Stainless steel subway vehicle body structure with replaceable module

Abstract

The utility model provides a stainless steel metro car body structure with replaceable modules. The metro car body structure comprises an underframe steel structure, a car roof steel structure, a side wall steel structure, an end wall steel structure, a cab framework structure, an end crushing area and an energy absorption structure. The ground body vehicle body structure has high strength and high safety performance, and the vehicle body structure does not yield under the working condition that the compression load of the end portion is 1800 kN; when destructive accidents such as collision occur, only local replacement or maintenance is needed, the problem that the whole vehicle body system is not suitable for maintenance is solved, the cost is effectively reduced, the service life of an accident vehicle body is prolonged, and the design life of the optimized vehicle body structure can be prolonged to 40 years through simulation analysis and line test data verification.

Description

Technical Field

[0001] The utility model relates to the field of the car body structure of rail vehicles, in particular to a stainless steel subway car body structure with an electrically replaceable module. Background Art

[0002] The main structure of the existing rail vehicle car body system is basically composed of several major components such as the car roof, side wall, underframe and end wall, etc., which are welded together. Each major component is also composed of multiple components and parts welded together. This structural feature leads to the deformation or crushing of the car body structure in the event of an accident such as a collision. It is very difficult to repair and maintain the car body structure again, and it is basically impossible to achieve. However, the designed service life of the car body structure of current subway vehicles is usually 30 or 35 years. If an accident occurs, it is difficult to repair and maintain, which will bring greater economic losses. Therefore, the passive safety performance, designed service life, etc. of the car body structure will also bring relatively high costs to the operation and maintenance of the car body structure. Content of the Utility Model

[0003] The purpose of the utility model is to reduce the operation, repair and maintenance costs, develop a car body structure with high strength and high collision resistance, and design the end part local structure that is extremely easy to deform and crush in a collision accident as a replaceable structure, effectively solving the problems of relatively high maintenance costs of the car body system and being not suitable for overall overhaul. At the same time, through structural optimization, the designed service life is first improved in terms of structure, and secondly, through certain structural design, the service life performance of the car body system during vehicle operation is improved and extended.

[0004] To achieve the above purpose, the utility model provides a stainless steel subway car body structure with a replaceable module. The subway car body structure includes an underframe steel structure, a car roof steel structure, a side wall steel structure, an end wall steel structure, a driver's cab skeleton structure, an end crush zone and an energy absorption structure; the end crush zone structure is arranged in the area within 1 m at the second end of the car body. The end crush zone is composed of a side wall crush zone, a car roof crush zone and an underframe crush zone. The car roof crush zone and the side wall crush zone are connected to the vehicle main structure by a transition connecting plate, and the underframe crush zone is connected to the underframe main structure by welding. The energy absorption structure is symmetrically designed along the longitudinal center of the vehicle and is arranged at the end of the underframe main structure at the first end of the car body and is connected to the underframe main structure by welding.

[0005] Further, the length of the car roof crush zone along the length direction of the car body is 767.5 mm, and the length of the symmetrically arranged side wall crush zones along the length direction of the car body is 767.5 mm.

[0006] Furthermore, the underframe crush zone, as an energy-absorbing structure at the second end of the car body structure, is composed of the underframe crush zone end beam, the first underframe crush zone longitudinal beam, the second underframe crush zone longitudinal beam, the underframe crush zone cross beam, the underframe crush zone side beam, and the crush guiding groove. The width of the underframe crush zone is 2400 mm, and the length is 730 mm. One side of the underframe crush zone includes the first underframe crush zone longitudinal beam vertically perpendicular to the underframe crush zone end beam, arranged 685 mm away from the underframe crush zone side beam. The second underframe crush zone longitudinal beam is designed in the form of an inclined longitudinal beam, and the structures on both sides of the underframe crush zone are symmetrically distributed.

[0007] Furthermore, the underframe crush zone end beam is made of 4-mm-thick steel plate with a C-shaped cross-section design. The first underframe crush zone longitudinal beam has a rectangular hollow cross-section with the section size of height 155 mm × width 85 mm × thickness 6 mm. The second underframe crush zone longitudinal beam has a rectangular hollow cross-section with the section size of height 155 mm × width 85 mm × thickness 6 mm. The underframe crush zone side beam has a C-shaped cross-section with the section size of height 155 mm × width 70 mm × thickness 4 mm.

[0008] Furthermore, the first underframe crush zone longitudinal beam and the second underframe crush zone longitudinal beam are provided with crush guiding grooves at the longitudinal ends. When the vehicle collides, the crush guiding groove structure will guide the longitudinal beams to undergo crush deformation to maintain the overall integrity of the car body.

[0009] Furthermore, one side of the energy-absorbing structure is composed of the energy-absorbing structure end beam, the first energy-absorbing structure longitudinal beam, the second energy-absorbing structure longitudinal beam, the first energy-absorbing structure cross beam, the second energy-absorbing structure cross beam, the third energy-absorbing structure cross beam, the first energy-absorbing structure crush longitudinal beam, the second energy-absorbing structure crush longitudinal beam, the third energy-absorbing structure crush longitudinal beam, and the crush guiding groove. The length of the energy-absorbing structure is 1200 mm. The first energy-absorbing structure cross beam in the energy-absorbing structure is arranged 460 mm behind the energy-absorbing structure end beam. The second energy-absorbing structure cross beam and the third energy-absorbing structure cross beam are evenly arranged at an interval of 215 mm. The first energy-absorbing structure crush longitudinal beam is arranged 465 mm away from the end, and the second energy-absorbing structure crush longitudinal beam and the third energy-absorbing structure crush longitudinal beam are evenly arranged at an interval of 190 mm respectively. The structures on both sides of the energy-absorbing structure are symmetrically distributed.

[0010] Furthermore, the energy-absorbing structure end beam is made of 6-mm-thick steel plate with a rectangular closed hollow cross-section design. The first energy-absorbing structure longitudinal beam has a rectangular hollow cross-section with dimensions of height 150 mm × width 100 mm × thickness 4 mm. The second energy-absorbing structure longitudinal beam has a rectangular hollow cross-section with dimensions of height 150 mm × width 100 mm × thickness 6 mm. The first energy-absorbing structure cross beam, the second energy-absorbing structure cross beam, and the third energy-absorbing structure cross beam have a C-shaped cross-section with dimensions of height 150 mm × width 30 mm × thickness 6 mm. The first energy-absorbing structure crush longitudinal beam, the second energy-absorbing structure crush longitudinal beam, and the third energy-absorbing structure crush longitudinal beam have a rectangular hollow cross-section with dimensions of height 150 mm × width 70 mm × thickness 3 mm.

[0011] Furthermore, at the end positions in the longitudinal loading direction of the first energy-absorbing structure longitudinal beam, the second energy-absorbing structure longitudinal beam, the first energy-absorbing structure crush longitudinal beam, the second energy-absorbing structure crush longitudinal beam, and the third energy-absorbing structure crush longitudinal beam, crush guiding grooves are provided, with a total of 10 crush guiding designs. The design of the crush guiding grooves can effectively control the energy-absorbing structure. Under collision conditions, it guides and controls the structure to gradually undergo crush deformation to absorb the energy generated during vehicle collision, reduce the damage to the vehicle structure caused by the collision, ensure sufficient survival space for the driver and passengers, and reduce losses.

[0012] The ground vehicle body structure of this utility model has high strength and high safety performance. Under the 1800-kN compression load condition at the end, the vehicle body structure does not yield. In case of destructive accidents such as collisions, only local replacement or repair is required, solving the problem that the entire vehicle body system is not suitable for maintenance, effectively reducing costs, and improving the operation life of the accident vehicle body.

[0013] According to the standard requirements, simulation analysis and verification are carried out on the vehicle body structure. The strength and crashworthiness of the vehicle body structure meet the standard and design requirements. When an accident or collision occurs, it can provide maximum protection to the train driver and passengers. The main structure of the vehicle body structure does not break, and it can maintain the integrity and stability of the structure. The structural deformation in the end area meets the standard requirements. At the same time, the energy absorption of the vehicle body structure is controlled within the designed crush zone range, reducing the costs and maintenance workload after a collision accident.

[0014] The optimized vehicle body structure, verified by simulation analysis and line test data, can increase the design life of the vehicle body structure to 40 years. Brief Description of the Drawings

[0015] Figure 1 It is a schematic diagram of the overall subway vehicle body structure;

[0016] Figure 2 It is a schematic diagram of the end crush zone of the subway vehicle body structure;

[0017] Figure 3 Schematic diagram of the underframe crushing zone;

[0018] Figure 4 Schematic layout diagram of the underframe crushing zone;

[0019] Figure 5 Schematic diagram of the crushing guide groove structure;

[0020] Figure 6 Schematic diagram of the energy absorption structure;

[0021] Figure 7 Schematic layout diagram of the energy absorption structure;

[0022] Figure 8 Schematic diagram of the simulation analysis of the energy absorption structure;

[0023] Figure 9 Schematic diagram of the simulation analysis of the underframe crushing zone. Detailed implementation manner

[0024] Generally, the subway car body structure includes an underframe steel structure, a roof steel structure, a side wall steel structure, an end wall steel structure, and a driver's cab skeleton structure.

[0025] For the subway car body structure of this utility model, "crushing zones" are respectively set on the side walls, roofs and ends of the car body. In the event of a collision accident, the restoration or repair work is limited to the dedicated area designed in the vehicle, that is, only the damaged "crushing zones" at the ends need to be replaced, effectively reducing the operation and maintenance costs of the vehicle.

[0026] To improve the strength of the car body structure, the key load-bearing side beam structure adopts a rectangular hollow large-section design, and the roof, underframe and side wall on the same side of the section direction adopt a closed-loop connection method. At the same time, to solve the problem that structural damage only occurs in the dedicated "crushing zone" designed under collision conditions, a stepped collision energy absorption structure is designed and developed at the end of the first car body in the train formation, that is, the first interface where the formation vehicles collide, and effectively absorbs the energy of the vehicle collision process with energy absorption components such as couplers in the designed progressive manner.

[0027] The subway car body structure of the new utility model is shown in Figure 1, including a chassis steel structure 1, a car body roof steel structure 2, a side wall steel structure 3, an end wall steel structure 4, a driver's cab skeleton structure 5, an end crush zone 6 and an energy absorption structure 7; the end crush zone 6 structure is arranged within a region of 1 m from the second end of the car body, and the end crush zone 6 is composed of a side wall crush zone 61, a roof crush zone 62 and a chassis crush zone 63. The roof crush zone 62 and the side wall crush zone 61 are connected to the main structure of the vehicle by a transition connecting plate, and the chassis crush zone 63 is welded to the car body chassis. The energy absorption structure 7 is symmetrically designed along the longitudinal center of the vehicle and is arranged at the end of the main chassis structure 1 at the first end of the car body and is welded to the main chassis structure.

[0028] When a vehicle collision accident occurs, through the design of the end crush zone 6 and the energy absorption structure 7, the damage to the car body structure can be effectively controlled within the energy absorption structure 7 and the end crush zone 6, ensuring an efficient and safe escape space for the driver and passengers, and reducing the plastic deformation or serious structural fracture damage of the car body system, maintaining the integrity and functionality of the car body structure.

[0029] Refer to Figure 2 , in which the end crush zone 6 structure is arranged within a region of 1 m from the second end of the car body and is mainly composed of a side wall crush zone 61, a roof crush zone 62 and a chassis crush zone 63. The roof crush zone 62 and the side wall crush zone 61 are both 767.5 mm in length along the length direction of the car body and are connected to the main structure of the vehicle by a transition connecting plate. The chassis crush zone 63 also has the function of absorbing energy. As the energy absorption structure at the second end of the car body, through crush deformation, it can participate in energy absorption during the collision process and reduce the damage to the main car body structure.

[0030] Through the overall design of the car body, the damage to the car body structure occurring during a collision at a certain speed will be effectively controlled within the end crush zone 6 and will not cause deformation or damage to the main car body structure. The connection of the crush zone is designed as a movable connection, so it can be quickly separated from and connected to the main structure.

[0031] Refer to Figure 3 and Figure 4 , the chassis crush zone 63, as the energy absorption structure at the second end of the car body structure, is composed of a chassis crush zone end beam 631, a first chassis crush zone longitudinal beam 632, a second chassis crush zone longitudinal beam 633, a chassis crush zone cross beam 634, a chassis crush zone side beam 635 and a crush guide groove 8. The width of the chassis crush zone 63 is 2400 mm and the length is 730 mm. One side of the chassis crush zone 63 includes the first chassis crush zone longitudinal beam 632 vertically arranged longitudinally to the chassis crush zone end beam 631 and is arranged at a distance of 685 mm from the chassis crush zone side beam 635. The second chassis crush zone longitudinal beam 633 is designed in the form of an inclined longitudinal beam, and the structures on both sides of the chassis crush zone 63 are symmetrically distributed.

[0032] The end beam 631 of the underframe crushing zone is made of a steel plate with a thickness of 4 mm and designed with a C-shaped cross-section. The first longitudinal beam 632 of the underframe crushing zone adopts a rectangular hollow cross-section with a cross-sectional size of height 155 mm × width 85 mm × thickness 6 mm. The second longitudinal beam 633 of the underframe crushing zone adopts a rectangular hollow cross-section with a cross-sectional size of height 155 mm × width 85 mm × thickness 6 mm. The side beam 635 of the underframe crushing zone adopts a C-shaped cross-section with a cross-sectional size of height 155 mm × width 70 mm × thickness 4 mm.

[0033] The first longitudinal beam 632 and the second longitudinal beam 633 of the underframe crushing zone are provided with a crushing guide groove 8 at the longitudinal end. When the vehicle collides, the structure of the crushing guide groove 8 will guide the longitudinal beam to undergo crushing deformation to maintain the overall integrity of the car body.

[0034] The detailed dimensions of the guide groove are shown in Figure 5 , where dimension A is about 40 mm - 50 mm, dimension B is 40 mm, dimension C is 15 mm, dimension D is 30 mm, the diameter of the concave arc in the guide groove is about 3 times the plate thickness, and the depth of the concave arc is about the plate thickness + 1 mm.

[0035] Refer to Figure 6 and Figure 7 , one side of the energy absorption structure 7 is composed of an energy absorption structure end beam 71, a first energy absorption structure longitudinal beam 72, a second energy absorption structure longitudinal beam 73, a first energy absorption structure cross beam 74, a second energy absorption structure cross beam 75, a third energy absorption structure cross beam 76, a first energy absorption structure crushing longitudinal beam 77, a second energy absorption structure crushing longitudinal beam 78, a third energy absorption structure crushing longitudinal beam 79 and a crushing guide groove 8. The length of the energy absorption structure 7 is 1200 mm. The first energy absorption structure cross beam 74 in the energy absorption structure is arranged at a position 460 mm behind the energy absorption structure end beam 71. The second energy absorption structure cross beam 75 and the third energy absorption structure cross beam 76 are evenly arranged at an interval of 215 mm. The first energy absorption structure crushing longitudinal beam 77 is arranged at a distance of 465 mm from the end, and the second energy absorption structure crushing longitudinal beam 78 and the third energy absorption structure crushing longitudinal beam 79 are evenly arranged at an interval of 190 mm respectively. The energy absorption structure 7 is symmetrically arranged on both sides.

[0036] The end beam 71 of the energy-absorbing structure is made of a steel plate with a thickness of 6 mm and is designed with a rectangular closed hollow cross-section. The first longitudinal beam 72 of the energy-absorbing structure has a rectangular hollow cross-section with a cross-sectional size of height 150 mm × width 100 mm × thickness 4 mm. The second longitudinal beam 73 of the energy-absorbing structure has a rectangular hollow cross-section with a cross-sectional size of height 150 mm × width 100 mm × thickness 6 mm. The first cross beam 74 of the energy-absorbing structure, the second cross beam 75 of the energy-absorbing structure, and the third cross beam 76 of the energy-absorbing structure have a C-shaped cross-section with a cross-sectional size of height 150 mm × width 30 mm × thickness 6 mm. The first crush longitudinal beam 77 of the energy-absorbing structure, the second crush longitudinal beam 78 of the energy-absorbing structure, and the third crush longitudinal beam 79 of the energy-absorbing structure have a rectangular hollow cross-section with a cross-sectional size of height 150 mm × width 70 mm × thickness 3 mm.

[0037] At the end positions in the longitudinal force direction of the first longitudinal beam 72 of the energy-absorbing structure, the second longitudinal beam 73 of the energy-absorbing structure, the first crush longitudinal beam 77 of the energy-absorbing structure, the second crush longitudinal beam 78 of the energy-absorbing structure, and the third crush longitudinal beam 79 of the energy-absorbing structure, crush guiding grooves 8 are provided. There are a total of 10 crush guiding designs. The design of the crush guiding grooves 8 can effectively control the energy-absorbing structure. Under collision conditions, it guides and controls the structure to gradually undergo crush deformation to absorb the energy generated during vehicle collisions, reduce the damage to the vehicle structure caused by collisions, ensure that the driver and passengers have sufficient survival space, and reduce losses.

[0038] The design of the guiding grooves can effectively control the energy-absorbing structure 7. Under collision conditions, it guides and controls the structure to gradually undergo crush deformation to absorb the energy generated during vehicle collisions, reduce the damage to the vehicle structure caused by collisions, ensure that the driver and passengers have sufficient survival space, and reduce losses.

[0039] Such as Figures 8 to 9 Through simulation analysis and experimental verification, the energy-absorbing structure 7 and the underframe crush zone 63 of the present utility model can achieve the expected crush deformation function in the collision simulation analysis, realize energy absorption, and control the crush deformation within the range of the energy-absorbing structure 7 and the crush zone structure, maintaining the integrity of the main body structure of the vehicle body.

Claims

1. A stainless steel subway car body structure with replaceable modules, characterized in that, The subway car body structure includes a floor steel structure, a roof steel structure, a side wall steel structure, an end wall steel structure, a driver's cab frame structure, an end crushing zone and an energy absorption structure; the end crushing zone structure is arranged within the area within 1 m at the second end of the car body. The end crushing zone consists of a side wall crushing zone, a roof crushing zone and a floor crushing zone. The roof crushing zone and the side wall crushing zone are connected to the main structure of the vehicle by transition connecting plates, and the floor crushing zone is welded to the car body floor. The energy absorption structure is symmetrically designed along the longitudinal center of the vehicle and is arranged at the end of the main structure of the floor at the first end of the car body and is welded to the main structure of the floor.

2. The stainless steel subway car body structure with replaceable modules according to claim 1, characterized in that, The length of the roof crushing zone along the length direction of the car body is 767.5 mm, and the length of the symmetrically arranged side wall crushing zones along the length direction of the car body is 767.5 mm.

3. A stainless steel subway car body structure with a replaceable module according to claim 1, characterized in that, The floor crushing zone, as the energy absorption structure at the second end of the car body structure, consists of a floor crushing zone end beam, a first floor crushing zone longitudinal beam, a second floor crushing zone longitudinal beam, a floor crushing zone cross beam, a floor crushing zone side beam and a crushing guide groove. The width of the floor crushing zone is 2400 mm and the length is 730 mm. One side of the floor crushing zone includes a first floor crushing zone longitudinal beam that is longitudinally perpendicular to the floor crushing zone end beam and is arranged at 685 mm from the floor crushing zone side beam. The second floor crushing zone longitudinal beam is designed in the form of an inclined longitudinal beam, and the structures on both sides of the floor crushing zone are symmetrically distributed.

4. A stainless steel subway car body structure with a replaceable module according to claim 1, characterized in that, The floor crushing zone end beam is made of a 4-mm-thick steel plate with a C-shaped cross-section design. The first floor crushing zone longitudinal beam has a rectangular hollow cross-section with a cross-section size of height 155 mm × width 85 mm × thickness 6 mm. The second floor crushing zone longitudinal beam has a rectangular hollow cross-section with a cross-section size of height 155 mm × width 85 mm × thickness 6 mm. The floor crushing zone side beam has a C-shaped cross-section with a cross-section size of height 155 mm × width 70 mm × thickness 4 mm.

5. A stainless steel subway car body structure with a replaceable module according to claim 3, characterized in that, The first floor crushing zone longitudinal beam and the second floor crushing zone longitudinal beam are provided with crushing guide grooves at the longitudinal ends. When the vehicle collides, the crushing guide groove structure will guide the longitudinal beams to undergo crushing deformation to maintain the overall integrity of the car body.

6. The stainless steel subway car body structure with replaceable modules according to claim 1, characterized in that, One side of the energy absorption structure consists of an energy absorption structure end beam, a first energy absorption structure longitudinal beam, a second energy absorption structure longitudinal beam, a first energy absorption structure cross beam, a second energy absorption structure cross beam, a third energy absorption structure cross beam, a first energy absorption structure crushing longitudinal beam, a second energy absorption structure crushing longitudinal beam, a third energy absorption structure crushing longitudinal beam and a crushing guide groove. The length of the energy absorption structure is 1200 mm. The first energy absorption structure cross beam in the energy absorption structure is arranged at a position 460 mm behind the energy absorption structure end beam. The second energy absorption structure cross beam and the third energy absorption structure cross beam are evenly arranged at an interval of 215 mm. The first energy absorption structure crushing longitudinal beam is arranged at 465 mm from the end, and the second energy absorption structure crushing longitudinal beam and the third energy absorption structure crushing longitudinal beam are evenly arranged at intervals of 190 mm respectively. The energy absorption structure is symmetrically arranged on both sides.

7. A stainless steel subway car body structure with replaceable modules according to claim 1, characterized in that, The end beam of the energy-absorbing structure is made of 6-mm-thick steel plate with a rectangular closed hollow cross-section design. The first longitudinal beam of the energy-absorbing structure has a rectangular hollow cross-section with dimensions of height 150 mm × width 100 mm × thickness 4 mm. The second longitudinal beam of the energy-absorbing structure has a rectangular hollow cross-section with dimensions of height 150 mm × width 100 mm × thickness 6 mm. The first cross beam, the second cross beam, and the third cross beam of the energy-absorbing structure have a C-shaped cross-section with dimensions of height 150 mm × width 30 mm × thickness 6 mm. The first crushable longitudinal beam, the second crushable longitudinal beam, and the third crushable longitudinal beam of the energy-absorbing structure have a rectangular hollow cross-section with dimensions of height 150 mm × width 70 mm × thickness 3 mm.

8. A stainless steel subway car body structure with replaceable modules according to claim 1, characterized in that, Crush guiding grooves are provided at the end positions in the longitudinal stress direction of the first longitudinal beam of the energy-absorbing structure, the second longitudinal beam of the energy-absorbing structure, the first crushable longitudinal beam of the energy-absorbing structure, the second crushable longitudinal beam of the energy-absorbing structure, and the third crushable longitudinal beam of the energy-absorbing structure. There are a total of 10 crush guiding designs. The design of the crush guiding grooves can effectively control the energy-absorbing structure. Under collision conditions, it can guide and control the structure to gradually undergo crush deformation to absorb the energy generated during vehicle collisions, reduce the damage to the vehicle structure caused by the collision, ensure sufficient survival space for the driver and passengers, and reduce losses.

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