Middle semi-permanent coupler, middle vehicle end collision energy absorption structure and railway vehicle

Abstract

The invention relates to the field of passive safety of railway vehicles, and provides a middle semi-permanent coupler, a middle vehicle end collision energy absorption structure and a railway vehicle. The middle semi-permanent coupler comprises an overload protection mechanism and an installation hanging mechanism. The overload protection mechanism comprises a snapping bolt, the installation hanging mechanism comprises an installation base, a connecting base and a supporting base, a first axial through hole coaxial with a buffer tube assembly is formed in the installation base, and a second axial through hole coaxial with the first axial through hole is formed in the connecting base. Lugs extending towards the side where the installation base is located are arranged at the two ends, in the radial direction of the second axial through hole, of the connecting base respectively, the installation base and the connecting base are coaxially arranged and connected through a snapping bolt, acoupler yoke key is assembled between the pair of lugs, a connection hole is formed in the end of the buffer pipe assembly, the coupler yoke key is sleeved with the connection hole, and the buffer pipe assembly is supported on the supporting base. The middle semi-permanent coupler is actively snapped and withdrawn after exerting the maximum energy absorption effect, and an action space is providedfor a vehicle end energy absorption structure.

Description

technical field [0001] The invention relates to the technical field of rail vehicle passive safety, in particular to a middle semi-permanent coupler, a middle car end collision energy-absorbing structure and a rail vehicle. Background technique [0002] At present, the passive safety design level of urban rail vehicles is basically designed and verified according to the C-II category in the EN15227 standard. The collision scenario specified in the C-II category in the EN15227 standard is two trains colliding at a speed of 25km / h. However, with the increase of the operating speed of the vehicle-mounted urban rail vehicles, in order to protect the safety of passengers and vehicles to the greatest extent, the newly designed vehicles are designed and verified for the first time in accordance with the C-I category in the EN15227 standard. The C-I category in the EN15227 standard stipulates that The collision scenario is two trains colliding at a speed of 36km / h. [0003] The cur...

AI Technical Summary

Problems solved by technology

When the distance between the middle car ends is constant, the auxiliary energy-absorbing structure of the middle car end does not have the structural space required for triggering after the current semi-permanent coupler exerts its maximum energy-absorbing effect.

[0004] In addition, the existing urban rail vehicle body and energy-absorbing structure only meet the collision safety requirements at a speed of 25km / h. As the operating speed of urban rail vehicles continues to increase, the collision safety requirements are getting higher and higher. The running speed of the train has reached more than 140km / h, which is equivalent to that of the intercity EMU, and the demand for collision safety is significantly higher than that of ordinary urban rail vehicles

[0005] However, if the collision energy-absorbing structure of the EMU is directly used, although it can meet the collision safety requirements of 36km / h, the strength of the car body needs to be increased to 1500kN, which needs to increase the production cost of the car body; the coupler also needs to adopt higher collision requirements. The hook head of the existing urban rail vehicle cannot be connected to 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 during collinear operation

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