WO2022042161A1 - 适用于碰撞能量管理系统的中心式车钩及具有其的机车 - Google Patents

适用于碰撞能量管理系统的中心式车钩及具有其的机车 Download PDF

Info

Publication number
WO2022042161A1
WO2022042161A1 PCT/CN2021/108241 CN2021108241W WO2022042161A1 WO 2022042161 A1 WO2022042161 A1 WO 2022042161A1 CN 2021108241 W CN2021108241 W CN 2021108241W WO 2022042161 A1 WO2022042161 A1 WO 2022042161A1
Authority
WO
WIPO (PCT)
Prior art keywords
coupler
buffer device
management system
energy management
plate seat
Prior art date
Application number
PCT/CN2021/108241
Other languages
English (en)
French (fr)
Inventor
张江田
冯国江
黄明惠
Original Assignee
中车大同电力机车有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 中车大同电力机车有限公司 filed Critical 中车大同电力机车有限公司
Publication of WO2022042161A1 publication Critical patent/WO2022042161A1/zh

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G9/00—Draw-gear
    • B61G9/04—Draw-gear combined with buffing appliances

Definitions

  • the present disclosure relates to the technical field of railway locomotives, and in particular, to a central coupler suitable for a collision energy management system and a locomotive having the same.
  • the locomotive collision safety protection technology is divided into two aspects: “active safety protection technology” and “passive safety protection technology”.
  • the “passive safety protection technology of trains” can protect the safety of the locomotive structure, equipment and passengers to the greatest extent in the event of a collision under the condition that the collision safety standard of railway vehicles is met.
  • the vehicle's passive safety protection measures should provide the last protection for the driver and passengers.
  • CEM collision energy management
  • the present disclosure provides a central coupler suitable for a collision energy management system and a locomotive having the same, so as to improve the collision resistance and safety of the locomotive.
  • a center coupler suitable for use in a crash energy management system, comprising:
  • Coupler buffer device the coupler buffer device includes a buffer
  • the main body of the coupler box is installed on the underframe of the locomotive;
  • the slave plate seat, the coupler buffer device is connected with the slave plate seat, and the slave plate seat is connected with the coupler box main body, and when the impact force of the coupler buffer device is greater than the connecting force between the slave plate seat and the coupler box main body, the slave plate The seat is separated from the coupler box main body, and the coupler buffer device drives the slave plate seat to move relative to the coupler box main body.
  • a center coupler suitable for use in a crash energy management system further includes:
  • the second fastener is connected from the plate seat to the coupler box body through the second fastener
  • the plurality of second fasteners are connected to the slave plate seat and the coupler box body at intervals.
  • the main body of the coupler box is formed with an accommodating space, and at least part of the slave plate seat is arranged in the accommodating space, and the center coupler suitable for the collision energy management system further includes:
  • the support plate is arranged at the bottom of the coupler box body to prevent the coupler box body from being separated from the plate seat from the vertical direction when the plate seat moves relative to the coupler box body.
  • the plurality of supporting plates are arranged on the coupler box body at intervals, and the supporting plates and the coupler box body are clamped, bonded, welded, or connected by bolts.
  • a center coupler suitable for use in a crash energy management system further includes:
  • the coupler joist is used to be arranged on the bottom frame, and is in contact with the coupler buffer device to support the coupler buffer device;
  • the coupler joist is rotatably arranged relative to the bottom frame, so that when the coupler buffer device moves horizontally backward relative to the coupler box body, the lower part of the end of the coupler buffer device drives the coupler joist to rotate.
  • the coupler buffer device further includes:
  • the body, the buffer is integrated on the body
  • the pressure feed pipe is connected with the body.
  • one end of the pressure-feeding pipe passes through the slave plate seat, and a through hole is provided on the coupler box body, so that when the coupler buffer device moves relative to the coupler box body, one end of the pressure-feeding pipe can pass through through hole.
  • a locomotive comprising the above-described center coupler and a vehicle body suitable for use in a crash energy management system.
  • the vehicle body is provided with an energy absorption area at the end of the vehicle body, and the locomotive further includes:
  • the anti-climbing energy-absorbing device is arranged on the chassis and is spaced from the central coupler suitable for the collision energy management system.
  • the front end of the anti-climbing energy-absorbing device is located behind the front end of the coupler buffer device.
  • the front end of the energy absorbing area is located behind the front end of the anti-climbing energy absorbing device.
  • the center-type coupler suitable for the collision energy management system of the present disclosure can improve the crash resistance and safety of the locomotive through the coupler buffer device, the coupler box body and the slave plate seat.
  • the coupler box main body is installed on the underframe of the locomotive, and the coupler buffer device is connected to the coupler box main body through the plate base.
  • the coupler buffer device It becomes a rigid body, but in the case of a large impact force, it can be separated from the plate seat and the coupler box body, that is, the coupler buffer device is changed from a rigid body to a movable part, thereby avoiding the coupler buffer device.
  • the collision contact surface is transferred to the end area of the vehicle body, thereby improving the crash resistance and safety of the locomotive.
  • FIG. 1 is a schematic diagram showing the assembly structure of a center coupler and an underframe suitable for a collision energy management system according to an exemplary embodiment
  • Fig. 2 is a partial structural schematic diagram of a locomotive according to an exemplary embodiment.
  • the center-type coupler suitable for the collision energy management system includes: a coupler buffer device 10 , and the coupler buffer device 10 includes a buffer ;
  • the coupler box body 20, the coupler box body 20 is installed on the chassis 1 of the locomotive; the slave plate seat 30, the coupler buffer device 10 is connected with the slave plate seat 30, and the slave plate seat 30 is connected with the coupler box body 20, and in the When the impact force of the coupler buffer device 10 is greater than the connecting force between the slave plate seat 30 and the coupler box body 20, the slave plate seat 30 is separated from the coupler box body 20, and the coupler buffer device 10 drives the slave plate seat 30 relative to the coupler box.
  • the main body 20 moves.
  • the center-type coupler suitable for the collision energy management system can improve the crash resistance and safety of the locomotive through the coupler buffer device 10 , the coupler box body 20 and the slave plate seat 30 .
  • the coupler box main body 20 is installed on the chassis 1 of the locomotive body, and the coupler buffer device 10 is connected to the coupler box main body 20 through the sub-plate base 30.
  • the coupler buffer device 10 becomes a rigid body, but in the case of a large impact force, the plate base 30 can be separated from the coupler box body 20, that is, the coupler buffer device 10 changes from a rigid body to a movable body. Therefore, the rigid collision of the coupler buffer device 10 to the vehicle body 2 is avoided, but the collision contact surface is transferred to the end area of the vehicle body 2, thereby improving the crash resistance and safety of the locomotive.
  • the coupler buffer device 10 forms a rigid body as a whole. If the coupler buffer device 10 directly collides with the vehicle body, it will cause great damage and be dangerous. higher. However, when the coupler buffer device 10 can move, it can cause a collision between two adjacent car bodies 2. Due to the increase in the contact area and the structural arrangement of the car bodies 2, the collision between the car bodies 2 will absorb larger collisions. energy.
  • the coupler buffer device 10 may be a coupler buffer device in the related art, and the coupler buffer device 10 is integrated with a buffer function, for example, a buffer is integrated for buffering.
  • the shock absorber can be used as the first-stage energy-absorbing element of the locomotive. The shock absorber relieves the impact force by compressing the elastic element, and absorbs the impact energy by friction and damping during the deformation process of the elastic element.
  • the coupler bumper 10 may be a push-back coupler.
  • the coupler buffer device 10 is connected with the slave plate seat 30 through first fasteners 31 , the first fasteners 31 are multiple, and the first fasteners 31 may be bolts, or bolts and The matching structure of the nut.
  • the central coupler suitable for the collision energy management system further comprises: a second fastener 40 , which is connected from the plate seat 30 to the coupler box body 20 through the second fastener 40 ; Wherein, when the impact force is greater than the connecting force, the second fastener 40 is cut off.
  • the coupler buffer device 10 performs collision energy absorption
  • the plate base 30 is connected to the coupler box main body 20 through the second fastener 40, that is, the coupler buffer device 10 cannot move relative to the coupler box main body 20, only when the coupler buffer device 10 changes
  • the coupler buffer device 10 can only move relative to the coupler box body 20 when the impact force can cut off the second fastener 40 , so as to perform subsequent buffering and energy absorption.
  • the plurality of second fasteners 40 there are a plurality of second fasteners 40 , and the plurality of second fasteners 40 are connected to the slave plate base 30 and the coupler box body 20 at intervals.
  • the plurality of second fasteners 40 can ensure the connection stability of the coupler buffer device 10, and the problem of the second fasteners 40 being cut off will not occur casually, which occurs only when the impact force reaches a preset value.
  • the second fastener 40 is a shear bolt.
  • the coupler box body 20 is formed with an accommodating space 21, and at least part of the sub-plate seat 30 is arranged in the accommodating space 21, and the center coupler suitable for the collision energy management system further comprises: a bracket The plate 50 and the support plate 50 are arranged on one side of the coupler box body 20 to prevent the coupler box body 20 from being vertically separated from the plate seat 30 when the slave plate seat 30 moves horizontally relative to the coupler box body 20 .
  • the coupler box body 20 is connected to the base frame 1, and the end of the accommodating space 21 away from the base frame 1 is an opening, and the opening is located below the base frame 1.
  • the stopper is performed, the sub-plate base 30 will be detached from the opening of the accommodating space 21 , so the supporting plate 50 can prevent the sub-plate base 30 from being detached from the opening of the accommodating space 21 .
  • the plurality of supporting plates 50 are arranged on the coupler box body 20 at intervals, and the supporting plates 50 and the coupler box body 20 are clamped, bonded, welded, or connected by bolts 51 .
  • the two supporting plates 50 are respectively connected to the two sides of the bottom of the coupler box main body 20, that is, the two sides of the main accommodating space 21 only need to be stopped, and there is one supporting plate 50 between them. relatively large gap.
  • the support plate 50 is connected to the coupler box body 20 through a plurality of bolts 51 .
  • the center-type coupler suitable for the collision energy management system further comprises: coupler joists 60 , which are arranged on the chassis 1 and are associated with the coupler buffer device 10 . contact to support the coupler buffer device 10; wherein, the coupler joist 60 is rotatably arranged relative to the base frame 1, so that when the coupler buffer device 10 moves horizontally backward relative to the coupler box body 20, the end of the coupler buffer device 10 The lower drive coupler joist 60 rotates to avoid the coupler bumper 10 back path.
  • the coupler joist 60 can support the coupler buffer device 10 and prevent the coupler buffer device 10 from becoming a cantilever structure.
  • the coupler buffer device 10 moves relative to the coupler box body 20 , it is necessary to ensure that the coupler joist 60 does not hinder the rearward movement of the coupler buffer device 10 Therefore, after the coupler buffer device 10 is in limited contact with the coupler joist 60 , the coupler buffer device 10 will drive the coupler joist 60 to rotate during the backward movement, so as to avoid blocking the coupler buffer device 10 .
  • a stop table is connected to the coupler joist 60, and the stop stand is used to support the coupler buffer device 10.
  • the coupler buffer device 10 can move backward smoothly.
  • the lower part of the end of the coupler buffer device 10 is in contact with the stopper, if the coupler joist 60 is a fixed body, the lower part of the end of the coupler buffer device 10 is in rigid contact with the stopper, which will cause structural damage.
  • the coupler joist 60 When the coupler joist 60 is rotatable relative to the base frame 1, the lower part of the end of the coupler buffer device 10 will drive the coupler joist 60 to rotate relative to the base frame 1 through the stop table, so as to ensure that the coupler buffer device 10 can be smoothly moved to the move after.
  • the coupler buffer device 10 further includes: a main body 11 , the buffer is integrated on the main body 11 ;
  • the pressure-feeding tube 12 can be used as the second-stage energy-absorbing element of the locomotive. After the buffer stroke is exhausted, the pressure-feeding tube 12 undergoes plastic deformation to absorb impact energy.
  • one end of the pressure-feeding pipe 12 passes through the slave plate base 30 , and a through hole is provided on the coupler box body 20 , so that when the coupler buffer device 10 moves relative to the coupler box body 20 , one end of the pressure-feeding pipe 12 Can pass through holes.
  • There is a reserved gap between the slave plate seat 30 and the coupler box main body 20 that is to ensure that after the slave plate seat 30 is separated from the coupler box main body 20 , the slave plate seat 30 can move relative to the coupler box main body 20 .
  • the pressure feed tube 12 One end of the coupler box will move backward.
  • a through hole is provided on the coupler box main body 20 .
  • the center-type coupler suitable for the collision energy management system of the present disclosure can realize the retraction of the coupler buffer device 10 under the action of a certain impact load during a collision, and solves the conventional locomotive collision using the center-type coupler suitable for the collision energy management system. Due to the limited deformation distance, the crashworthiness is poor.
  • An embodiment of the present disclosure also provides a locomotive, including the above-mentioned central coupler suitable for a collision energy management system and a vehicle body 2 .
  • the coupler box body 20 is installed on the body 2 of the locomotive, and the coupler buffer device 10 is connected to the coupler box body 20 through the slave plate seat 30 .
  • the coupler buffer device 10 becomes a rigid body, but in the case of a large impact force, the sub-plate seat 30 can be separated from the coupler box main body 20, that is, the coupler buffer device 10 changes from a rigid body to a rigid body.
  • the rigid collision of the coupler buffer device 10 to the vehicle body 2 is avoided, but the collision contact surface is transferred to the end area of the vehicle body 2, thereby improving the crash resistance and safety of the locomotive.
  • the vehicle body 2 is provided with an energy absorbing area 3 at the end of the vehicle body, and the locomotive further includes: an anti-climbing energy absorbing device 70 , which is arranged on the underframe 1
  • the front end of the anti-climbing energy-absorbing device 70 is located behind the front end of the coupler buffer device 10, and the front end of the energy-absorbing area 3 at the end of the vehicle body is located at the front end of the anti-climbing energy-absorbing device 70.
  • the vehicle body 2 includes the underframe 1 .
  • the anti-climbing energy absorbing device 70 is installed at the end of the underframe 1 and has two main functions: one is to prevent the locomotives from climbing each other after collision, and the other is to absorb the energy generated during the partial collision.
  • the anti-climbing energy-absorbing device 70 may be an anti-climbing energy-absorbing device in the related art, which is not limited here.
  • the front end of the anti-climbing energy-absorbing device 70 has a zigzag structure and has sufficient vertical rigidity, which can effectively prevent the "climbing" phenomenon from occurring when the locomotive collides.
  • the front end of the anti-climbing energy absorbing device 70 is located behind the front end of the coupler buffer device 10 , and the front end of the energy absorbing area 3 at the end of the vehicle body is located behind the front end of the anti-climbing energy absorbing device 70 . That is, when a collision occurs, the coupler buffer device 10 absorbs the energy first, then the anti-climbing energy-absorbing device 70 absorbs the energy, and finally the energy-absorbing area 3 at the end of the vehicle body absorbs the energy.
  • a collision energy management system is formed by a central coupler suitable for a collision energy management system, an anti-climbing energy absorption device 70 and an energy absorption area 3 at the end of the vehicle body, and each structure cooperates with each other during a collision It absorbs energy, realizes the orderly and controllable absorption of collision energy, and improves the crashworthiness and safety of the locomotive.
  • the coupler buffer device 10 integrates a coupler, a buffer and a deformation energy absorbing unit (eg, a pressure feed tube 12 ).
  • the collision energy management system absorbs energy in a four-stage controllable manner, and the energy absorption sequence is: buffer, pressure feed pipe 12 , anti-climbing energy absorption device 70 and energy absorption area 3 at the end of the vehicle body.
  • the anti-climbing energy-absorbing device 70 is the third-stage energy-absorbing element of the locomotive.
  • the coupler box main body 20 is a box-shaped structure
  • the coupler buffer device 10 is mounted on the slave plate base 30 by the first fastener 31
  • the coupler joist 60 is provided at the front end of the coupler buffer device 10 .
  • the plate base 30 is fixed to the coupler box main body 20 by a second fastener 40 (such as a shear bolt).
  • a space is reserved between the plate seat 30 and the coupler box main body 20.
  • the rear of the coupler box main body 20 is provided with a round hole, the size of which can ensure that the pressure feed tube 12 integrated on the coupler buffer device 10 can still pass through after being compressed and deformed. round hole.
  • a coupler support plate 50 is provided from below the plate base 30 , and is mounted on the coupler box body 20 through fasteners (eg, bolts 51 ).
  • the coupler buffer device 10 After the second-stage energy absorption is completed (that is, after the pressure feed tube 12 has completed energy absorption), under the action of the impact force, the coupler buffer device 10 continues to retreat, shears the shear bolts on the slave plate, and the coupler buffer device 10 together with the slave plate
  • the seat 30 retreats to the rear space of the coupler box main body 20 .
  • the part of the coupler joist 60 in contact with the coupler buffer device 10 rotates backwards clockwise, which does not hinder the backward process of the coupler buffer device 10, and the coupler support plate 50 is guaranteed to slide backward from the plate seat 30 without falling.
  • the coupler buffer device 10 After the coupler buffer device 10 is retracted, the space at the end is left, and the anti-climbing energy-absorbing devices 70 at the ends of the chassis 1 are in contact with each other to realize the third-level energy absorption. As shown in FIG. 2 , the anti-climbing energy-absorbing device 70 is installed at the front end of the chassis 1 , protruding from the energy-absorbing area 3 at the end of the vehicle body and the outer contour of the chassis 1 .
  • the energy-absorbing area 3 at the end of the car body is the fourth-stage energy-absorbing element of the locomotive. Its longitudinal position is located between the anti-climbing energy-absorbing device and the end beam of the underframe, and is integrated with the car body 2 (such as the cab structure).
  • the components of the energy-absorbing area 3 at the end of the body are provided with inducing deformation holes, so as to realize deformation energy absorption in the event of a collision.
  • the structure of the energy absorbing area 3 at the end of the vehicle body can be integrally formed with the vehicle body 2, and of course the structure of the energy absorbing area 3 at the end of the vehicle body can also be independent of the vehicle body 2, that is, it can be easily replaced.
  • the locomotive of the present disclosure realizes orderly and controllable absorption of collision energy through four-stage suction, and improves the collision resistance and safety of the locomotive.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Dampers (AREA)

Abstract

本公开涉及铁路机车技术领域，提出了一种适用于碰撞能量管理系统的中心式车钩及具有其的机车。适用于碰撞能量管理系统的中心式车钩包括车钩缓冲装置、车钩箱主体以及从板座，车钩缓冲装置包括缓冲器；车钩箱主体安装在机车的底架上；车钩缓冲装置与从板座相连接，从板座与车钩箱主体相连接，并在车钩缓冲装置承受的冲击力大于从板座与车钩箱主体之间的连接力时，从板座与车钩箱主体相分离，车钩缓冲装置带动从板座相对于车钩箱主体移动。通过车钩缓冲装置、车钩箱主体以及从板座能够提高机车的耐碰性与安全性。

Description

适用于碰撞能量管理系统的中心式车钩及具有其的机车
交叉引用
本公开要求于2020年08月28日提交的申请号为202010885414.2、名称为“适用于碰撞能量管理系统的中心式车钩及具有其的机车”的中国专利申请的优先权，该中国专利申请的全部内容通过引用全部并入本文。
技术领域
本公开涉及铁路机车技术领域，尤其涉及一种适用于碰撞能量管理系统的中心式车钩及具有其的机车。
背景技术
随着轨道交通的不断发展，机车车辆运行安全被越来越多的人们所重视，其中机车车辆的碰撞安全性是安全性中非常重要的一部分。
机车碰撞安全保护技术分为“主动安全防护技术”和“被动安全防护技术”两方面。在满足铁道车辆碰撞安全标准条件下的“列车的被动安全防护技术”在碰撞发生时可最大限度地保护机车结构、设备及司乘人员的安全。发生碰撞时，在所有主动安全保护措施失效的情况下，车辆被动安全保护措施应为司乘人员提供最后一道保护。
机车被动安全防护一般有两种方式：一种方式是对结构进行加强，通过对司机室角柱、防撞柱(墙)、排障器等部件的加强，达到耐碰撞的目的。另一种方式即采用碰撞能量管理(CEM)，以有序可控的变形方式吸收碰撞能量，多用于客运机车。
现有机车多采用中心车钩的钩缓系统，对于这类钩缓系统，防碰撞常用的方法是在缓冲器后部安装变形吸能元件，但其变形距离受车钩缓冲器的行程和车钩钩肩与车钩冲击座距离的限制，吸收能量有限，耐碰撞性能差。
发明内容
本公开提供一种适用于碰撞能量管理系统的中心式车钩及具有其的机车，以提高机车的耐碰性与安全性。
根据本公开的第一个方面，提供了一种适用于碰撞能量管理系统的中心式车钩，包括：
车钩缓冲装置，车钩缓冲装置包括缓冲器；
车钩箱主体，车钩箱主体安装在机车的底架上；
从板座，车钩缓冲装置与从板座相连接，从板座与车钩箱主体相连接，并在车钩缓冲装置承受的冲击力大于从板座与车钩箱主体之间的连接力时，从板座与车钩箱主体相分离，车钩缓冲装置带动从板座相对于车钩箱主体移动。
在本公开的一个实施例中，适用于碰撞能量管理系统的中心式车钩还包括：
第二紧固件，从板座与车钩箱主体通过第二紧固件连接；
其中，当冲击力大于连接力时，第二紧固件被剪断。
在本公开的一个实施例中，第二紧固件为多个，多个第二紧固件间隔地连接于从板座和车钩箱主体上。
在本公开的一个实施例中，车钩箱主体形成有容纳空间，从板座的至少部分设置在容纳空间内，适用于碰撞能量管理系统的中心式车钩还包括：
托板，托板设置在车钩箱主体的底部，以在从板座相对于车钩箱主体移动时，防止从板座由垂直方向脱离车钩箱主体。
在本公开的一个实施例中，托板为多个，多个托板间隔地设置在车钩箱主体上，托板与车钩箱主体卡接、粘结、焊接、或通过螺栓连接。
在本公开的一个实施例中，适用于碰撞能量管理系统的中心式车钩还包括：
车钩托梁，车钩托梁用于设置在底架上，且与车钩缓冲装置相接触，以支撑车钩缓冲装置；
其中，车钩托梁相对于底架可转动地设置，以在车钩缓冲装置相对于车钩箱主体向后水平移动时，车钩缓冲装置的端头下部驱动车钩托梁转动。
在本公开的一个实施例中，车钩缓冲装置还包括：
本体，缓冲器集成于本体上；
压馈管，压馈管与本体相连接。
在本公开的一个实施例中，压馈管的一端穿过从板座，车钩箱主体上设置有通孔，以在车钩缓冲装置相对于车钩箱主体移动时，压馈管的一端可穿过通孔。
根据本公开的第二个方面，提供了一种机车，包括上述的适用于碰撞能量管理系统的中心式车钩和车体。
在本公开的一个实施例中，车体上设置有车体端部吸能区，机车还包括：
防爬吸能装置，防爬吸能装置设置在底架上，且与适用于碰撞能量管理系统的中心式车钩间隔设置，防爬吸能装置前端位于车钩缓冲装置前端的后方，车体端部吸能区前端位 于防爬吸能装置前端的后方。
本公开的适用于碰撞能量管理系统的中心式车钩通过车钩缓冲装置、车钩箱主体以及从板座能够提高机车的耐碰性与安全性。具体的，车钩箱主体安装在机车的底架上，而车钩缓冲装置通过从板座连接于车钩箱主体上，在机车发生碰撞时，当车钩缓冲装置的缓冲性能达到极限值后，车钩缓冲装置变为刚性体，但在冲击力较大的情况下，可以使得从板座与车钩箱主体相分离，即车钩缓冲装置由刚性体变为了可移动部件，从而避免了车钩缓冲装置对车体造成刚性碰撞，而是将碰撞接触面转接到了车体的端部区，从而提高了机车的耐碰性与安全性。
附图说明
通过结合附图考虑以下对本公开的优选实施方式的详细说明，本公开的各种目标，特征和优点将变得更加显而易见。附图仅为本公开的示范性图解，并非一定是按比例绘制。在附图中，同样的附图标记始终表示相同或类似的部件。其中：
图1是根据一示例性实施方式示出的一种适用于碰撞能量管理系统的中心式车钩与底架的组装结构示意图；
图2是根据一示例性实施方式示出的一种机车的部分结构示意图。
附图标记说明如下：
1、底架；2、车体；3、车体端部吸能区；10、车钩缓冲装置；11、本体；12、压馈管；20、车钩箱主体；21、容纳空间；30、从板座；31、第一紧固件；40、第二紧固件；50、托板；51、螺栓；60、车钩托梁；70、防爬吸能装置。
具体实施方式
体现本公开特征与优点的典型实施例将在以下的说明中详细叙述。应理解的是本公开能够在不同的实施例上具有各种的变化，其皆不脱离本公开的范围，且其中的说明及附图在本质上是作说明之用，而非用以限制本公开。
在对本公开的不同示例性实施方式的下面描述中，参照附图进行，附图形成本公开的一部分，并且其中以示例方式显示了可实现本公开的多个方面的不同示例性结构，系统和步骤。应理解的是，可以使用部件，结构，示例性装置，系统和步骤的其他特定方案，并且可在不偏离本公开范围的情况下进行结构和功能性修改。而且，虽然本说明书中可使用术语“之上”，“之间”，“之内”等来描述本公开的不同示例性特征和元件，但是这些术语用 于本文中仅出于方便，例如根据附图中的示例的方向。本说明书中的任何内容都不应理解为需要结构的特定三维方向才落入本公开的范围内。
本公开的一个实施例提供了一种适用于碰撞能量管理系统的中心式车钩，请参考图1，适用于碰撞能量管理系统的中心式车钩包括：车钩缓冲装置10，车钩缓冲装置10包括缓冲器；车钩箱主体20，车钩箱主体20安装在机车的底架1上；从板座30，车钩缓冲装置10与从板座30相连接，从板座30与车钩箱主体20相连接，并在车钩缓冲装置10承受的冲击力大于从板座30与车钩箱主体20之间的连接力时，从板座30与车钩箱主体20相分离，车钩缓冲装置10带动从板座30相对于车钩箱主体20移动。
本公开一个实施例的适用于碰撞能量管理系统的中心式车钩通过车钩缓冲装置10、车钩箱主体20以及从板座30能够提高机车的耐碰性与安全性。具体的，车钩箱主体20安装在机车车体的底架1上，而车钩缓冲装置10通过从板座30连接于车钩箱主体20上，在机车发生碰撞时，当车钩缓冲装置10的缓冲性能达到极限值后，车钩缓冲装置10变为刚性体，但在冲击力较大的情况下，可以使得从板座30与车钩箱主体20相分离，即车钩缓冲装置10由刚性体变为了可移动部件，从而避免了车钩缓冲装置10对车体2造成刚性碰撞，而是将碰撞接触面转接到了车体2的端部区，从而提高了机车的耐碰性与安全性。
需要说明的是，当车钩缓冲装置10的缓冲性能达到极限值后，即车钩缓冲装置10整体形成了刚性体，如果是车钩缓冲装置10直接碰撞车体，则会造成较大的损伤，危险性较高。但当车钩缓冲装置10能够移动时，即可以使得相邻两个车体2之间发生碰撞，由于接触面积增加以及车体2本身的结构设置，会使得车体2之间碰撞吸收较大碰撞能量。
需要注意的是，车钩缓冲装置10可以是相关技术中的车钩缓冲装置，车钩缓冲装置10集成有缓冲功能，例如集成有缓冲器进行缓冲。其中，缓冲器可以作为机车第一级吸能元件，缓冲器借助于压缩弹性元件缓和冲击作用力，同时在弹性元件变形过程中利用摩擦和阻尼吸收冲击能量。
在一个实施例中，车钩缓冲装置10可以是推回式车钩。
在一个实施例中，车钩缓冲装置10与从板座30通过第一紧固件31相连接，第一紧固件31为多个，第一紧固件31可以是螺栓，也可以是螺栓和螺母的配合结构。
在一个实施例中，如图1所示，适用于碰撞能量管理系统的中心式车钩还包括：第二紧固件40，从板座30与车钩箱主体20通过第二紧固件40连接；其中，当冲击力大于连接力时，第二紧固件40被剪断。在车钩缓冲装置10进行碰撞吸能时，从板座30与车钩箱主体20通过第二紧固件40连接，即车钩缓冲装置10不能相对于车钩箱主体20移动， 仅当车钩缓冲装置10变为刚性体，且冲击力可以切断第二紧固件40时，车钩缓冲装置10才能相对于车钩箱主体20移动，以此进行后续的缓冲吸能。
在一个实施例中，第二紧固件40为多个，多个第二紧固件40间隔地连接于从板座30和车钩箱主体20上。多个第二紧固件40可以保证车钩缓冲装置10的连接稳定性，不会随便出现第二紧固件40切断的问题，只有在冲击力达到预设值时才会出现。
在一个实施例中，第二紧固件40为剪切螺栓。
在一个实施例中，如图1所示，车钩箱主体20形成有容纳空间21，从板座30的至少部分设置在容纳空间21内，适用于碰撞能量管理系统的中心式车钩还包括：托板50，托板50设置在车钩箱主体20的一侧，以在从板座30相对于车钩箱主体20水平移动时，防止从板座30由垂直方向脱离车钩箱主体20。
车钩箱主体20连接于底架1上，而容纳空间21远离底架1的一端为开口，且开口位于底架1的下方，因此在从板座30相对于车钩箱主体20移动时，如果不进行止挡，则从板座30会由容纳空间21的开口脱离，因此通过托板50可以防止从板座30由容纳空间21的开口脱离。
在一个实施例中，托板50为多个，多个托板50间隔地设置在车钩箱主体20上，托板50与车钩箱主体20卡接、粘结、焊接、或通过螺栓51连接。
具体的，托板50可以是两个，两个托板50分别连接于车钩箱主体20的底部两侧，即止挡主容纳空间21的两侧即可，两个托板50之间具有一个相对较大的间隙。
在一个实施例中，托板50通过多个螺栓51连接于车钩箱主体20上。
在一个实施例中，如图1所示，适用于碰撞能量管理系统的中心式车钩还包括：车钩托梁60，车钩托梁60用于设置在底架1上，且与车钩缓冲装置10相接触，以支撑车钩缓冲装置10；其中，车钩托梁60相对于底架1可转动地设置，以在车钩缓冲装置10相对于车钩箱主体20向后水平移动时，车钩缓冲装置10的端头下部驱动车钩托梁60转动，以避让开车钩缓冲装置10后退路径。车钩托梁60能够支撑车钩缓冲装置10，防止车钩缓冲装置10成为悬臂结构，但在车钩缓冲装置10相对于车钩箱主体20移动时，需要保证车钩托梁60不妨碍车钩缓冲装置10的后移，以此在车钩缓冲装置10与车钩托梁60限位接触后，车钩缓冲装置10在向后移动的过程中，会驱动车钩托梁60发生转动，以此避免对车钩缓冲装置10造成阻挡。
具体的，车钩托梁60上连接有止挡台，止挡台用于支撑车钩缓冲装置10，在车钩缓冲装置10的悬臂相对于止挡台移动时，车钩缓冲装置10可以顺利向后移动，但当车钩缓 冲装置10的端头下部与止挡台接触时，如果车钩托梁60为固定体，则车钩缓冲装置10的端头下部与止挡台形成刚性接触，则会造成结构损伤，但当车钩托梁60相对于底架1可转动时，则车钩缓冲装置10的端头下部会通过止挡台驱动车钩托梁60相对于底架1转动，以此保证车钩缓冲装置10可以顺利向后移动。
需要说明的是，相对于机车的前进方向即为向后移动方向。
在一个实施例中，如图1所示，车钩缓冲装置10还包括：本体11，缓冲器集成于本体11上；压馈管12，压馈管12与本体11相连接。压馈管12可以作为机车第二级吸能元件，缓冲器行程用尽后，压馈管12发生塑性变形，吸收冲击能量。
在一个实施例中，压馈管12的一端穿过从板座30，车钩箱主体20上设置有通孔，以在车钩缓冲装置10相对于车钩箱主体20移动时，压馈管12的一端可穿过通孔。从板座30与车钩箱主体20之间具有预留间隙，即保证从板座30与车钩箱主体20相脱离后，从板座30可以相对于车钩箱主体20移动，此时压馈管12的一端会向后移动，为了保证可以顺利移动，则在车钩箱主体20上设置有通孔。
本公开的适用于碰撞能量管理系统的中心式车钩，碰撞时在一定的冲击载荷作用下可实现车钩缓冲装置10回退，解决了常规的采用适用于碰撞能量管理系统的中心式车钩的机车碰撞时由于变形距离受限，耐撞性较差的问题。
本公开的一个实施例还提供了一种机车，包括上述的适用于碰撞能量管理系统的中心式车钩和车体2。
本公开一个实施例的机车，车钩箱主体20安装在机车的车体2上，而车钩缓冲装置10通过从板座30连接于车钩箱主体20上，在机车发生碰撞时，当车钩缓冲装置10的缓冲性能达到极限值后，车钩缓冲装置10变为刚性体，但在冲击力较大的情况下，可以使得从板座30与车钩箱主体20相分离，即车钩缓冲装置10由刚性体变为了可移动部件，从而避免了车钩缓冲装置10对车体2造成刚性碰撞，而是将碰撞接触面转接到了车体2的端部区，从而提高了机车的耐碰性与安全性。
在一个实施例中，如图2所示，车体2上设置有车体端部吸能区3，机车还包括：防爬吸能装置70，防爬吸能装置70设置在底架1上，且与适用于碰撞能量管理系统的中心式车钩间隔设置，防爬吸能装置70前端位于车钩缓冲装置10前端的后方，车体端部吸能区3前端位于防爬吸能装置70前端的后方。其中，车体2包括底架1。
防爬吸能装置70安装在底架1的端部，主要有两个作用：一是在防止机车碰撞后相互爬升，二是吸收部分碰撞过程中产生的能量。防爬吸能装置70可以是相关技术中的防 爬吸能装置，此处不作限定。
防爬吸能装置70前端为锯齿形结构，并具有足够的垂向刚度，可有效防止机车碰撞时发生“爬升”现象。
需要说明的是，防爬吸能装置70前端位于车钩缓冲装置10前端的后方，车体端部吸能区3前端位于防爬吸能装置70前端的后方。即在发生碰撞时，先有车钩缓冲装置10吸收能量，然后由防爬吸能装置70吸收能量，最后由车体端部吸能区3吸收能量。
本公开一个实施例的机车，由适用于碰撞能量管理系统的中心式车钩、防爬吸能装置70以及车体端部吸能区3构成了碰撞能量管理系统，在碰撞过程中各结构相互配合吸收能量，实现了碰撞能量有序且可控的吸收，提高了机车的耐撞性与安全性。
车钩缓冲装置10集成了车钩、缓冲器及变形吸能单元(例如，压馈管12)。
碰撞能量管理系统采用四级可控方式吸收能量，吸能顺序依次为：缓冲器、压馈管12、防爬吸能装置70以及车体端部吸能区3。
防爬吸能装置70为机车第三级吸能元件。如图1所示，车钩箱主体20为箱型结构，车钩缓冲装置10通过第一紧固件31安装于从板座30之上，车钩缓冲装置10的前端设有车钩托梁60。从板座30通过第二紧固件40(如剪切螺栓)固定于车钩箱主体20上。从板座30与车钩箱主体20之间预留活动空间，车钩箱主体20后部开有圆孔，其大小可保证集成于车钩缓冲装置10上的压馈管12压缩变形后依然可以穿过圆孔。从板座30下方设有车钩托板50，通过紧固件(如螺栓51)安装于车钩箱主体20上。
在第二级吸能完毕后(即压馈管12吸能完毕后)，在冲击力的作用下，车钩缓冲装置10继续后退，剪断从板上的剪切螺栓，车钩缓冲装置10连同从板座30退向车钩箱主体20后部空间。在此过程中，车钩托梁60与车钩缓冲装置10接触的部分顺时针向后旋转，不阻碍车钩缓冲装置10的后退进程，车钩托板50保证从板座30向后滑移而不坠落。车钩缓冲装置10回退后，让出端部空间，底架1端部的防爬吸能装置70互相接触，实现第三级吸能。如图2所示，防爬吸能装置70安装在底架1的前端部，突出车体端部吸能区3及底架1外轮廓。
车体端部吸能区3为机车第四级吸能元件，其纵向位置位于防爬吸能装置与底架端梁之间，与车体2(如司机室结构)合为一体，在车体端部吸能区3的构件上设有诱导变形孔，以便在碰撞时实现变形吸能，结构吸能区碰撞变形后，可保证司机内部有足够的生存空间。其中，车体端部吸能区3的结构可以是与车体2一体形成，当然车体端部吸能区3的结构也可以是独立于车体2的，即可以方便更换。
本公开的机车通过四级吸量，实现有序且可控的吸收碰撞能量，提高了机车的耐碰性和安全性。
本领域技术人员在考虑说明书及实践这里公开的发明后，将容易想到本公开的其它实施方案。本公开旨在涵盖本发明的任何变型、用途或者适应性变化，这些变型、用途或者适应性变化遵循本公开的一般性原理并包括本公开未公开的本技术领域中的公知常识或惯用技术手段。说明书和示例实施方式仅被视为示例性的，本公开的真正范围和精神由前面的权利要求指出。
应当理解的是，本公开并不局限于上面已经描述并在附图中示出的精确结构，并且可以在不脱离其范围进行各种修改和改变。本公开的范围仅由所附的权利要求来限制。

Claims (10)

  1. 一种适用于碰撞能量管理系统的中心式车钩，其特征在于，包括：
    车钩缓冲装置(10)，所述车钩缓冲装置(10)包括缓冲器；
    车钩箱主体(20)，所述车钩箱主体(20)安装在机车的底架(1)上；
    从板座(30)，所述车钩缓冲装置(10)与所述从板座(30)相连接，所述从板座(30)与所述车钩箱主体(20)相连接，并在所述车钩缓冲装置(10)承受的冲击力大于所述从板座(30)与所述车钩箱主体(20)之间的连接力时，所述从板座(30)与所述车钩箱主体(20)相分离，所述车钩缓冲装置(10)带动所述从板座(30)相对于所述车钩箱主体(20)移动。
  2. 根据权利要求1所述的适用于碰撞能量管理系统的中心式车钩，其特征在于，所述适用于碰撞能量管理系统的中心式车钩还包括：
    第二紧固件(40)，所述从板座(30)与所述车钩箱主体(20)通过所述第二紧固件(40)连接；
    其中，当所述冲击力大于所述连接力时，所述第二紧固件(40)被剪断。
  3. 根据权利要求2所述的适用于碰撞能量管理系统的中心式车钩，其特征在于，所述第二紧固件(40)为多个，多个所述第二紧固件(40)间隔地连接于所述从板座(30)和所述车钩箱主体(20)上。
  4. 根据权利要求1所述的适用于碰撞能量管理系统的中心式车钩，其特征在于，所述车钩箱主体(20)形成有容纳空间(21)，所述从板座(30)的至少部分设置在所述容纳空间(21)内，所述适用于碰撞能量管理系统的中心式车钩还包括：
    托板(50)，所述托板(50)设置在所述车钩箱主体(20)的底部，以在所述从板座(30)相对于所述车钩箱主体(20)水平移动时，防止所述从板座(30)由垂直方向脱离所述车钩箱主体(20)。
  5. 根据权利要求4所述的适用于碰撞能量管理系统的中心式车钩，其特征在于，所述托板(50)为多个，多个所述托板(50)间隔地设置在所述车钩箱主体(20)上，所述托板(50)与所述车钩箱主体(20)卡接、粘结、焊接、或通过螺栓(51)连接。
  6. 根据权利要求1所述的适用于碰撞能量管理系统的中心式车钩，其特征在于，所述适用于碰撞能量管理系统的中心式车钩还包括：
    车钩托梁(60)，所述车钩托梁(60)用于设置在底架(1)上，且与所述车钩缓冲 装置(10)相接触，以支撑所述车钩缓冲装置(10)；
    其中，所述车钩托梁(60)相对于所述底架(1)可转动地设置，以在所述车钩缓冲装置(10)相对于所述车钩箱主体(20)向后水平移动时，所述车钩缓冲装置(10)的端头下部驱动所述车钩托梁(60)转动。
  7. 根据权利要求1所述的适用于碰撞能量管理系统的中心式车钩，其特征在于，所述车钩缓冲装置(10)还包括：
    本体(11)，所述缓冲器集成于所述本体(11)上；
    压馈管(12)，所述压馈管(12)与所述本体(11)相连接。
  8. 根据权利要求7所述的适用于碰撞能量管理系统的中心式车钩，其特征在于，所述压馈管(12)的一端穿过所述从板座(30)，所述车钩箱主体(20)上设置有通孔，以在所述车钩缓冲装置(10)相对于所述车钩箱主体(20)移动时，所述压馈管(12)的一端可穿过所述通孔。
  9. 一种机车，其特征在于，包括权利要求1至8中任一项所述的适用于碰撞能量管理系统的中心式车钩和车体(2)。
  10. 根据权利要求9所述的机车，其特征在于，所述车体(2)上设置有车体端部吸能区(3)，所述机车还包括：
    防爬吸能装置(70)，所述防爬吸能装置(70)设置在所述底架(1)上，且与所述适用于碰撞能量管理系统的中心式车钩间隔设置，所述防爬吸能装置(70)前端位于所述车钩缓冲装置(10)前端的后方，所述车体端部吸能区(3)前端位于所述防爬吸能装置(70)前端的后方。
PCT/CN2021/108241 2020-08-28 2021-07-23 适用于碰撞能量管理系统的中心式车钩及具有其的机车 WO2022042161A1 (zh)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN202010885414.2 2020-08-28
CN202010885414.2A CN111976780B (zh) 2020-08-28 2020-08-28 适用于碰撞能量管理系统的中心式车钩及具有其的机车

Publications (1)

Publication Number Publication Date
WO2022042161A1 true WO2022042161A1 (zh) 2022-03-03

Family

ID=73439605

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2021/108241 WO2022042161A1 (zh) 2020-08-28 2021-07-23 适用于碰撞能量管理系统的中心式车钩及具有其的机车

Country Status (2)

Country Link
CN (1) CN111976780B (zh)
WO (1) WO2022042161A1 (zh)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111976780B (zh) * 2020-08-28 2021-10-29 中车大同电力机车有限公司 适用于碰撞能量管理系统的中心式车钩及具有其的机车

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101519076A (zh) * 2008-02-25 2009-09-02 福伊特专利公司 垂直地支撑联接杆的支撑装置以及支撑装置在有轨车辆中的使用
KR20110091942A (ko) * 2010-02-08 2011-08-17 현대로템 주식회사 철도차량 연결기용 완충장치
DE102014222273A1 (de) * 2014-10-31 2016-05-04 Voith Patent Gmbh Abstützvorrichtung zum vertikalen Abstützen einer Kupplungsstange kompakter Bauhöhe
CN107901942A (zh) * 2017-11-13 2018-04-13 中车长春轨道客车股份有限公司 时速350公里长编动车组车体耐撞性能设计方法
CN109703591A (zh) * 2019-02-26 2019-05-03 中车长春轨道客车股份有限公司 车辆及其车体碰撞吸能装置
KR102034395B1 (ko) * 2018-10-04 2019-11-08 주식회사 다원시스 철도차량용 연결기의 설치구조
JP2020104782A (ja) * 2018-12-28 2020-07-09 株式会社東芝 鉄道車両
CN111976780A (zh) * 2020-08-28 2020-11-24 中车大同电力机车有限公司 适用于碰撞能量管理系统的中心式车钩及具有其的机车
CN112389487A (zh) * 2019-08-14 2021-02-23 中车唐山机车车辆有限公司 吸能装置及轨道车辆

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2594452B1 (de) * 2011-11-21 2014-01-08 Voith Patent GmbH Kupplungsanordnung für die Stirnseite eines spurgeführten Fahrzeuges
EP3183157B1 (de) * 2014-08-22 2020-10-07 Voith Patent GmbH Zug- und stosseinrichtung
CN109318926A (zh) * 2018-09-14 2019-02-12 中车四方车辆有限公司 H型车钩组件及轨道车辆
CN210174876U (zh) * 2019-07-25 2020-03-24 中车青岛四方车辆研究所有限公司 缓冲装置、钩缓装置及轨道列车
CN110588705B (zh) * 2019-10-16 2020-11-27 中车株洲电力机车有限公司 一种缓钩装置的支撑结构及轨道车辆

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101519076A (zh) * 2008-02-25 2009-09-02 福伊特专利公司 垂直地支撑联接杆的支撑装置以及支撑装置在有轨车辆中的使用
KR20110091942A (ko) * 2010-02-08 2011-08-17 현대로템 주식회사 철도차량 연결기용 완충장치
DE102014222273A1 (de) * 2014-10-31 2016-05-04 Voith Patent Gmbh Abstützvorrichtung zum vertikalen Abstützen einer Kupplungsstange kompakter Bauhöhe
CN107901942A (zh) * 2017-11-13 2018-04-13 中车长春轨道客车股份有限公司 时速350公里长编动车组车体耐撞性能设计方法
KR102034395B1 (ko) * 2018-10-04 2019-11-08 주식회사 다원시스 철도차량용 연결기의 설치구조
JP2020104782A (ja) * 2018-12-28 2020-07-09 株式会社東芝 鉄道車両
CN109703591A (zh) * 2019-02-26 2019-05-03 中车长春轨道客车股份有限公司 车辆及其车体碰撞吸能装置
CN112389487A (zh) * 2019-08-14 2021-02-23 中车唐山机车车辆有限公司 吸能装置及轨道车辆
CN111976780A (zh) * 2020-08-28 2020-11-24 中车大同电力机车有限公司 适用于碰撞能量管理系统的中心式车钩及具有其的机车

Also Published As

Publication number Publication date
CN111976780B (zh) 2021-10-29
CN111976780A (zh) 2020-11-24

Similar Documents

Publication Publication Date Title
WO2019096109A1 (zh) 地铁车辆的吸能装置
US11167778B2 (en) Collision energy absorbing system concentrated around the VHS power car and first vehicle
CN106114547B (zh) 吸能装置及轨道车辆
CN105966417A (zh) 轨道车辆用导向式防爬吸能装置及具有该装置的轨道车辆
CN112389487B (zh) 吸能装置及轨道车辆
JP4124922B2 (ja) 高速鉄道車両の排障装置
EP3181425A1 (en) Railway vehicle provided with collision energy absorption structure
WO2021120081A1 (zh) 一种轨道车辆及其车端吸能结构
WO2022042161A1 (zh) 适用于碰撞能量管理系统的中心式车钩及具有其的机车
CN108297892B (zh) 一种用于轨道列车的碰撞吸能系统及轨道列车
JP6200581B2 (ja) 排障装置及び排障装置を備えた鉄道車両
CN112078620B (zh) 一种轨道车辆前端结构
RU185243U1 (ru) Энергопоглощающий кузов вагона
WO2022001387A1 (zh) 一种具有多级碰撞保护的内燃机车司机室
CN212332574U (zh) 一种汽车碰撞缓冲装置
CN113291333A (zh) 一种高速度地铁头车车体结构
CN210971086U (zh) 一种轨道车辆吸能防爬装置
CN111055874B (zh) 一种多级主动伸出式列车防撞缓冲结构
KR101306967B1 (ko) 열차의 장애물 제거장치
CN112298256A (zh) 车辆防爬吸能装置
WO2019242363A1 (zh) 防爬吸能装置及具有其的轨道车辆
CN112389488B (zh) 一种轨道车辆及其司机室车
CN110228437B (zh) 一种车辆碰撞消能装置
TW200304879A (en) Train provided with energy absorbing structure between vehicles
CN212709414U (zh) 轨道车辆吸能结构及轨道车

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 21860001

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 21860001

Country of ref document: EP

Kind code of ref document: A1