阅读说明：本技术 一种列车耐碰撞吸能结构 (Train collision-resistant energy-absorbing structure ) 是由 于德壮 张律 柳占宇 王肇凯 于峥 杨帆 于 2020-07-14 设计创作，主要内容包括：本发明提供了一种提供了一种列车耐碰撞吸能结构,包含：防撞墙,防撞墙设置在列车的司机室前端；安装座,安装座设置在防撞墙的前端并通过吸能梁和A柱与防撞墙连接；前端部,前端部处于安装座下方并与安装座成钝角地连接；以及车钩托梁,车钩托梁安装至前端部。通过本发明的列车碰撞吸能结构,能够实现吸能结构与列车车头的现有部件的整合,而不需要再单独安装,可以起到碰撞防爬车与吸能的效果的同时大大降低制造使用成本同时提高车辆的检修效率。(The invention provides a train collision-resistant energy-absorbing structure, which comprises: the anti-collision wall is arranged at the front end of a cab of the train; the mounting seat is arranged at the front end of the anti-collision wall and is connected with the anti-collision wall through the energy absorption beam and the A column; the front end part is positioned below the mounting seat and is connected with the mounting seat in an obtuse angle manner; and a coupler joist mounted to the front end portion. The train collision energy-absorbing structure can realize the integration of the energy-absorbing structure and the existing parts of the train head without being independently installed, can achieve the effects of collision climbing prevention and energy absorption, greatly reduces the manufacturing and using cost and improves the overhauling efficiency of the train.)

1. The utility model provides a train is able to bear or endure collision energy-absorbing structure which characterized in that contains:

the anti-collision wall is arranged at the front end of a cab of the train;

the mounting seat is arranged at the front end of the anti-collision wall and is connected with the anti-collision wall through an energy absorption beam and an A column;

a front end portion located below the mount and connected to the mount at an obtuse angle; and

a coupler joist mounted to the front end.

2. The train crash resistant energy absorbing structure of claim 1 wherein said impact wall comprises a wale having a front cross member and two side members extending rearwardly from the front cross member in parallel with each other, said wale horizontally surrounding a front end of said cab.

3. The train crash resistant energy absorbing structure of claim 2 wherein said front beam is provided with a crash post extending vertically downward.

4. The train crash-resistant energy-absorbing structure according to claim 2, wherein a transition section between said front cross member and said side member is provided with a crash corner post extending downward.

5. The train collision-resistant energy-absorbing structure according to claim 2, wherein the energy-absorbing beam and the a-pillar are connected to the mounting base by welding, and the mounting base is an opening and closing mechanism mounting base of the train head.

6. The train crash resistant energy absorbing structure of claim 5 wherein said energy absorbing beam is fixedly attached to said wale and said A-pillar is fixedly attached to said side sill.

7. The train crash-resistant energy-absorbing structure of claim 6 wherein said energy-absorbing beam is provided with a plurality of lightening holes.

8. The train crash resistant energy absorbing structure of claim 5 wherein said mounting block extends obliquely downward and at an acute angle to said crash post.

9. The train crash-resistant energy-absorbing structure of claim 1 wherein said coupler joist has an upper supporting beam, a cross beam, a lower supporting beam and a rear mounting plate, wherein the inner ends of said upper supporting beam, said cross beam and said lower supporting beam are fixedly connected with said rear mounting plate from top to bottom in sequence, respectively, and said cross beam extends transversely to the bottom surface, the outer ends of said upper supporting beam and said lower supporting beam are fixedly connected with the outer ends of said cross beam, respectively.

10. The train crash resistant energy absorbing structure of claim 9 wherein said rear mounting plate is fixedly mounted on said front end.

Technical Field

The invention relates to the technical field of railway vehicles in general, and in particular relates to a collision-resistant energy-absorbing structure of a train.

Background

In the design of trains, especially high-speed trains, the running safety of vehicles is one of the most important design directions, and especially when the vehicles collide, how to avoid the damage to the vehicles and the vehicle passengers to the maximum extent is the important consideration in the design of the vehicles.

The existing anti-climbing energy absorption design of the motor train unit is that 2-4 independent anti-climbing energy absorption devices are arranged on the periphery of a car coupler at the front end of a cab according to the actual collision performance of the whole car. The main components of the anti-climbing energy absorption device comprise anti-climbing teeth, a deformation energy absorption unit, a mounting seat and the like, and the energy absorption performance of the deformation energy absorption unit is directly related to the length and the cross section of the deformation energy absorption unit. At present, the length of the anti-climbing energy absorption device is about 800mm, and the cross section area of the anti-climbing energy absorption device is similar to that of a car coupler buffer (see figure 1).

However, the existing energy absorbing devices have the following disadvantages:

1. the existing anti-climbing energy absorption device belongs to an independent device, has larger volume, occupies most of the space at the front end of the cab, and directly influences the integral head shape design of the cab and the installation of other parts;

2. the existing anti-climbing energy absorption device increases the manufacturing cost of the whole vehicle;

3. the existing anti-climbing energy absorption device is structurally connected with a vehicle body through a fastener, the tightness of a bolt needs to be periodically checked in application, and the overhaul efficiency of the whole vehicle is reduced.

Disclosure of Invention

In view of the foregoing background, the inventors have recognized a need for an improved crash-resistant energy-absorbing structure that can be integrated with existing components of a train locomotive without separate installation, that can achieve the effects of crash climbing prevention and energy absorption while substantially reducing manufacturing and usage costs while improving vehicle repair efficiency.

The application is defined by the appended claims. This disclosure summarizes aspects of the embodiments and should not be used to limit the claims. Other embodiments are contemplated in accordance with the techniques described herein, as will be apparent to one of ordinary skill in the art upon study of the following figures and detailed description, and are intended to be included within the scope of the present application.

The anti-creep energy-absorbing structure has the advantages that the anti-creep energy-absorbing structure is designed at the front end of the driver cab of the motor train unit, and the method can improve the safety of a train and has more cost benefits.

According to the present invention, there is provided a train collision-resistant energy-absorbing structure, comprising:

the anti-collision wall is arranged at the front end of a cab of the train;

the mounting seat is arranged at the front end of the anti-collision wall and is connected with the anti-collision wall through the energy absorption beam and the A column;

the front end part is positioned below the mounting seat and is connected with the mounting seat in an obtuse angle manner; and

and the coupler joist is mounted at the front end part.

According to one embodiment of the invention, the impact wall comprises a wale having a front cross member and two side members extending rearward from the front cross member in parallel with each other, the wale horizontally surrounding a front end of the cab.

According to one embodiment of the invention, the front cross member is provided with a crash column extending vertically downward.

According to one embodiment of the invention, the transition between the front cross member and the side members is provided with a corner post extending downward.

According to one embodiment of the invention, the energy absorption beam and the A-pillar are connected with a mounting seat through welding, and the mounting seat is a mounting seat of an opening and closing mechanism of a train head.

According to one embodiment of the invention, the energy absorbing beam is fixedly connected to the wale and the A-pillar is fixedly connected to the side sill.

According to one embodiment of the invention, a plurality of lightening holes are arranged on the energy absorbing beam.

According to one embodiment of the invention, the mounting block extends obliquely downward and forms an acute angle with the crash column.

According to one embodiment of the invention, the coupler joist has an upper supporting beam, a cross beam, a lower supporting beam and a rear mounting plate, wherein the inner ends of the upper supporting beam, the cross beam and the lower supporting beam are fixedly connected with the rear mounting plate from top to bottom in sequence respectively, the cross beam extends transversely to the bottom surface, and the outer ends of the upper supporting beam and the lower supporting beam are fixedly connected with the outer end of the cross beam respectively.

According to one embodiment of the invention, the rear mounting plate is fixedly mounted on the front end portion.

Through the technical scheme, compared with the conventional energy-absorbing anti-climbing structure, the train collision-resistant energy-absorbing structure has the following advantages:

1. after the energy absorption structure is applied, an anti-climbing energy absorption device does not need to be independently installed, and the effects of collision and climbing prevention and energy absorption can be achieved.

2. After the anti-creep energy-absorbing structure designed by the invention is adopted, the manufacturing cost of the whole vehicle can be reduced.

3. The structure of the invention is welded on the front end part of the cab, belongs to a part of a rigid structure of a vehicle body, does not need regular maintenance in application, and improves the maintenance efficiency of the whole vehicle.

Drawings

For a better understanding of the invention, reference may be made to the embodiments illustrated in the following drawings. The components in the figures are not necessarily to scale, and related elements may be omitted, or in some cases the scale may have been exaggerated, in order to emphasize and clearly illustrate the novel features described herein. In addition, the system components may be arranged differently as is known in the art. Moreover, in the drawings, like reference numerals designate corresponding parts throughout the several views.

FIG. 1 shows a schematic view of an energy absorbing anti-creep structure according to the prior art;

FIG. 2 shows a schematic view of a train crash tolerant energy absorbing structure according to the present invention;

FIG. 3 shows a schematic view of a crash wall of the train crash tolerant energy absorbing structure according to the present invention;

FIG. 4 shows a schematic view of a mount for a crash-tolerant energy-absorbing structure of a train according to the present invention;

figure 5 shows a schematic view of a coupler joist of a train crash tolerant energy absorbing structure according to the present invention.

Detailed Description

Embodiments of the present disclosure are described below. However, it is to be understood that the disclosed embodiments are merely examples and that other embodiments may take various and alternative forms. The figures are not necessarily to scale; certain features may be exaggerated or minimized to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention. As one of ordinary skill in the art will appreciate, various features illustrated and described with reference to any one of the figures may be combined with features illustrated in one or more other figures to produce embodiments that are not explicitly illustrated or described. The combination of features shown provides a representative embodiment for a typical application. However, various combinations and modifications of the features consistent with the teachings of the present disclosure may be desirable for certain specific applications or implementations.

One or more embodiments of the present application will be described below with reference to the accompanying drawings. Flow diagrams illustrate processes performed by the system, it being understood that the flow diagrams need not be performed in the order in which they are performed, one or more steps may be omitted, one or more steps may be added, and one or more steps may be performed in the order or reversed, or even simultaneously in some embodiments.

The rail vehicles referred to in the following embodiments may be urban light rail vehicles, railway rail vehicles, and other vehicles using rails. The vehicle may be non-autonomous, semi-autonomous (e.g., some conventional motor functions are controlled by the vehicle), or autonomous (e.g., motor functions are controlled by the vehicle without direct driver input).

Fig. 1 shows an anti-creep energy-absorbing device 1 installed on the head of a motor train unit in the prior art, and the anti-creep energy-absorbing device 1 comprises a deformation energy-absorbing unit 11, anti-creep teeth 12 and a mounting seat 13. The anti-climbing energy absorption device 1 is mounted on the periphery of a coupler (not shown) of a head of a motor train unit through a mounting seat 13. The anti-climbing energy absorption device 1 in the prior art is an independently arranged device, is large in size, occupies most of the space at the front end of the cab after being installed, and has great influence on the overall head shape design of the cab and the installation of other components. In addition, the processing and manufacturing of the anti-climbing energy absorbing device 1 are relatively complex, the processing cost is high, and as the anti-climbing energy absorbing device 1 is connected with a rigid structure of the vehicle body through a fastening piece, regular inspection needs to be carried out on the part in the daily operation and maintenance process so as to prevent the bolt from loosening, and the overall maintenance efficiency is reduced.

In order to solve the problems in the prior art, the invention provides a novel train collision-resistant energy-absorbing structure. As shown in fig. 2, the train collision-resistant energy-absorbing structure 10 of the present invention includes a collision wall 101, a mounting seat 102 for a head opening and closing mechanism of a motor train unit, a coupler joist 103, and a front end 104 of a head of the motor train unit. Wherein, can realize fixed connection through the welding between above each part to form the collision-resistant energy-absorbing structure of integral type.

Specifically, as can be seen in conjunction with the overall structure of fig. 2 and the schematic views of the various portions of fig. 3-5, in one embodiment, the impact wall 101 includes a wale 1011, the wale 1011 having a front cross member and two side beams extending rearwardly from the front cross member in parallel with each other, the wale horizontally surrounding the front end of the cab. The wale 1011 may be extended in a U shape as a whole. The front cross beam of the waist rail 1011 is provided with the crash pillars 1012 extending vertically downward, the crash pillars 1012 can be arranged as required, in this embodiment, two crash pillars 1012 extending downward are symmetrically arranged, and in addition, the transition section between the front cross beam and the side rail is provided with the corner posts 1013 extending downward to reinforce the overall strength of the crash wall 101, it can also be understood that the two corner posts 1013 arranged symmetrically in this embodiment are only used as an example, and a corresponding number of the corner posts 1013 can be arranged as required. It is understood that the crash column 1012 and the corner column 1013 are fixedly connected to the wale 1011 by welding or by integral molding.

Referring next to the mount 102 of fig. 4, as shown, the mount 102 has an energy-absorbing beam 1021 and an a-pillar 1022, and the front ends of the energy-absorbing beam 1021 and the a-pillar 1022 are fixedly connected to the mounting plate 1023 of the mount 102 by welding. In this embodiment, the energy absorbing beam 1021 is provided with a plurality of lightening holes, and the requirement of light weight of the whole framework can be met through the arrangement of the lightening holes, and meanwhile, the manufacturing cost of the part is saved.

In addition, referring to fig. 2, it can be seen that the rear ends of the energy-absorbing beam 1021 and the a-pillar 1022 are fixedly connected with the front end and the side portion of the waist beam 1011 of the impact wall 101 respectively by welding, for example, when a collision occurs, energy can be absorbed by the energy-absorbing beam 1021 and the a-pillar 1022 through collapse, so that the collision suffered by the impact wall 101 is greatly reduced, and the safety of the cab is ensured. In addition, the energy absorption beam can be subjected to compression deformation analysis through finite element simulation software, so that the mounting seat 102 can realize sequential deformation in the longitudinal direction in the collision process, and the energy absorption effect is achieved.

Referring next to fig. 5, fig. 5 illustrates a coupler joist 103 of a crash-tolerant energy-absorbing structure for a train of the present invention, the coupler joist 103 having an upper support beam 1031, a cross beam 1032, a lower support beam 1033 and a rear mounting plate 1034, wherein inner ends of the upper support beam 1031, the cross beam 1032 and the lower support beam 1033 are fixedly connected to the rear mounting plate 1034 from top to bottom, respectively, and the cross beam 1032 extends transversely to the bottom surface, outer ends of the upper support beam 1031 and the lower support beam 1033 are fixedly connected to outer ends of the cross beam 1032, respectively, by means of welding, for example, and the rear mounting plate 1034 is fixedly mounted on the front end portion 104. As shown in fig. 2, the front end 104 is below the mount 102 and is connected to the mount 102 at an obtuse angle. Further, the mounting seat 102 extends in an oblique direction and forms an acute angle with the crash column. It is understood that the mounting base 102 and the front end 104 may be integrally formed or fixedly connected by welding. The coupler joist 103 may also act as an energy absorbing element to absorb some of the energy when a collision is encountered.

Furthermore, as shown in fig. 2, by arranging the mounting seat 102 and the front end portion 104 at an angle, the uppermost end of the mounting seat 102 extends beyond the front end portion 104 in the length direction of the train, when a collision occurs, the inclined mounting seat 102 can limit the movement of the train colliding with the train in the longitudinal direction, i.e., -the anti-climbing purpose is achieved, and the cab of the train is protected more effectively.

Through the design of the collision-resistant energy-absorbing structure integrated with the train head, the vehicle can be prevented from being independently provided with the anti-creep energy-absorbing device, the material cost and the time cost of the vehicle are saved, meanwhile, the integrated arrangement also avoids the use of a fastener, the cost is saved on the one hand, a large amount of maintenance is not needed on the other hand, and the overhauling efficiency of the vehicle is improved.

The features mentioned above in relation to different embodiments may be combined with each other to form further embodiments within the scope of the invention, where technically feasible.

In this application, the use of the conjunction of the contrary intention is intended to include the conjunction. The use of definite or indefinite articles is not intended to indicate cardinality. In particular, references to "the" object or "an" and "an" object are intended to mean one of many such objects possible. Furthermore, the conjunction "or" may be used to convey simultaneous features, rather than mutually exclusive schemes. In other words, the conjunction "or" should be understood to include "and/or". The term "comprising" is inclusive and has the same scope as "comprising".

The above-described embodiments are possible examples of the embodiments of the present invention and are given only for clear understanding of the principles of the present invention by those skilled in the art. Those skilled in the art will understand that: the above discussion of any embodiment is merely exemplary in nature and is not intended to intimate that the scope of the disclosure, including the claims, of embodiments of the invention is limited to those examples; features from the above embodiments or from different embodiments can also be combined with each other under the general idea of the invention and produce many other variations of the different aspects of the embodiments of the invention as described above, which are not provided in the detailed description for the sake of brevity. Therefore, any omissions, modifications, substitutions, improvements and the like that may be made without departing from the spirit and principles of the embodiments of the invention are intended to be included within the scope of the claims.