Rail vehicle

Abstract

This invention discloses a rail vehicle, including a car body, a coupler, a first mounting plate, and an anti-climb mechanism. The first mounting plate is fixedly connected to the car body and has a first through hole through which the coupler passes. The coupler has a coupler flange and a boss, forming an annular groove between them. When two car sections are pressed together, the coupler is subjected to a compressive impact force to a critical value, causing the shear bolt to break and the coupler to retract. When the two car sections tend to separate, the coupler is subjected to a tensile force, causing it to fall and the lower edge of the first through hole to engage with the annular groove, preventing the coupler from being pulled out and causing the two car sections to separate. Simultaneously, the long-short anti-climb mechanisms located on both ends mesh and absorb energy, preventing the two car sections from climbing each other when pressed together and preventing them from detaching after separation. This structure can prevent the coupler and anti-climb mechanism from failing after the car body is subjected to a collision impact, significantly improving the safety and efficiency of the rescue process.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, and in particular to a rail vehicle. Background Technology

[0002] The coupler in a rail vehicle is a crucial component connecting the carriages and transmitting longitudinal forces. In a high-speed train collision, excessive longitudinal loads can easily lead to structural damage. Therefore, some existing couplers are equipped with an overload shear function, meaning that when the impact force exceeds a threshold, the coupler shears and breaks, thus preventing the carriage from bearing excessive crushing force. However, after completing the overload shear, the coupler body often detaches completely from the carriage, resulting in the loss of effective mechanical connection between adjacent carriages. During subsequent emergency rescue towing, a temporary coupler needs to be reinstalled or a complete coupler replaced before towing can be carried out, causing inconvenience for emergency train rescue operations. Summary of the Invention

[0003] This invention provides a rail vehicle designed to solve the technical problem of inconvenient towing and rescue after the coupler of a rail vehicle breaks.

[0004] To achieve the above objectives, the first aspect of the present invention provides a rail vehicle, including a car body, a coupler, and a first mounting plate, wherein the first mounting plate is fixedly connected to the car body; the first mounting plate is provided with a first through hole, and the coupler passes through the first through hole and penetrates the first mounting plate;

[0005] The coupler is provided with a coupler flange and a boss. The coupler flange is located on the first side of the first mounting plate, and the boss is located on the second side of the first mounting plate. An annular groove is formed between the coupler flange and the boss.

[0006] In the radial direction of the coupler, the size of the coupler flange is larger than the size of the first through hole and the size of the boss. The coupler flange is fixedly connected to the first mounting plate by shear bolts. After the shear bolts break, the coupler falls, causing the lower edge of the first through hole to be inserted into the annular groove.

[0007] By setting a coupler flange, a boss, and an annular groove between them on the coupler body, and cooperating with a first through hole fixed on the first mounting plate of the car body, when the collision load exceeds the threshold, the shear bolt breaks first. Since the size of the first through hole is larger than the size of the boss, the boss can pass through the first through hole, and the coupler body can move to make way in the direction of the first side of the first mounting plate. This structure absorbs part of the impact energy through the breakage of the shear bolt during the collision, avoiding excessive crushing force on the car body. In addition, the axial movement of the coupler body avoids direct rigid impact between the car body and the coupler body, which helps to maintain the integrity of the car body structure during the collision.

[0008] During a rescue operation, the coupler body is pulled back to its original position towards the second side of the first mounting plate. The coupler body falls under its own weight, causing the lower edge of the first through hole to automatically engage in the annular groove. This axially limits the coupler body and the first mounting plate for towing the car body, eliminating the need to reinstall a temporary coupler or replace the complete coupler, thus improving rescue efficiency.

[0009] Preferably, it also includes a plug, which, after the lower edge of the first through hole is inserted into the annular groove, can be inserted between the upper edge of the first through hole and the annular groove to radially limit the coupling.

[0010] When the lower edge of the first through hole is engaged with the annular groove, the plug is inserted into the gap between the upper edge of the first through hole and the annular groove. This radially limits the coupler, preventing it from shaking or disengaging from the first through hole during operation, thus enhancing the stability of the connection during rescue and towing.

[0011] Preferably, the boss is provided with a guide surface on the side away from the coupler flange, and the guide surface can guide the boss when the boss passes through the first through hole from the first side of the first mounting plate to the second side of the first mounting plate.

[0012] The guide surface can guide the boss to pass smoothly through the through hole and avoid jamming.

[0013] Preferably, it further includes a coupler mounting base, which is fixedly connected to the vehicle body and located on the first side of the first mounting plate. The first mounting plate is fixedly connected to the coupler mounting base. The coupler mounting base is provided with a second through hole, and the size of the second through hole is larger than the size of the coupler flange in the radial direction of the coupler.

[0014] The coupler mounting base serves as the mounting foundation for the first mounting plate and the coupler, facilitating the optimization of the coupler's design position, preventing interference between the coupler and the vehicle body, and also making the installation and removal of the coupler easier.

[0015] Preferably, it also includes an anti-climb mechanism, which includes a support structure and an anti-climb toothed plate. The support structure is fixedly connected to the vehicle body, and the anti-climb toothed plate is fixedly connected to the support structure. When two adjacent vehicle body sections collide, the anti-climb toothed plates on the two vehicle bodies engage with each other.

[0016] When adjacent vehicle bodies collide, the anti-climb plates interlock, effectively preventing the vehicle bodies from climbing each other and improving collision safety performance.

[0017] Preferably, at least a portion of the anti-climb mechanism includes an anti-climb energy-absorbing device, which includes a guide rod and a crushing tube. The support structure has a guide hole, the guide rod passes through the guide hole, the anti-climb toothed plate is fixed to the first end of the guide rod, the first end of the crushing tube is fixedly connected to the anti-climb toothed plate, and the second end is fixedly connected to the support structure.

[0018] When a collision occurs, the crush tube first undergoes crush deformation to absorb energy and reduce the impact on the vehicle body, while the guide rod provides guidance and bending resistance.

[0019] Preferably, the crushing tube is sleeved outside the guide rod.

[0020] Sleeving the crushing tube outside the guide rod not only makes the structure compact and saves space, but also ensures the stability of the energy absorption process by preventing instability or deflection during the deformation process, as the crushing tube is constrained by the guide rod.

[0021] Preferably, the support structure includes a fixed plate with a buffer through hole, and the outer wall of the second end of the guide rod has a tapered section. When the guide rod slides to its second end, the tapered section gradually contacts and presses against the inner wall of the buffer through hole.

[0022] Even after the crush tube has completely failed, the frictional resistance provided by the wedging of the tapered section and the buffer through-hole can continue to buffer the impact.

[0023] Preferably, the support structure further includes a support box and a support plate. The support box is fixedly connected to the vehicle body, the support plate is fixedly connected to the support box, and the support plate is located on the side of the support box closer to the anti-climb tooth plate. The fixing plate is fixedly connected to the support box, and the fixing plate is located on the side of the support box away from the anti-climb tooth plate.

[0024] The support box has high strength and rigidity, which can effectively withstand the huge vertical bending moment generated during the collision. The support plate provides a stable bearing surface for the end of the crushing tube, ensuring that the impact force is stably applied to the crushing tube.

[0025] Preferably, the support structure further includes a reinforcing plate, which is located between the support plate and the support box, and both the support plate and the support box are fixedly connected to the reinforcing plate.

[0026] The reinforcing plate further enhances the overall rigidity and bending resistance of the supporting structure, and can effectively resist the eccentric load moment transmitted by the anti-climbing tooth plate during a collision.

[0027] Preferably, the guide rod has an inner hole at the axis of the tapered section, and a plurality of deformation grooves are formed on the side wall of the inner hole, the length direction of the deformation grooves being parallel to the axial direction of the tapered section.

[0028] When the crushing tube is crushed and the guide rod slides to the second end, the tapered section contacts and gradually presses against the inner wall of the buffer through hole on the fixed plate. The presence of the inner hole and deformation groove gives the tapered section greater deformation capacity in the radial direction, ensuring reliable and stable wedging with the buffer through hole, further preventing the guide rod from falling off the support structure after extreme collision. At the same time, the radial deformation of the tapered section can also further absorb and buffer the collision energy.

[0029] A second aspect of the present invention provides a method for rescuing a rail vehicle, wherein the rail vehicle is any one of the rail vehicles described in the first aspect;

[0030] When the vehicle body collides and the shear bolt breaks due to overload, the hook moves axially toward the first side of the first mounting plate under the action of the collision force, so that the boss passes through the first through hole.

[0031] During rescue towing, the hook is pulled out toward the second side of the first mounting plate, so that the boss passes through the first through hole;

[0032] The coupler falls under its own weight, causing the lower edge of the first through hole to engage in the annular groove, thereby axially limiting the coupler for use in towing the carriage.

[0033] This method eliminates the need to reinstall temporary couplers or replace complete couplers when rescuing vehicles, requiring no additional tools or auxiliary devices. It is simple and quick to operate, significantly reducing the difficulty and time cost of rescue operations. It is particularly suitable for emergency rescue scenarios with limited construction space, such as tunnels and viaducts, and effectively improves the efficiency of line restoration.

[0034] Preferably, after the lower edge of the first through hole is inserted into the annular groove, the plug is inserted into the gap between the upper edge of the first through hole and the annular groove to radially limit the coupler.

[0035] The plug fills the gap between the annular groove and the upper edge of the first through hole, effectively limiting the radial movement of the coupler and preventing it from swaying radially or even coming out of the annular groove during rescue and towing due to vehicle vibration or bumps. This enhances the stability and reliability of the engagement connection between the coupler and the first mounting plate. Attached Figure Description

[0036] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0037] Figure 1 This is a schematic diagram of a rail vehicle provided in an embodiment of the present invention.

[0038] Figure 2 This is a partial schematic diagram of a rail vehicle provided in an embodiment of the present invention.

[0039] Figure 3 This is a top view of the end of a rail vehicle provided in an embodiment of the present invention.

[0040] Figure 4 This is a schematic diagram of a rail vehicle collision provided in an embodiment of the present invention.

[0041] Figure 5 This is a schematic diagram of the coupler structure provided in an embodiment of the present invention.

[0042] Figure 6 This is a front view of the coupler mounting structure provided in an embodiment of the present invention.

[0043] Figure 7 This is a left view of the coupler mounting structure provided in an embodiment of the present invention.

[0044] Figure 8 This is a schematic diagram illustrating the process of shearing and then towing the coupler according to an embodiment of the present invention.

[0045] Figure 9 This is a partial structural diagram of an anti-climb mechanism without an anti-climb energy-absorbing device provided in an embodiment of the present invention.

[0046] Figure 10 This is a partial structural diagram of the anti-climb mechanism with an anti-climb energy-absorbing device provided in an embodiment of the present invention.

[0047] Figure 11 This is a schematic diagram of the guide rod, anti-climb tooth plate, and crushing tube provided in an embodiment of the present invention.

[0048] Figure 12 This is a schematic diagram of the anti-climb mechanism provided in an embodiment of the present invention during a collision.

[0049] Explanation of reference numerals in the attached figures:

[0050] 1. Car body, 2. Coupler, 3. First mounting plate, 4. First through hole, 5. Coupler flange, 6. Boss, 7. Annular groove, 8. Shear bolt, 9. Pathfinder, 10. Coupler mounting seat, 11. Second through hole, 12. Anti-climb mechanism, 13. Support structure, 14. Anti-climb tooth plate, 15. Guide rod, 16. Crushing tube, 17. Guide hole, 18. Fixing plate, 19. Buffer through hole, 20. Gradient section, 21. Support box, 22. Support plate, 23. Reinforcing plate, 24. Inner hole, 25. Deformation groove, 26. Detailed Implementation

[0051] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0052] To enable those skilled in the art to better understand the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0053] refer to Figures 1 to 4 In some embodiments, the rail vehicle includes a car body 1, a coupler 2, and a first mounting plate 3. Exemplarily, the car body 1 includes end beams, lower side beams, and a floor. The first mounting plate 3 is fixedly connected to the car body 1. Optionally, the first mounting plate 3 is fixed below the floor or on the end beams and is located in the middle position between the two lower side beams. The first mounting plate 3 can be a cast steel part or a welded part of thick steel plate. It should be noted that the first mounting plate 3 can be directly fixedly connected to the car body 1, or it can be indirectly fixedly connected to the car body 1 through an intermediate connector, as long as the first mounting plate 3 can provide a stable mounting foundation for the coupler 2.

[0054] refer to Figures 5 to 7 The first mounting plate 3 has a first through hole 4, through which the coupler 2 passes. Optionally, the first through hole 4 can be circular, oblong, elliptical, or rectangular. The first end of the coupler 2 faces away from the vehicle body 1 and is used to connect with a coupler 2 on an adjacent vehicle body 1.

[0055] The coupler 2 is provided with a coupler flange 5 and a boss 6. The coupler flange 5 is located at the second end of the coupler 2 and is located on the first side of the first mounting plate 3. The boss 6 is located on the second side of the first mounting plate 3. An annular groove 7 is formed between the coupler flange 5 and the boss 6. The thickness of the annular groove 7 is slightly greater than the thickness of the first mounting plate 3 so that the edge of the first through hole 4 can be inserted into the annular groove 7.

[0056] The coupler flange 5 is fixedly connected to the first mounting plate 3 by a plurality of shear bolts 8. Preferably, the plurality of shear bolts 8 are evenly distributed along the edge of the first through hole 4. The fracture threshold of the shear bolts 8 is set according to the static strength compression index of the vehicle body 1, for example, the fracture threshold of the shear bolts 8 is not less than 1.15 times the static strength compression index of the vehicle body 1. When a collision occurs and the collision force exceeds the fracture threshold of the shear bolts 8, the shear bolts 8 break, thereby releasing the fixed connection between the coupler 2 and the first mounting plate 3. In some alternative embodiments, the shear bolts 8 can also be replaced by shear pins with fracture grooves.

[0057] In the radial direction of the coupler 2, the size of the coupler flange 5 is larger than the size of the first through hole 4, meaning the coupler flange 5 cannot pass through the first through hole 4, thus preventing the coupler 2 from falling off. The size of the first through hole 4 is larger than the size of the boss 6, meaning the boss 6 can pass through the first through hole 4. After a collision occurs and the shear bolt 8 breaks, the coupler 2 moves axially towards its second end under the pushing force of the collision, and the boss 6 passes through the first through hole 4, so that the coupler 2 avoids the car body 1 and avoids a direct rigid impact with the car body 1.

[0058] refer to Figure 8 After the collision, during the rescue and towing of vehicle body 1, the hook 2 is pulled to move axially towards its first end. The boss 6 passes through the first through hole 4 again and returns to the second side of the first mounting plate 3. At this time, the annular groove 7 is aligned with the edge of the first through hole 4 again. The hook 2 falls under the action of gravity, so that the lower edge of the first through hole 4 is stuck in the annular groove 7, which axially limits the hook 2, so that the hook 2 can bear the axial force to connect and tow vehicle body 1.

[0059] In some embodiments, the rail vehicle further includes a plug 9. When the lower edge of the first through hole 4 is engaged with the annular groove 7, a gap will be generated between the upper edge of the first through hole 4 and the annular groove 7 because the radial dimension of the first through hole 4 is larger than the radial dimension of the annular groove 7. If this gap is not filled, the coupler 2 will wobble. The plug 9 is inserted between the upper edge of the first through hole 4 and the annular groove 7, filling the space between the annular groove 7 and the upper edge of the first through hole 4, thus radially limiting the coupler 2 and preventing the coupler 2 from wobble or coming out of the annular groove 7 during vehicle operation. Exemplarily, the plug 9 is L-shaped, with its vertical arm embedded in the gap between the annular groove 7 and the upper edge of the first through hole 4, and its horizontal wall abutting the outer edge of the boss 6.

[0060] refer to Figure 5 In some embodiments, a guide surface 10 is provided on the side of the boss 6 away from the coupler flange 5. Optionally, the guide surface 10 is a conical surface, a spherical surface, an arc transition surface, or a pyramidal surface. During rescue towing after a collision, the coupler 2 body needs to be pulled outward. The boss 6 needs to pass through the first through hole 4 from the first side of the first mounting plate 3 to the second side of the first mounting plate 3. During the process of the boss 6 passing through the first through hole 4, the guide surface 10 can guide the boss 6, so that the boss 6 can pass through the first through hole 4 smoothly without the need for manual alignment.

[0061] refer to Figure 6In some embodiments, the rail vehicle further includes a coupler mounting base 11, which is fixedly connected to the car body 1 and located on the first side of the first mounting plate 3. Exemplarily, the coupler mounting base 11 is fixedly connected to the end beam or floor of the car body 1 by bolts, welding, or other means, or the coupler mounting base 11 is integrally formed with the car body 1, and the first mounting plate 3 is fixedly connected to the coupler mounting base 11 by bolts, welding, or other means. The coupler mounting base 11 can provide a more stable mounting foundation for the first mounting plate 3 and the coupler 2. In some embodiments, the first mounting plate 3 and the coupler mounting base 11 can also be integrally formed.

[0062] The coupler mounting base 11 is provided with a second through hole 12. In the radial direction of the coupler 2, the size of the second through hole 12 is larger than the size of the coupler flange 5, so that the coupler mounting base 11 will not interfere with the axial movement and radial floating of the coupler 2.

[0063] refer to Figures 1 to 4 In some embodiments, the rail vehicle further includes an anti-climb mechanism 13. Typically, two sets of anti-climb mechanisms 13 are provided at each end of the car body 1, and the two sets of anti-climb mechanisms 13 are arranged at intervals along the width direction of the car body 1, preferably symmetrically arranged about the centerline of the width direction of the car body 1. Each set of anti-climb mechanisms 13 includes a support structure 14 and an anti-climb toothed plate 15. Exemplarily, the support structure 14 can be a cast steel part, an aluminum alloy profile, or a welded steel plate part. The support structure 14 is fixedly connected to the car body 1. Optionally, the support structure 14 can be fixedly connected to the end beam, side beam, or bottom plate of the car body 1. The support structure 14 provides an installation base for the anti-climb toothed plate 15. (Reference) Figure 9 The anti-climb plate 15 is fixedly connected to the support structure 14. Multiple anti-climb teeth are provided on the surface of the anti-climb plate 15. Each anti-climb tooth extends horizontally, and the multiple anti-climb teeth are arranged at intervals in the vertical direction. (Refer to...) Figure 12 When two adjacent car bodies 1 collide, the anti-climbing teeth on the two car bodies 1 interlock, generating a vertical restraining force to prevent one car body 1 from climbing onto the other car body 1.

[0064] refer to Figure 4 In some embodiments, at least some of the anti-climb mechanisms 13 include anti-climb energy-absorbing devices. For example, each vehicle body 1 has four sets of anti-climb mechanisms 13 at its front and rear ends, arranged in a rectangular pattern. Two diagonally opposite sets of anti-climb mechanisms 13 are equipped with energy-absorbing devices, while the other two sets are not. When a collision occurs, the anti-climb mechanism 13 with an energy-absorbing device at one end of one vehicle body 1 engages with the anti-climb mechanism 13 without an energy-absorbing device on the adjacent vehicle body 1. Since the anti-climb energy-absorbing devices require additional fasteners and typically need repair or replacement after a collision, this staggered arrangement reduces the use of fasteners and the workload of repairing the anti-climb devices after a collision, effectively reducing the total life-cycle cost.

[0065] refer to Figure 10 and Figure 11 The anti-climb energy-absorbing device includes a guide rod 16 and a crushing tube 17. A guide hole 18 is provided on the support structure 14, and the guide rod 16 passes through the guide hole 18, with a clearance fit between the guide rod 16 and the guide hole 18. For example, the cross-sections of the guide rod 16, the crushing tube 17, and the guide hole 18 are rectangular or circular. The guide rod 16 can be a solid steel bar or a hollow steel tube, and the crushing tube 17 is an aluminum profile tubular structure, with the crushing force controlled by the wall thickness. Preferably, the crushing tube 17 is sleeved outside the guide rod 16, which not only results in a compact structure and saves space, but also ensures the stability of the energy absorption process by being constrained by the guide rod 16 during deformation, preventing instability or skew. Simultaneously, the crushing tube 17 can withstand the vertical bending moment simultaneously with the guide rod 16. It should be noted that the cross-sectional shapes of the crushing tube 17 and the guide rod 16 can be the same or different.

[0066] The anti-climb toothed plate 15 is fixed to the first end of the guide rod 16. The first end of the crushing tube 17 is fixedly connected to the anti-climb toothed plate 15, and the second end is fixedly connected to the support structure 14. The guide rod 16 is fixedly connected to the support structure 14 via the crushing tube 17. Exemplarily, the end of the crushing tube 17 can be fixedly connected to the anti-climb toothed plate 15 and the support structure 14 by welding or bolts. When a collision occurs, the anti-climb toothed plate 15 is impacted, the crushing tube 17 is compressed and undergoes plastic deformation, absorbing the impact energy, while the guide rod 16 slides backward along the guide hole 18.

[0067] refer to Figure 11 In some embodiments, the support structure 14 includes a fixing plate 19 with a buffer through hole 20. The outer wall of the second end of the guide rod 16 has a tapered section 21. Exemplarily, the tapered section 21 is a conical surface, and its diameter decreases as it approaches the second end of the guide rod 16. When no collision occurs, the outer wall of the tapered section 21 does not contact the inner wall of the buffer through hole 20. When a collision occurs and the crushing tube 17 is crushed and deformed, as the guide rod 16 slides towards its second end, the tapered section 21 gradually contacts and presses against the inner wall of the buffer through hole 20 to form an interference fit, thereby generating increasing frictional resistance to continue buffering the collision and preventing the guide rod 16 from falling off. Preferably, the inner wall of the buffer through hole 20 is the same conical shape as the tapered section 21 to obtain a larger contact surface.

[0068] In some embodiments, the support structure 14 further includes a support box 22 and a support plate 23. The support box 22 is fixedly connected to the vehicle body 1, the support plate 23 is fixedly connected to the support box 22, and the support plate 23 is located on the side of the support box 22 close to the anti-climb tooth plate 15. The fixing plate 19 is fixedly connected to the support box 22, and the fixing plate 19 is located on the side of the support box 22 away from the anti-climb tooth plate 15.

[0069] For example, the support box 22 is a box-shaped structure welded from steel plates, and its interior can be reinforced with ribs to increase strength and rigidity. The support box 22 is welded to the end beams, lower side beams, and floor of the vehicle body 1 to form an integral frame, providing sufficient bending stiffness to resist the bending moment generated by the vertical force when the anti-climbing tooth plate 15 engages. In the axial direction of the guide rod 16, the support box 22 has a large dimension, for example, not less than one-third of the length of the guide rod 16, thereby providing sufficient radial support for the guide rod 16. The support plate 23 and the fixing plate 19 are steel plates, which are supported and welded or fixed by bolts.

[0070] It should be noted that the support box 22 is provided because the guide rod 16 has a large axial dimension, forming a cantilever structure. The support box 22 needs to provide higher support strength and bending strength for the guide rod 16. Therefore, for the anti-climb mechanism 13 without an anti-climb energy absorption device, a simpler support structure 14 can be used, such as directly fixing the anti-climb toothed plate 15 to the vehicle body 1, or fixing it to the vehicle body 1 through a simple connecting plate. In addition, since the anti-climb mechanism 13 without an anti-climb energy absorption device does not have a guide rod 16, there is no need to provide clearance space for the axial movement of the guide rod 16. Therefore, the anti-climb mechanism 13 without an anti-climb energy absorption device has a shorter dimension in the length direction of the vehicle body 1, and its rear end can be used to arrange cables and pneumatic pipelines.

[0071] In some embodiments, the support structure 14 further includes a reinforcing plate 24 located between the support plate 23 and the support box 22, both of which are fixedly connected to the reinforcing plate 24. Exemplarily, the support plate 23, the reinforcing plate 24, and the support box 22 are fixed together by through bolts or continuous welding; alternatively, the reinforcing plate 24 can be integrally cast with the support box 22. The reinforcing plate 24 further enhances the rigidity of the support structure 14, resisting the bending moment of the anti-climbing tooth plate 15. A guide hole 18 sequentially passes through the support plate 23, the reinforcing plate 24, and the support box 22.

[0072] In some embodiments, an inner hole 25 is provided at the axis of the tapered section 21 of the guide rod 16, and a plurality of deformation grooves 26 are formed on the sidewall of the inner hole 25. The length direction of the deformation grooves 26 is parallel to the axial direction of the tapered section 21. Preferably, the deformation grooves 26 are evenly distributed circumferentially around the axis of the inner hole 25, and the number of deformation grooves 26 is usually 3 to 6. The deformation grooves 26 provide space for the radial contraction of the tapered section 21, so that the tapered section 21 can undergo elastic or plastic deformation during the clamping process, thereby enabling the guide rod 16 to be stably wedged into the buffer through hole 20. At the same time, the deformation grooves 26 make the contact pressure distribution between the tapered section 21 and the inner wall of the buffer through hole 20 more uniform, increase the effective contact area, and improve the reliability of the wedging effect.

[0073] It should be noted that the depth of the deformation groove 26 in the radial direction of the tapered section 21 is flexibly set by the designers according to the actual working conditions and the requirements for deformation capacity and structural rigidity. When the depth of the deformation groove 26 decreases, the deformation capacity of the tapered section 21 weakens and the rigidity increases. Conversely, when the depth of the deformation groove 26 increases, the deformation capacity of the tapered section 21 strengthens and the rigidity weakens. In fact, in the radial direction of the tapered section 21, the deformation groove 26 can penetrate through the side wall of the tapered section 21, dividing the tapered section 21 into multiple circumferentially distributed cantilever structures. At this time, the tapered section 21 has the maximum deformation capacity.

[0074] The following provides some embodiments of the rail vehicle rescue method of the present invention.

[0075] In some embodiments, when the vehicle body 1 collides and the collision force exceeds the preset overload threshold of the shear bolt 8, the shear bolt 8 breaks due to overload, the fixed connection between the hook 2 and the first mounting plate 3 is released, and the hook 2 moves axially toward the first side of the first mounting plate 3 under the action of the collision force. Since the radial dimension of the first through hole 4 is larger than the radial dimension of the boss 6, the boss 6 passes through the first through hole 4, realizing the axial displacement of the hook 2, thereby avoiding direct rigid impact between the vehicle body 1 and the hook 2 and protecting the integrity of the end structure of the vehicle body 1.

[0076] During rescue towing, a tensile force is applied to the hook 2, pulling out the second side of the first mounting plate 3, so that the boss 6 passes through the first through hole 4 and returns to the second side of the first mounting plate 3. At this time, the annular groove 7 between the hook flange 5 and the boss 6 is aligned with the first through hole 4. The hook 2 falls under its own weight, causing the lower edge of the first through hole 4 to be inserted into the annular groove 7, thereby axially limiting the hook 2. The hook 2 has the ability to withstand axial tensile force, thus enabling it to be used for towing the carriage.

[0077] Furthermore, since the radial dimension of the first through hole 4 is larger than the radial dimension of the annular groove 7, after the lower edge of the first through hole 4 is inserted into the annular groove 7, a gap will be formed between the upper edge of the first through hole 4 and the annular groove 7. Inserting the plug 9 into this gap fills the gap, which can radially limit the hook 2 and prevent the hook 2 from shaking. After the rescue towing is completed, remove the plug 9, and then lift the hook 2 to disengage the annular groove 7 from the lower edge of the first through hole 4, thereby releasing the lock. The hook 2 can then be fixedly connected to the first mounting plate 3 using a new shear bolt 8.

[0078] It should be noted that in this specification, relational terms such as first and second are used only to distinguish one entity from several other entities, and do not necessarily require or imply any such actual relationship or order between these entities.

[0079] This article uses specific examples to illustrate the principles and implementation methods of the present invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of the present invention. It should be noted that those skilled in the art can make several improvements and modifications to the present invention without departing from the principles of the present invention, and these improvements and modifications also fall within the protection scope of the present invention.

Claims

1. A rail vehicle, comprising a car body (1), a coupler (2) and a first mounting plate (3), wherein the first mounting plate (3) is fixedly connected to the car body (1); the first mounting plate (3) is provided with a first through hole (4), and the coupler (2) passes through the first mounting plate (3) through the first through hole; The coupler (2) is provided with a coupler flange (5) and a boss (6). The coupler flange (5) is located on the first side of the first mounting plate (3), and the boss (6) is located on the second side of the first mounting plate (3). An annular groove (7) is formed between the coupler flange (5) and the boss (6). In the radial direction of the coupler (2), the size of the coupler flange (5) is greater than the size of the first through hole (4) and the size of the boss (6). The coupler flange (5) is fixedly connected to the first mounting plate (3) by shear bolts (8). After the shear bolts (8) break, the coupler (2) falls down, causing the lower edge of the first through hole (4) to be inserted into the annular groove (7).

2. The rail vehicle according to claim 1, characterized in that, It also includes a plug (9). After the lower edge of the first through hole (4) is inserted into the annular groove (7), the plug (9) can be inserted between the upper edge of the first through hole (4) and the annular groove (7) to radially limit the hook (2).

3. The rail vehicle according to claim 1, characterized in that, The boss (6) has a guide surface (10) on the side away from the coupler flange (5). When the boss (6) passes through the first through hole (4) from the first side of the first mounting plate (3) to the second side of the first mounting plate (3), the guide surface (10) can guide the boss (6).

4. The rail vehicle according to claim 1, characterized in that, It also includes a coupler mounting seat (11), which is fixedly connected to the vehicle body (1) and located on the first side of the first mounting plate (3). The first mounting plate (3) is fixedly connected to the coupler mounting seat (11). The coupler mounting seat (11) is provided with a second through hole (12). In the radial direction of the coupler (2), the size of the second through hole (12) is larger than the size of the coupler flange (5).

5. The rail vehicle according to any one of claims 1-4, characterized in that, It also includes an anti-climb mechanism (13), which includes a support structure (14) and an anti-climb toothed plate (15). The support structure (14) is fixedly connected to the vehicle body (1), and the anti-climb toothed plate (15) is fixedly connected to the support structure (14). When two adjacent vehicle body sections (1) collide, the anti-climb toothed plates (15) on the two vehicle bodies (1) bite each other.

6. The rail vehicle according to claim 5, characterized in that, At least part of the anti-climb mechanism (13) includes an anti-climb energy-absorbing device, which includes a guide rod (16) and a crushing tube (17). The support structure (14) has a guide hole (18). The guide rod (16) passes through the guide hole (18). The anti-climb toothed plate (15) is fixed to the first end of the guide rod (16). The first end of the crushing tube (17) is fixedly connected to the anti-climb toothed plate (15), and the second end is fixedly connected to the support structure (14).

7. The rail vehicle according to claim 6, characterized in that, The crushing tube (17) is sleeved on the outside of the guide rod (16).

8. The rail vehicle according to claim 6, characterized in that, The support structure (14) includes a fixing plate (19) with a buffer through hole (20) on the fixing plate (19). The outer wall of the second end of the guide rod (16) has a tapered section (21). When the guide rod (16) slides to its second end, the tapered section (21) gradually contacts and presses against the inner wall of the buffer through hole (20).

9. The rail vehicle according to claim 8, characterized in that, The support structure (14) further includes a support box (22) and a support plate (23). The support box (22) is fixedly connected to the vehicle body (1). The support plate (23) is fixedly connected to the support box (22). The support plate (23) is located on the side of the support box (22) closer to the anti-climb tooth plate (15). The fixing plate (19) is fixedly connected to the support box (22). The fixing plate (19) is located on the side of the support box (22) away from the anti-climb tooth plate (15).

10. The rail vehicle according to claim 9, characterized in that, The support structure (14) also includes a reinforcing plate (24), which is located between the support plate (23) and the support box (22). Both the support plate (23) and the support box (22) are fixedly connected to the reinforcing plate (24).

11. The rail vehicle according to claim 8, characterized in that, The guide rod (16) has an inner hole (25) at the axis of the tapered section (21), and a plurality of deformation grooves (26) are opened on the side wall of the inner hole (25). The length direction of the deformation grooves (26) is parallel to the axis of the tapered section (21).

12. A method for rescuing rail vehicles, characterized in that, The rail vehicle is the rail vehicle as described in any one of claims 1-11; When the vehicle body (1) collides and the shear bolt (8) breaks due to overload, the hook (2) moves axially toward the first side of the first mounting plate (3) under the action of the collision force, so that the boss (6) passes through the first through hole (4). During rescue towing, the hook (2) is pulled out toward the second side of the first mounting plate (3) so that the boss (6) passes through the first through hole (4). The coupler (2) falls under its own weight, causing the lower edge of the first through hole (4) to be inserted into the annular groove (7), thereby axially limiting the coupler (2) for use in towing the carriage.

13. The method for rescuing rail vehicles according to claim 12, characterized in that, After the lower edge of the first through hole (4) is inserted into the annular groove (7), the plug (9) is inserted into the gap between the upper edge of the first through hole (4) and the annular groove (7) to radially limit the coupler (2).

Images