Railway vehicle anti-climbing buffer structure

Abstract

The application discloses a rail vehicle anti-climbing buffer structure, which comprises a chassis body, a chassis front end structure and an anti-climbing device. The chassis body comprises side beams arranged on both sides and a chassis floor arranged in the middle of a vehicle body and connected with the side beams. A cross beam is arranged below the chassis floor, and a buffer beam is arranged at the rear side of the cross beam. The chassis front end structure comprises an end beam arranged at the front end of the vehicle body. A buffer space is arranged between the end beam and the cross beam. A first bearing structure and a second bearing structure are arranged in the buffer space along the length direction of the buffer space. The anti-climbing device comprises a guide rod mounted on the end beam through bolts, and a tooth plate is arranged at the front end of the guide rod. A car coupler mounting plate is arranged between the first bearing structure and the second bearing structure, and a car coupler is arranged on the car coupler mounting plate. The anti-climbing device can effectively absorb energy, and the energy absorption stroke can be designed to be maximum. The anti-climbing device can be installed, the air tightness of the vehicle can be significantly improved, the riding comfort can be improved, and the weight of the chassis can be reduced.

Description

TECHNICAL FIELD

[0001] The present application relates to a rail vehicle anti-climbing buffer structure, belonging to the technical field of rail vehicles. BACKGROUND

[0002] The front end of the train is usually provided with an anti-climbing device with energy absorption function, which can significantly improve the deformation energy absorption characteristics of the rail vehicle in the event of a collision. In order to effectively prevent the trains from climbing each other in the event of a collision, the anti-climbing device also needs to have excellent anti-vertical bending ability, so the anti-climbing device usually has a guide mechanism with very high vertical stiffness to ensure the anti-climbing performance. The guide mechanism can ensure that the anti-climbing device stably retreats in the event of a collision, and guide the energy absorption element to normally play a deformation energy absorption function, so that the trains deform in a stable, controllable and orderly manner, minimizing the impact force on passengers and reducing the possibility of injury to passengers in the train.

[0003] Long train unit (6 or more units) or large axle load train unit (double-deck train unit) has larger mass and larger initial collision kinetic energy than conventional train unit. Limited by the space at the front end of the driver's cab and the longitudinal strength of the car body, only relying on the collision energy absorption module (coupler, anti-climbing device, main energy absorber) at the end of the driver's cab cannot completely absorb the impact energy generated at a collision speed of 36 km / h specified in the EN 15227 standard, so it is often necessary to set an anti-climbing buffer energy absorption structure at the intermediate car collision interface to meet the evaluation index specified in the EN 15227 standard.

[0004] Chinese invention patent CN115320660A discloses a whole energy absorption structure and a rail vehicle, which mainly uses the stepped energy absorption of the chassis part and uses the roof and side wall guide and energy absorption as auxiliary to realize the whole energy absorption function. After the vehicle collides, the end of the car body absorbs the collision energy through plastic deformation of the structure, and the car body structure is difficult to repair after a collision accident, and even the car body is facing scrapping. Chinese invention patent CN107985330A discloses an anti-climbing buffer structure in which anti-climbing devices are arranged on both sides of the end of the vehicle. This arrangement of anti-climbing devices cannot fully utilize the effective energy absorption stroke of the anti-climbing devices arranged at the end of the vehicle. The reason is as follows: in order to ensure that the anti-climbing devices at the ends of the vehicle do not contact each other when passing through a curve, the maximum length of the anti-climbing devices arranged near the ends of the vehicle will be less than that of the anti-climbing devices arranged near the center line of the vehicle. Chinese invention patent CN103625501A discloses a rail vehicle anti-climbing buffer structure, in which an anti-climbing device is arranged at the end of the car body, and the anti-climbing device is arranged on the anti-climbing buffer structure at the end of the car body at the intermediate position of the transverse line of the car body. At present, in order to improve the riding comfort of the train unit, the air-tight through channel of the coupler is generally used at the end of the vehicle. The end structure of this scheme is the traditional buffer structure of the trailing bolster. This open end structure cannot be adapted to the installation of the air-tight through channel of the coupler.

[0005] In order to meet the vertical and vertical bearing of the anti-climbing device and its installation, the existing technology needs to separately design the anti-climbing device installation structure, thereby occupying the limited space of the end structure of the chassis, and the additional anti-climbing device installation structure needs to increase the weight of the chassis, which is not conducive to the lightweight design of the vehicle body and the effective energy absorption stroke of the anti-climbing device is small. SUMMARY

[0006] The present application aims to provide a rail vehicle anti-climbing buffer structure which can solve at least one of the following problems:

[0007] 1. The effective energy absorption stroke of the anti-climbing device is small;

[0008] 2. The anti-climbing device cannot be arranged as much as possible on both sides of the center line of the coupler on the train provided with the air-tight through channel structure;

[0009] 3. The chassis with a separate anti-climbing device installation structure is complex in structure and heavy in weight.

[0010] In order to achieve the above-mentioned purpose, the technical solution adopted by the present application is:

[0011] A rail vehicle anti-climbing buffer structure, comprising a chassis body, a chassis front end structure and an anti-climbing device, the chassis body comprising side beams located on both sides and a chassis floor located in the middle of the vehicle body and connected with the side beams, a cross beam is arranged below the chassis floor, a buffer beam is arranged at the rear side of the cross beam, and the chassis front end structure comprises an end beam arranged at the front end of the vehicle body; characterized in that: a buffer space is arranged between the end beam and the cross beam, a first bearing structure and a second bearing structure are arranged in the buffer space along the length direction of the buffer space; the anti-climbing device comprises a guide rod mounted on the end beam, a tooth plate is arranged at the front end of the guide rod; a coupler mounting plate is arranged between the first bearing structure and the second bearing structure, a coupler is arranged on the coupler mounting plate, and the anti-climbing device is arranged on both sides of the coupler.

[0012] Thus, the anti-climbing device is directly mounted on the end beam, saving the space of the chassis and reducing the overall weight of the chassis, realizing the lightweight of the whole, making the buffer structure of the chassis more compact; the rear of the anti-climbing device is provided with the first bearing structure, which provides a larger buffer space for the anti-climbing device while bearing the load; the second bearing structure provides a buffer space for the whole chassis and the coupler, and the design of the double bearing structure not only reduces the weight and complexity of the structure, but also increases the buffering effect.

[0013] According to the embodiments of the present application, the present application can be further optimized, and the following is the technical solution formed after optimization:

[0014] Specifically, the first bearing structure comprises a U-shaped beam between the end beam and the coupler mounting plate and L-shaped beams arranged on both sides of the U-shaped beam; the U-shaped beam is arranged at the middle of the chassis floor; and the L-shaped beams are arranged at the rear side of the anti-climber.

[0015] Specifically, the opening of the L-shaped beam faces the U-shaped beam, and the opening of the U-shaped beam faces the chassis floor; the U-shaped beam, the L-shaped beams on both sides thereof, the end beam and the coupler mounting plate form a closed box structure, and the L-shaped beams and the U-shaped beam form a retreat space for the rear movement of the anti-climber.

[0016] The box-shaped bearing structure between the L-shaped beams on both sides and the U-shaped beam also provides a retreat buffer space for the anti-climber, so that the longitudinal tensile and compressive loads of the anti-climber are smoothly transmitted to the buffer beam. This box-shaped bearing mounting structure has the advantages of excellent bearing performance in all directions, low stress concentration, strong structural stability and simple structure.

[0017] Specifically, mounting holes are formed in the upper portions of the U-shaped beam and the L-shaped beams, and sealing members are arranged on the mounting holes.

[0018] The mounting holes are used for mounting and positioning the anti-climber and the coupler.

[0019] Specifically, the second bearing structure comprises first plate members arranged at both ends of the coupler mounting plate and a second plate member arranged between the first plate members, and a web plate is arranged between the first plate members and the second plate member; and a cover plate is arranged above the first plate members.

[0020] Specifically, the coupler mounting plate, the first plate members, the cover plate and the cross beam form a closed box structure.

[0021] The second bearing structure provides a retreat buffer space for the coupler, and can also buffer the power transmitted through the first bearing structure; the entire chassis front end structure not only provides a mounting space for the anti-climber and the coupler, but also provides a retreat buffer space for them, and has the characteristics of high strength, good rigidity and strong stability.

[0022] Specifically, mounting holes for mounting the coupler are formed in the cover plate, and sealing members are arranged on the mounting holes.

[0023] Specifically, the end beam comprises an end plate and an anti-climber mounting plate; the thickness of the anti-climber mounting plate is greater than that of the end plate; and a notch for the movement of the coupler is arranged at the middle of the anti-climber mounting plate.

[0024] The anti-climber is directly installed on the end beam, does not occupy the space of the underframe, and meanwhile, a through channel can be installed at the end of the vehicle body, so that the air tightness of the vehicle body is ensured; the anti-climber mounting plate is made of thick plate to meet the compression strength of the anti-climber, and the end plate is made of thin plate to reduce the weight of the end structure.

[0025] Specifically, a reinforcing beam is arranged between the buffer beam and the cross beam.

[0026] Compared with the prior art, the anti-climber of the present application has the following advantages:

[0027] 1) The anti-climber of the present application is arranged on both sides of the center line of the coupler, and under certain conditions of the distance from the end of the vehicle to the horizontal curve of the track, the effective energy absorption stroke of the anti-climber can be designed to be maximum; meanwhile, the anti-climbing buffer structure of the railway vehicle of the present application meets the air tightness through channel of the coupler and the anti-climber placed at the end of the vehicle body, that is, the anti-climber can be installed and the air tightness of the vehicle can be significantly improved, and the ride comfort is improved.

[0028] 2) The front end structure of the underframe of the present application is designed as a box type bearing structure with excellent bearing performance in all directions, and has simple and compact structure, occupies less space of the underframe, and has large energy absorption stroke. It can meet the P-I static strength load requirement of EN12663 standard and the C-I anti-collision requirement of EN 15227 standard, and at the same time, the vehicle has the anti-climbing function, and under the standard required collision condition, the energy absorption component at the end of the vehicle completely absorbs the collision energy, and the vehicle body structure does not plastically deform, so that the safety of the vehicle body is greatly improved; the anti-climbing buffer structure and the underframe of the railway vehicle of the present application have simple and compact structure, and light weight, so that the structural strength is improved. BRIEF DESCRIPTION OF DRAWINGS

[0029] Figure 1 is a structural schematic diagram of the present application;

[0030] Figure 2 is a structural schematic diagram of the front end structure of the underframe of the present application;

[0031] Figure 3 is a structural schematic diagram of the structure with the anti-climber and the coupler installed;

[0032] Figure 4 is a structural schematic diagram of the second bearing structure;

[0033] Figure 5 is a structural schematic diagram of the end beam of the present application.

[0034] In the drawings

[0035] 1 - underframe body; 101 - side sill; 102 - underframe floor; 103 - cross sill; 104 - buffer sill; 2 - underframe front end structure; 21 - end sill; 211 - end plate; 212 - anti-climber mounting plate; 212a - notch; 22 - buffer space; 3 - anti-climber; 31 - guide rod; 32 - toothed plate; 4 - first load bearing structure; 41 - U-shaped sill; 42 - L-shaped sill; 5 - second load bearing structure; 51 - first plate member; 52 - second plate member; 53 - web; 54 - cover plate; 6 - coupler mounting plate; 7 - coupler; 8 - mounting hole; 81 - seal; 9 - reinforcing sill; 10 - through passage. DETAILED DESCRIPTION

[0036] The application will be described in detail below with reference to the drawings and in conjunction with embodiments. It should be noted that the embodiments in the application and the features in the embodiments can be combined with each other without conflict. For the convenience of description, if the terms "upper", "lower", "left", "right" appear in the following, they only mean consistent with the upper, lower, left and right directions of the drawings themselves, and do not limit the structure.

[0037] As shown in Figure 1 , Figure 3 , the anti-climbing and buffer structure of the rail vehicle of the embodiment comprises an underframe body 1, an underframe front end structure 2 and an anti-climber 3. The underframe body 1 comprises side sills 101 on both sides and an underframe floor 102 in the middle of the vehicle body and connected to the side sills 101. A cross sill 103 is arranged below the underframe floor 102, and a buffer sill 104 is arranged at the rear side of the cross sill 103. The underframe front end structure 2 comprises an end sill 21 arranged at the front end of the vehicle body. A buffer space 22 is arranged between the end sill 21 and the cross sill 103, and a first load bearing structure 4 and a second load bearing structure 5 are arranged in the buffer space 22 along the length direction of the buffer space 22. The anti-climber 3 comprises a guide rod 31 mounted on the end sill 21 by bolts, and a toothed plate 32 is arranged at the front end of the guide rod 31. A coupler mounting plate 6 is arranged between the first load bearing structure 4 and the second load bearing structure 5, and a coupler 7 is arranged on the coupler mounting plate 6. A reinforcing sill 9 is arranged between the buffer sill 104 and the cross sill 103.

[0038] Due to the relative position of the cross sill 103 and the buffer sill 104, in order to realize the smooth transition of the structure at this position, reduce the stiffness mutation at this position, and alleviate stress concentration, a reinforcing sill 9 is arranged at the connecting position between the cross sill 103 and the buffer sill 104. The buffer sill 104 adopts a U-shaped sill with an opening facing outward, and the buffer sill 104 is connected between the cross sill 103 and the bolster.

[0039] In addition to meeting the requirements of the movement space of the coupler 7 and the bearing structure, in order to improve the effective energy absorption stroke of the anti-climber 3 as much as possible, the anti-climber 3 is arranged on both sides of the center line of the coupler 7. In order to meet the air tightness requirements of the vehicle, the air tightness through channel 10 wraps the anti-climber 3 and the coupler 7, that is, the installation of the energy absorption anti-climber 3 meets the air tightness requirements of the vehicle, and the through channel 10 is installed at the position of the end beam and the end wall of the chassis. After the coupler 7, the anti-climber 3, and the air tightness through channel 10 are installed, the mounting hole 8 for installing the bolt is sealed by the sealing element 81, ensuring the air tightness of the wrapped area of the through channel, thereby ensuring the air tightness between vehicles.

[0040] As shown in Figure 2 The first bearing structure 4 includes a U-shaped beam 41 between the end beam 21 and the coupler mounting plate 6 and L-shaped beams 42 arranged on both sides of the U-shaped beam 41; the U-shaped beam 41 is arranged in the middle of the chassis floor 102; the L-shaped beam 42 is arranged on the rear side of the anti-climber 3. The opening of the L-shaped beam 42 faces the U-shaped beam 41, and the opening of the U-shaped beam 41 faces the chassis floor 102; the U-shaped beam 41 and the L-shaped beams 42 on both sides thereof and the end beam 21 and the coupler mounting plate 6 form a closed box structure. The L-shaped beams 42 and the U-shaped beam 41 form a retreat space for the rear movement of the anti-climber 3.

[0041] The end beam 21, the chassis floor 102, the L-shaped beam 42, the U-shaped beam 41, and the coupler mounting plate 6 form a box bearing structure, and the coupler mounting plate 6, the first plate component 51, the second plate component 52, and the cover plate 54 also form a box bearing structure. The longitudinal compression load of the anti-climber is transmitted to the rear side through the two-stage box structure, which can effectively alleviate stress concentration and improve bearing capacity. The installation structure can meet the longitudinal 1000KN compression load of the anti-climber, and the box structure has the space required for the retreat of the anti-climber guide rod. The square hole above the L-shaped beam is used for the installation of the anti-climber fastener.

[0042] As shown in Figure 4 The second bearing structure 5 includes first plate components 51 at both ends of the coupler mounting plate 6 and a second plate component 52 between the two first plate components 51, and a web plate 53 is arranged between the first plate components 51 and the second plate component 52; and a cover plate 54 arranged above the first plate component 51. The coupler mounting plate 6, the first plate component 51, the cover plate 54, and the cross beam 103 form a closed box structure.

[0043] The U-shaped beam 41 and the L-shaped beam 42 are provided with mounting holes 8 above, and the mounting holes 8 are provided with sealing elements 81. The cover plate 54 is provided with mounting holes 8 for installing the coupler 7, and the mounting holes 8 are provided with sealing elements 81.

[0044] As Figure 5 shown, the end beam 21 includes an end plate 211 and an anti-climber mounting plate 212; the thickness of the anti-climber mounting plate 212 is greater than the thickness of the end plate 211; the middle of the anti-climber mounting plate 212 is provided with a gap 212a for the movement of the coupler 7.

[0045] The end beam 21 is welded from the end plate 211 and the anti-climber mounting plate 212, the anti-climber mounting plate 212 uses thick plates to meet the compression strength of the anti-climber, and the end plate 211 uses a thin plate structure to reduce the weight of the end structure. The anti-climber mounting plate 212 and the end plate 211 are connected in an inverted bevel angle, realizing the connection of the thickness of the anti-climber mounting plate 212 and the thin plate of the end plate 211. The anti-climber mounting plate 212 is processed with anti-climber mounting bolt holes and round holes to avoid the guide rod of the anti-climber. The anti-climber mounting plate is provided with a U-shaped gap 212a to meet the movement space of the coupler 7.

[0046] The coupler 7 is mounted on the coupler mounting plate 6 by bolts, the end beam 21 of the chassis front end structure 2 includes the end plate 211 and the anti-climber mounting plate 212, the anti-climber mounting plate 212 is provided with a gap 212a to meet the movement space of the coupler; the U-shaped beam 41 and the cover plate 54 are provided with mounting holes 8, providing the installation space of the coupler fastener; the end beam 21, the chassis floor 102, the U-shaped beam 41 and the coupler mounting plate 6 form a box type load bearing structure, and the cross beam 103, the chassis floor 102, the first plate component 51, the cover plate 54 and the coupler mounting plate 6 also form a box type load bearing structure; the box type structure composed of the coupler mounting plate 6 before and after forms a hexagonal overall load bearing structure, realizing the smooth transmission of the longitudinal tensile and compressive load of the coupler 7 to the buffer beam. This hexagonal box mounting structure has the advantages of excellent load bearing performance in all directions, low stress concentration, strong structural stability and simple structure, and can meet the longitudinal compression load of 2000KN and the longitudinal tensile load of 1500KN of the intermediate coupler.

[0047] The anti-climbing device is arranged on both sides of the center line of the coupler, and the effective energy absorption stroke of the anti-climbing device can be designed to be maximum under the condition that the distance between the end of the vehicle and the horizontal curve of the track is certain; the through channel adopts an air-tight through channel wrapping the middle coupler and the anti-climbing device, so that the installation of the anti-climbing device is met and the air-tightness of the vehicle is significantly improved, and the riding comfort is improved; the end structure can meet the installation of the air-tight through channel, the middle coupler and the anti-climbing device, and the rear side of the anti-climbing device installation surface is reserved for the retreat space of the anti-climbing device guiding mechanism; the end structure is designed as a box-shaped structure with excellent bearing performance in each direction, and the structure is simple and compact, and occupies less space of the chassis. The anti-climbing buffer structure and the chassis of the railway vehicle can meet the P-I static strength load requirement of the EN12663 standard and the C-I anti-collision requirement of the EN 15227 standard, and the vehicle has the anti-climbing function, and under the standard required collision working condition, the end energy absorption component of the vehicle completely absorbs the collision energy, and the vehicle body structure does not plastically deform, so that the safety of the vehicle body is greatly improved; the anti-climbing buffer structure and the chassis of the railway vehicle have the characteristics of simple and compact structure, light weight and high strength.

[0048] The above-mentioned embodiments should be understood as merely illustrating the present application, and should not be used to limit the scope of the present application. After reading the present application, those skilled in the art can make various equivalent modifications to the present application, and all these modifications fall within the scope defined by the appended claims.

Claims

1. A rail vehicle anti-climbing buffer structure, comprising a chassis body (1), a chassis front end structure (2), and an anti-climbing device (3), wherein the chassis body (1) comprises side beams (101) located on both sides and a chassis floor (102) located in the middle of the vehicle body and connected to the side beams (101), a cross beam (103) is provided below the chassis floor (102); a buffer beam (104) is provided on the rear side of the cross beam (103), and the chassis front end structure (2) comprises an end beam (21) provided at the front end of the vehicle body, characterized in that: A buffer space (22) is provided between the end beam (21) and the cross beam (103), and a first bearing structure (4) and a second bearing structure (5) are provided in the buffer space (22) and are arranged along the length direction of the buffer space (22); The anti-climber (3) comprises a guide rod (31) mounted on the end beam (21) by means of bolts, and a tooth plate (32) is provided at the front end of the guide rod (31); A coupler mounting plate (6) is provided between the first bearing structure (4) and the second bearing structure (5), a coupler (7) is provided on the coupler mounting plate (6), and the anti-climbing device (3) is provided on both sides of the coupler (7).

2. The anti-climbing buffer structure for rail vehicles according to claim 1, characterized in that: The first bearing structure (4) comprises a U-shaped beam (41) located between the end beam (21) and the coupler mounting plate (6) and L-shaped beams (42) arranged on both sides of the U-shaped beam (41); the U-shaped beam (41) is arranged in the middle of the chassis floor (102); and the L-shaped beam (42) is arranged on the rear side of the anti-climber (3).

3. The anti-climbing buffer structure for rail vehicles according to claim 2, characterized in that: The opening of the L-shaped beam (42) faces the U-shaped beam (41), and the opening of the U-shaped beam (41) faces the chassis floor (102); a closed box-type structure is formed between the U-shaped beam (41) and the L-shaped beams (42) on both sides thereof, the end beams (21), and the coupler mounting plate (6).

4. The anti-climbing buffer structure for rail vehicles according to claim 2, characterized in that: Mounting holes (8) are provided above the U-shaped beam (41) and the L-shaped beam (42), and sealing members (81) are provided above the mounting holes (8).

5. The anti-climbing buffer structure for rail vehicles according to claim 2, characterized in that: A retreat space for the anti-climber (3) to move backward is formed between the L-shaped beam (42) and the U-shaped beam (41).

6. The anti-climbing buffer structure for rail vehicles according to claim 1, characterized in that: The second bearing structure (5) comprises a first plate component (51) located at both ends of the coupler mounting plate (6) and a second plate component (52) located between the two first plate components (51), a web (53) being provided between the first plate component (51) and the second plate component (52); and further comprises a cover plate (54) provided above the first plate component (51).

7. The anti-climbing buffer structure for rail vehicles according to claim 6, characterized in that: A closed box-type structure is formed between the coupler mounting plate (6), the first plate component (51), the cover plate (54) and the crossbeam (103).

8. The anti-climbing buffer structure for rail vehicles according to claim 6, characterized in that: The cover plate (54) is provided with a mounting hole (8) for mounting the coupler (7), and a sealing member (81) is provided on the mounting hole (8).

9. The anti-climbing buffer structure for rail vehicles according to claim 1, characterized in that: The end beam (21) comprises an end plate (211) and an anti-climbing device mounting plate (212); the thickness of the anti-climbing device mounting plate (212) is greater than the thickness of the end plate (211); and a notch (212a) for the movement of the coupler (7) is provided in the middle of the anti-climbing device mounting plate (212).

10. The anti-climbing buffer structure for rail vehicles according to claim 1, characterized in that: A reinforcement beam (9) is provided between the buffer beam (104) and the cross beam (103).

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