Anti-collision railway vehicle body and railway vehicle
By optimizing the chassis structure of straddle-type monorail vehicles and installing anti-climb devices, the safety issues of the vehicle body during low-speed collisions have been resolved, achieving efficient energy absorption and improving vehicle safety.
Patent Information
- Application Number
- CN202520616824.5
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-04-02
- Publication Date
- 2026-02-06
- Estimated Expiration
- 2035-04-02
AI Technical Summary
Straddle-type monorail vehicles have low structural safety in low-speed collisions, and existing technologies are unable to effectively absorb collision energy, resulting in insufficient safety.
The chassis structure of the vehicle body is optimized by using closed profiles and an aluminum alloy frame to enhance the strength of the chassis. Anti-climb devices are installed on the front end beams. The frame structure and anti-climb devices absorb collision energy, and the coupler is equipped with a crush tube to absorb the remaining energy.
It improves vehicle safety in low-speed collisions, ensures that the vehicle structure is not damaged, meets energy absorption requirements at high collision speeds, and enhances overall safety performance.
Smart Images
Figure CN223878019U_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The utility model belongs to the rail vehicle technical field, and particularly relates to a kind of anti-collision rail vehicle car body and rail vehicle. BACKGROUND
[0002] With the increase of vehicle speed, the collision requirements of rail vehicle car body have been paid significant attention and improved in recent years. In order to further improve the safety of rail vehicles, China has introduced a number of policy documents to regulate the design and verification process of urban rail transit vehicle car body and ensure the safety performance of vehicles in collision.
[0003] In particular, for straddle-type monorail vehicles, as a special urban rail transit mode, compared with ordinary urban rail transit, the straddle-type monorail vehicle and the line and vehicle system have certain particularity, and the characteristics are that the vehicle rides on a single rail beam, has short distance, small car body, and small passenger capacity. The maximum running speed of the new generation of straddle-type monorail vehicles is 100 kilometers per hour, but in actual application, the collision speed of the straddle-type monorail vehicle car body is relatively low, and the basic requirement is to meet the mechanical energy absorption of 3-7 kilometers of vehicle connection, mainly by the coupler to absorb the collision energy, and the car body structure and other accessories do not participate in the collision energy absorption. Compared with other high-speed rail transit vehicles, the collision speed is lower, and the safety is lower.
[0004] Therefore, how to overcome the above technical defects is a problem to be solved by those skilled in the art. UTILITY MODEL CONTENTS
[0005] The utility model aims at providing an anti-collision rail vehicle car body and rail vehicle, which can effectively improve the safety performance of the vehicle.
[0006] To solve the above technical problems, the utility model provides an anti-collision rail vehicle car body, which comprises a roof, side walls, a chassis and end walls. The chassis comprises side beams located on the left and right sides respectively, cross beams connecting the side beams on both sides, end beams located on the front and rear sides respectively, pillow beams connecting the side beams on both sides, aluminum floors laid above the cross beams and the pillow beams, and coupler seats arranged below the aluminum floors. The end beam on the front side is provided with an anti-climber mounting hole for mounting an anti-climber.
[0007] Optionally, in the above anti-collision rail vehicle car body, the aluminum floor and the side beam are connected in a lap joint manner.
[0008] Optionally, in the above anti-collision rail vehicle car body, the cross beam is a closed section, and / or the end beam is a closed section.
[0009] Optionally, in the above anti-collision rail vehicle car body, the cross beam is made of non-uniform wall thickness.
[0010] Optionally, in the anti-collision rail vehicle body, the end beam is provided with a triangular rib structure.
[0011] Optionally, in the anti-collision rail vehicle body, the coupler seat is made of aluminum profile structure.
[0012] Optionally, in the anti-collision rail vehicle body, the end wall on the front side is made of an aluminum alloy framework.
[0013] Optionally, in the anti-collision rail vehicle body, the aluminum alloy framework is made of aluminum alloy profiles by welding, and the end wall is welded to the chassis.
[0014] The anti-collision rail vehicle body provided by the utility model has the advantages that:
[0015] Optionally, in the anti-collision rail vehicle body, the coupler seat is made of aluminum profile structure.
[0016] The anti-collision rail vehicle body provided by the utility model has the advantages that:
[0017] The anti-collision rail vehicle body provided by the utility model has the advantages that:
[0018] The anti-collision rail vehicle body provided by the utility model has the advantages that: BRIEF DESCRIPTION OF DRAWINGS
[0019] In order to more clearly illustrate the technical solutions in the embodiments of the utility model or the prior art, the following will briefly introduce the drawings needed to be used in the embodiment or the prior art description. Obviously, the drawings in the following description are only the embodiments of the utility model, and for those skilled in the art, other drawings can also be obtained according to the provided drawings without paying creative labor.
[0020] Figure 1A front view of the anti-collision rail vehicle body provided by the embodiment of the present utility model;
[0021] Figure 2 A top view of the anti-collision rail vehicle body provided by the embodiment of the present utility model;
[0022] Figure 3 A side view of the anti-collision rail vehicle body provided by the embodiment of the present utility model;
[0023] Figure 4 A structural schematic view of the side beam provided by the embodiment of the present utility model;
[0024] Figures 5-7 A structural schematic view of the aluminum floor of different forms provided by the embodiment of the present utility model;
[0025] Figure 8 A structural schematic view of the cross beam provided by the embodiment of the present utility model;
[0026] Figure 9 A structural schematic view of the end beam provided by the embodiment of the present utility model;
[0027] Figure 10 A bottom view of the underframe provided by the embodiment of the present utility model;
[0028] Figures 11-12 A side view of the underframe provided by the embodiment of the present utility model Figure 12 A side view of the anti-climber dismounting;
[0029] Figure 13 A front view of the underframe provided by the embodiment of the present utility model;
[0030] Figure 14 A Figure 10 A sectional view at A-A;
[0031] Figure 15 A structural schematic view of the front end framework provided by the embodiment of the present utility model;
[0032] Figure 16 A side view of the anti-climber provided by the embodiment of the present utility model.
[0033] In the above figure:
[0034] 100-anti-collision rail vehicle body; 110-vehicle roof; 120-side wall; 130-underframe; 131-side beam; 132-cross beam; 133-end beam; 1331-anti-climber mounting hole; 134-aluminum floor; 135-sleeper beam; 136-coupler seat; 140-end wall;
[0035] 200-anti-climber. DETAILED DESCRIPTION
[0036] The embodiments of the present application are described in detail below, examples of which are shown in the drawings, wherein the same or similar notations represent the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by reference to the drawings are exemplary only, and are used merely for the purpose of explaining the present application, and should not be construed as limiting the present application.
[0037] The core of the present application is to provide a kind of anti-collision rail vehicle body and rail vehicle, which can effectively improve the safety performance of vehicle.
[0038] In order to make those skilled in the art better understand the technical solutions provided by the present application, the present application will be further described in detail below with reference to the drawings and specific embodiments.
[0039] Specifically, please refer to Figures 1-16 The anti-collision rail vehicle body 100 provided by the present application comprises a roof 110, a side wall 120, a chassis 130 and an end wall 140.
[0040] The chassis 130 comprises side beams 131 located on the left and right sides respectively, cross beams 132 connecting the two side beams 131, end beams 133 located on the front and rear sides respectively, bolster beams 135 connecting the two side beams 131, aluminum floors 134 laid above the cross beams 132 and the bolster beams 135, and car coupler seats 136 arranged below the aluminum floors 134. The end beam 133 located on the front side is provided with an anti-climber mounting hole 1331 for mounting an anti-climber 200. Specifically, the side beams 131 are two parallel beams arranged on the left and right sides in the driving direction (with the driving direction as the front side). The end beams 133 are two parallel beams arranged on the front and rear sides in the driving direction. The bolster beams 135 are arranged between the two side beams 131 and perpendicular to the two side beams 131. The number of cross beams 132 is multiple, and they are arranged between the two side beams 131 and distributed on both sides of the bolster beams 135 along the driving direction.
[0041] As shown in Figure 12 The end beam 133 is provided with a plurality of threaded holes around the anti-climber mounting hole 1331. The end portion of the anti-climber 200 is provided with a connecting flange, which is connected to the threaded holes on the end beam 133 one by one through bolts, so as to lock the end portion of the anti-climber 200 and the end beam 133.
[0042] It should be noted that the straddle-type monorail vehicle generally has a low collision speed, usually only 3-7km / h, and the collision energy can be absorbed by setting a crush tube in the coupler. The coupler crush tube with different strokes can meet the different collision energy absorption requirements to a certain extent. When the collision speed reaches 15km / h or higher, the tensile and compressive load design of the car body structure is required, and the tensile and compressive load of the car body structure needs to meet the remaining energy requirement after the coupler crushes.
[0043] The anti-collision rail vehicle body 100 provided by the utility model meets the monorail vehicle body arrangement, optimizes the car body chassis 130 structure, the chassis 130 includes side beams 131 located on the left and right sides respectively, cross beams 132 connecting the side beams 131 on both sides, end beams 133 located on the front and rear sides respectively, pillow beams 135 connecting the side beams 131 on both sides, aluminum floors 134 laid above the cross beams 132 and the pillow beams 135, and coupler seats 136 arranged below the aluminum floors 134, the cross beams 132, the pillow beams 135 and the aluminum floors 134 are arranged in the frame structure surrounded by the side beams 131 and the end beams 133, the structural strength of the chassis 130 is increased, the collision energy absorbing capacity of the car body chassis 130 is increased, and the anti-climber 200 is installed on the end beam 133 located on the front side. The collision absorbing capacity is absorbed in the form of the collision anti-climber 200 and the car body, the car body structure is not damaged under a certain collision speed (the collision speed is 15km / h or higher) of the vehicle, and the safety of the rail vehicle is greatly improved.
[0044] In specific embodiments, as shown in Figures 4-7 and Figure 14 , the aluminum floor 134 and the side beam 131 are connected in a lap joint manner. The aluminum floor 134 is provided with a first lap joint plate on both sides, the side beam 131 located on both sides of the aluminum floor 134 is provided with a second lap joint plate, the first lap joint plate is lapped on the upper surface of the second lap joint plate, so that the side beams 131 on both sides support the aluminum floor 134. In the prior art, the aluminum floor 134 is connected with the side beam 131 through a plug-in interface, the plug-in interface of the aluminum floor 134 and the side beam 131 is changed into a lap joint interface to reduce the probability of welding defects. At the same time, the aluminum floor 134 and the side beam 131 adopt the lap joint interface, in the case of width tolerance of the chassis 130, the assembly method of the lap joint interface can reduce the assembly difficulty of the chassis 130 and improve the production efficiency.
[0045] In specific embodiments, the cross beam 132 is a closed section, which can effectively improve the overall strength of the chassis 130 structure through optimized structure. As shown in Figure 8As shown, the closed section adopted by the cross beam 132 is specifically a sun-shaped structure, and the closed section can also be designed with non-uniform wall thickness. The section wall thickness can also be designed to match the coupler seat 136 and the bolster 135, and preferably, the thicker part of the section is 15 mm, and the rest of the thickness can be 8 mm.
[0046] Similarly, the end beam 133 can also adopt a closed section, and the rib plate arranged on the end beam 133 adopts a triangular rib structure, and a climbing prevention device mounting hole 1331 is reserved.
[0047] Compared with an open section, a closed section can meet higher strength requirements, production efficiency and welding quality, and the design thickness of the closed section is thinner under the same structural strength requirement.
[0048] In specific embodiments, the coupler seat 136 can be an aluminum section structure, which can improve the overall strength of the straddle-type monorail vehicle underframe 130 structure. Through experimental demonstration, the tensile and compressive load strength can be improved to 500 KN, solving the problem of insufficient strength of the current monorail rescue vehicle body. The structure meets the relevant requirements of the EN12663 standard.
[0049] The end wall 140 located on the front side is formed of an aluminum alloy framework and is formed by butt welding of aluminum alloy sections and is connected to the underframe 130 as a whole by welding.
[0050] In addition, the utility model also provides a rail vehicle, including the anti-collision rail vehicle body 100 and the climbing prevention device 200 in the above specific embodiments, and the climbing prevention device 200 is installed on the end beam 133 located on the front side. The collision climbing prevention device 200 is installed on the end beam 133 on the front side of the underframe 130, and the climbing prevention device mounting hole 1331 is located on the end beam 133 on the front side of the underframe 130. When different marshalling vehicles collide with the same marshalling vehicles at a speed of 15 km / h or more, most of the energy is absorbed by the climbing prevention device 200, and when the climbing prevention device 200 is damaged, the remaining energy is transmitted to the vehicle body, and the vehicle body absorbs the remaining energy through the underframe 130 structure and the end wall 140 (front end framework) located on the front side.
[0051] The climbing prevention device 200 has been widely used in the prior art, and the climbing prevention device 200 with energy absorption and anti-climbing functions is within the protection scope of the present case, and will not be described further herein.
[0052] Obviously, the rail vehicle containing the above anti-collision rail vehicle body 100 has the same beneficial effects, and will not be described further herein.
[0053] In a specific embodiment, the present solution also includes a coupler arranged on the car body 100 of the collision-preventing rail vehicle, which is connected to the coupler via the coupler seat 136. The coupler is provided with a crush tube for absorbing collision energy. In one form, the crush tube can include two or more layers of thin-walled tubes arranged in a sleeve. Of course, the crush tube can also have other structural forms, and the connection of the crush tube and the coupler is also relatively common in the prior art, and will not be described further herein.
[0054] In the description of the present application, it should be understood that, in relation to the orientation description, for example, the orientation or position relationship indicated by the terms such as upper, lower, front, rear, left, right, etc. is the orientation or position relationship based on the driving direction of the rail vehicle, the driving direction of the rail vehicle is the front, the direction away from the driving direction of the rail vehicle is the rear, and the two sides of the driving direction of the rail vehicle are the left side and the right side, respectively. The above description is only for the convenience of describing the present application and simplifying the description, and does not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the present application.
[0055] As shown in the present application and claims, unless the context clearly indicates otherwise, the words "one", "an", "a", and / or "the" do not necessarily refer to the singular, but can also include the plural. Generally speaking, the terms "comprising" and "including" only indicate the inclusion of the steps and elements explicitly identified, and these steps and elements do not constitute an exclusive list, and the method or device can also include other steps or elements. The element defined by the phrase "comprising a" does not exclude the presence of another identical element in the process, method, product or device.
[0056] In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B; "and / or" in the present application only describes the relationship between the associated objects, and can represent the existence of three relationships, for example, A and / or B can represent the existence of A alone, A and B together, and B alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.
[0057] In the description of the present application, unless otherwise explicitly limited, the words such as arrangement, installation, connection, etc. should be understood in a broad sense, and those skilled in the art can reasonably determine the specific meaning of the above words in the present application in combination with the specific content of the technical solution.
[0058] The various embodiments in the present 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 mutually referred to.
[0059] The principle and implementation mode of the present application are described by using specific examples in the present application, and the above examples are only used for helping to understand the method and core idea of the present application. It should be pointed out that, for ordinary skilled persons in the technical field, some improvements and modifications can be made to the present application without departing from the principle of the present application, and these improvements and modifications also fall within the protection scope of the present application.
Claims
1. A collision-protected rail vehicle body, characterized in that The vehicle body comprises a roof, side walls, a chassis and end walls, the chassis comprises side sills respectively located on left and right sides, cross beams connecting the side sills, end beams respectively located on front and rear sides, bolster beams connecting the side sills, aluminum floors laid above the cross beams and the bolster beams, and a coupler pedestal arranged below the aluminum floors, and the end beam located on the front side is provided with a climbing prevention device mounting hole for mounting a climbing prevention device.
2. A crashworthy rail vehicle body according to claim 1, characterised in that, The aluminum floor and the side sill are connected in a lap joint manner.
3. A crashworthy rail vehicle body according to claim 1, characterised in that, The cross beam is a closed section, and / or the end beam is a closed section.
4. A collision-avoiding rail vehicle body according to claim 3, characterised in that The cross beam is made of a non-uniform wall thickness.
5. A crashworthy rail vehicle body according to claim 3, characterised in that, The end beam adopts a triangular rib structure.
6. The crashworthy rail vehicle car body of claim 1, wherein, The coupler pedestal is an aluminum profile structure.
7. The crashworthy rail vehicle car body of claim 1, wherein, The end wall located on the front side is composed of an aluminum alloy framework.
8. Anti-collision rail vehicle body according to claim 7, characterized in that The aluminum alloy framework is composed of aluminum alloy profiles which are spot-welded together, and the end wall is welded to the chassis.
9. A rail vehicle, characterized by The vehicle body further comprises a coupler arranged on the vehicle body, and the coupler is provided with a crush tube for absorbing collision energy.
10. Railway vehicle according to claim 9, characterized in that The vehicle body further comprises a coupler arranged on the vehicle body, and the coupler is provided with a crush tube for absorbing collision energy.