Train anti-creeper

Abstract

The utility model discloses a train anti-creeper which comprises an installation plate, a supporting pipe, a front energy absorption pipe, an abutting plate and an energy absorption seat, the supporting pipe is arranged in the installation plate, the energy absorption seat is arranged at one end of the supporting pipe, the front energy absorption pipe is arranged in the supporting pipe and the energy absorption seat, the abutting plate is arranged at one end of the front energy absorption pipe, and a plurality of anti-creeper teeth are arranged on one side of the abutting plate. The front energy absorption pipe corresponds to the supporting pipe. According to the anti-creeper for the train, the supporting pipe, the front energy absorption pipe and the energy absorption seat form a contraction type energy absorption structure, stable longitudinal deformation can be generated through the contraction type energy absorption structure, and the contracted structure can bear a certain bending moment; therefore, the crashworthiness of the train vehicle under the scenes of eccentric collision and inclined collision is effectively improved, and the energy absorption seat and the front energy absorption pipe are arranged to be a small end pipe and a large end pipe, so that in the collision process, the conical surfaces of the front energy absorption pipe and the energy absorption seat generate a friction effect.

Description

Technical Field

[0001] The utility model relates to the technical field of train anti-climbing devices, in particular to a train anti-climbing device. Background Art

[0002] As the pace of life accelerates, train speeds are also increasing. While this brings convenience to people, hidden dangers are also lurking around them. During train operation, if two trains collide due to signal interruption or other unexpected circumstances, a train crawling accident will occur. Once a crawling accident occurs, the train cars will be severely damaged, endangering the lives of many train passengers. To date, collisions remain one of the major accident risks faced by trains, and the traffic accidents caused by them pose a great threat and damage to human life and property.

[0003] Energy-absorbing structures are key components in the crashworthiness design of train vehicles. They dissipate the vast majority of the impact kinetic energy during a train collision. Energy-absorbing structures installed on train vehicles come in a variety of forms, and their deformation can be categorized as axial folding, bulging, tearing, reverse stretching, and cutting.

[0004] However, the existing train vehicles have poor crash resistance in eccentric collision and tilt collision scenarios. Therefore, it is urgent to design a train anti-climbing device to solve the above problems. Utility Model Content

[0005] The purpose of the utility model is to provide a train anti-climbing device to solve the above-mentioned deficiencies in the prior art.

[0006] In order to achieve the above purpose, the present invention provides the following technical solutions:

[0007] The train anti-climbing device includes a mounting plate, a support tube, a front energy-absorbing tube, a contact plate and an energy-absorbing seat. The support tube is arranged in the mounting plate, the energy-absorbing seat is arranged at one end of the support tube, the front energy-absorbing tube is arranged in the support tube and the energy-absorbing seat, the contact plate is arranged at one end of the front energy-absorbing tube, a plurality of anti-climbing teeth are arranged on one side of the contact plate, and the front energy-absorbing tube corresponds to the support tube.

[0008] An energy absorbing seat conical surface is provided on the inner wall of the energy absorbing seat. The front energy absorbing tube consists of a small end tube and a large end tube. The small end tube is provided in the energy absorbing seat and the support tube.

[0009] A chamfered connecting surface is provided between the small end tube and the large end tube, and the chamfered connecting surface corresponds to the conical surface of the energy absorbing seat.

[0010] The number of the support tubes and the number of the front energy absorbing tubes are both four, and a connecting plate is provided between the four support tubes.

[0011] A rear energy absorbing tube is provided between the connecting plate and the mounting plate, and the rear energy absorbing tube is located between the four supporting tubes.

[0012] A honeycomb support portion is provided between the inner walls of the rear energy absorbing tube and the front energy absorbing tube, and the honeycomb support portion cooperates with the rear energy absorbing tube and the front energy absorbing tube.

[0013] A method for designing a train anti-climber is also provided, comprising the train anti-climber described in any one of the above, the design method comprising:

[0014] S1. Research method: Crashworthiness evaluation indicators were used to quantitatively evaluate the crashworthiness of the shrinkable tube energy absorber and anti-climber. The crashworthiness parameters were used to evaluate the crashworthiness of the shrinkable tube energy absorber and anti-climber. The constitutive model of the material was obtained through quasi-static tensile tests. A standard test trolley used to evaluate the dynamic impact performance of energy-absorbing structures under laboratory conditions was introduced into the finite element model. The trolley impact test was then conducted to verify the correctness of the finite element model of the shrinkable tube energy absorber and anti-climber.

[0015] S2. Parameter Analysis: Study the crashworthiness of the energy-absorbing structure with different wall thicknesses of the energy-absorbing tube under different collision conditions, as well as the effect of the change in the wall thickness t of the energy-absorbing tube on the energy absorption characteristics. Study the crashworthiness of the energy-absorbing structure with different outer diameters of the small end of the energy-absorbing tube under different collision conditions, as well as the effect of the change in the outer diameter of the small end of the energy-absorbing tube on the energy absorption characteristics.

[0016] S3. Research conclusion: The shrinkable tube energy absorber and anti-climber are suitable for collisions with large eccentricity and inclined collisions. The shrinkage deformation is stable, the energy absorption and dissipation are uniform, and the impact force curve has a stable platform force action stage. The wall thickness of the energy absorption tube has a more obvious effect on the energy absorption characteristics.

[0017] The crashworthiness evaluation indicators in S1 are total energy absorption (EA), specific energy absorption (SEA), mean collision force (MCF), peak collision force (PCF) and maximum collision force Fmax;

[0018] EA represents the total energy absorbed by the energy-absorbing structure during the deformation process of the train collision, and the formula is expressed as:

[0019] EA=∫F(I)dI;

[0020] Where: F(I) is the function of impact force with respect to time; I is the effective energy absorption stroke;

[0021] Specific energy absorption SEA is an important crashworthiness evaluation parameter. SEA refers to the energy absorbed per unit mass of the energy-absorbing structure. The formula is:

[0022]

[0023] Where: W m,P,I d , r d , t are the mass, density, length, inner diameter and wall thickness of the shrink tube respectively;

[0024] Peak force PCF refers to the maximum impact force occurring during deformation;

[0025] The average impact force MCF can be expressed as follows when the effective energy absorption stroke l is given:

[0026]

[0027] The trolley impact test described in S1 is performed under the following working conditions: center collision, 10° tilt collision and 40% horizontal eccentric collision.

[0028] The different wall thicknesses of the energy absorbing tubes in S2 are 9, 11, 13 and 15 mm respectively, and the different outer diameters of the small ends of the energy absorbing tubes in S2 are 100, 102, 104, 106, 108 and 110 mm respectively.

[0029] In the above technical solution, the train anti-climbing device provided by the present invention has the following beneficial effects:

[0030] (1) The train anti-climber provided by the present invention comprises a retractable energy absorbing structure formed by a supporting tube, a front energy absorbing tube and an energy absorbing seat. The retractable energy absorbing structure can produce stable longitudinal deformation, and the retracted structure can also withstand a certain bending moment, thereby effectively improving the collision resistance of train vehicles in eccentric collision and tilt collision scenarios.

[0031] (2) The train anti-climber provided by the present invention has an energy-absorbing seat and a front energy-absorbing tube that are arranged as a small end tube and a large end tube, so that during a collision, friction is generated between the front energy-absorbing tube and the conical surface of the energy-absorbing seat, and the front energy-absorbing tube produces radial contraction deformation to absorb the impact kinetic energy, thereby improving the energy absorption characteristics of the anti-climber in a non-center collision scenario.

[0032] (3) The train anti-climber provided by the present invention can effectively improve the strength of the front energy absorbing tube and the rear energy absorbing tube by providing a honeycomb support portion, thereby improving the energy absorption effect of the front energy absorbing tube and the rear energy absorbing tube when they collide, thereby further improving the energy absorption characteristics of the anti-climber. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments recorded in the present invention. For ordinary technicians in this field, other drawings can also be obtained based on these drawings.

[0034] Figure 1 This is a schematic diagram of the overall structure of an embodiment of a train anti-climber device of the present utility model.

[0035] Figure 2 The present invention provides a schematic diagram of the overall cross-sectional structure of an embodiment of a train anti-climber.

[0036] Figure 3 Schematic diagram of the installation structure of the rear energy absorbing tube and the honeycomb support part provided in the embodiment of the train anti-climber of the present utility model.

[0037] Figure 4 A schematic diagram of the honeycomb support structure provided for an embodiment of the train anti-climber device of the present utility model.

[0038] Figure 5 This is a schematic diagram of the cross-sectional structure of the connection between the front energy absorbing tube and the energy absorbing seat provided in an embodiment of the train anti-climber of the present utility model.

[0039] 1. Mounting plate; 2. Support tube; 3. Connecting plate; 4. Rear energy-absorbing tube; 5. Front energy-absorbing tube; 6. Resistance plate; 7. Anti-climbing teeth; 8. Honeycomb support; 9. Energy-absorbing seat; 10. Small end tube; 11. Conical surface of energy-absorbing seat; 12. Large end tube. DETAILED DESCRIPTION

[0040] In order to enable those skilled in the art to better understand the technical solution of the present invention, the present invention will be further described in detail below with reference to the accompanying drawings.

[0041] like Figure 1-5 As shown, the train anti-climbing device provided by the embodiment of the present invention includes a mounting plate 1, a support tube 2, a front energy-absorbing tube 5, a contact plate 6 and an energy-absorbing seat 9. The support tube 2 is arranged in the mounting plate 1, the energy-absorbing seat 9 is arranged at one end of the support tube 2, the front energy-absorbing tube 5 is arranged in the support tube 2 and the energy-absorbing seat 9, the contact plate 6 is arranged at one end of the front energy-absorbing tube 5, and a plurality of anti-climbing teeth 7 are arranged on one side of the contact plate 6. The front energy-absorbing tube 5 corresponds to the support tube 2, and the inner wall circumference of the energy-absorbing seat 9 is provided with an energy-absorbing seat conical surface 11. The front energy-absorbing tube 5 is composed of a small end tube 10 and a large end tube 12. The small end tube 10 is arranged in the energy absorbing seat 9 and the support tube 2, and a chamfered connecting surface is provided between the small end tube 10 and the large end tube 12, and the chamfered connecting surface corresponds to the conical surface 11 of the energy absorbing seat. The number of support tubes 2 and the front energy absorbing tube 5 are four, and a connecting plate 3 is provided between the four support tubes 2. A rear energy absorbing tube 4 is provided between the connecting plate 3 and the mounting plate 1. The rear energy absorbing tube 4 is located between the four support tubes 2. A honeycomb support part 8 is provided between the inner walls of the rear energy absorbing tube 4 and the front energy absorbing tube 5, and the honeycomb support part 8 cooperates with the rear energy absorbing tube 4 and the front energy absorbing tube 5.

[0042] Specifically, in this embodiment, the device is installed at the front end of the train through the mounting plate 1. When a collision occurs, the contact plate 6 is squeezed and drives the front energy absorbing tube 5 to shrink into the support tube 2. When the large end tube 12 of the front energy absorbing tube 5 enters the energy absorbing seat 9, the large end tube 12 will contact the conical surface 11 of the energy absorbing seat, so that the large end tube 12 is subjected to radial squeezing pressure. The large end tube 12 can be deformed under the radial squeezing pressure, and its outer surface will generate friction with the conical surface 11 of the energy absorbing seat, thereby realizing energy absorption and dissipation. The honeycomb support part 8 can further improve the energy absorption effect of the front energy absorbing tube and the rear energy absorbing tube when the collision occurs. The profit and loss of the energy absorbing tube is 2 mm. At the same time, the rear energy absorbing tube 4 can provide support force between the connecting plate 3 and the mounting plate 1 to prevent the support tube 2 from deformation. The energy absorbing tube is made of AISI1020 steel.

[0043] Also provided is a train anti-climber design method including any one of the above train anti-climbers, the design method comprising:

[0044] S1. Research method: Crashworthiness evaluation indicators were used to quantitatively evaluate the crashworthiness of the shrinkable tube energy absorber and anti-climber. The crashworthiness parameters were used to evaluate the crashworthiness of the shrinkable tube energy absorber and anti-climber. The constitutive model of the material was obtained through quasi-static tensile tests. A standard test trolley used to evaluate the dynamic impact performance of energy-absorbing structures under laboratory conditions was introduced into the finite element model. The trolley impact test was then conducted to verify the correctness of the finite element model of the shrinkable tube energy absorber and anti-climber.

[0045] During the verification of the finite element model, a trolley collision test of the shrink tube energy absorber and anti-climber was carried out in the explicit finite element software LS-DYNA simulation platform to meet the crashworthiness requirements of railway vehicles in the European railway standard EN15227

[12] . The mass of the trolley finite element model was 26.1t, which ensured that the weight of the trolley in the finite element model was consistent with the actual weight of the trolley. The energy absorbing circular tube was made of "Mat.03 piecewise linear plastic" material, the energy absorbing seat and support tube were made of "Mat.01 piecewise linear plastic" material, and the other parts were made of "Mat.020 rigid" material.

[0046] In the quasi-static tensile test, an MTS647 hydraulic wedge-clamp tensile testing machine was used to conduct quasi-static tensile tests on AISI1020 steel, and the test tensile speed was 2 mm / min;

[0047] The main equipment of the collision test bench in the trolley impact test consists of six parts: the impact test trolley, track, high-speed camera, speedometer, rigid wall and on-board acceleration sensor. Among them, the trolley mass is 26.1t, and the impact velocity v of the test trolley is 6m / s.

[0048] The relative errors of EA and MCF between the final calculated test results and the numerical simulation results are: EA of the test and simulation are 454kJ and 450kJ, MCF are 969kN and 970kN, respectively; the relative errors of EA and MCF of the test and simulation are 0.881% and 0.103%, respectively.

[0049] S2. Parameter Analysis: Study the crashworthiness of the energy-absorbing structure with different wall thicknesses of the energy-absorbing tube under different collision conditions, as well as the effect of the change in the wall thickness t of the energy-absorbing tube on the energy absorption characteristics. Study the crashworthiness of the energy-absorbing structure with different outer diameters of the small end of the energy-absorbing tube under different collision conditions, as well as the effect of the change in the outer diameter of the small end of the energy-absorbing tube on the energy absorption characteristics.

[0050] S3. Research conclusion: The shrinkable tube energy absorber and anti-climber are suitable for collisions with large eccentricity and inclined collisions. The shrinkage deformation is stable, the energy absorption and dissipation are uniform, and the impact force curve has a stable platform force action stage. The wall thickness of the energy absorption tube has a more obvious effect on the energy absorption characteristics.

[0051] The influence of the energy absorption tube wall thickness t on energy absorption characteristics: For the center-on impact, 10° tilt impact, and 40% horizontal offset impact conditions, SEA increases with increasing energy absorption tube wall thickness t; for the center-on impact and 10° tilt impact conditions, PCF increases with increasing energy absorption tube wall thickness t. The influence of the energy absorption tube small end outer diameter Ld on energy absorption characteristics: SEA increases and decreases with increasing energy absorption tube small end outer diameter Ld; the energy absorption tube small end outer diameter Ld has little effect on PCF. Compared with the two, the energy absorption tube wall thickness t has a more significant impact on energy absorption characteristics.

[0052] The crashworthiness evaluation indicators in S1 are total energy absorption (EA), specific energy absorption (SEA), mean crash force (MCF), peak crash force (PCF) and maximum crash force Fmax;

[0053] EA represents the total energy absorbed by the energy-absorbing structure during the deformation process of the train collision, and the formula is expressed as:

[0054] EA=∫F(I)dI;

[0055] Where: F(I) is the function of impact force with respect to time; I is the effective energy absorption stroke;

[0056] Specific energy absorption SEA is an important crashworthiness evaluation parameter. SEA refers to the energy absorbed per unit mass of the energy-absorbing structure. The formula is:

[0057]

[0058] Where: W m ,P,I d , r d, t are the mass, density, length, inner diameter and wall thickness of the shrink tube respectively;

[0059] Peak force PCF refers to the maximum impact force occurring during deformation;

[0060] The average impact force MCF can be expressed as follows when the effective energy absorption stroke l is given:

[0061]

[0062] The trolley impact test in S1 is carried out under the conditions of center collision, 10° tilt collision and 40% horizontal eccentric collision. The different wall thicknesses of the energy-absorbing tube in S2 are 9, 11, 13 and 15 mm, respectively. The different outer diameters of the small end of the energy-absorbing tube in S2 are 100, 102, 104, 106, 108 and 110 mm, respectively.

[0063] For the collision conditions of the center collision, the collision with an inclination of 10° and the collision with a horizontal eccentricity of 40%, SEA increases with the increase of the wall thickness t of the energy absorbing tube. For the collision condition with a vertical eccentricity of 40mm, SEA decreases with the increase of the wall thickness t of the energy absorbing tube. For the collision conditions of the center collision and the collision with an inclination of 10°, PCF increases with the increase of the wall thickness t of the energy absorbing tube. For the collision conditions of the center collision, the collision with an inclination of 10° and the collision with a horizontal eccentricity of 40%, SEA increases and decreases with the increase of the outer diameter Ld of the small end of the energy absorbing tube. Among them, for the collision conditions of the center collision, the collision with an inclination of 10° and the collision with a horizontal eccentricity of 40%D, when the outer diameter Ld of the small end of the energy absorbing tube increases from 108mm to 110mm, the corresponding SEA and PCF increase significantly. Compared with the two, the wall thickness t of the energy absorbing tube has a more obvious influence on the energy absorption characteristics.

[0064] The above description is merely illustrative of certain exemplary embodiments of the present invention. It goes without saying that those skilled in the art will be able to modify the described embodiments in various ways without departing from the spirit and scope of the present invention. Therefore, the above drawings and description are illustrative in nature and should not be construed as limiting the scope of protection of the claims of the present invention.

Claims

1. Train anti-climbing device, characterized in that: The invention comprises a mounting plate (1), a support tube (2), a front energy absorbing tube (5), a contact plate (6) and an energy absorbing seat (9), wherein the support tube (2) is arranged in the mounting plate (1), the energy absorbing seat (9) is arranged at one end of the support tube (2), the front energy absorbing tube (5) is arranged in the support tube (2) and the energy absorbing seat (9), the contact plate (6) is arranged at one end of the front energy absorbing tube (5), a plurality of anti-climbing teeth (7) are arranged on one side of the contact plate (6), and the front energy absorbing tube (5) corresponds to the support tube (2).

2. The train anti-climbing device according to claim 1, characterized in that: An energy absorbing seat conical surface (11) is provided on the inner wall circumference of the energy absorbing seat (9), and the front energy absorbing tube (5) is composed of a small end tube (10) and a large end tube (12), and the small end tube (10) is provided in the energy absorbing seat (9) and the support tube (2).

3. The train anti-climbing device according to claim 2, characterized in that: A chamfered connection surface is provided between the small end tube (10) and the large end tube (12), and the chamfered connection surface corresponds to the conical surface (11) of the energy absorbing seat.

4. The train anti-climbing device according to claim 1, characterized in that: The number of the support tubes (2) and the number of the front energy absorbing tubes (5) are both four, and a connecting plate (3) is provided between the four support tubes (2).

5. The train anti-climbing device according to claim 4, characterized in that: A rear energy absorbing tube (4) is provided between the connecting plate (3) and the mounting plate (1), and the rear energy absorbing tube (4) is located between the four support tubes (2).

6. The train anti-climbing device according to claim 5, characterized in that: A honeycomb support portion (8) is provided between the inner walls of the rear energy absorbing tube (4) and the front energy absorbing tube (5), and the honeycomb support portion (8) cooperates with the rear energy absorbing tube (4) and the front energy absorbing tube (5).

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