WO2022088780A1 - 车体碰撞吸能结构及轨道车辆 - Google Patents
车体碰撞吸能结构及轨道车辆 Download PDFInfo
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- WO2022088780A1 WO2022088780A1 PCT/CN2021/107798 CN2021107798W WO2022088780A1 WO 2022088780 A1 WO2022088780 A1 WO 2022088780A1 CN 2021107798 W CN2021107798 W CN 2021107798W WO 2022088780 A1 WO2022088780 A1 WO 2022088780A1
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- energy
- vehicle body
- absorbing
- vehicle
- module
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- 238000010521 absorption reaction Methods 0.000 title claims abstract description 49
- 238000005192 partition Methods 0.000 claims abstract description 42
- 238000009434 installation Methods 0.000 claims description 28
- 229910052782 aluminium Inorganic materials 0.000 claims description 9
- XAGFODPZIPBFFR-UHFFFAOYSA-N aluminium Chemical compound [Al] XAGFODPZIPBFFR-UHFFFAOYSA-N 0.000 claims description 9
- 238000010008 shearing Methods 0.000 claims description 6
- 230000003014 reinforcing effect Effects 0.000 claims description 5
- 230000007423 decrease Effects 0.000 claims description 4
- 230000000903 blocking effect Effects 0.000 claims 3
- 239000000203 mixture Substances 0.000 description 10
- 238000000034 method Methods 0.000 description 9
- 230000008569 process Effects 0.000 description 8
- 238000010586 diagram Methods 0.000 description 7
- 229910000838 Al alloy Inorganic materials 0.000 description 5
- 230000009194 climbing Effects 0.000 description 5
- 230000007246 mechanism Effects 0.000 description 5
- 238000005457 optimization Methods 0.000 description 4
- 238000004519 manufacturing process Methods 0.000 description 3
- 230000006835 compression Effects 0.000 description 2
- 238000007906 compression Methods 0.000 description 2
- 238000005520 cutting process Methods 0.000 description 2
- 238000006073 displacement reaction Methods 0.000 description 2
- 230000006872 improvement Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 230000009467 reduction Effects 0.000 description 2
- 238000003466 welding Methods 0.000 description 2
- 230000009471 action Effects 0.000 description 1
- 230000000052 comparative effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 229910052751 metal Inorganic materials 0.000 description 1
- 239000002184 metal Substances 0.000 description 1
- 230000002787 reinforcement Effects 0.000 description 1
- 238000007789 sealing Methods 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
- B61D15/06—Buffer cars; Arrangements or construction of railway vehicles for protecting them in case of collisions
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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
- B61F19/00—Wheel guards; Bumpers; Obstruction removers or the like
- B61F19/04—Bumpers or like collision guards
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G11/00—Buffers
- B61G11/16—Buffers absorbing shocks by permanent deformation of buffer element
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
Definitions
- the present application relates to the technical field of passive safety of rail vehicles, and in particular, to a vehicle body collision energy-absorbing structure and a rail vehicle.
- the existing urban rail vehicle body and energy-absorbing structure only meet the collision safety requirements at a speed of 25km/h.
- the speed reaches more than 140km/h, which is comparable to the intercity EMU, and the demand for collision safety is significantly higher than that of ordinary urban rail vehicles.
- the coupler also needs to adopt higher collision requirements.
- the hook head cannot be connected with the hook head of the existing urban rail vehicle, and the existing urban rail vehicle cannot withstand the impact of the energy-absorbing structure of the EMU when it is running on the same line.
- the embodiment of the present application provides a vehicle body collision energy-absorbing structure, which is used to improve the vehicle collision safety performance on the premise that the existing urban rail vehicle platform remains unchanged, and realize that the strength of the vehicle body and the coupler is the same as that of the existing urban rail vehicle (compression). Strength 1200kN), the collision safety speed is increased to the design target of 36km/h.
- Embodiments of the present application also provide a rail vehicle.
- an embodiment of the present application provides a vehicle body collision energy-absorbing structure, including a front-end collision energy-absorbing structure installed at the front end of a leading vehicle and a middle-end collision energy-absorbing structure installed at an intermediate vehicle end, wherein the front-end collision energy-absorbing structure includes The airtight partition wall connected with the cab frame and the skin, and the front-end couplers arranged under the airtight partition wall along the centerline of the vehicle body and symmetrically distributed on both sides of the centerline of the vehicle body and located in the airtight partition wall.
- a front-end anti-climbing device under the airtight partition wall, and a front-end energy-absorbing module the front-end energy-absorbing module is installed on the air-tight partition wall on the side of the centerline of the vehicle body; the middle end collides with energy absorption
- the structure includes a middle shearing coupler installed under the bottom frame, a middle energy absorbing module installed on both sides of the end wall of the middle car, and a middle anti-climbing device installed under the middle energy absorbing module and corresponding to the position of the side beam , the length of the intermediate energy absorbing module extends along the height direction of the end wall where it is located.
- the front end of the front end coupler, the front end of the front end anti-climbing device and the front end of the front end energy absorbing module are all staggered;
- the airtight partition walls are all installed on the underframe, and in the vertical height direction of the vehicle body, the front end energy absorbing modules are symmetrically arranged with the upper surface of the underframe as the center line or relative to the underframe.
- the top surface has a set offset.
- the front-end energy-absorbing module includes an outer shell, a back plate, and an energy-absorbing inner core installed in the outer shell and abutting against the back plate, and the front-end energy-absorbing module passes through the back plate Installed on the airtight partition wall.
- the offset of the front-end energy absorbing module relative to the upper surface of the chassis does not exceed 20% of the height of the back plate, and the back plate is airtight with the back plate through bolts Partition connection.
- the outer circumference of the housing has a taper, the taper gradually decreases from the back plate side toward the front end of the housing, and the taper is not greater than 5 degrees.
- the energy absorbing inner core is a honeycomb core, and the axial direction of the honeycomb core is parallel or orthogonal to the running direction of the vehicle body.
- the installation end of the front-end coupler, the installation end of the front-end anti-climbing device, and the installation end of the front-end energy absorbing module are not on the same installation plane.
- the intermediate energy absorbing module is provided on the end wall of the intermediate vehicle and on both sides outside the through passage, and the intermediate energy absorbing module includes an aluminum honeycomb and a aluminum plate;
- a drain pipe is arranged on the inner side or inside of the intermediate energy absorbing module.
- the intermediate anti-climbing device is provided with a guide rod, and the axis of the guiding rod is deviated from the center line of the intermediate anti-climbing device.
- the front end of the head car is provided with a stop beam
- the front end of the traction beam on the underframe extends to connect with the stop beam
- the lower part of the stop beam is provided with a front end suction beam.
- the front end of the stop beam is not provided with a front end floor.
- an embodiment of the present application also provides a rail vehicle, comprising a vehicle body and the above-mentioned vehicle body collision energy absorbing structure installed at the head end of the vehicle body.
- the front end energy absorbing modules are all located on the same side in the running direction of the rail vehicle.
- the front-end energy-absorbing module is installed on the airtight partition wall by deflecting the front-end energy-absorbing module to the side of the center line of the vehicle body. It is symmetrical, so that the two front-end energy-absorbing modules are in contact with the front of the car respectively to absorb energy, which is equivalent to two front-end energy-absorbing modules in parallel, bearing the compressive strength of the two front-end energy-absorbing modules, and the collision energy absorption efficiency is high;
- a pair of front-end energy-absorbing modules on one train needs to be aligned with a pair of front-end energy-absorbing modules on the other train, which can easily lead to the collapse of the structure of the front-end energy-absorbing modules.
- the module cooperation can improve the crash safety performance of the vehicle on the premise that the existing urban rail vehicle platform remains unchanged.
- the design of the car body and coupler strength is the same as that of the existing urban rail vehicle (compressive strength of 1200kN), and the collision safety speed is increased to 36km/h. Target.
- the optimization and improvement of the car body structure in this embodiment is based on the local optimization of the existing urban rail vehicle body platform, and the existing platform can be used, which can effectively control the manufacturing cost and development cycle of the car body.
- each train is provided with only one front-end energy absorbing module, the design of strict centering of the front-end energy absorbing modules arranged symmetrically in pairs is avoided, thereby improving product design efficiency.
- FIG. 1 is a schematic structural diagram showing that a front-end collision energy-absorbing structure is installed on a vehicle head according to an embodiment of the present application;
- Fig. 2 is the side view structure schematic diagram of Fig. 1;
- FIG. 3 is a schematic three-dimensional structural diagram showing the front-end collision energy-absorbing structure in FIG. 1;
- FIG. 4 is a schematic three-dimensional structure diagram of the middle end collision energy absorbing structure according to the embodiment of the present application installed on the middle car;
- FIG. 5 is a schematic diagram of the connection relationship between the stop beam and the traction beam according to the embodiment of the present application.
- FIG. 6 is a schematic three-dimensional structure diagram of an intermediate anti-climbing device according to an embodiment of the present application.
- FIG. 7 is a schematic diagram showing a comparative structure of providing a front-end floor and removing the front-end floor.
- 1 Front-end coupler
- 2 Front-end anti-climbing device
- 3 Front-end energy absorption module
- 4 Airtight partition wall
- 5 Composition of traction beam and buffer beam
- 6 Composition of anti-climbing and energy-absorbing installation structure
- 7 Coupler installation structure Composition
- 8 The upper surface of the chassis
- 9 The front of the vehicle
- 10 The middle shearing coupler
- 11 The middle energy absorption module
- 12 The middle anti-climbing device
- 13 The drain pipe
- 14 The middle car
- 15 The stop beam
- 16 Traction beam
- 17 Reinforcing rib of front-end energy-absorbing module
- 18 Front-end floor
- 19 Guide rod.
- the vehicle body collision energy absorbing structure according to the embodiment of the present application will be described below with reference to FIGS. 1 to 5 .
- a vehicle body collision energy absorbing structure provided by the embodiment of the present application includes a front end collision energy absorbing structure installed at the front end of the leading vehicle (ie, the vehicle head 9) and an intermediate end collision energy absorbing structure installed at the end of the intermediate vehicle 14.
- the front-end collision energy absorption structure includes an airtight partition wall 4 , a front-end coupler 1 and a pair of front-end anti-climbing devices 2 .
- the airtight partition wall 4 is connected with the cab frame and the skin, the skin is covered on the cab frame, and the airtight partition wall 4 is fixedly arranged in the cab frame and connected with the skin;
- the centerline of the vehicle body is arranged below the airtight partition wall 4 , and a pair of front-end anti-climbers 2 are symmetrically distributed on both sides of the centerline of the vehicle body and are located under the airtight partition wall 4 .
- the front-end collision energy-absorbing structure further includes a front-end energy-absorbing module 3, and the front-end energy-absorbing module 3 is installed on the airtight partition wall 4 on the side of the centerline of the vehicle body.
- the front-end energy-absorbing modules 3 are installed on the air-tight partition wall 4 by deviating the side of the center line of the vehicle body.
- the front-end energy absorbing module 3 of the embodiment of the present application does not need to increase the anti-bias mechanism with a strong guiding device, the lightweight of the whole vehicle is realized, and the structural strength requirements for the airtight partition wall 4 are reduced to some extent, and no need to increase Excessive additional reinforcement structures further achieve lightweighting.
- each train is provided with only one front-end energy absorbing module 3 , the design of strict centering of the front-end energy absorbing modules 3 arranged symmetrically in pairs is avoided, thereby improving product design efficiency.
- the middle end collision energy absorbing structure includes a middle shearing coupler 10 installed under the bottom frame, and middle energy absorbing modules 11 installed on both sides of the end wall of the middle car 14 and installed in the middle Below the energy-absorbing module 11 and corresponding to the middle anti-climbing device 12 at the position of the side beam, the length of the middle energy-absorbing module 11 extends along the height direction of the end wall where it is located, so as to make full use of the space of the end wall, and the middle energy-absorbing module 11 can be set
- the growth length is consistent with the height of the end wall, the space utilization rate is high, and the effective energy absorption area of the middle energy absorption module 11 is large.
- the middle energy-absorbing modules 11 can be symmetrically arranged on both sides of the end wall, the middle anti-climbing devices 12 are correspondingly arranged below the middle energy-absorbing modules 11 one-to-one, and a pair of middle anti-climbing devices 12 are also symmetrically arranged on the end of the middle car 14.
- the intermediate shearing coupler 10 is used, and the middle anti-climbing device 12 prevents the vehicle from climbing, and the middle anti-climbing device 12 and the middle energy absorbing module 11 continue to deform and absorb energy.
- the collision safety performance of the vehicle can be improved on the premise that the existing urban rail vehicle platform remains unchanged.
- the strength of the car body and coupler is the same as that of the existing urban rail vehicle (compressive strength 1200kN), and the collision safety speed is increased to 36km. /h design goal.
- the optimization and improvement of the car body structure in this embodiment is based on the local optimization of the existing urban rail vehicle body platform, and the existing platform can be used, which can effectively control the manufacturing cost and development cycle of the car body.
- the middle energy absorbing module 11 is arranged on the end wall of the middle car 14 and is located on both sides of the outside (or inside) of the through channel.
- the setting of the middle energy absorbing module 11 will not only not affect the movement of the through channel,
- a drain pipe 13 such as a rain eaves drain pipe can also be arranged on the inner side or inside of the intermediate energy-absorbing module 11 to facilitate the arrangement of the drain pipe 13;
- the side of 11 close to the center line of the vehicle body is the inner side
- the side of the intermediate energy absorbing module 11 away from the center line of the vehicle body is the outer side.
- the middle energy absorbing module 11 of this embodiment is installed on the end wall and is close to the side wall.
- the impact force during collision can be transmitted through the side wall, which can effectively avoid the deformation of the end wall and damage to the end equipment in the vehicle. .
- the intermediate energy absorbing module 11 includes an aluminum honeycomb and an aluminum plate wrapped outside the aluminum honeycomb; a conventional structure can be adopted, and the structure is simple and the cost is low.
- the middle anti-climbing device 12 adopts an offset guide rod, which can avoid the side beam profiles while playing a guiding role, simplify the vehicle body installation structure, and ensure the sealing effect of the side beam profiles.
- the front end structure of the head car needs to be optimized and improved.
- the front end of the head car is provided with a stop beam 15.
- the stop beam 15 is used as the main bearing structure of the front end energy absorbing module.
- the front end of the traction beam 16 on the chassis extends to connect with the stop beam 15 to
- the lower part of the stop beam 15 is provided with a front end energy absorbing module reinforcing rib 17, so as to further improve the strength of the front end energy absorbing module after installation.
- the front end of the stop beam 15 is not provided with a front end floor 18, and the front end floor 18 is located in the collision deformation area of the anti-climber and the front end energy absorption module. Its existence will affect the deformation operation of the energy absorption structure during the collision process.
- the front-end floor 18 is eliminated, and the vehicle body is sealed through the hood and the airtight partition wall; thus, more space for installation and deformation of the energy-absorbing structure is provided.
- the front end of the front end coupler 1, the front end of the front end anti-climbing device 2 and the front end of the front end energy absorbing module 3 are all staggered along the direction of the center line of the vehicle body, so as to realize a step-by-step process.
- Energy absorption in this embodiment, from first to last, the order of energy absorption is the front end coupler 1 , the front end anti-climbing device 2 and the front end energy absorption module 3 respectively.
- the front-end coupler 1 is mainly composed of a coupler body, a coupler head, a coupler buffer, a coupler crush tube, a coupler seat, a rotation center, a rubber bearing, a connecting bolt and an electric coupler part.
- the front end coupler 1 of this embodiment adopts the existing front end coupler 1 .
- the front-end anti-climbing device 2 may be a cutting front-end anti-climbing device 2, which is composed of anti-climbing teeth, a guide tube mounting seat, a cutter and the like.
- the front-end anti-climbing device 2 is a strongly oriented device with good deflection resistance.
- the working load of the front-end anti-climbing device 2 can be 650KN.
- the front-end anti-climbing device 2 is not limited to cutting anti-climbing energy-absorbing, but can also be a vehicle-end front-end anti-climbing device 2 with anti-climbing capability in various energy-absorbing forms such as crushing, expanding, and shrinking.
- the front-end energy absorption module 3 of this embodiment has good lightweight performance and very good longitudinal energy absorption characteristics.
- the airtight partition wall 4 (also referred to as an airtight rigid wall) in this embodiment may be an aluminum alloy plate structure with a thickness of 20 mm, so as to prevent the front end energy absorbing device from intruding during the impact process.
- the part after the airtight partition wall 4 (the driver's cab and the passenger compartment area) is the non-deformable area, and the part before the airtight partition wall 4 is the main energy absorption area. Therefore, the airtight partition wall 4 is used as a deformation area. Main structure divided with non-deformed ribbon.
- the part behind the airtight partition wall 4 (passenger room) is partially reinforced by "L" profiles, which provides a larger longitudinal bearing area for the front-end energy absorbing module 3 and transmits the load along the chassis.
- both the cab frame and the airtight partition wall 4 are installed on the chassis.
- the front end energy absorbing module 3 is symmetrically arranged with the upper surface 8 of the chassis as the center line or has a set offset relative to the upper surface 8 of the chassis, that is to say, the front end energy absorbing module 3 can be relative to the chassis.
- the upper surface 8 is symmetrically arranged and can also be slightly offset.
- the front-end energy-absorbing module 3 includes a shell, a backboard, and an energy-absorbing inner core installed in the shell and abutting against the backboard, and the front-end energy-absorbing module 3 is installed on the airtight partition wall 4 through the backboard Specifically, the back plate is connected to the airtight partition wall 4 by bolts, which is easy to install. In the event of a collision, the energy-absorbing inner core collapses and absorbs energy, and the outer shell can protect and guide the energy-absorbing inner core.
- the offset of the front-end energy absorbing module 3 relative to the upper surface 8 of the chassis does not exceed 20% of the height of the backplane, so as to ensure that the front-end energy absorbing module 3 is basically kept at the center of the upper surface 8 of the chassis. , so that the stability is good when absorbing energy.
- the outer circumference of the casing has a taper, the taper gradually decreases from the back plate side to the front end of the casing, and the taper is not more than 5 degrees; to ensure the slow climbing of the impact load, the pressure load level is The range of 350KN to 450KN prevents excessive instantaneous impact load on the car body.
- the energy-absorbing inner core may be a honeycomb core, and the axial direction of the honeycomb core is parallel or orthogonal to the running direction of the vehicle body, and the energy-absorbing inner core may also adopt a metal lattice, negative Poisson's ratio, etc. Other structural types of energy absorbing devices.
- the installation end of the front-end coupler 1 , the installation end of the front-end anti-climbing device 2 , and the installation end of the front-end energy absorption module 3 are not on the same installation plane.
- the vehicle end energy absorption of this application mainly includes three levels, the first level is the energy absorption process of the coupler buffer and the crush tube, the second level is the energy absorption process dominated by the front end anti-climbing device 2, and the third level is the front end anti-climbing device. 2 and the front-end energy absorption module 3 jointly participate in the energy absorption process.
- the energy-absorbing structure at the vehicle end mainly realizes the effective energy absorption through the coordinated action between the front-end coupler 1, the front-end anti-climbing device 2 and the front-end energy-absorbing module 3, in order to ensure the matching relationship between the energy-absorbing strokes.
- the installation points (installation ends) of the front-end coupler 1 , the front-end anti-climbing device 2 and the front-end energy absorbing module 3 are not on the same plane.
- the amount of displacement between the front-end coupler 1 and the front-end anti-climbing device 2 in the longitudinal displacement is so that the front-end anti-climbing device 2 can operate normally after overload protection occurs.
- the dislocation amount of the front-end anti-climbing device 2 and the front-end energy absorbing module 3 at the installation position is an appropriate value converted according to its own effective compression stroke.
- a traction beam and a buffer beam composition 5 are installed on the lower part of the chassis, and the front end anti-climbing device 2 is connected to the traction beam and the buffer beam composition 5 through an anti-climbing energy-absorbing installation structure 6;
- the mounting structure composition 7 is connected to the traction beam and buffer beam composition 5 .
- the traction beam and buffer beam composition 5 includes a traction beam and a buffer beam orthogonally connected to the traction beam.
- the anti-climbing and energy-absorbing installation structure composition 6 is a box-type bearing structure formed by welding aluminum plates, which is symmetrically arranged on both sides of the traction beam, and is connected with the traction beam and the side beam of the vehicle body.
- the box-shaped bearing structure is embedded with an upright aluminum alloy plate to ensure that the structure has sufficient bearing capacity.
- the traction beam and the buffer beam are composed of a set of aluminum alloy frame bearing devices. Wherein, the traction beam part and the buffer beam part are orthogonally distributed. Among them, the traction beam is composed of two symmetrically distributed variable-section aluminum alloy profiles, and the arrangement direction is perpendicular to the airtight partition wall 4 , which is the main stress point for the longitudinal bearing of the airtight partition wall 4 .
- the buffer beam is an aluminum alloy profile of equal section, the arrangement direction is parallel to the airtight partition wall 4, and the height direction is basically consistent with the upper plane of the traction beam.
- the traction beam and the buffer beam form a 5 structure, which is the main path carrying mechanism for the front-end coupler 1, the front-end anti-climbing device 2 and the front-end energy absorption module 3 to transmit longitudinal loads.
- the front-end anti-climbing device 2 and the anti-climbing energy-absorbing installation structure 6 are connected by bolts.
- the coupler installation structure composition 7 includes a connecting plate and a reinforcing plate integrated with the connecting plate for welding resistance.
- the middle of the connecting plate has a hole for the front coupler 1 to pass through.
- the purpose of the opening first , the weight of the structure is reduced; second, the front coupler 1 is a device with overload protection capability, that is, when the front coupler 1 reaches a preset load, the structure shears and retreats. At this time, the main structure of the front coupler 1 To achieve normal backing through the opening, make sure that it does not interfere with other energy absorbing devices.
- the coupler installation structure component 7 is connected with the traction beam through the connecting plate, so as to realize the installation and positioning of the coupler installation structure component 7 .
- the front-end coupler 1 and its rear-end coupler are connected with a coupler installation structure 7 connected by bolts.
- the embodiment of the present application further provides a rail vehicle, including a vehicle body, and an upper vehicle body collision energy absorbing structure installed at the head end of the vehicle body.
- the front end energy absorbing modules 3 are both located in the rail vehicle.
- the two front-end energy-absorbing modules 3 are anti-symmetrically arranged.
- the front-end energy-absorbing modules 3 on the two trains are oppositely symmetrical, so that the two front-end energy-absorbing modules 3 are respectively opposite to each other.
- the front end 9 is in contact to absorb energy, which is equivalent to two front-end energy-absorbing modules 3 connected in parallel, bearing the compressive strength of the two front-end energy-absorbing modules 3, and the collision energy absorption efficiency is high;
- the intermediate anti-climbing device 12 and the intermediate energy-absorbing module 11 continue to deform and absorb energy.
- the collision safety performance of the vehicle can be improved on the premise that the existing urban rail vehicle platform remains unchanged.
- the strength of the car body and coupler is the same as that of the existing urban rail vehicle (compressive strength 1200kN), and the collision safety speed is increased to 36km. /h design goal.
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Abstract
Description
Claims (11)
- 一种车体碰撞吸能结构,其特征在于,包括安装在头车前端的前端碰撞吸能结构和安装在中间车端的中间端碰撞吸能结构,所述前端碰撞吸能结构包括与司机室骨架和蒙皮均连接的气密隔墙,以及沿车体的中心线布置在所述气密隔墙下方的前端车钩和对称分布在车体的中心线两侧并位于所述气密隔墙下方的前端防爬器,以及一个前端吸能模块,所述前端吸能模块偏向所述车体的中心线一侧安装在所述气密隔墙上;所述中间端碰撞吸能结构包括安装在底架下方的中间剪断车钩,以及安装在所述中间车的端墙两侧的中间吸能模块和安装在所述中间吸能模块下方且对应边梁位置处的中间防爬器,所述中间吸能模块的长度沿所在端墙的高度方向延伸。
- 根据权利要求1所述的车体碰撞吸能结构,其特征在于,沿车体的中心线方向,所述前端车钩的前端、所述前端防爬器的前端以及所述前端吸能模块的前端均错开;所述司机室骨架以及所述气密隔墙均安装在所述底架上,在车体的垂直高度方向上,所述前端吸能模块以所述底架的上表面为中心线对称设置或相对于所述底架的上表面具有设定的偏移量。
- 根据权利要求2所述的车体碰撞吸能结构,其特征在于,所述前端吸能模块包括外壳、背板以及安装在所述外壳中与所述背板抵接的吸能内芯,所述前端吸能模块通过所述背板安装在所述气密隔墙上。
- 根据权利要求3所述的车体碰撞吸能结构,其特征在于,所述前端吸能模块相对于所述底架的上表面具有的偏移量不超过所述背板高度的20%,所述背板通过螺栓与所述气密隔墙连接。
- 根据权利要求3所述的车体碰撞吸能结构,其特征在于,所述外壳的外周具有锥度,所述锥度由所述背板侧朝向所述外壳的前端由大逐渐变小,所述锥度不大于5度。
- 根据权利要求3所述的车体碰撞吸能结构,其特征在于,所述吸能内芯为蜂窝芯,所述蜂窝芯的轴心方向与车体的运行方向平行或者正交。
- 根据权利要求1-6任一项所述的车体碰撞吸能结构,其特征在于,所述前端车钩的安装端、所述前端防爬器的安装端以及所述前端吸能模块的安装端均不在同一个安装平面。
- 根据权利要求1-6任一项所述的车体碰撞吸能结构,其特征在于,所述中间吸能模块设于所述中间车的端墙且位于贯通道外的两侧,所述中间吸能模块包括铝蜂窝和包覆在所述铝蜂窝外的铝板;所述中间吸能模块的内侧或内部设置有排水管。
- 根据权利要求1-6任一项所述的车体碰撞吸能结构,其特征在于,所述中间防爬器设有导向杆,所述导向杆的轴线偏离所述中间防爬器的中心线。
- 根据权利要求1-6任一项所述的车体碰撞吸能结构,其特征在于,所述头车前端设有止挡梁,所述底架上的牵引梁的前端延伸至与所述止挡梁连接,所述止挡梁的下部设有前端吸能模块加强筋,所述止挡梁的前端不设前端地板。
- 一种轨道车辆,包括车体,其特征在于,还包括安装在所述车体头端的如权利要求1-10任一项所述的车体碰撞吸能结构,相向而行的两列轨道车辆中,所述前端吸能模块均位于所述轨道车辆行驶方向的同一侧。
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CN112298259B (zh) * | 2020-10-27 | 2022-03-25 | 中车青岛四方机车车辆股份有限公司 | 车体碰撞吸能结构及轨道车辆 |
CN114543614B (zh) * | 2022-01-26 | 2024-02-23 | 中车青岛四方机车车辆股份有限公司 | 轨道车辆防爬器的检验工装、安装方法及轨道车辆 |
CN115320660B (zh) * | 2022-09-15 | 2023-10-31 | 中车青岛四方机车车辆股份有限公司 | 一种整体式吸能结构及轨道车辆 |
CN115447630B (zh) * | 2022-10-21 | 2023-10-24 | 中车青岛四方机车车辆股份有限公司 | 一种端部吸能结构及轨道车辆 |
CN116911144B (zh) * | 2023-09-11 | 2023-11-21 | 西南交通大学 | 基于机器学习的列车碰撞能量管理优化方法 |
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CA3198618A1 (en) | 2022-05-05 |
CN112298259B (zh) | 2022-03-25 |
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