Energy consumption device for rail vehicle, application of energy consumption device and coupler assembly

Abstract

The invention relates to an energy consumption device for a rail vehicle. The energy consumption device comprises a floor fixedly connected in an end region of a carriage of the rail vehicle; a receiving base coupling the coupler link to the carriage from an end region of the carriage; the first energy dissipation element and the second energy dissipation element act between the bottom plate and the bearing base, the first energy dissipation element and the second energy dissipation element are arranged on the same side of the bottom plate in the compartment, and the first energy dissipation element and the second energy dissipation element are arranged on the same side of the bottom plate in the compartment. The first energy-consuming element is configured to consume energy of traction force transmitted to the carriage by the coupler connecting rod, and the second energy-consuming element is configured to consume energy of extrusion force transmitted to the carriage by the coupler connecting rod. In addition, the invention also relates to a coupler assembly comprising the energy consumption device and application of the energy consumption device.

Description

Technical Field

[0001] The invention relates to an energy consumption device for a rail vehicle, a vehicle structure component for a rail vehicle and application of the energy consumption device in a coupler component. Background Art

[0002] In the prior art, coupler buffers for rail vehicles are known, which are arranged between the individual carriages of the rail vehicle and movably couple the car bodies of the carriages from the ends. In the known designs of coupler buffers, shock absorbers are used as energy dissipation devices. Such shock absorbers usually include energy dissipation components in the form of deformation tubes, whereby the car body of the rail vehicle is protected by the energy dissipation device, especially during high-speed operation of the rail vehicle, in particular in the event of collisions that may occur during operation, or in the event of severe acceleration or deceleration. Thus, the coupler buffer can, for example, absorb a certain degree of traction and impact forces and only transmit those forces that exceed a threshold value to the undercarriage of the rail vehicle.

[0003] By this measure, the traction and impact forces generated during the normal operation of the rail vehicle (for example, the traction and impact forces between the individual carriages) will be absorbed by the energy dissipation components of the shock absorber, one type of which is designed to be recoverable (or reversible) energy dissipation components. When the working load of the coupler buffer device is too large, for example, when the vehicle collides with an obstacle or brakes suddenly, the energy dissipation components of recoverable design may be destroyed or damaged, or at least cannot absorb the energy generated in the process to the necessary extent, thereby causing excessive energy to be transmitted to the underframe of the rail vehicle and damage it, and even derailing the rail vehicle. Therefore, another type of energy dissipation component designed to be irreversible (or irreversible) is also used in the coupler buffer device, which is designed, for example, to destructively convert the impact energy into deformation energy and heat energy at least partially through plastic deformation of the component itself.

[0004] In the prior art design, the non-recoverable energy dissipation component is often arranged on the car body side of the coupler buffer device, thereby providing a larger space for deformation of the deformation tube, for example; while the recoverable energy dissipation component is often arranged on the connecting rod side of the coupler buffer device, that is, installed on the side opposite to the deformation tube. However, the disadvantage of this design is that the structural space requirement is too large, especially in some vehicle models or special applications, there is no space for installing the energy dissipation device on the coupler connecting rod.

[0005] Therefore, it is necessary to provide an energy consumption device with a more compact structure, which can not only effectively consume and absorb the squeezing force occurring between the carriages of the rail vehicle, but also consume and absorb the energy generated by the traction force caused by the increase in the distance between the carriages. Summary of the invention

[0006] In order to solve the technical problem, the present invention provides an energy consumption device for a rail vehicle, the energy consumption device comprising:

[0007] A floor panel fixedly connected in an end region of a carriage of a rail vehicle;

[0008] A receiving base for coupling the coupler link to the carriage from an end region of the carriage; and

[0009] A first energy absorbing element and a second energy absorbing element acting between the bottom plate and the receiving base, wherein the first energy absorbing element and the second energy absorbing element are arranged in the car body on the same side of the bottom plate, and wherein the first energy absorbing element is configured to consume the energy of the traction force transmitted to the car body by the coupler link, and the second energy absorbing element is configured to consume the energy of the squeezing force transmitted to the car body by the coupler link.

[0010] The advantage of the technical solution according to the present invention is that the first energy absorbing element and the second energy absorbing element are arranged in the car body on the same side of the bottom plate, which not only reduces the space requirement on the coupler connecting rod side while ensuring the effective consumption of excessive traction force and extrusion force, but also more efficiently utilizes the installation space occupied by the second energy absorbing element, leaving more room for the displacement or deformation that may occur in the energy consumption process of the first energy absorbing element.

[0011] In a preferred embodiment, the first energy-absorbing element is configured as a spring member mounted on the receiving base, wherein when the coupler link applies a traction force to the carriage, the spring member is compressed, thereby consuming the energy of the traction force.

[0012] In a particularly preferred embodiment, the spring element is a ring spring, a compression spring or an elastomer.

[0013] Thus, the kinetic energy caused by the traction force is converted into elastic potential energy through the elastic deformation of the spring part, thereby consuming and buffering the huge impact caused by the traction force in a simple way, avoiding mechanical damage between the coupler link and the corresponding parts on the car side, such as the receiving base.

[0014] In a preferred embodiment, the second energy dissipation element is constructed as a deformation tube coupled to the bottom plate. When the coupler link applies a squeezing force to the carriage, the deformation tube is deformed to increase its cross section, thereby consuming the energy of the squeezing force.

[0015] Thus, the kinetic energy caused by the extrusion force is converted into deformation energy through the irreversible plastic deformation of the deformation tube. Thus, most of the kinetic energy is consumed and absorbed during rail vehicle braking, especially emergency braking, and only the unconsumed energy is transferred to the carriage frame, thus preventing the carriage from being damaged by impact or even derailing due to excessive braking force, further improving the operating safety of rail vehicles.

[0016] In a particularly preferred embodiment, the energy consumption device comprises a conductive member cooperating with the receiving base, wherein the conductive member acts between the receiving base and the spring member, and acts between the receiving base and the deformation tube.

[0017] According to this embodiment, preferably, the conductive member is non-rigidly connected to the receiving base, wherein when the receiving base moves toward the car body under the action of the extrusion force, the conductive member is forced to move axially toward the car body; when the receiving base moves toward the coupler connecting rod under the action of the traction force, the conductive member does not undergo axial displacement.

[0018] According to this embodiment, preferably, the receiving base includes a boss protruding radially outward and an extension portion extending axially from the boss toward the vehicle compartment side, wherein a diameter of the extension portion is smaller than a diameter of the boss, and the spring member is sleeved on the extension portion.

[0019] In this embodiment, the spring element as the first energy dissipation element is actually arranged inside the second energy dissipation element configured as a deformation tube. This arrangement effectively utilizes the space originally occupied by the second energy dissipation element, and achieves a compact structure while ensuring full functionality.

[0020] According to this embodiment, preferably, the boss is fixedly connected to the extension portion or is constructed in one piece.

[0021] According to this embodiment, preferably, the end face of the coupler link side of the conductive member is compressed by a ring nut fixedly connected relative to the base plate, wherein the spring member rests with its two ends between the end face of the carriage side of the conductive member and the free end of the extension portion.

[0022] According to this embodiment, preferably, an end nut for stopping the spring member is provided at the free end of the extension portion.

[0023] According to this embodiment, it is preferably characterized in that the outer circumferential surface of the conductive member is slidably abutted against the inner circumferential surface of the deformation tube.

[0024] The end of the transmission member facing the coupler link is stopped at the bottom plate by the ring nut, so that it cannot move axially toward the coupler link; while the outer peripheral surface of the transmission member is in contact with the inner peripheral surface of the deformation tube, and when the transmission member moves axially toward the car body side, it can use itself to expand the smaller section of the deformation tube to deformation. Through this design, on the one hand, when the coupler link applies traction force to the receiving base, the transmission member cooperates with the receiving base to force the spring member to shorten and undergo elastic deformation; on the other hand, the transmission member transmits the extrusion force applied by the coupler link on the receiving base to the deformation tube, and expands its cross section by extruding the smaller diameter section of the deformation tube, resulting in plastic deformation.

[0025] In a particularly preferred embodiment, the energy dissipation device comprises guide elements for the spring element and the deformation tube.

[0026] In this embodiment, the guide element is preferably arranged in a sliding friction manner in a gap formed by the car body side end surface of the transmission element, the spring element and the deformation tube.

[0027] The energy consumption process can be implemented in a controllable manner by means of the guiding element in the event of a collision. The guiding element at least partially extends into the section with a smaller diameter of the deformation tube with its end on the car body side, and before the energy consumption device is operated, the end of the guiding element on the coupler connecting rod side is in contact with the section with a larger diameter of the deformation tube. When the energy consumption device is in operation, the conductive member drives the guiding element to move toward the car body relative to the bottom plate and the deformation tube fixedly mounted on the car body, and the guiding member moves along the inner surface of the deformation tube from the section with a larger diameter to the section with a smaller diameter, thereby stably guiding the conductive member to move axially along the deformation tube. When the energy consumption device is in operation, this axial guidance of the conductive member prevents the conductive member from tilting in the deformation tube, so that the plastic deformation of the deformation tube (i.e., the expansion of the plastic cross section of the deformation tube) can be carried out in a controllable manner, thereby enabling the energy consumption during the collision process to be carried out in a controllable manner.

[0028] In a preferred embodiment, the bottom plate is rigidly connected and fixed in the end region of the carriage. The bottom plate can be fixedly connected in the end region of the carriage by means of screw connection, welding, riveting, etc.

[0029] In order to solve the technical problem, the present invention also provides a coupler assembly for a rail vehicle, which includes the above-mentioned energy consumption device.

[0030] In order to solve the technical problem, the present invention also provides an application of the above-mentioned energy dissipation device in a coupler assembly of a rail vehicle, wherein the coupler assembly includes a coupler link pivotally connected to a receiving base of the energy dissipation device by means of a coupling element, and the extrusion force and traction force applied to the carriage of the rail vehicle by means of the coupler link can be consumed by means of the energy dissipation device.

[0031] The features and advantages described above for the design of the energy consumption device for a rail vehicle also apply to the corresponding vehicle components and their use. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings of the embodiments will be briefly introduced below. Obviously, the drawings in the following description only relate to some embodiments of the present invention, but are not intended to limit the present invention.

[0033] Figure 1 A schematic cross-sectional view of an energy consumption device for a rail vehicle according to one embodiment of the present invention is shown;

[0034] Figure 1a Schematically shown Figure 1 A partial enlarged view of the energy consumption device shown;

[0035] Figure 2 Schematically shown Figure 1 A partially cutaway perspective view of the energy consumption device shown;

[0036] Figure 3 Schematically shown Figure 1 A diagram of the energy dissipation device shown in FIG. 1 in a stretched state; and

[0037] Figure 4 Schematically shown Figure 1 Compressed state diagram of the energy consumption device shown.

[0038] List of Reference Numerals

[0039] 1 Bottom plate

[0040] 11 Bolt holes

[0041] 2. Receive the base

[0042] 21 shoulder

[0043] 22 Extension

[0044] 3 Spring parts

[0045] 4 Deformation tube

[0046] 41 First Section

[0047] 42 Second Section

[0048] 5 Conductive parts

[0049] 5a Side end face of coupler connecting rod

[0050] 5b Carriage side end

[0051] 5c Outer surface

[0052] 6 Ring nut

[0053] 7 Guide element

[0054] 8 End nut

[0055] 9 Joining elements DETAILED DESCRIPTION

[0056] 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.

[0057] It should be noted that in the present invention, the "axial direction" or "axial direction" refers to the direction of the longitudinal axis of the rail vehicle or a single car, or in some cases refers to the direction of a vertical line passing through the center of the area of ​​the "bottom plate" cross section.

[0058] Figure 1 An energy consumption device for a rail vehicle according to one embodiment of the present invention is schematically shown in a sectional view. The energy consumption device is installed in the end region of a carriage of the rail vehicle and is coupled to an adjacent carriage via a coupling rod (not shown in detail).

[0059] The energy dissipation device comprises a base plate 1 which is substantially annular in shape and has a plurality of mounting flanges protruding radially outwards, such as Figure 2 As shown, bolt holes 11 are provided on the mounting flange. The bottom plate 1 is fixedly connected to the end region of the carriage body by means of fixing bolts passing through the bolt holes.

[0060] The receiving base 2 is pivotally connected to the coupler link by means of a coupling element 9 on its side facing the coupler. Figure 1 In the embodiment shown, the engagement element 9 is configured as a pin. Figure 2 As shown, the axis of the coupling element 9 is oriented substantially vertically, thereby establishing a movable connection between the coupler link and the receiving base 2, which connection can both transmit traction and compression forces in the axial direction and realize pivoting between the coupler link and the receiving base 2.

[0061] The receiving base 2 extends into the end area of ​​the car body with its side facing the car body, and the receiving base 2 is hollow and includes a boss 21 and an extension 22. The boss 21 and the extension 22 are cylindrically configured and are integrally configured to transition to each other. The diameter of the boss 21 is greater than the diameter of the extension 22, so that an arc-shaped step portion is formed at the transition between the boss 21 and the extension 22.

[0062] In order to absorb the traction and extrusion force transmitted from the coupler rod to the carriage, a first energy absorbing element and a second energy absorbing element are provided in the energy dissipation device. In the embodiment shown, the first energy absorbing element is configured as a spring member 3 inserted on the extension portion 22 of the receiving base 2. Figures 1 to 4 In the embodiment shown, the spring element 3 is a compression spring, but in an embodiment not shown, a ring spring or an elastic body etc. may also be used. The second energy dissipation element is configured as a deformation tube 4 coupled to the base plate 1 .

[0063] The deformation tube 4 comprises a first section 41 fixedly connected to the base plate 1 on its coupling rod side and a second section 42 on the carriage side. The first section 41 has an enlarged cross-sectional area compared to the second section 42 of the deformation tube 4 facing the carriage. Figure 1a As shown, the first section 41 and the second section 42 are connected by a gentle conical surface transition. The first section 41 is configured with a radially protruding protrusion at its end facing the coupler side, and the protrusion forms a locking connection with a stopper correspondingly configured on the inner circumference of the base plate 1. In addition, a ring nut 6 is fixedly connected to the inner circumference of the base plate 1, and the first section 41 can also be fixedly connected to the ring nut 6 by means of a fastener not specifically shown in the figure, such as a screw.

[0064] A conductive member 5 is provided between the receiving base 2 and the first energy dissipation element. The conductive member 5 is configured as a basin-shaped member having a perforation at the bottom, wherein the inner surface of the conductive member 5 facing the coupler connecting rod contacts the shoulder 21 of the receiving base 2 in a form-fitting manner, and the extension 22 of the receiving base 2 extends through the perforation of the conductive member 5. Figure 1a As shown, the transmission element 5 has a coupler rod side end surface 5a facing the coupler rod direction and a car body side end surface 56 facing the car body side, wherein the transmission element 5 is pressed and stopped on the coupler rod side end surface 5a by the ring nut 6.

[0065] A spring member 3 as a first energy dissipation element is sleeved on the extension portion 22 of the receiving base 2. One end of the spring member 3 abuts against the carriage side end face 5a of the conductive member 5, and the other end abuts against the end nut 8 of the extension portion 22 of the receiving base 2. Thus, the conductive member 5 acts between the receiving base 2 and the spring member 3, and force transmission between the receiving base 2 and the spring member 3 can be achieved.

[0066] In addition, the conductive member 5 is also arranged between the receiving base 2 and the deformation tube 4 as the second energy dissipation element. The conductive member 5 is movably contacted with the inner circumference of the deformation tube 4 by its outer circumferential surface 5c, and in the initial state where the bearing base 2 does not transmit the extrusion force or the traction force to the carriage, the conductive member 5 at least partially extends on the first section 41 with a larger diameter of the deformation tube 4. Thus, the conductive member 5 acts between the receiving base 2 and the deformation tube 4, and can realize the force transmission between the receiving base 2 and the deformation tube 4.

[0067] In a variant solution, a guide element 7 may be further provided. The guide element 7 is arranged in a gap formed by the inner circumference of the deformation tube 4, the carriage side end surface 5b of the transmission member 5 and the spring member 3. One end of the guide element 7 facing the coupler link is rigidly connected to the transmission member 5 and abuts against the first section 42 of the deformation tube 4 with a larger diameter. In the initial state where the bearing base 2 does not transmit the extrusion force or the traction force to the carriage, the end of the guide element 7 facing the carriage extends to the second section 42 of the deformation tube 4 with a smaller diameter and abuts against the inner circumference of the second section 42.

[0068] The following is with the help of Figure 1 , Figure 3 and Figure 4 Explain the working principle of energy consumption device.

[0069] Figure 1 The sectional view shows the initial state of the energy consumption device for a rail vehicle. The coupling rod is articulated with the receiving base 2 by means of a coupling element 9 designed as a pin. In this initial state, the rail vehicle is in a normal constant speed process or is stationary, so the coupling rod does not exert a traction force or a compressive force on the receiving base 2 due to acceleration or deceleration.

[0070] When a rail vehicle accelerates, Figure 3 As shown, the coupler link applies traction to the carriage via the receiving base 2, and the receiving base 2 is pulled forward relative to the bottom plate 1, that is, toward the coupler link direction. At the same time, the coupler link side end face 5a of the conductive member 5 is stopped by the ring nut 6, so that the conductive member 5 remains stationary relative to the bottom plate 1. As a result, the outer peripheral surface of the shoulder 21 of the receiving base 2 moves relative to the inner surface of the conductive member 5, and then the distance between the carriage side end face 5b of the conductive member 5 and the end nut 8 is reduced, thereby pressing the spring member 3 to compress and shorten it. In this way, the kinetic energy caused by the traction force is converted into the elastic potential energy of the spring member 3, thereby consuming and buffering the huge impact caused by the traction force.

[0071] When a rail vehicle brakes suddenly, Figure 4As shown, the coupler link applies extrusion force to the car body via the receiving base 2, and the receiving base 2 drives the conductive member 5 to move backward relative to the bottom plate 1, that is, toward the car body. When the conductive member 5 moves from the first section 41 of the deformation tube 4 to the second section 42 of the deformation tube 4, the cross section of the second section 42 is forced to expand, and irreversible plastic deformation occurs. In this process, the conductive member 5 is guided toward the car body relative to the deformation tube 4 in a directional and determined manner by the axial guiding effect of the guide element 7, and the cross section of the second section 42 of the deformation tube 4 is expanded. The kinetic energy caused by the extrusion force is thus converted into the deformation energy of the deformation tube 4, thereby consuming and buffering the huge impact caused by the extrusion force.

[0072] Certain features, structures or characteristics in one or more embodiments of the present invention may be appropriately combined.

[0073] The above is an explanation of the present invention and should not be considered as a limitation thereof. Although several exemplary embodiments of the present invention have been described, it will be readily understood by those skilled in the art that many modifications may be made to the exemplary embodiments without departing from the concept of the present invention. Therefore, all of these modifications are intended to be included within the scope of the present invention as defined in the claims. It should be understood that the above is an explanation of the present invention, and the present invention should not be considered to be limited to the specific embodiments disclosed, and modifications to the disclosed embodiments and other embodiments are intended to be included within the scope of the present invention.

Claims

1. An energy consumption device for a rail vehicle, the energy consumption device comprising: A floor panel (1) fixedly connected in the end region of a carriage of a rail vehicle; A receiving base (2) for coupling the coupler link to the carriage from the end region of the carriage; and A first energy absorbing element and a second energy absorbing element acting between the base plate (1) and the receiving base (2), wherein the first energy absorbing element and the second energy absorbing element are arranged in the carriage on the same side of the base plate (1), and wherein the first energy absorbing element is configured to consume the energy of the traction force transmitted to the carriage by the coupler connecting rod, and the second energy absorbing element is configured to consume the energy of the squeezing force transmitted to the carriage by the coupler connecting rod.

2. The energy consumption device according to claim 1, characterized in that: The first energy-dissipating element is constructed as a spring member (3) sleeved on the receiving base (2), wherein when the coupler link applies traction to the carriage, the spring member (3) is compressed, thereby consuming the energy of the traction.

3. The energy consumption device according to claim 2, characterized in that: The spring element (3) is a ring spring, a compression spring or an elastic body.

4. The energy consumption device according to claim 1 or 2, characterized in that: The second energy dissipation element is constructed as a deformation tube (4) coupled to the bottom plate (1). When the coupler link applies a squeezing force to the carriage, the deformation tube (4) is deformed to increase its cross section, thereby consuming the energy of the squeezing force.

5. The energy consumption device according to claim 4, characterized in that: The energy consumption device comprises a conductive member (5) cooperating with the receiving base (2), wherein the conductive member (5) acts between the receiving base (2) and the spring member (3), and acts between the receiving base (2) and the deformation tube (4).

6. The energy consumption device according to claim 5, characterized in that: The conductive member (5) is non-rigidly connected to the receiving base (2), wherein when the receiving base (2) moves toward the carriage under the action of the extrusion force, the conductive member (5) is forced to move axially toward the carriage; when the receiving base (2) moves toward the coupler connecting rod under the action of the traction force, the conductive member (5) does not undergo axial displacement.

7. The energy consumption device according to claim 5, characterized in that: The receiving base (2) comprises a boss (21) protruding radially outward and an extension portion (22) extending axially from the boss (21) toward the vehicle compartment side, wherein the diameter of the extension portion (22) is smaller than the diameter of the boss (21), and the spring member (3) is sleeved on the extension portion (22).

8. The energy consumption device according to claim 7, characterized in that: The boss (21) and the extension portion (22) are fixedly connected or integrally constructed.

9. The energy consumption device according to claim 7, characterized in that: The end face (5a) on the coupler link side of the transmission member (5) is compressed by a ring nut (6) fixedly connected to the base plate (1), wherein the spring member (3) rests with its two ends between the end face (5b) on the carriage side of the transmission member (5) and the free end of the extension portion (22).

10. The energy consumption device according to claim 9, characterized in that An end nut (8) for stopping the spring member (3) is provided at the free end of the extension portion (22).

11. The energy consumption device according to claim 6, characterized in that: The outer peripheral surface (5c) of the conductive member (5) can be slidably pressed against the inner peripheral surface of the deformation tube (4).

12. The energy consumption device according to claim 5, characterized in that: The energy dissipation device comprises a guide element (7) for the spring element (3) and the deformation tube (4).

13. The energy consumption device according to claim 12, characterized in that: The guide element (7) is arranged in a sliding friction manner in a gap formed by the carriage side end surface (5b) of the transmission element (5), the spring element (3) and the deformation tube (4).

14. The energy consumption device according to claim 1, characterized in that The floor panel (1) is rigidly connected and fixed in the end area of ​​the carriage body.

15. A coupler assembly for a railway vehicle, comprising the energy dissipation device according to any one of claims 1 to 14 above.

16. Use of the energy consumption device according to any one of claims 1 to 14 in a coupler assembly of a railway vehicle, wherein: The coupler assembly comprises a coupler link which is pivotally connected to a receiving base (2) of the energy dissipation device by means of a coupling element (9), and the extrusion force and traction force applied to the carriage of the rail vehicle by means of the coupler link can be consumed by means of the energy dissipation device.

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