Front end energy absorption structure for railway vehicle

Abstract

The invention discloses a front end energy absorption structure for a railway vehicle, and relates to the technical field of vehicle engineering. In the front end energy absorption structure for the railway vehicle, a car coupler mounting seat is arranged on the front side of a main body frame in the longitudinal direction and can be slidably connected to the main body frame in the longitudinal direction, and an energy absorption device and a car coupler guide device are both fixed between the car coupler mounting seat and the main body frame in the longitudinal direction; the car coupler mounting seat comprises a main seat body; the transverse middle part of the main seat body is a main connecting part which is thicker than the two sides; a center hole is longitudinally formed in the center of the main connecting part in a penetrating mode and communicated with a coupler guiding device, and the periphery, located on the center hole, of the main connecting part is used for being connected with a coupler assembly. The part, directly connected with the coupler assembly, of the main seat body is a high-stress area relative to other positions, the structural requirement for connection of the coupler assembly is met through the thick main connecting part, the other parts are subjected to weight reduction, and the lightweight effect of the front end energy absorption structure can be improved while the structural stability is guaranteed.

Description

Technical Field

[0001] The invention relates to the technical field of vehicle engineering, and in particular to a front end energy absorption structure for a rail vehicle. Background Art

[0002] With the continuous development of EMU technology, the design of rail trains continues to pursue higher speed levels, lower energy consumption and lightweight. However, some existing front-end energy absorption structures, such as the coupler mounting plate structure, are generally planar structures without lightweight design, which makes it difficult to meet the current application requirements of front-end energy absorption structures.

[0003] Therefore, how to improve the lightweight effect of the front energy absorption structure is a technical problem that technical personnel in this field currently need to solve. Summary of the invention

[0004] In view of this, an object of the present invention is to provide a front end energy absorbing structure for a rail vehicle, which can improve the lightweight effect of the front end energy absorbing structure.

[0005] To achieve the above object, the present invention provides the following technical solutions:

[0006] A front-end energy absorption structure for a rail vehicle comprises a main frame, a coupler mounting seat, a coupler guide device and an energy absorption device, wherein the coupler mounting seat is longitudinally arranged at the front side of the main frame and can be slidably connected to the main frame in the longitudinal direction, and the energy absorption device and the coupler guide device are longitudinally fixed between the coupler mounting seat and the main frame; the coupler mounting seat comprises a main seat body; the middle part of the main seat body in the transverse direction is a main connecting part, and its thickness is greater than that of the two sides; a center hole is longitudinally penetrated by the center of the main connecting part, and the center hole is connected to the coupler guide device, and the main connecting part is located outside the center hole for connecting a coupler assembly.

[0007] Preferably, on the front surface of the main seat body: the middle part in the horizontal direction protrudes forward relative to the two sides to form a protruding part, and planar parts are respectively formed on both sides; the protruding part is located in the main connecting part, and the two ends of the protruding part in the horizontal direction smoothly transition with the planar part through inclined transition surfaces respectively; the planar part is provided with an energy absorbing part connecting hole to fix the energy absorbing device, and the ends of the protruding part in the horizontal direction are respectively provided with avoidance grooves, and at least part of the energy absorbing part connecting hole is located in the space of the avoidance groove.

[0008] Preferably, the coupler mounting seat further comprises an upper wing plate and a lower wing plate;

[0009] The upper wing plate is located above the main seat body, the front middle part of the upper wing plate protrudes in front of the main connecting part to form an upper front convex plate, and the rear middle part protrudes backwards from the rear surface of the main seat body to form an upper rear convex plate, and the upper front convex plate and the upper rear convex plate are respectively provided with upper weight reduction holes that pass through from top to bottom, and the upper wing plate is provided with a plug hole that passes through from top to bottom, and a plug plate is provided on the top of the main seat body to be embedded in the plug hole;

[0010] The lower wing plate is located below the main seat body, and two angle plates protruding in front of the main connecting part are respectively arranged at the front end of the lower wing plate. The two angle plates are located below and in front of the two ends of the main connecting part in the horizontal direction. The middle part of the rear end of the lower wing plate protrudes backward from the rear surface of the main seat body to form a lower rear convex plate, and a lower weight-reducing hole penetrating from top to bottom is arranged on the lower rear convex plate.

[0011] Preferably, sliding components are respectively arranged at two ends of the top of the main seat body in the horizontal direction and at two ends of the bottom of the main seat body in the horizontal direction, and the sliding components include a slider fixed to the main seat body and a roller connected to the slider;

[0012] The main frame includes a back plate and two side plates located in front of the back plate in the longitudinal direction, the two side plates are located on both sides of the coupler mounting seat in the transverse direction, and the two side plates are respectively provided with slideways extending in the longitudinal direction, and each sliding component is slidably connected to the corresponding slideway.

[0013] Preferably, the main frame includes a back plate and two side plates located in front of the back plate, and the coupler mounting seat, the energy absorbing device and the coupler guide device are located laterally between the two side plates, and the two energy absorbing devices are located laterally on both sides of the coupler guide device; the coupler guide device is a cylindrical structure, the front end of the coupler guide device is inserted into and connected to the center hole, and the rear end is fixed to the back plate.

[0014] Preferably, it also includes an anti-climber; the main frame also includes a U-shaped support frame, the two free ends of the support frame are fixed in front of the back plate, the front end of the support frame is welded and fixedly connected to the anti-climber, and the support frame and the anti-climber are both higher than the coupler guide device, the energy absorption device and the coupler mounting seat.

[0015] Preferably, the energy absorbing device comprises an energy absorbing tube; the energy absorbing tube is a carbon fiber energy absorbing tube extending and penetrating in the longitudinal direction, and can be gradually deformed or broken in the longitudinal direction after absorbing energy.

[0016] Preferably, the energy absorbing device also includes a trigger, which is fixed to the front end of the energy absorbing tube in the longitudinal direction and wrapped around the outside of the energy absorbing tube; the strength of the trigger is greater than that of the energy absorbing tube, and can limit the inward deformation of the front end of the energy absorbing tube; the front end of the energy absorbing tube is covered by the coupler mounting seat and the rear end is covered by the main frame.

[0017] Preferably, the trigger is fixedly connected to the energy absorbing tube via a front first fastener, and the front first fastener is plugged into the front end of the energy absorbing tube, and the front first fastener can provide longitudinal force to the energy absorbing tube.

[0018] Preferably, the energy absorbing device further comprises an energy absorbing tube mounting seat; the energy absorbing tube mounting seat is plugged and fixed to the rear end of the energy absorbing tube and supports the energy absorbing tube in a direction perpendicular to the longitudinal direction; the energy absorbing tube mounting seat is fixed to the main frame.

[0019] The front-end energy absorption structure for rail vehicles provided by the present invention comprises a main frame, a coupler mounting seat, a coupler guiding device and an energy absorption device, wherein the coupler mounting seat is arranged at the front side of the main frame in the longitudinal direction and can be slidably connected to the main frame in the longitudinal direction, and the energy absorption device and the coupler guiding device are both fixed between the coupler mounting seat and the main frame in the longitudinal direction; the coupler mounting seat comprises a main seat body; the middle part of the main seat body in the transverse direction is a main connecting part, and its thickness is greater than that of the two sides; a center hole is set through the center of the main connecting part in the longitudinal direction, and the center hole is connected to the coupler guiding device, and the main connecting part is located outside the center hole for connecting the coupler assembly.

[0020] Based on the above-mentioned front-end energy absorption structure for rail vehicles, since the upper transverse middle part of the main seat body of the coupler mounting seat is used to connect the coupler assembly, this part directly connected to the coupler assembly is a high stress area relative to other positions. At this time, the structural requirements for the connection of the coupler assembly are met by a thicker main connecting part, and the remaining parts with relatively low stress are provided with weight reduction settings, including providing a center hole in the middle of the main connecting part and reducing the structural thickness of the main seat body on both sides of the main connecting part. This can achieve weight reduction of the coupler mounting seat while ensuring structural stability, thereby improving the lightweight effect of the front-end energy absorption structure. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying creative work.

[0022] Figure 1 This is a schematic structural diagram of a specific embodiment 1 of the front end energy absorption structure for a rail vehicle provided by the present invention;

[0023] Figure 2 for Figure 1 Explosion diagram at point A;

[0024] Figure 3 It is a front structural diagram of a coupler mounting seat in a specific embodiment 1 of the front energy absorbing structure for a rail vehicle provided by the present invention;

[0025] Figure 4 It is a rear structural diagram of the coupler mounting seat in the first specific embodiment of the front energy absorption structure for rail vehicles provided by the present invention;

[0026] Figure 5 It is a structural diagram of the energy absorbing device in the specific embodiment 1 of the front end energy absorbing structure for rail vehicles provided by the present invention;

[0027] Figure 6 It is a cross-sectional view of the energy absorbing device in the specific embodiment 1 of the front end energy absorbing structure for rail vehicles provided by the present invention.

[0028] Reference numerals:

[0029] Energy absorbing device 1, energy absorbing tube 11, conical surface 111, trigger 12, outer ring 121, front first fastener 122, front ring body 123, energy absorbing tube mounting seat 13, inner ring 131, rear first fastener 132, rear ring body 133;

[0030] Main frame 2, back plate 21, side plate 22, slideway 221, side protrusion 222, support frame 23, cross bar 231, side bar 232;

[0031] Coupler mounting seat 3, main seat body 31, main connecting portion 310, protruding portion 311, inclined transition surface 3111, avoidance groove 3112, coupler connecting hole 3113, center hole 3114, step surface 3115, plane portion 312, energy absorbing member connecting hole 3121, plug plate 313, rear weight reduction hole 314, upper groove 315, lower groove 316, sliding assembly 32, slider 321, roller 322, upper wing plate 33, upper front convex plate 331, upper rear convex plate 332, upper weight reduction hole 333, plug hole 334, upper connecting arm 335, lower wing plate 34, angle plate 341, lower rear convex plate 342, lower weight reduction hole 343, lower connecting arm 344;

[0032] Coupler guide device 4;

[0033] Anti-climbing device5. DETAILED DESCRIPTION

[0034] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0035] The core of the present invention is to provide a front end energy absorbing structure for a rail vehicle, which can improve the lightweight effect of the front end energy absorbing structure.

[0036] It should be noted that, for ease of description, the horizontal direction X and the vertical direction Y in the embodiment of the present invention are perpendicular to the up and down directions in pairs, and the vertical direction Y corresponds to the front and back direction, with the two sides being the front side and the rear side respectively; in other embodiments, the horizontal direction, the vertical direction and the up and down directions may also be in other angular relationships.

[0037] For a specific embodiment of the front energy absorption structure for a rail vehicle provided by the present invention, please refer to Figures 1 to 6 , including a main frame 2, a coupler mounting seat 3, an energy absorbing device 1, a coupler guide device 4 and an anti-climbing device 5. The coupler mounting seat 3 is arranged at the front side of the main frame 2 in the longitudinal direction Y, and the coupler mounting seat 3 can be slidably connected to the main frame 2 along the longitudinal direction Y. The energy absorbing device 1 and the coupler guide device 4 are both fixed between the coupler mounting seat 3 and the main frame 2 in the longitudinal direction. The anti-climbing device 5 is connected to the front side of the main frame 2 and is located above the coupler mounting seat 3.

[0038] like Figure 1 As shown, the main frame 2 provides an installation interface for other components. When applied to a vehicle, the front energy absorption structure is located at the front end of the rail vehicle and is installed on the airtight wall of the driver's cab by bolts. Specifically, the back plate 21 is fixed to the airtight wall of the driver's cab. Specifically, the main frame 2 adopts an aluminum alloy profile welding structure. The main frame 2 in this embodiment has a small overall size and can meet the head space requirements of high-speed trains.

[0039] like Figure 1 As shown, the coupler mounting seat 3 is used to provide a mounting interface for the coupler assembly and bear the longitudinal load. During a collision, the coupler assembly moves backward and crushes the energy absorbing device 12 to absorb the collision energy.

[0040] In the coupler mounting seat 3, as Figure 3 and Figure 4As shown, it includes a main seat body 31, which is the main structure of the coupler mounting seat 3 and is used to directly connect the coupler assembly. Among them, the middle part of the main seat body 31 in the transverse direction X is the main connecting part 310, and its thickness (length in the longitudinal direction Y) is greater than that of the two sides. At this time, the main seat body 31 forms a stepped structure with thick middle and thin sides. The center of the main connecting part 310 is penetrated along the longitudinal direction Y to set a central hole 3114, and the central hole 3114 is connected to the coupler guide device 4. The periphery of the central hole 3114 on the main connecting part 310 is used to connect the coupler assembly. Specifically, a plurality of coupler connecting holes 3113 can be set around the central hole 3114 to connect the coupler assembly with bolts.

[0041] Since the upper transverse middle portion of the main seat body 31 of the coupler mounting seat 3 is used to connect the coupler assembly, this portion directly connected to the coupler assembly is a high stress area relative to other positions. At this time, the structural requirements for the connection of the coupler assembly are met by the thicker main connecting portion 310, and the remaining portions with relatively low stress are provided with weight reduction arrangements, including providing a center hole 3114 in the middle of the main connecting portion 310 and reducing the structural thickness of the main seat body 31 on both sides of the main connecting portion 310. This can achieve weight reduction of the coupler mounting seat 3 while ensuring structural stability, thereby improving the lightweight effect of the front end energy absorption structure.

[0042] On the main seat body 31, as Figure 1 and Figure 3 As shown, on the front surface of the main seat body 31: the middle portion in the transverse direction X protrudes forward relative to the two sides to form a protruding portion 311, and flat portions 312 are respectively formed on the two sides.

[0043] like Figure 3 As shown, the protrusion 311 is located in the main connection part 310. Specifically, in order to achieve that the main connection part 310 is thicker than the main seat body 31, the rear surface of the main seat body 31 can be directly set as a plane, and the thickness of different positions on the main seat body 31 can be differentiated by the protrusion 311 protruding from the front. At this time, the thickness requirement is met by the uneven surface of the single side, which is convenient for processing and determination of the thickness relationship. At the same time, the rear surface of the main seat body 31 is directly set as a plane, which is convenient for connection with the energy absorption device 1 and the coupler guide device 4. Of course, in other embodiments, the thickness difference of the main seat body 31 can also be achieved by the rearward protrusion of the middle part of the rear surface.

[0044] like Figure 3 As shown, both ends of the protruding portion 311 in the transverse direction X smoothly transition to the plane portion 312 through the inclined transition surface 3111, which is beneficial to reduce stress concentration. The inclined transition surface 3111 is specifically a plane or an arc surface.

[0045] like Figure 3As shown, the plane portion 312 is provided with an energy absorbing member connecting hole 3121 to fix the energy absorbing device 1, and specifically, a bolt can be connected from the front of the plane portion 312 to enter and fix the energy absorbing device 1. At the same time, the ends of the protruding portion 311 in the transverse direction X are respectively provided with avoidance grooves 3112, and specifically, they can be provided on the inclined transition surface 3111. At this time, at least part of the energy absorbing member connecting hole 3121 is located in the space of the avoidance groove 3112, and the transverse end space of the protruding portion 311 that is not directly connected to the coupler assembly can be fully utilized, which is conducive to achieving a compact structure.

[0046] Specifically, the energy absorbing device 1 is a cylindrical device, and a plurality of energy absorbing member connecting holes 3121 arranged in a circular shape are correspondingly provided on the plane portion 312 , and correspondingly, the avoidance groove 3112 is an arc groove.

[0047] In the coupler mounting seat 3, as Figure 2 , Figure 3 , Figure 4 As shown, it also includes an upper wing plate 33, a lower wing plate 34 and a sliding assembly 32.

[0048] like Figure 3 and Figure 4 As shown, the upper wing plate 33 is located above the main seat body 31, which can improve the structural stability of the main seat body 31. The middle part of the front end of the upper wing plate 33 protrudes in front of the main connecting part 310 to form an upper front convex plate 331. The middle part of the rear end protrudes backward from the rear surface of the main seat body 31 to form an upper rear convex plate 332. The upper front convex plate 331 and the upper rear convex plate 332 are respectively provided with upper weight-reducing holes 333 that pass through from top to bottom to improve the lightweight effect of the coupler mounting seat 3. Specifically, a plurality of upper weight-reducing holes 333 can be respectively provided on the upper front convex plate 331 and the upper front convex plate 331, and can be symmetrically arranged in the horizontal direction X.

[0049] Among them, the upper wing plate 33 is also provided with a plug hole 334 that passes through from top to bottom, and a plug plate 313 is provided on the top of the main seat body 31, and the plug plate 313 is embedded in the plug hole 334 to achieve the embedding between the main seat body 31 and the upper wing plate 33, and the two can be further welded to strengthen the fixation to form an embedded welding structure. Of course, in other embodiments, the upper wing plate 33 and the main seat body 31 can also be integrally formed or fixed with screws. In addition, the upper wing plate 33 is connected to the corresponding upper weight-reducing holes 333 on both sides of the front and rear of the plug hole 334, and this part of the upper weight-reducing holes 333 can provide an operating space to facilitate the connection operation between the upper wing plate 33 and the main seat body 31.

[0050] like Figure 3 and Figure 4As shown, the lower wing plate 34 is located below the main seat body 31 to stably support the main seat body 31. Two angle plates 341 protruding from the front of the main connecting part 310 are respectively provided at the front end of the lower wing plate 34, and the two angle plates 341 are respectively located below and in front of the two ends of the main connecting part 310 in the transverse direction X. More specifically, the hook connection holes 3113 are respectively provided on both sides of the central hole 3114 in the transverse direction, and the hook connection holes 3113 can be correspondingly located directly above the angle plates 341 to meet the stress requirements and ensure that the support capacity of the part of the main connecting part 310 directly connected to the hook assembly can be improved. The middle part of the rear end of the lower wing plate 34 protrudes backward from the rear surface of the main seat body 31 to form a lower rear convex plate 342, and the lower rear convex plate 342 is provided with a lower weight reduction hole 343 that passes through from top to bottom to improve the lightweight effect of the hook mounting seat 3.

[0051] The lower wing plate 34 and the main seat body 31 may be integrally formed to ensure the supporting capability of the lower wing plate 34 on the main seat body 31 . Of course, they may also be connected by welding or other methods.

[0052] In addition, in order to further determine the specific positions of various weight-reducing holes on the coupler mounting seat 3, the coupler mounting seat 3 can use topological optimization technology to perform a force analysis on the coupler mounting seat 3, and optimize the structural design according to the stress distribution to determine the specific positions of each weight-reducing hole, and perform local digging in the low-stress areas of the upper wing plate 33 and the lower wing plate 34, so as to more effectively achieve substantial weight reduction and realize lightweight design.

[0053] In the sliding assembly 32, as Figure 1 , Figure 2 , Figure 3 and Figure 4 As shown, sliding components 32 are respectively provided at both ends of the top of the main seat body 31 in the horizontal direction X and at both ends of the bottom of the main seat body 31 in the horizontal direction X, which can guide the main seat body 31 while ensuring the stability of the connection between the main seat body 31 and the main frame 2.

[0054] like Figure 2 As shown, the sliding assembly 32 includes a slider 321 fixed to the main seat body 31 and a roller 322 connected to the slider 321. At this time, a rolling fit is adopted between the roller 322 and the main frame 2 to reduce friction damage.

[0055] like Figure 1 As shown, in order to realize the connection between the sliding assembly 32 and the main frame 2, the main frame 2 includes a back plate 21 and two side plates 22 located in front of the back plate 21. The two side plates 22 are located on both sides of the coupler mounting seat 3 in the transverse direction X, and the two side plates 22 are respectively provided with slideways 221 extending along the longitudinal direction Y, and each sliding assembly 32 is slidably connected to the corresponding slideway 221. In order to facilitate the setting of the slideway 221, as shown in FIG. Figure 1As shown, for the side surfaces of the two side panels 22 that are close to each other in the transverse direction, a side protrusion 222 is provided in the middle in the up-down direction, and two slideways 221 are provided on the upper and lower sides of the side protrusion 222, respectively. In this case, the slideway 221 can be additionally provided on the side panel 22 according to the size requirements of the sliding assembly 32, which can improve the flexibility of selecting the slideway 221 and the sliding assembly 32. Of course, in other embodiments, the slideway 221 can also be integrally processed on the side panel 22.

[0056] like Figure 2 , Figure 3 and Figure 4 As shown, in order to realize the assembly of the slider 321 in the coupler mounting seat 3, two upper connecting arms 335 are respectively provided at both ends of the upper wing plate 33 in the horizontal direction X, and upper grooves 315 are respectively provided at two end corners of the top of the main seat body 31 in the horizontal direction X. The two upper sliding components 32 in the four sliding components 32 are respectively two upper sliding members, each of which is fitted and connected to the side surface of the corresponding upper connecting arm 335 in the horizontal direction X, and a part of the structure is fixed in the corresponding upper groove 315, the front end of the upper sliding member is flush with the plane part 312, and the rear end extends backward from the main seat body 31, which can ensure the connection strength between each sliding component 32 and the coupler mounting seat 3. At this time, for the part of the upper sliding member extending backward from the main seat body 31, the slider 321 can be bolted to the roller mounting plate where the roller 322 is located, and the roller mounting plate can be horizontally pressed on the opening of the corresponding slideway 221.

[0057] In addition, two lower connecting arms 344 are respectively provided at both ends of the lower wing plate 34 in the transverse direction X, and lower grooves 316 are respectively provided at two end corners of the top of the main seat body 31 in the transverse direction X. The two lower sliding components 32 in the four sliding components 32 are respectively two lower sliding members, which are fitted and connected to the side surfaces of the corresponding lower connecting arms 344 in the transverse direction X, and part of the structure is fixed in the corresponding lower groove 316. The front end of the lower sliding member is flush with the plane portion 312, and the rear end extends backward from the main seat body 31, which can ensure the connection strength between each sliding component 32 and the coupler mounting seat 3. At this time, for the part of the lower sliding member extending backward from the main seat body 31, the slider 321 can be bolted to the roller mounting plate where the roller 322 is located, and the roller mounting plate can be horizontally pressed on the opening of the corresponding slideway 221.

[0058] On the coupler guide device 4, as shown in FIG. Figure 1 As shown, it is a cylindrical structure, which mainly guides the coupler assembly during the collision process and provides space for the coupler crushing tube to retreat. The front end of the coupler guide device 4 is plugged and connected to the center hole 3114, and the rear end is fixed to the back plate 21.

[0059] Specifically, the coupler guide device 4 is a carbon steel welded structure, the rear end of the coupler guide device 4 is connected to the back plate of the main frame 2 by bolts, and the front end of the coupler guide device 4 is welded to the coupler seat as a whole. In addition, the bolts between the rear end of the coupler guide device 4 and the back plate 21 can be longitudinally constrained, and the longitudinal force after the collision between the coupler assembly and the coupler guide device 4 forms a shear force on the bolts, and when the force is large enough, the bolts can be sheared.

[0060] Specifically, Figure 1 and Figure 4 As shown, the center hole 3114 is a stepped hole with a step surface 3115 facing the rear side, and the front end of the coupler guide device 4 can be abutted against the step surface 3115 to limit the position, which is convenient for assembly. In addition, in combination with the opening position of the step surface 3115, the rear surface of the main seat body 31 is provided with rear weight reduction holes 314 in the middle of the horizontal direction X and above and below the center hole 3114, respectively. The groove bottom of the rear weight reduction hole 314 in the longitudinal direction Y is coplanar with the step surface 3115, and the upper rear weight reduction hole 314 is connected to the upper weight reduction hole 333 of the upper wing plate 33, and the lower rear weight reduction hole 314 is connected to the lower weight reduction hole 343 of the lower wing plate 34. While having a weight reduction effect, it can accommodate a certain assembly error between the coupler guide device 4 and the center hole 3114, and at this time, the rear weight reduction hole 314 and the upper weight reduction hole 333 or the lower weight reduction hole 343 connected thereto can facilitate the staff to observe the situation of the front energy absorption device 1.

[0061] In addition, if Figure 1 As shown, the coupler mounting seat 3, the energy absorbing device 1, and the coupler guide device 4 are located between the two side plates 22 in the transverse direction X, and the two energy absorbing devices 1 are located on both sides of the coupler guide device 4 in the transverse direction X to ensure the energy absorbing capability.

[0062] On the anti-climbing device 5, if Figure 1 As shown, the anti-climbing device 5 has anti-climbing teeth, which can be engaged by the anti-climbing teeth to prevent the vehicle from climbing when two vehicles collide. The anti-climbing device 5 is welded with the main frame 2 to form an integrated structure, which does not require installation and disassembly, is maintenance-free, and saves costs. Specifically, the main frame 2 also includes a U-shaped support frame 23, the two free ends of the support frame 23 are fixed in front of the back plate 21, and the front end of the support frame 23 is welded and fixedly connected to the anti-climbing device 5. The support frame 23 and the anti-climbing device 5 are both higher than the coupler guide device 4, the energy absorption device 1 and the coupler mounting seat 3 to avoid affecting the movement of the coupler mounting seat.

[0063] Among them, Figure 1 As shown, the support frame 23 includes a cross bar 231 and side bars 232 arranged at the rear sides of both ends of the cross bar 231 in the transverse direction X, and the anti-climbing device 5 is fixed in front of the cross bar 231. The cross bar 231 is located at the rear side of the coupler mounting seat 3. The side bars 232 and the cross bar 231 can also be provided with support bar weight reduction holes.

[0064] On the energy absorbing device 1, if Figure 5 and Figure 6 As shown, the energy absorbing tube 11 is a carbon fiber energy absorbing tube extending and penetrating along the longitudinal direction Y, and can gradually deform or break along the longitudinal direction (Y) after absorbing energy. During the collision, the energy absorbing device 1 absorbs energy by being damaged. Usually, when the front end of the front energy absorbing structure is hit, the front end of the energy absorbing tube 11 is first subjected to the impact force and deforms and breaks first.

[0065] Specifically, the energy absorbing tube 11 is a cylindrical structure with a certain wall thickness, and the central axis is parallel to the longitudinal direction Y.

[0066] Specifically, the carbon fiber energy absorbing tube 11 can be made of carbon fiber; or carbon fiber composite materials, for example, T700 carbon fiber and epoxy resin. In addition, in order to limit the crushing direction of the energy absorbing tube 11 to the longitudinal direction, the energy absorbing tube 11 can be made by winding + RTM molding process.

[0067] Since carbon fiber has the characteristics of low density and high strength, the use of carbon fiber energy absorbing tubes can greatly increase the energy absorption per unit mass of the energy absorbing tube 11, meet the requirements of collision energy absorption, and achieve the weight reduction goal of the component while maintaining the energy absorption without reducing it, thereby meeting the requirements of lightweight front-end energy absorbing structure. Of course, in other embodiments, the energy absorbing tube 11 can also be made of a suitable metal material.

[0068] like Figure 5 and Figure 6 As shown, the energy absorbing device 1 further includes a trigger 12. The trigger 12 is fixed to the front end of the energy absorbing tube 11 in the longitudinal direction Y, and the trigger 12 is wrapped around the outside of the energy absorbing tube 11. The strength of the trigger 12 is greater than that of the energy absorbing tube 11, and the front end of the energy absorbing tube 11 can be limited to inverted deformation. For example, the trigger 12 can be made of a metal material with a strength greater than that of the energy absorbing tube 11. The addition of the trigger 12 can enhance the impedance and ensure that the deformation mode of the energy absorbing tube 11 is inverted crushing.

[0069] like Figure 1 and Figure 4 As shown, the trigger 12 includes an outer ring 121 and a front ring body 123 fixed to the front end of the outer ring 121 in the longitudinal direction Y. The outer ring 121 is sleeved to wrap around the front end of the energy absorbing tube 11. The front ring body 123 is sandwiched between the coupler mounting seat 3 and the energy absorbing tube 11. At this time, the front second fastener fixes the coupler mounting seat 3 and the front ring body 123 in sequence along the axial direction, so that the energy absorbing device 1 and the coupler mounting seat 3 are realized, and the installation is convenient. The front second fastener can be a bolt.

[0070] like Figure 1 As shown, the front end of the energy absorbing tube 11 is covered by the coupler mounting seat 3 and the rear end is covered by the main frame 2, so that the energy absorbing device 1 cooperates with the coupler mounting seat 3 and the main frame 2 to form a closed cavity.

[0071] In this energy absorbing device, there is a hollow structure that runs through the longitudinal direction Y, which has a weight reduction effect; since the selected energy absorbing tube 11 is crushed in the longitudinal direction Y, it can be gradually deformed or broken along the longitudinal direction Y. When a collision occurs, the energy absorbing tube 11 can be broken and deformed stably and orderly along the longitudinal direction Y to fully absorb the collision energy. Moreover, since the energy absorbing tube 11 is wrapped by the trigger 12 with greater strength, Figure 6 As shown, the front end of the energy absorbing tube 11 will be flipped and deformed into the energy absorbing tube 11 along the direction of the arc dotted arrow, and the two ends of the energy absorbing tube 11 will be sealed. The broken fragments and powder of the energy absorbing tube 11 can be wrapped inside the energy absorbing device 1 to avoid environmental pollution and will not splash into the environment, thereby achieving environmental protection.

[0072] In addition, if Figure 6 As shown, the front end outer surface of the energy absorbing tube 11 is a tapered surface 111, and the front end of the tapered surface 111 is a small diameter end. At this time, the setting of the tapered surface 111 can further guide the front end of the energy absorbing tube 11 to deform inward.

[0073] like Figure 1 and Figure 6 As shown, the trigger 12 is fixedly connected to the energy absorbing tube 11 through the front first fastener 122, and the front first fastener 122 can be a bolt and nut assembly. The front first fastener 122 is plugged into the front end of the energy absorbing tube 11, and the front first fastener 122 can provide a longitudinal force to the energy absorbing tube 11. At this time, the front first fastener 122 is radially inserted into the trigger 12 and the energy absorbing tube 11. When the front end of the energy absorbing tube 11 is deformed, the front first fastener 122 provides a longitudinal Y force to the energy absorbing tube 11. For details, please refer to Figure 4 The longitudinal force indicated by the straight line with an arrow further improves the orderliness of the deformation of the energy absorbing tube 11 .

[0074] like Figure 5 and Figure 6 As shown, the energy absorbing device 1 further includes an energy absorbing tube mounting seat 13, which is fixed to the main frame 2 and can firmly fix the energy absorbing tube 11 to the main frame 2. The energy absorbing tube mounting seat 13 is plugged and fixed to the rear end of the energy absorbing tube 11, and supports the energy absorbing tube 11 in a direction perpendicular to the longitudinal direction Y, so as to ensure the stability of the energy absorbing tube 11 when it is deformed.

[0075] Specifically, the energy absorbing tube mounting seat 13 is an annular structure, including an inner ring 131 located in the energy absorbing tube 11 and a rear end ring body 133 located at the rear end of the inner ring 131 in the longitudinal direction Y. At this time, the rear end ring body 133 is sandwiched between the rear end of the energy absorbing tube 11 and the main frame 2 in the longitudinal direction Y. The inner ring 131 is fixed to the energy absorbing tube 11 by a rear end first fastener 132, and the rear end ring body 133 is fixed to the main frame 2 by a rear end second fastener. The rear end first fastener 132 and the rear end second fastener are bolts.

[0076] Specifically, the trigger 12 is a metal flange structure externally wrapped around the energy absorbing tube 11 , and the energy absorbing tube mounting seat 13 is a metal flange structure internally embedded in the energy absorbing tube 11 .

[0077] The front energy absorption structure in this embodiment has a compact structural design and a small overall size, which meets the equipment installation requirements in the narrow space at the front end of the high-speed train; the use of carbon fiber energy absorption tubes 11 and the addition of different weight reduction holes can also achieve a lightweight effect.

[0078] It should be noted that when an element is referred to as "fixed" to another element, it may be directly on the other element or there may be an element in the middle. When an element is considered to be "connected" to another element, it may be directly connected to the other element or there may be an element in the middle. In addition, in the description of the present invention, unless otherwise specified, "multiple", "multiple roots", "multiple groups" mean two or more.

[0079] The terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first", "second", and "third" are used for descriptive purposes only, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features.

[0080] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art of the present invention. The terms used in the specification of the present invention herein are only for the purpose of describing specific embodiments and are not intended to limit the present invention.

[0081] The various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0082] The front-end energy absorption structure for rail vehicles provided by the present invention is introduced in detail above. Specific examples are used herein to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only used to help understand the method of the present invention and its core idea. It should be pointed out that for ordinary technicians in this technical field, without departing from the principle of the present invention, several improvements and modifications can be made to the present invention, and these improvements and modifications also fall within the scope of protection of the claims of the present invention.

Claims

1. A front end energy absorbing structure for a rail vehicle, characterized in that: The invention comprises a main frame (2), a coupler mounting seat (3), a coupler guide device (4) and an energy absorbing device (1), wherein the coupler mounting seat (3) is arranged at the front side of the main frame (2) in the longitudinal direction (Y) and is slidably connected to the main frame (2) in the longitudinal direction (Y), and the energy absorbing device (1) and the coupler guide device (4) are both fixed between the coupler mounting seat (3) and the main frame (2) in the longitudinal direction; The coupler mounting seat (3) comprises a main seat body (31); the middle part of the main seat body (31) in the transverse direction (X) is a main connecting part (310), and its thickness is greater than that of the two sides; a center hole (3114) is provided through the center of the main connecting part (310) along the longitudinal direction (Y), and the center hole (3114) is connected to the coupler guide device (4); and the periphery of the center hole (3114) on the main connecting part (310) is used to connect the coupler assembly.

2. The front end energy absorbing structure for a rail vehicle according to claim 1, characterized in that: On the front surface of the main seat body (31): in the transverse direction (X), the middle portion protrudes forward relative to the two sides to form a protruding portion (311), and the two sides respectively form a flat surface portion (312); The protruding portion (311) is located in the main connecting portion (310), and two ends of the protruding portion (311) in the transverse direction (X) smoothly transition to the plane portion (312) via inclined transition surfaces (3111); The planar portion (312) is provided with an energy absorbing member connecting hole (3121) for fixedly connecting the energy absorbing device (1); the ends of the protruding portion (311) in the transverse direction (X) are respectively provided with avoidance grooves (3112); at least part of the energy absorbing member connecting hole (3121) is located in the space of the avoidance groove (3112).

3. The front end energy absorbing structure for a rail vehicle according to claim 1, characterized in that: The coupler mounting seat (3) further comprises an upper wing plate (33) and a lower wing plate (34); The upper wing plate (33) is located above the main seat body (31), the front middle portion of the upper wing plate (33) protrudes in front of the main connecting portion (310) to form an upper front convex plate (331), and the rear middle portion protrudes backwards from the rear surface of the main seat body (31) to form an upper rear convex plate (332), the upper front convex plate (331) and the upper rear convex plate (332) are respectively provided with upper weight-reducing holes (333) that pass through from top to bottom, and the upper wing plate (33) is provided with an insertion hole (334) that passes through from top to bottom, and a plug plate (313) is provided on the top of the main seat body (31) to be embedded in the insertion hole (334); The lower wing plate (34) is located below the main seat body (31), and two angle plates (341) protruding in front of the main connection part (310) are respectively arranged at the front end of the lower wing plate (34), and the two angle plates (341) are located below and in front of the two ends of the main connection part (310) in the transverse direction (X). The middle part of the rear end of the lower wing plate (34) protrudes backwards from the rear surface of the main seat body (31) to form a lower rear convex plate (342), and the lower rear convex plate (342) is provided with a lower weight reduction hole (343) that passes through from top to bottom.

4. The front end energy absorbing structure for a rail vehicle according to claim 3, characterized in that: Sliding assemblies (32) are respectively arranged at two ends of the top of the main seat body (31) in the transverse direction (X) and at two ends of the bottom of the main seat body (31) in the transverse direction (X), and the sliding assembly (32) comprises a sliding block (321) fixed to the main seat body (31) and a roller (322) connected to the sliding block (321); The main frame (2) comprises a back plate (21) and two side plates (22) located in front of the back plate (21) in the longitudinal direction (Y), the two side plates (22) are located on both sides of the coupler mounting seat (3) in the transverse direction (X), and the two side plates (22) are respectively provided with a slideway (221) extending in the longitudinal direction (Y), and each of the sliding assemblies (32) is slidably connected to the corresponding slideway (221).

5. The front end energy absorbing structure for a rail vehicle according to claim 1, characterized in that: The main frame (2) comprises a back plate (21) and two side plates (22) located in front of the back plate (21), and the coupler mounting seat (3), the energy absorbing device (1), and the coupler guide device (4) are located between the two side plates (22) in the transverse direction (X), and the two energy absorbing devices (1) are located on both sides of the coupler guide device (4) in the transverse direction (X); the coupler guide device (4) is a cylindrical structure, the front end of the coupler guide device (4) is plugged into and connected to the center hole (3114), and the rear end is fixed to the back plate (21).

6. The front end energy absorbing structure for a rail vehicle according to claim 5, characterized in that: Also included is an anti-climbing device (5); The main frame (2) further comprises a U-shaped support frame (23), the two free ends of the support frame (23) being fixed in front of the back plate (21), the front end of the support frame (23) being welded and fixedly connected to the anti-climbing device (5), and the support frame (23) and the anti-climbing device (5) are both higher than the coupler guide device (4), the energy absorbing device (1) and the coupler mounting seat (3).

7. The front end energy absorbing structure for a rail vehicle according to claim 1, characterized in that: The energy absorbing device (1) comprises an energy absorbing tube (11); the energy absorbing tube (11) is a carbon fiber energy absorbing tube extending and penetrating in the longitudinal direction (Y), and can gradually deform or break in the longitudinal direction (Y) after absorbing energy.

8. The front end energy absorbing structure for a rail vehicle according to claim 7, characterized in that: The energy absorbing device (1) further comprises a trigger (12), wherein the trigger (12) is fixed to the front end of the energy absorbing tube (11) in the longitudinal direction (Y) and wrapped around the outside of the energy absorbing tube (11); the strength of the trigger (12) is greater than that of the energy absorbing tube (11), and can limit the inward deformation of the front end of the energy absorbing tube (11); the front end of the energy absorbing tube (11) is covered by the coupler mounting seat (3) and the rear end is covered by the main frame (2).

9. The front end energy absorbing structure for a rail vehicle according to claim 8, characterized in that: The trigger (12) is fixedly connected to the energy absorbing tube (11) via a front first fastener (122), and the front first fastener (122) is plugged into the front end of the energy absorbing tube (11), and the front first fastener (122) can provide a longitudinal force to the energy absorbing tube (11).

10. The front end energy absorbing structure for a rail vehicle according to claim 7, characterized in that: The energy absorbing device (1) further comprises an energy absorbing tube mounting seat (13); the energy absorbing tube mounting seat (13) is plugged and fixed to the rear end of the energy absorbing tube (11), and supports the energy absorbing tube (11) in a direction perpendicular to the longitudinal direction (Y); the energy absorbing tube mounting seat (13) is fixed to the main frame (2).

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