Railway vehicle front end opening and closing mechanism and railway vehicle
By designing a two-stage energy suction pipe structure opening and closing mechanism at the front end of the rail vehicle, the problem of ignoring the energy absorption effect of the front end opening and closing mechanism in the prior art is solved, and more accurate train energy absorption and safety improvement are achieved.
Patent Information
- Application Number
- CN202421855549.4
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-08-01
- Publication Date
- 2025-07-22
- Estimated Expiration
- 2034-08-01
AI Technical Summary
In the prior art, the energy absorption effect of the front-end opening and closing mechanism during a train collision is not fully considered, resulting in inaccurate energy absorption configuration of the train and affecting the energy absorption effect of the whole vehicle.
A rail vehicle front end opening and closing mechanism is designed, including a base, hatch door, vehicle end connection frame and energy absorption device. The energy absorption device is composed of two-stage energy absorption tubes, which realizes the energy absorption effect through the relative displacement between the pipe sections, and absorbs energy in combination with honeycomb blocks, expansion or contraction structures.
It improves the stability and accuracy of the train energy absorption process, simplifies the train energy absorption configuration, reduces weight and operation and maintenance costs, and enhances safety performance.
Smart Images
Figure CN223132055U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of rail transit, and relates to a front opening and closing mechanism of a rail vehicle and a rail vehicle. Background Art
[0002] The front-end components of a train include a front opening and closing mechanism, a coupler, anti-climbing and energy absorption components, etc. In the past, when calculating the collision energy at the vehicle level, only the coupler and anti-climbing devices were considered, and the installation position of the front opening and closing mechanism was designed to be a shearable and retractable form that did not participate in the energy absorption of the train, so the influence of the front opening and closing mechanism on the vehicle-level energy absorption was approximately ignored.
[0003] Experimental studies have shown that the front opening and closing mechanism can absorb collision energy during train collisions. In particular, the influence of the metal frame of the front opening and closing mechanism on the energy absorption of the entire train cannot be ignored, which is mainly reflected in two aspects: First, the metal frame of the front opening and closing mechanism usually adopts a metal welded structure with a relatively large stiffness, and is usually located in front of the train's anti-climbing and energy absorption devices. After the two side front opening and closing mechanisms come into contact during a train collision, it may affect the normal functioning of the energy absorption device; Second, when the metal frame of the front opening and closing mechanism collides and deforms, it will absorb a certain amount of collision energy. However, when configuring the train energy absorption device according to the existing technology, the energy absorption effect of the front opening and closing mechanism is usually not considered. Therefore, the train energy absorption configuration usually has a large deviation from the actual requirements.
[0004] In the prior art, the train buffer energy absorption device is usually installed on the coupler part, and the front opening and closing mechanism usually does not have a buffer energy absorption device. Summary of the Utility Model
[0005] The purpose of the utility model is to solve one of the above technical problems, and provide a front opening and closing mechanism with an energy absorption structure to improve the safe operation performance of the train.
[0006] To achieve the above purpose, the technical solution adopted by the utility model is:
[0007] A front opening and closing mechanism of a rail vehicle, comprising:
[0008] A base;
[0009] A cabin door: rotatably installed on the base, including a first side cabin door and a second side cabin door that can be opened and closed relative to each other;
[0010] A car-end connecting frame, arranged at an interval from the base and connected to the vehicle in the use state;
[0011] An energy absorption device: installed between the base and the car-end connecting frame, and located on the side close to the vehicle body relative to the cabin door;
[0012] The energy absorption device includes an energy absorption tube, which includes a first tube section and a second tube section. The first tube section is inserted inside the second tube section. The first tube section and the second tube section are alternatively installed on the base and the other is installed on the vehicle end connection bracket, so that when an impact force acts on the first tube section or the second tube section, relative displacement occurs between the two, and the energy absorption structure absorbs energy.
[0013] In some embodiments of the present invention, the energy absorption structure is a honeycomb block provided inside the second tube section. One end of the first tube section inserted into the second tube section contacts the honeycomb block. When the first tube section moves relatively inside the second tube section, the first tube section compresses the honeycomb block.
[0014] In some embodiments of the present invention, along the axial direction of the first tube section, a guide groove is provided on the tube wall of the first tube section, and a guide pin is provided on the second tube section. The guide pin is inserted into the guide groove to limit the relative movement direction of the first tube section and the second tube section.
[0015] In some embodiments of the present invention, a plurality of sets of matching structures of guide grooves and guide pins are provided around the circumferential direction of the tube wall of the first tube section and the circumferential direction of the tube wall of the second tube section.
[0016] In some embodiments of the present invention, the energy absorption structure is an expansion energy absorption structure. Among them, the second tube section includes an expanded diameter section and a reduced diameter section; the outer diameter of the expanded diameter section is greater than the outer diameter of the reduced diameter section, and the inner diameter of the expanded diameter section is greater than the inner diameter of the reduced diameter section; one end of the first tube section inserted into the expanded diameter section has an outer diameter greater than the inner diameter of the reduced diameter section of the second tube section. When the first tube section moves relatively inside the second tube section, the reduced diameter section expands and deforms.
[0017] In some embodiments of the present invention, the energy absorption structure is a contraction energy absorption structure. Among them, the second tube section includes an expanded diameter section and a reduced diameter section; the outer diameter of the expanded diameter section is equal to the outer diameter of the reduced diameter section, and the inner diameter of the expanded diameter section is greater than the inner diameter of the reduced diameter section; one end of the first tube section inserted into the expanded diameter section has an outer diameter greater than the inner diameter of the reduced diameter section of the second tube section. When the first tube section moves relatively inside the second tube section, the first tube section contracts and deforms to absorb the impact energy.
[0018] In some embodiments of the present invention, a tube mounting seat is provided at the pipe orifice position at one end of the expanded diameter section, and the tube mounting seat is connected to the vehicle end connection bracket.
[0019] In some embodiments of the present invention, anti-climbing teeth are provided at the installation end of the first tube section and the base.
[0020] In some embodiments of the present invention, the energy absorption device includes a plurality of energy absorption tubes arranged in parallel.
[0021] Some embodiments of the present utility model further provide an orbital vehicle, including the front-end opening and closing mechanism of the orbital vehicle described above.
[0022] Compared with the prior art, the beneficial effects of the opening and closing mechanism provided by the present utility model are as follows:
[0023] 1. The present utility model proposes a front-end opening and closing mechanism for an orbital vehicle with an overload energy absorption function. When the train collision impact load reaches the structural peak load, the energy absorption structure is triggered, avoiding the influence of the excessive rigidity of the metal frame of the front-end opening and closing mechanism on the function of the train energy absorption device, and improving the stability of the train energy absorption process.
[0024] 2. It effectively solves the problem of inaccurate calculation of collision energy caused by ignoring the energy absorption effect of the metal frame structure bearing the front-end opening and closing mechanism during collision in the prior art, and improves the accuracy and rationality of the train energy absorption configuration.
[0025] 3. The present utility model combines the load-bearing and movement functions of the front-end opening and closing mechanism with the energy absorption function of the energy absorption device, which can simplify the requirements for the train energy absorption configuration, and even can simplify or cancel devices such as coupler buffer energy absorption or anti-climbing energy absorption, greatly reducing the train weight and the operation and maintenance cost.
[0026] 4. The present utility model provides various implementation structures of the energy absorption device, and the implementation structure of the energy absorption device suitable for the vehicle operation requirements can be selected according to the needs. Description of the Drawings
[0027] In order to more clearly illustrate the technical solutions in the embodiments of the present utility model, the following will briefly introduce the drawings required for use in the embodiments or the description of the prior art. Obviously, the following drawings are only some embodiments of the present utility model. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.
[0028] Figure 1 It is a schematic structural diagram of the energy absorption tube in the first embodiment.
[0029] Figure 2 It is a schematic sectional view of the energy absorption tube in the first embodiment.
[0030] Figure 3 It is a schematic installation structure diagram of the energy absorption tube and the vehicle end mounting bracket in the first embodiment.
[0031] Figure 4 It is a schematic overall structure diagram of the opening and closing mechanism in the first embodiment.
[0032] Figure 5 It is a schematic first perspective structure diagram of the energy absorption tube in the second embodiment.
[0033] Figure 6It is a schematic structural diagram of the second perspective of the energy-absorbing tube in the second embodiment.
[0034] Figure 7 It is a schematic structural diagram of the installation of the energy-absorbing tube and the vehicle-end mounting bracket in the second embodiment.
[0035] Figure 8 It is a schematic structural diagram of the overall opening and closing mechanism in the second embodiment.
[0036] Figure 9 It is a schematic cross-sectional structural diagram of the energy-absorbing tube in the first state in the third embodiment.
[0037] Figure 10 It is a schematic cross-sectional structural diagram of the energy-absorbing tube in the second state in the third embodiment.
[0038] Figure 11 It is a schematic cross-sectional structural diagram of the energy-absorbing tube in the third state in the third embodiment.
[0039] Figure 12 It is a schematic structural diagram of the installation of the energy-absorbing tube and the vehicle-end mounting bracket in the third embodiment.
[0040] Figure 13 It is a schematic structural diagram of the opening and closing mechanism in the third embodiment.
[0041] 1 - Base;
[0042] 201 - First side hatch, 202 - Second side hatch;
[0043] 3 - Vehicle-end connection bracket;
[0044] 4 - Energy-absorbing tube, 401 - First pipe section, 402 - Second pipe section, 4021 - Expanded diameter section, 4022 - Reduced diameter section, 403 - Guide groove;
[0045] 5 - Anti-climbing teeth;
[0046] 6 - Honeycomb block;
[0047] 7 - Guide pin;
[0048] 8 - Guide rod;
[0049] 9 - Mounting seat. Detailed implementation manners
[0050] In order to make the technical problems, technical solutions and beneficial effects to be solved by the present utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present utility model and are not used to limit the present utility model.
[0051] In the description of the present application, it should be noted that the fixed connection described in the present application can be a detachable fixed connection or an integral fixed connection; the indicated orientation or positional relationship is based on the positional relationship shown in the drawings, and is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the present application.
[0052] The terms "first" and "second" are only used for descriptive purposes and do not imply relative importance.
[0053] The first embodiment of the present utility model provides a front-end opening and closing mechanism for a rail vehicle, which is installed at the front end of the rail vehicle.
[0054] Reference Figure 1 , in some illustrative embodiments of the present utility model, the front-end opening and closing mechanism of the rail vehicle includes:
[0055] A base 1, serving as a support structure for the entire opening and closing mechanism, can generally adopt a metal framework.
[0056] A hatch door 2, rotatably installed on the base 1, includes a first side hatch door 201 and a second side hatch door 202 that can be opened and closed relative to each other, and the two hatch doors are symmetrically arranged.
[0057] A car body end connecting frame 3, arranged at an interval from the base 1, is connected to the vehicle in the use state.
[0058] An energy absorption device: installed between the base 1 and the car body end connecting frame 3, and located on the side close to the vehicle body relative to the hatch door. Generally, the hatch door 2 is installed on the upper end surface of the base 1, and the energy absorption device is installed on the side close to the ground and arranged parallel to the ground.
[0059] The energy absorption device includes an energy absorption tube, and the energy absorption tube is a two-stage structure, including a first tube section 401 connected to the base 1 and a second tube section 402 connected to the car body end connecting frame 3. The first tube section 401 is inserted inside the second tube section 402, and an energy absorption structure is provided between the second tube section 402 and the first tube section 401, so that when an impact force acts on the first tube section 401 or the second tube section 402, relative displacement occurs between the two, and the energy absorption structure has an energy absorption effect.
[0060] The energy absorption device includes an energy absorption tube 4, and the energy absorption tube is a two-stage structure, including a first tube section 401 and a second tube section 402. The first tube section 401 is inserted inside the second tube section 402, and one of the first tube section 401 and the second tube section 402 is installed on the base 1, and the other is installed on the car body end connecting frame 3, so that when an impact force acts on the first tube section 401 or the second tube section 402, relative displacement occurs between the two, and the energy absorption structure has an energy absorption effect.
[0061] For example, in some embodiments, the first pipe section 401 is installed on the base 1, and the second pipe section 402 is installed on the vehicle end connecting frame 3; in other embodiments, the first pipe section 401 is installed on the vehicle end connecting frame 3, and the second pipe section 402 is installed on the base 1.
[0062] The energy-absorbing pipe 4 has various implementation forms, and the implementation forms of the energy-absorbing pipe will be introduced through three specific embodiments below.
[0063] The first embodiment, refer to Figures 1 to 4 .
[0064] In the first embodiment, the energy-absorbing structure is a honeycomb block 6 arranged inside the second pipe section 402. One end of the first pipe section 401 inserted into the second pipe section 402 contacts the honeycomb block 6. When the first pipe section 401 moves relatively inside the second pipe section 402, the first pipe section 401 compresses the honeycomb block 6.
[0065] In this embodiment, the energy-absorbing pipe 4 is a square pipe. In some embodiments, the energy-absorbing pipe 4 can also be selected as a circular pipe.
[0066] The honeycomb block 6 is located at the rear end of the second pipe section 402 and fills the interior of the entire pipe diameter.
[0067] In order to ensure the smooth play of the energy-absorbing function, a structure for restricting the relative movement direction of the two pipe sections is added. In some embodiments of the present utility model, along the axial direction of the first pipe section 401, a guiding groove 403 is provided on the pipe wall of the first pipe section 401, and a guiding pin 7 is provided on the second pipe section 402. The guiding pin 7 is inserted into the guiding groove 403 to restrict the relative movement direction of the first pipe section 401 and the second pipe section 402.
[0068] The structures of the guiding groove 403 and the guiding pin 7 can be arranged on multiple sides of the energy-absorbing pipe 4. For example, if the energy-absorbing pipe 4 is square, they can be arranged on the four sides of the energy-absorbing pipe 4. Multiple sets of the matching structures of the guiding groove 403 and the guiding pin 7 can be arranged on each side.
[0069] In some embodiments, a guiding rod 8 can also be selected to be arranged inside the first pipe section 401 for restricting the relative movement direction of the two pipe sections during the energy-absorbing compression process.
[0070] The second embodiment, refer to Figures 5 to 8 .
[0071] In the second embodiment, the energy absorption structure is an expansion energy absorption structure. Among them, the second pipe section 402 includes an enlarged diameter section 4021 and a reduced diameter section 4022; the outer diameter of the enlarged diameter section 4021 is greater than the outer diameter of the reduced diameter section 4022, and the inner diameter of the enlarged diameter section 4021 is greater than the inner diameter of the reduced diameter section 4022; the first pipe section 402 is inserted into one end of the enlarged diameter section, and its outer diameter is greater than the inner diameter of the reduced diameter section 4022 of the second pipe section. When the first pipe section 401 moves relatively inward into the second pipe section 402, the reduced diameter section 4022 expands and deforms.
[0072] Specifically, the head of the first pipe section 401 is stuck at the diameter-changing part of the enlarged diameter section 4021 and the reduced diameter section 4022, serving as a pressure pipe. When not under the action of an impact force, the first pipe section 401 will not exert a force on the second pipe section 402. When an interaction force occurs between the two pipe sections, the first pipe section 401 exerts the acting force on the reduced diameter part, impacts the second pipe section 402, and the reduced diameter section 4022 expands and undergoes plastic deformation. As shown in the appendix Figure 13 As shown, while the expansion pipe 402 undergoes plastic deformation, energy absorption is completed.
[0073] Furthermore, to improve the stability of the product after installation, when the first pipe section 401 is assembled, it is pre-pressed into the second pipe section 402 by a certain distance to ensure the reliable connection between the first pipe section 401 and the collision pipe.
[0074] In addition to the above structure, to solve the problem of the installation of the energy absorption pipe 4, an installation seat 9 is provided at the position of the pipe orifice of the second pipe section 402, and it is installed on the vehicle end connection frame 3 through the installation seat 9.
[0075] Third embodiment, refer to Figures 9 to 13 .
[0076] In the third embodiment, the energy absorption structure is a contraction energy absorption structure. Among them, the second pipe section 402 includes an enlarged diameter section 4021 and a reduced diameter section 4022; the outer diameter of the enlarged diameter section 4021 is equal to the outer diameter of the reduced diameter section 4022, and the inner diameter of the enlarged diameter section 4021 is greater than the inner diameter of the reduced diameter section 4022; the first pipe section 401 is inserted into one end of the enlarged diameter section, and its outer diameter is greater than the inner diameter of the reduced diameter section 4022 of the second pipe section. When the first pipe section 401 moves relatively inward into the second pipe section 402, the first pipe section 401 contracts and deforms.
[0077] Specifically, there is a diameter-changing region in the inner diameter of the second pipe section 402, and the first pipe section 401 is a tubular structure with a uniform diameter. Refer to Figure 9 , in the initial state, the first pipe section 401 is stuck at the diameter-changing position of the second pipe section 402; refer to Figure 10 , when the first pipe section 401 is subjected to a longitudinal force and the load reaches the failure load of the first pipe section 401, the first pipe section 401 invades the diameter-changing region of the second pipe section 402 and undergoes plastic deformation under the action of the external load, and this process is the energy absorption process.
[0078] The working principle of the third embodiment is the same as that of the second embodiment, except that the outer diameter sizes of the second pipe section 402 in the two embodiments are different.
[0079] In some embodiments of the present utility model, a pipe mounting seat is provided at the pipe orifice position at one end of the diameter-expanding section, and the pipe mounting seat is connected to the vehicle-end connecting frame.
[0080] In the above-mentioned implementation mechanism, in order to improve the energy absorption performance, the energy absorption device includes a plurality of energy absorption pipes 4 arranged in parallel, and each of the energy absorption pipes 4 works together to improve the impact resistance of the train.
[0081] In the above-mentioned implementation mechanism, the energy absorption pipe 4 is made of a metal material. For example, steel, titanium alloy, aluminum alloy, etc. can be used, and steel material is preferably used. On the one hand, the metal material can ensure the structural stability of the opening and closing mechanism, and can also ensure the energy absorption performance of the opening and closing mechanism.
[0082] In the above-mentioned implementation mechanism, anti-climbing teeth 5 are provided at the installation end of the energy absorption pipe 4 and the base 1. When two trains with the front-end opening and closing mechanism described in this embodiment collide, the anti-climbing teeth 5 at the front ends of the two side retractable energy absorption structures can be engaged to ensure that the load is transmitted longitudinally along the energy absorption structure.
[0083] The fourth embodiment of the present utility model provides a rail vehicle, including the front-end opening and closing mechanism of the rail vehicle described in the above first embodiment, second embodiment, and third embodiment. The opening and closing mechanism is provided at the front end of each carriage of the rail vehicle, at the part where two carriages are coupled. Among them, the vehicle-end connecting frame 3 is connected to the vehicle end, and the cabin door faces the vehicle to be coupled on the opposite side.
[0084] The above are only the preferred embodiments of the present utility model, and are not intended to limit the present utility model. Any modifications, equivalent replacements, and improvements made within the spirit and principle of the present utility model shall be included in the protection scope of the present utility model.
Claims
1. A front opening and closing mechanism for a rail vehicle, characterized in that Comprising: Base; Hatch door: Rotationally installed on the base, including a first side hatch door and a second side hatch door that can be opened and closed relative to each other; End-of-car coupler, arranged at an interval from the base and connected to the vehicle in the use state; Energy absorption device: Installed between the base and the end-of-car coupler, on the side close to the vehicle body relative to the hatch door; The energy absorption device includes an energy absorption pipe, the energy absorption pipe includes a first pipe section and a second pipe section, the first pipe section is inserted inside the second pipe section, and the first pipe section and the second pipe section are alternatively installed on the base and the other is installed on the end-of-car coupler, so that when an impact force acts on the first pipe section or the second pipe section, relative displacement occurs between the two, and the energy absorption structure has an energy absorption effect.
2. The front-end opening and closing mechanism of a rail vehicle according to claim 1, characterized in that The energy absorption structure is a honeycomb block arranged inside the second pipe section, one end of the first pipe section inserted into the second pipe section contacts the honeycomb block, and when the first pipe section moves relatively inside the second pipe section, the first pipe section compresses the honeycomb block.
3. The front-end opening and closing mechanism of the rail vehicle according to claim 2, characterized in that, Along the axial direction of the first pipe section, a guiding groove is arranged on the pipe wall of the first pipe section, and a guiding pin is arranged on the second pipe section, and the guiding pin is inserted into the guiding groove to limit the relative movement direction of the first pipe section and the second pipe section.
4. The front-end opening and closing mechanism of a rail vehicle according to claim 3, characterized in that, Around the circumferential direction of the pipe wall of the first pipe section and the circumferential direction of the pipe wall of the second pipe section, multiple sets of matching structures of guiding grooves and guiding pins are arranged.
5. The front-end opening and closing mechanism of a rail vehicle according to claim 1, characterized in that The energy absorption structure is an expansion energy absorption structure, wherein the second pipe section includes an enlarged diameter section and a reduced diameter section; the outer diameter of the enlarged diameter section is greater than the outer diameter of the reduced diameter section, and the inner diameter of the enlarged diameter section is greater than the inner diameter of the reduced diameter section; the outer diameter of one end of the first pipe section inserted into the enlarged diameter section is greater than the inner diameter of the reduced diameter section of the second pipe section, and when the first pipe section moves relatively inside the second pipe section, the reduced diameter section expands and deforms.
6. The front-end opening and closing mechanism of a rail vehicle according to claim 1, characterized in that, The energy absorption structure is a contraction energy absorption structure, wherein the second pipe section includes an enlarged diameter section and a reduced diameter section; the outer diameter of the enlarged diameter section is equal to the outer diameter of the reduced diameter section, and the inner diameter of the enlarged diameter section is greater than the inner diameter of the reduced diameter section; the outer diameter of one end of the first pipe section inserted into the enlarged diameter section is greater than the inner diameter of the reduced diameter section of the second pipe section, and when the first pipe section moves relatively inside the second pipe section, the first pipe section contracts and deforms.
7. The front-end opening and closing mechanism of the rail vehicle according to claim 4 or 5, characterized in that A pipe mounting seat is arranged at the pipe orifice position at one end of the enlarged diameter section, and the pipe mounting seat is connected to the end-of-car coupler.
8. The front-end opening and closing mechanism of a rail vehicle according to claim 1, characterized in that, Anti-climbing teeth are arranged at the mounting end of the energy absorption pipe and the base.
9. The front-end opening and closing mechanism of a rail vehicle according to any one of claims 1 to 8, characterized in that, The energy absorption device includes a plurality of energy absorption pipes arranged in parallel.
10. An orbital vehicle, characterized in that, Including the front-end opening and closing mechanism of the rail vehicle according to any one of claims 1 to 9.