，所述端梁(1)内部还设置有斜向筋板(16)，所述安装梁(110)的外端、上盖板(18)和下盖板(19)的外端与边梁(3)焊接。
  2. 根据权利要求1所述的轨道车辆底架前端防撞结构，其特征在于：所述背板(111)开设有与导向管(91)对接的安装孔和与螺栓安装管(92)对接的螺栓孔，导向管(91)、螺栓安装管(92)的两端分别与安装梁(110)和背板(111)焊接，防爬器安装螺栓(94)依次穿过防爬器安装板(93)、安装梁(110)、螺栓安装管(92)和背板(111)后通过防爬器安装螺母(95)紧固。
  3. 根据权利要求1所述的轨道车辆底架前端防撞结构，其特征在于：所述斜向筋板(16)设置于导向筒(17)的两侧，并形成开口朝后的夹角，该夹角的角度范围为60-90°。
  4. 根据权利要求1所述的轨道车辆底架前端防撞结构，其特征在于：所述导向管(91)的上下两侧分别通过垂向筋板(112)与上盖板(18)和下盖板(19)连接，以传递垂向力。
  5. 根据权利要求1所述的轨道车辆底架前端防撞结构，其特征在于：所述端梁(1)与车钩安装梁(4)之间焊接两根斜梁(5)，两根斜梁(5)之间形成开口向前的60°-90°夹角。
  6. 根据权利要求1所述的轨道车辆底架前端防撞结构，其特征在于：车钩安装梁(4)的中部与端梁(1)的中部之间焊接有前变截面梁(6)，车钩安装梁(4)与缓冲梁(2)之间焊接有后变截面梁(7)。
  7. 根据权利要求1所述的轨道车辆底架前端防撞结构，其特征在于：安装梁(110)的加厚处设置有机加工面12，上盖板(18)和下盖板(19)的对应位置的内凹，支撑该加厚部。
  8. 根据权利要求1所述的轨道车辆底架前端防撞结构，其特征在于：所述下盖板(19)的底面焊接有顶车垫板(8)。
  9. 根据权利要求1所述的轨道车辆底架前端防撞结构，其特征在于：斜梁(5)和后变截面梁(7)设置有减重孔，斜梁(5)前端焊接于端梁(1)和边梁(3)的相交处，并且设置角型补板进行加强。
  10. 一种轨道车辆，其特征在于：具有权利要求1-7任一项所述的轨道车辆底架前端防撞结构。
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