Design method for front-end structure of rail vehicle

Abstract

The present invention relates to the technical field of rail vehicles. Provided is a design method for a front-end structure of a rail vehicle. The design method for a front-end structure of a rail vehicle comprises: acquiring parameters of a rail vehicle, determining the maximum horizontal swing angle and the maximum vertical swing angle of a coupler in a coupled state, and establishing a swing matrix of the coupler (S1); on the basis of the swing matrix of the coupler and the maximum elastic compression amount of the coupler, obtaining a parting surface, and determining the shape of a fixed cover on the basis of the parting surface (S2); and on the basis of the shape of the fixed cover and the parting surface, determining the shape of an access door, the position of an opening and closing mechanism and the position of an anti-climber (S3). In the design method for a front-end structure of a rail vehicle of the present application, the shape of the fixed cover, the shape of the access door, the position of the opening and closing mechanism and the position of the anti-climber are designed on the basis of the parting surface of the coupler, such that the opening and closing mechanism, the access door, the fixed cover and the anti-climber can be prevented from interfering with the coupler.

Description

Design methods for the front end structure of rail vehicles

[0001] Cross-references to related applications

[0002] This application claims priority to Chinese Patent Application No. 202410669395.8, filed on May 28, 2024, entitled “Design Method of Front-End Structure of Rail Vehicle”, the entire contents of which are incorporated herein by reference. Technical Field

[0003] This application relates to the field of rail vehicle technology, and in particular to a design method for the front-end structure of a rail vehicle. Background Technology

[0004] In rail vehicles, the front end of the car body is equipped with a coupler, anti-creep device, fixed cover, and hatch. The opening and closing mechanism, coupler, and anti-creep device are housed within the fixed cover, which has an opening allowing the coupler to extend through. The hatch is located on the opening. The fixed cover, hatch, and car body form a streamlined profile, giving the rail vehicle excellent aerodynamic performance. The opening and closing mechanism is connected to the hatch to drive it open or close. During single-train operation, the hatch is closed to protect the coupler and anti-creep device inside the fixed cover; during multiple-unit operation, the hatch is open, allowing for the coupling and uncoupling of the couplers.

[0005] However, in shorter rail vehicles (such as urban rail vehicles), the front underframe uses a traction beam structure, reducing the installation space for surrounding equipment. The limited space for mounting covers and doors increases the risk of interference between the opening and closing mechanisms, doors, covers, and anti-climb devices and the coupler.

[0006] Summary of the Invention

[0007] In view of this, this application provides a design method for the front end structure of a rail vehicle to solve the problem that in rail vehicles with shorter lengths, the installation space for the fixed cover and hatch is small, which makes the risk of interference between the opening and closing mechanism, hatch, fixed cover and anti-climb device and the coupler greater.

[0008] This application provides a design method for the front-end structure of a rail vehicle, the design method of the front-end structure of the rail vehicle includes:

[0009] Obtain the parameters of the rail vehicle, determine the maximum horizontal and vertical swing angles of the coupler in the coupled state, and establish the swing matrix of the coupler;

[0010] Based on the swing matrix of the coupler and the maximum elastic compression of the coupler, the parting surface is obtained, and the shape of the fixing cover is determined based on the parting surface.

[0011] Based on the shape of the fixed cover and the parting surface, the shape of the hatch, the position of the opening and closing mechanism, and the position of the anti-climb device are determined.

[0012] Preferably, the steps of obtaining the parameters of the rail vehicle and determining the maximum horizontal and vertical sway angles of the coupler include:

[0013] The parameters of the rail vehicle are obtained to determine the horizontal offset, vertical upward offset, and vertical downward offset of the rail vehicle.

[0014] Determine the horizontal and vertical swing angles of the coupler of the rail vehicle under multiple operating conditions, and obtain the maximum horizontal and vertical swing angles.

[0015] Preferably, establishing the swing matrix of the coupler includes:

[0016] Based on the maximum horizontal swing angle and the maximum vertical swing angle, determine multiple extreme positions of the coupler;

[0017] The multiple extreme positions form the swing matrix of the coupler.

[0018] Preferably, the step of determining the parting surface of the opening and closing mechanism based on the swing matrix of the coupler and the maximum elastic compression of the coupler includes:

[0019] Based on the type of coupler, determine the maximum elastic compression of the coupler;

[0020] When the coupler is at its maximum elastic compression at different extreme positions in the swing matrix, the points on the outer surface of the coupler form the parting surface.

[0021] Preferably, the step of determining the shape of the fixing cover based on the parting surface includes:

[0022] The standard fixing cover is scaled to obtain the fixing cover;

[0023] The fixing cover is aligned with the parting surface to ensure that the fixing cover does not interfere with the parting surface.

[0024] Preferably, the step of determining the position of the opening and closing mechanism includes:

[0025] Select an installation position on one side of the coupler and set the opening and closing mechanism at the installation position;

[0026] The motion trajectory of the opening and closing mechanism is corrected with the parting surface and the vehicle body;

[0027] When the movement trajectory of the opening and closing mechanism does not interfere with the parting surface, the installation position meets the installation requirements of the opening and closing mechanism.

[0028] When the movement trajectory of the opening and closing mechanism interferes with the parting surface, the installation position is changed until the movement trajectory of the opening and closing mechanism does not interfere with the parting surface.

[0029] Preferably, the step of determining the shape of the hatch includes:

[0030] Obtain the size of the opening of the fixed cover;

[0031] The standard hatch is scaled down so that it covers the opening to obtain the shape of the hatch.

[0032] Preferably, the step of determining the location of the anti-climb device includes:

[0033] Select a fixed position on one side of the coupler and install the anti-climb device at the fixed position;

[0034] The anti-climb device is aligned with the parting surface to obtain the installation position of the anti-climb device in the vehicle width direction;

[0035] The tooth surface of the anti-creep device is aligned with the buffer stroke of the coupler to obtain the position of the anti-creep device in the direction of the vehicle yard.

[0036] Preferably, the step of determining the position of the opening and closing mechanism further includes:

[0037] The opening and closing mechanism is set to open or close in the horizontal direction;

[0038] If the movement trajectory of the opening and closing mechanism interferes with the parting surface when the opening and closing mechanism is in any installation position, the opening and closing mechanism is changed to open or close in the vertical direction, and the installation position is reselected.

[0039] Preferably, the design method for the front end structure of the rail vehicle further includes:

[0040] The shape of the anti-climb device's teeth is modified based on the movement trajectory of the hatch so that the teeth of the anti-climb device do not interfere with the movement trajectory of the hatch.

[0041] The design method for the front-end structure of the rail vehicle in this application establishes the coupler's swing matrix by measuring the maximum horizontal and vertical swing angles under coupled conditions. Based on the coupler's swing matrix and maximum elastic compression, the coupler parting surface is obtained. Furthermore, based on the shape of the fixed cover and the parting surface, the shape of the hatch, the position of the opening and closing mechanism, and the position of the anti-climb device are determined. This design method for the front-end structure of the rail vehicle, based on the coupler's parting surface, designs the shape of the fixed cover, the shape of the hatch, the position of the opening and closing mechanism, and the position of the anti-climb device, thus preventing interference between the opening and closing mechanism, hatch, fixed cover, and anti-climb device and the coupler. Attached Figure Description

[0042] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0043] Figure 1 shows a schematic diagram of the internal structure of the fixed cover;

[0044] Figure 2 shows the relative positions of the hatch and the fixed cover;

[0045] Figure 3 shows the relative positions of the first and second cars when the rail vehicle passes through a horizontal circular curve with a radius of R = 180m and the coupler has no travel.

[0046] Figure 4 shows the relative positions of the first and second cars when the rail vehicle passes through a horizontal circular curve with a radius of R = 180m and the coupler is at its compression limit.

[0047] Figure 5 shows the relative positions of the first and second cars when the rail vehicle passes through a horizontal circular curve with a radius of R = 180m and the coupler is at its tension limit position.

[0048] Figure 6 shows the relative positions of the first and second cars when the rail vehicle enters a straight line from a horizontal circular curve with a radius of R = 180m and the coupler has no travel.

[0049] Figure 7 shows the relative positions of the first and second cars when the rail vehicle enters a straight line through a horizontal circular curve with a radius of R = 180m and the coupler is at its compression limit.

[0050] Figure 8 shows the relative positions of the first and second cars when the rail vehicle enters a straight line through a horizontal circular curve with a radius of R = 180m and the coupler is at its tension limit position.

[0051] Figure 9 shows the relative positions of the first and second cars when the rail vehicle passes through a horizontal curve S with a radius of 180m and a straight line of 12.5m with no travel of the coupler.

[0052] Figure 10 shows the relative positions of the first and second cars when the rail vehicle passes through a horizontal curve S with a radius of R = 180m and a straight line of 12.5m with the coupler at its compression limit.

[0053] Figure 11 shows the relative positions of the first and second cars when the rail vehicle passes through a horizontal curve S with a radius of R = 180m and a straight line of 12.5m with the coupler at its tension limit.

[0054] Figure 12 shows the relative positions of the first and second cars when the rail vehicle passes through a horizontal circular curve with a radius of R = 500m and the coupler has no travel.

[0055] Figure 13 shows the relative positions of the first and second cars when the rail vehicle passes through a horizontal circular curve with a radius of R = 500m and the coupler is at its compression limit.

[0056] Figure 14 shows the relative positions of the first and second cars when the rail vehicle passes through a horizontal circular curve with a radius of R = 500m and the coupler is at its tension limit position.

[0057] Figure 15 shows the relative positions of the first and second cars when the rail vehicle enters a straight line from a horizontal circular curve with a radius of R = 500m and the coupler has no travel.

[0058] Figure 16 shows the relative positions of the first and second cars when the rail vehicle enters a straight line through a horizontal circular curve with a radius of R = 500m and the coupler is at its compression limit.

[0059] Figure 17 shows the relative positions of the first and second cars when the rail vehicle enters a straight line through a horizontal circular curve with a radius of R = 500m and the coupler is at its tension limit position.

[0060] Figure 18 shows the relative positions of the first and second cars when the rail vehicle passes through a vertical straight line and the coupler has no travel.

[0061] Figure 19 shows the relative positions of the first and second cars when the rail vehicle passes through a vertical straight line and the coupler is at its compression limit position;

[0062] Figure 20 shows the relative positions of the first and second cars when the rail vehicle passes through a vertical straight line and the coupler is at its tension limit position;

[0063] Figure 21 shows the relative positions of the first and second cars when the rail vehicle passes through a vertical curve of R=2000m and the coupler has no travel.

[0064] Figure 22 shows the relative positions of the first and second cars when the rail vehicle passes through a vertical curve with a radius of R = 2000m and the coupler is at its compression limit.

[0065] Figure 23 shows the relative positions of the first and second cars when the rail vehicle passes through a vertical curve of R=2000m and the coupler is at its tension limit position;

[0066] Figure 24 shows the relative positions of the first and second cars when the rail vehicle enters a straight line from a vertical curve of R=2000m and the coupler has no travel.

[0067] Figure 25 shows the relative positions of the first and second cars when the rail vehicle enters a straight line from a vertical curve of R=2000m and the coupler is at its compression limit.

[0068] Figure 26 shows the relative positions of the first and second cars when the rail vehicle enters a straight line from a vertical curve of R=2000m and the coupler is at its tension limit position.

[0069] Figure 27 shows a flowchart illustrating the design method for the front-end structure of a rail vehicle.

[0070] Icons: 1-Coupled; 2-Fixed cover; 3-Opening and closing mechanism; 4-Hatch door; 5-Anti-climb device; 61-First carriage; 62-Second carriage; 71-Predetermined straight line; 72-First reference straight line; 73-Second reference straight line. Detailed Implementation

[0071] The following detailed embodiments are provided to help the reader gain a comprehensive understanding of the methods, apparatus, and / or systems described herein. However, various changes, modifications, and equivalents of the methods, apparatus, and / or systems described herein will be apparent after understanding the disclosure of this application. For example, the order of operations described herein is merely illustrative and is not limited to the order set forth herein; changes that will be apparent after understanding the disclosure of this application are possible, except for operations that must occur in a specific order. Furthermore, for clarity and brevity, descriptions of features known in the art may be omitted.

[0072] The features described herein may be implemented in different forms and should not be construed as being limited to the examples described herein. Rather, the examples described herein have been provided merely to illustrate some of the many feasible ways of implementing the methods, apparatus, and / or systems described herein that will be apparent upon understanding the disclosure of this application.

[0073] Throughout the specification, when an element (such as a layer, region, or substrate) is described as being "on" another element, "connected to" another element, "bonded to" another element, "on" another element, or "covering" another element, it may be directly "on" another element, "connected to" another element, "bonded to" another element, "on" another element, or "covering" another element, or there may be one or more other elements in between. In contrast, when an element is described as being "directly on" another element, "directly connected to" another element, "directly bonded to" another element, "directly on" another element, or "directly covering" another element, there may be no other elements in between.

[0074] As used herein, the term “and / or” includes any one of the relevant items listed and any combination of any two or more items.

[0075] Although terms such as “first,” “second,” and “third” may be used herein to describe individual components, assemblies, regions, layers, or parts, these components, assemblies, regions, layers, or parts are not limited by these terms. Rather, these terms are used only to distinguish one component, assembly, region, layer, or part from another. Therefore, without departing from the teachings of the examples described herein, the first component, assembly, region, layer, or part referred to as the second component, assembly, region, layer, or part may also be referred to as the second component, assembly, region, layer, or part.

[0076] For ease of description, spatial relation terms such as “above,” “upper,” “below,” and “lower” are used herein to describe the relationship between one element and another, as shown in the accompanying drawings. Such spatial relation terms are intended to include not only the orientation depicted in the drawings but also different orientations of the device during use or operation. For example, if the device in the drawings is flipped, an element described as being “above” or “upper” relative to another element will subsequently be “below” or “lower” relative to that other element. Therefore, the term “above” includes both “above” and “below” orientations depending on the spatial orientation of the device. The device may also be positioned in other ways (e.g., rotated 90 degrees or in other orientations), and the spatial relation terms used herein will be interpreted accordingly.

[0077] The terminology used herein is for the purpose of describing various examples only and is not intended to limit this disclosure. Unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. The terms “comprising,” “including,” and “having” enumerate the stated features, quantities, operations, components, elements, and / or combinations thereof, but do not exclude the presence or addition of one or more other features, quantities, operations, components, elements, and / or combinations thereof.

[0078] Variations in the shapes shown in the accompanying drawings may occur due to manufacturing techniques and / or tolerances. Therefore, the examples described herein are not limited to the specific shapes shown in the accompanying drawings, but include changes in shape that may occur during manufacturing.

[0079] The features of the examples described herein can be combined in various ways that will be apparent upon understanding the disclosure of this application. Furthermore, although the examples described herein have a wide variety of constructions, other constructions are possible, as will be apparent upon understanding the disclosure of this application.

[0080] This application provides a design method for the front-end structure of a rail vehicle. As shown in Figures 1 and 2, the rail vehicle includes a car body and a front-end structure. The front-end structure includes a coupler 1, a fixed cover 2, an opening and closing mechanism 3, a hatch 4, and an anti-climb device 5. The fixed cover 2 is fixed to the front end of the car body. The opening and closing mechanism 3, the coupler 1, and the anti-climb device 5 are disposed within the fixed cover 2. The fixed cover 2 has an opening through which the coupler 1 can extend. The hatch 4 is disposed on the opening. The opening and closing mechanism 3 is connected to the hatch 4 to drive the hatch 4 to open or close. As shown in Figure 27, the design method for the front-end structure of the rail vehicle includes:

[0081] S1. Obtain the parameters of the rail vehicle, determine the maximum horizontal and vertical swing angles of coupler 1 in the coupled state, and establish the swing matrix of coupler 1.

[0082] S2. Based on the swing matrix of coupler 1 and the maximum elastic compression of coupler 1, obtain the parting surface, and determine the shape of the fixed cover 2 based on the parting surface;

[0083] S3. Based on the shape and parting surface of the fixed cover 2, determine the shape of the hatch 4, the position of the opening and closing mechanism 3, and the position of the anti-climb device 5.

[0084] The design method of the front end structure of the rail vehicle in this application is based on the parting surface of the coupler 1, which is designed according to the shape of the fixed cover 2, the shape of the hatch 4, the position of the opening and closing mechanism 3 and the position of the anti-climb device 5. This method can prevent the opening and closing mechanism 3, the hatch 4, the fixed cover 2 and the anti-climb device 5 from interfering with the coupler 1.

[0085] As an example, the maximum horizontal and vertical swing angles of coupler 1 in the coupled state can be driven in the following way:

[0086] S11. Obtain the parameters of the rail vehicle to determine the horizontal offset, vertical upward offset, and vertical downward offset of the rail vehicle.

[0087] In step S11, since the coupler 1 and other structures in the rail vehicle will shift, the rail vehicle itself will shift. Based on the parameters of the rail vehicle itself, the horizontal offset, the vertical upward offset, and the vertical downward offset can be calculated.

[0088] Furthermore, the horizontal offset, vertical upward offset, and vertical downward offset of the rail vehicle can be calculated using the following formulas.

[0089] Horizontal offset ΔX BP It can be calculated using the following formula:

[0090] in,

[0091] Vertical upward offset ΔY BPu It can be calculated using the following formula:

[0092] Vertical downward offset ΔY BPd It can be calculated using the following formula:

[0093] in,

[0094] In the above calculation formula, the explanation of each parameter can be found in Table 1 below. Table 1 only shows one example of the value of each parameter. Each parameter can be selected based on different models of rail vehicles.

[0095] Table 1

[0096] The horizontal offset ΔX can be calculated using the above formula. BP Vertical upward offset ΔY BPd and vertical upward offset ΔY BPd .

[0097] Furthermore, in step S12, the maximum horizontal swing angle and the maximum vertical swing angle can be obtained in the following way:

[0098] S12. Determine the horizontal and vertical swing angles of the coupler 1 under multiple operating conditions of the rail vehicle, and obtain the maximum horizontal and vertical swing angles.

[0099] In this step, two types of operating conditions need to be selected: the operating condition where the rail vehicle passes through a horizontal circular curve and the operating condition where the rail vehicle passes through a vertical curve. The radii of the horizontal circular curve and the vertical curve can be selected according to the application scenario of the rail vehicle (e.g., urban rail vehicles, high-speed rail, etc.). For example, urban rail vehicles need to select horizontal circular curves with a radius greater than or equal to 180m and vertical curves with a radius greater than or equal to 2000m. Alternatively, the operating condition of a vertical straight line can also be selected for calculation. As an example, the eight operating conditions in Table 2 are selected.

[0100] Table 2

[0101] In step S12, the above-mentioned working conditions can be drawn in drawing software (such as CAD), showing the relative offset of the first car 61 and the second car 62 when they are in the worst working condition, thus obtaining the relative offset of the first car 61 and the second car 62. Then, the horizontal offset, vertical upward offset, and vertical downward offset of the rail vehicle itself are superimposed with the relative offset of the first car 61 and the second car 62 to draw a schematic diagram of the actual offset state of the first car 61 and the second car 62. In the schematic diagram of the actual offset state of the first carriage 61 and the second carriage 62, the line connecting the rotation center of the coupler 1 of the first carriage 61 and the rotation center of the second coupler 1 in the horizontal and vertical directions is defined as a predetermined straight line 71. The centerline of the first carriage 61 in the horizontal and vertical directions is defined as a first reference straight line 72. The centerline of the second carriage 62 in the horizontal and vertical directions is defined as a second reference straight line 73. The angle between the predetermined straight line 71 and the first reference straight line 72 is the first included angle σ1. The angle between the predetermined straight line 71 and the second reference straight line 73 is the second included angle σ2.

[0102] Under each working condition, it is necessary to obtain the first included angle σ1 and the second included angle σ2 under three states: no stroke of coupler 1, coupler 1 at the compression limit position, and coupler 1 at the tension limit position. The state of each working condition in the above 8 working conditions can be referred to Figures 3 to 26.

[0103] The above method allows us to obtain the first included angle σ1 and the second included angle σ2 for each horizontal circular curve under three different conditions. The maximum value of the first included angle σ1 and the second included angle σ2 for multiple horizontal circular curve conditions is the maximum horizontal swing angle. Similarly, the above method allows us to obtain the first included angle σ1 and the second included angle σ2 for each vertical straight line and vertical curve condition under three different conditions. The maximum value of the first included angle σ1 and the second included angle σ2 for each vertical straight line and vertical curve condition is the maximum vertical swing angle. As an example, using the above parameters and the eight conditions in the table above, we can obtain the first included angle σ1 and the second included angle σ2 for each of the eight conditions.

[0104] As shown in the table above, the maximum horizontal swing angle of coupler 1 in the coupled state is 12.53° and the maximum vertical swing angle is 3.20°.

[0105] S13. Establish the swing matrix of coupler 1;

[0106] In step S13, the swing matrix of the coupler 1 can be established in the following way:

[0107] The position of the coupler 1 when it does not swing is defined as the center position. Based on the maximum horizontal swing angle, the two extreme positions of the coupler 1 in the horizontal direction can be determined. Based on the maximum vertical swing angle, the two extreme positions of the coupler 1 in the vertical direction can be determined. By superimposing the maximum horizontal swing angle and the maximum vertical swing angle, four extreme positions can be obtained. The matrix composed of the above eight extreme positions and the center position is the swing matrix.

[0108] In step S2, the parting surface of the opening / closing mechanism 3 can be determined based on the swing matrix of the coupler 1 and the maximum elastic compression of the coupler 1, and the shape of the fixed cover 2 can be determined based on the parting surface. As an example, the parting surface can be determined in the following way:

[0109] S21. Based on the type of coupler 1, determine the maximum elastic compression of coupler 1;

[0110] In step S21, based on the whole vehicle collision test, the coupler 1 can be selected, and the maximum elastic compression of the selected coupler 1 can be obtained based on its performance.

[0111] For example, the maximum elastic compression of the coupler 1 can be 100mm.

[0112] S22. When the coupler 1 is at different extreme positions in the swing matrix and the coupler 1 is at the maximum elastic compression, the points on the outer surface of the coupler 1 form a parting surface.

[0113] In step S22, the coupler 1 at each extreme position is subjected to maximum elastic compression. The surface formed by all points on the outer side of each coupler 1 (here, the outer side is relative to the inner side; the inner side refers to the side facing the center, and the side opposite to the inner side is the outer side) is the parting surface. When other structures in the front-end structure of the rail vehicle interfere with the parting surface, those structures will also interfere with the coupler 1. Thus, the parting surface can be used to define the movement area of ​​the coupler 1, preventing the movement trajectories of other structures from interfering with the parting surface, thereby avoiding interference between the coupler and the structure. Optionally, the parting surface can be determined using 3D software.

[0114] Furthermore, the maximum elastic compression amount used in step S22 can be 1.1 times the actual maximum elastic compression amount of coupler 1 to ensure that other structures do not interfere with coupler 1.

[0115] As an example, the shape of the fixed cover 2 can be determined in the following way:

[0116] S23. Scale the standard fixed cover 2 to obtain the fixed cover 2;

[0117] In step S23, a standard fixing cover 2 can be pre-designed based on the type of rail vehicle. By scaling the size of the standard fixing cover 2, a fixing cover 2 for that rail vehicle can be obtained.

[0118] S24. Align the fixed cover 2 with the parting surface to ensure that the fixed cover 2 does not interfere with the parting surface.

[0119] The inner wall of the fixed cover 2 is compared with the parting surface. If the inner wall of the fixed cover 2 does not interfere with the parting surface, the coupler 1 will not interfere with the inner wall of the fixed cover 2 during movement, and the obtained fixed cover 2 meets the design requirements. If the inner wall of the fixed cover 2 interferes with the parting surface, the fixed cover 2 needs to be enlarged and the fixed cover 2 and the parting surface need to be corrected again until the inner wall of the fixed cover 2 does not interfere with the parting surface. Optionally, the determination of the fixed cover 2 can be obtained through spatial analysis in 3D software.

[0120] In step S3, the shape of the hatch 4, the position of the opening and closing mechanism 3, and the position of the anti-climb device 5 can be determined based on the shape of the fixed cover 2 and the parting surface.

[0121] S31. Determine the installation location of the opening / closing mechanism 3. As an example, the installation location of the opening / closing mechanism 3 can be determined in the following way:

[0122] S311. Select an installation position on one side of the coupler 1 and set the opening and closing mechanism 3 at the installation position;

[0123] In step S311, there are two opening and closing mechanisms 3, which are respectively connected to two hatches 4. The installation positions of the two opening and closing mechanisms 3 are selected in the same way. Taking one of the opening and closing mechanisms 3 as an example, an installation position is selected on one side of the coupler 1 in the horizontal direction. This installation position does not interfere with the parting surface, and the opening and closing mechanism 3 is set at the installation position.

[0124] S312. Correct the motion trajectory of the opening and closing mechanism 3 with the parting surface;

[0125] Specifically, when the movement trajectory of the opening and closing mechanism 3 does not interfere with the parting surface, the installation position meets the installation requirements of the opening and closing mechanism 3; when the movement trajectory of the opening and closing mechanism 3 interferes with the parting surface, the installation position is changed until the movement trajectory of the opening and closing mechanism 3 does not interfere with the parting surface.

[0126] In addition, before determining the position of the opening and closing mechanism 3, it is necessary to select the opening method of the opening and closing mechanism 3. Specifically, firstly, the opening and closing mechanism 3 is set to open or close in the horizontal direction; then, the installation position is selected in step S31. If the selected installation position can satisfy that the movement trajectory of the opening and closing mechanism 3 does not interfere with the parting surface, then it can be installed at that position.

[0127] When the movement trajectory of the opening and closing mechanism 3 interferes with the parting surface in any installation position, the opening and closing mechanism 3 is changed to open or close in the vertical direction, and the installation position is reselected.

[0128] S32. Determine the shape of the hatch 4 based on the shape of the fixed cover 2. In step S32, the shape of the hatch 4 can be determined in the following way.

[0129] S321. Obtain the size of the opening of the fixed cover 2;

[0130] S322. Scale the standard hatch 4 so that the hatch 4 covers the opening to obtain the shape of the hatch 4.

[0131] In step S322, a standard hatch 4 can be pre-designed based on the shape of the standard fixed cover 2. By scaling the size of the standard hatch 4, it can be made to cover the opening of the fixed cover 2 when the hatch 4 is docked, thus obtaining the hatch 4. The hatch 4 described above can be determined through spatial analysis in 3D software.

[0132] S33. Based on the shape and parting surface of the fixed cover 2, determine the position of the anti-climb device 5. In step S33, the position of the anti-climb device 5 can be determined in the following way.

[0133] S331. Select a fixed position on one side of the coupler 1 and set the anti-climb device 5 at the fixed position;

[0134] In step S331, there are two anti-climb devices 5, which are set on both sides of the coupler 1. Taking one of the anti-climb devices 5 as an example, a fixed position is selected on one side of the coupler 1 in the horizontal direction. This fixed position does not interfere with the parting surface, and the anti-climb device 5 is set at the fixed position.

[0135] S332. Align the anti-climb device 5 with the parting surface to obtain the installation position of the anti-climb device 5.

[0136] In step S332, the position of the anti-climb device 5 on the vehicle width can be determined by calibrating it with the parting surface. Specifically, when the anti-climb device 5 does not interfere with the parting surface, the fixed position meets the installation requirements of the anti-climb device 5; when the anti-climb device 5 interferes with the parting surface, the fixed position is changed until the anti-climb device 5 does not interfere with the parting surface.

[0137] S333, Align the tooth surface of the anti-climb device 5 with the buffer stroke of the coupler 1 to obtain the position of the tooth surface.

[0138] In the event of a collision between rail vehicles, the energy absorption levels, from first to last, are: energy absorption by the elastic buffer of coupler 1, energy absorption by the crushing tube of coupler 1, and energy absorption by the anti-creep device 5. Therefore, the distance L0 from the tooth surface of the anti-creep device 5 to the coupling surface of coupler 1 is L1 + L2 + L3, where L1 is the maximum compression of the buffer of coupler 1, L2 is the stroke of the crushing tube of coupler 1, and L3 is the idle stroke from the shearing of coupler 1 to the engagement of the anti-creep teeth of the two vehicles. The idle stroke L3 from the shearing of coupler 1 to the engagement of the anti-creep teeth of the two vehicles can be selected according to the usage scenario of the rail vehicle; for example, L3 can be 15mm-50mm. The position of the tooth surface of the anti-creep device 5 can be obtained through the above method, thereby determining the position of the anti-creep device 5 in the length direction of the vehicle.

[0139] Optionally, the design method for the front end structure of a rail vehicle also includes:

[0140] S4. Based on the movement trajectory of the hatch 4, modify the tooth surface shape of the anti-climb device 5 so that the tooth surface of the anti-climb device 5 does not interfere with the movement trajectory of the hatch 4.

[0141] In step S4, the tooth surface shape of the anti-climb device 5 can be modified by the movement trajectory of the hatch 4 to avoid the hatch 4. For example, when the tooth surface of the anti-climb device 5 interferes with the movement trajectory of the hatch 4, the tooth surface of the anti-climb device 5 can be set to be concave in the middle towards the vehicle body to avoid the hatch 4.

[0142] The design method of the front end structure of the above-mentioned rail vehicle can be used to design the shape of the fixed cover 2, the shape of the hatch 4, the position of the opening and closing mechanism 3 and the position of the anti-climb device 5, so as to avoid interference between the opening and closing mechanism 3, the hatch 4, the fixed cover 2 and the anti-climb device 5 and the coupler 1.

[0143] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method of designing a front end structure of a rail vehicle, characterized in that, The design method of the rail vehicle front end structure comprises: Obtaining parameters of a rail vehicle, determining a maximum horizontal swing angle and a maximum vertical swing angle of a coupler in a reconnection state, and establishing a swing matrix of the coupler; Based on the swing matrix of the coupler and a maximum elastic compression amount of the coupler, a parting surface is obtained, and a shape of a fixed cover is determined based on the parting surface; Based on the shape of the fixed cover and the parting surface, a shape of a hatch, a position of an opening and closing mechanism, and a position of an anti-climber are determined.

2. The method of designing a front end structure of a rail vehicle according to claim 1, characterized in that, The step of obtaining parameters of a rail vehicle, determining a maximum horizontal swing angle and a maximum vertical swing angle of a coupler comprises: Obtaining parameters of the rail vehicle to determine a horizontal offset, a vertical upward offset, and a vertical downward offset of the rail vehicle; Determining the horizontal swing angle and the vertical swing angle of the coupler of the rail vehicle in multiple working conditions, and obtaining the maximum horizontal swing angle and the maximum vertical swing angle.

3. The method of designing a front end structure of a rail vehicle according to claim 2, characterized in that, The step of establishing the swing matrix of the coupler comprises: Based on the maximum horizontal swing angle and the maximum vertical swing angle, a plurality of limit positions of the coupler are determined; The plurality of limit positions form the swing matrix of the coupler.

4. The method of designing a front end structure of a rail vehicle according to claim 3, characterized in that, The step of determining a parting surface of an opening and closing mechanism based on the swing matrix of the coupler and a maximum elastic compression amount of the coupler comprises: Based on the type of the coupler, the maximum elastic compression amount of the coupler is determined; When the coupler is at the maximum elastic compression amount at different limit positions in the swing matrix, points on the outer side surface of the coupler form the parting surface.

5. The method of designing a front end structure of a rail vehicle according to claim 1, characterized in that, The step of determining the shape of the fixed cover based on the parting surface comprises: Scaling a standard fixed cover to obtain the fixed cover; Correcting the fixed cover with the parting surface so that the fixed cover does not interfere with the parting surface.

6. The method of designing a front end structure of a rail vehicle according to claim 1, characterized in that, The step of determining the position of the opening and closing mechanism comprises: Selecting a mounting position on one side of the coupler, and setting the opening and closing mechanism at the mounting position; Correcting the movement track of the opening and closing mechanism with the parting surface and the vehicle body; When the movement track of the opening and closing mechanism does not interfere with the parting surface, the mounting position meets the installation requirements of the opening and closing mechanism; When the movement track of the opening and closing mechanism interferes with the parting surface, the mounting position is changed until the movement track of the opening and closing mechanism does not interfere with the parting surface.

7. The method of designing a front end structure of a rail vehicle according to claim 6, characterized in that, The step of determining the shape of the hatch comprises: Obtaining the size of an opening of the fixed cover; Scaling a standard hatch so that the hatch covers the opening to obtain the shape of the hatch.

8. The method of designing a front end structure of a rail vehicle according to claim 1, characterized in that, The step of determining the position of the anti-climber comprises: Selecting a fixing position on one side of the coupler, and setting the anti-climber at the fixing position; Correcting the anti-climber with the parting surface to obtain the mounting position of the anti-climber in the vehicle width direction; Correcting the tooth surface of the anti-climber with the buffer stroke of the coupler to obtain the position of the anti-climber in the vehicle field direction.

9. The method of designing a front end structure of a rail vehicle according to claim 6, characterized in that, The step of determining the position of the opening and closing mechanism further comprises: Setting the opening and closing mechanism to open or close in the horizontal direction; When the movement track of the opening and closing mechanism interferes with the parting surface in any installation position, the opening and closing mechanism is changed to open or close in the vertical direction, and the installation position is reselected.

10. The method of designing a front end structure of a rail vehicle according to claim 8, characterized in that, The design method of the rail vehicle front end structure further includes: The tooth surface shape of the anti-climber is corrected based on the movement track of the hatch, so that the tooth surface of the anti-climber does not interfere with the movement track of the hatch.

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