Railway train set

Abstract

Provided is a railway train set. In the railway train set, a mechanical device for preventing train overriding and absorbing impact energy is arranged in an intermediate vehicle, and a coupler mechanism (200), a first anti-override structure (300) and a second anti-override structure (400) cooperate with each other between adjacent railway train vehicles in the rail train set, so that even if a collision accident occurs during high-speed operation of the railway train set, more energy can be stably absorbed in a small space.

Description

Rail train set

[0001] Cross-references to related applications

[0002] This application claims priority to Chinese Patent Application No. 202410673974.X, entitled "Rail Train Set", filed on May 28, 2024, the entire contents of which are incorporated herein by reference. Technical Field

[0003] This application relates to the field of rail transit technology, and in particular to a rail train set. Background Technology

[0004] Anti-creep devices are widely used mechanical devices in the rail transit field that combine the functions of preventing trains from climbing over and absorbing energy. They convert kinetic energy into internal energy through the elastic and plastic deformation of metal and friction, thereby achieving the purpose of energy absorption and anti-creep. To maximize passenger safety and reduce the harm of accidents, the energy absorption and cushioning performance of anti-creep devices on rail trains is crucial.

[0005] To mitigate the hazards of rail vehicle collisions, energy-absorbing structures are typically installed in the deformable zone at the vehicle's end to dissipate the impact kinetic energy during a collision. A good energy-absorbing structure needs to meet requirements such as high energy absorption efficiency, controllable deformation, light weight, and low peak load force. Traditional energy-absorbing structures are diverse, but they generally suffer from problems such as large residual deformation, low effective deformation-to-stroke ratio, and limited structural energy absorption capacity.

[0006] With the increasing demand for urban vehicles and intercity EMUs, the passive safety protection requirements for these types of vehicles are higher, and the current anti-climbing device settings are insufficient to meet the safety protection requirements.

[0007] Furthermore, commonly used inflatable or planer-type anti-climb devices have drawbacks such as large size, long stroke, and susceptibility to instability. After a collision, they are mostly replaced as a whole, resulting in high maintenance costs. Additionally, some anti-climb devices are cumbersome to install, requiring specialized tools. Traditional inflatable or planer-type anti-climb devices mainly consist of an impact expansion head or planer blade and an energy-absorbing tube. Due to their energy-absorbing characteristics, they require a large installation space and rearward energy-absorbing space within the vehicle body, placing high demands on structural design. Simultaneously, when the required impact force is large, a sticking effect can easily occur between the expansion head or planer blade and the energy-absorbing tube, significantly reducing reliability.

[0008] Summary of the Invention

[0009] In view of this, this application provides a rail train set, which aims to solve the above-mentioned technical problems to a certain extent.

[0010] In a first aspect, embodiments of this application provide a rail train set, the rail train set comprising multiple rail vehicles connected in sequence, the rail train set further comprising:

[0011] A coupler mechanism that connects adjacent rail vehicles, the coupler mechanism including a deformation assembly configured to produce at least one of plastic deformation and elastic deformation, so that adjacent rail vehicles can move closer to each other.

[0012] A first anti-climb structure and a second anti-climb structure are respectively disposed on the side of the first vehicle facing the second vehicle in the adjacent rail vehicle and the side of the second vehicle facing the first vehicle in the adjacent rail vehicle.

[0013] The first anti-climb structure and the second anti-climb structure are configured to dock and deform when adjacent rail vehicles approach each other in order to absorb energy.

[0014] In conjunction with the first aspect, this application provides a first possible implementation of the first aspect, wherein both the first anti-climb structure and the second anti-climb structure include:

[0015] A flange structure for connection to a rail vehicle;

[0016] A deformable structure, the deformable structure including a first end and a second end, the first end being connected to the flange structure;

[0017] An anti-climb tooth structure is provided, wherein the anti-climb tooth structure is connected to the second end of the deformable structure, and the side of the anti-climb tooth structure facing away from the deformable structure has multiple tooth-shaped structures, which are spaced apart along the vertical direction.

[0018] The deformation structure is configured to produce plastic deformation when the flange structure and the anti-climb tooth structure are close to each other.

[0019] In conjunction with the first possible implementation of the first aspect, this application provides a second possible implementation of the first aspect, wherein the deformable structure includes:

[0020] A hollow tube structure, the hollow tube structure including a cylindrical metal wall, the cylindrical metal wall including a first end and a second end;

[0021] Multiple partitions are arranged sequentially and spaced apart between the first end and the second end. The multiple partitions are located within a cavity formed by the cylindrical metal wall, and each of the multiple partitions is connected to the cylindrical metal wall.

[0022] In conjunction with the second possible implementation of the first aspect, this application provides a third possible implementation of the first aspect, wherein the number of partitions is two or three; wherein the outer edge of the partition extends along the inner contour of the cylindrical metal wall, and the partition completely separates the spaces on both sides of the partition.

[0023] In conjunction with the second possible implementation of the first aspect, this application provides a fourth possible implementation of the first aspect, wherein the flange structure includes a first flange that protrudes from the side of the flange structure facing the anti-climb tooth structure toward the anti-climb tooth structure, the hollow tube structure is sleeved on the outside of the first flange, and the hollow tube structure abuts against the flange structure.

[0024] The anti-climb tooth structure includes a second flange, which protrudes from the side of the anti-climb tooth structure facing the flange structure toward the flange structure. The hollow tube structure is sleeved on the outside of the second flange and abuts against the anti-climb tooth structure.

[0025] In conjunction with the first possible implementation of the first aspect, this application provides a fifth possible implementation of the first aspect, wherein the first end of the deformable structure has a first opening, the second end of the deformable structure has a second opening, the first opening and the second opening are respectively closed by the flange structure and the anti-climbing tooth structure, and both the flange structure and the anti-climbing tooth structure are welded to the deformable structure.

[0026] In conjunction with the first aspect, this application provides a sixth possible implementation of the first aspect, wherein the first anti-climb structure and the second anti-climb structure are spaced apart along a first direction, and the deformation of the deformation component in the first direction is greater than the sum of the deformation of the first anti-climb structure in the first direction, the deformation of the second anti-climb structure in the first direction, and the distance between the first anti-climb structure and the second anti-climb structure.

[0027] In conjunction with the first aspect, this application provides a seventh possible implementation of the first aspect, wherein the deformation component includes:

[0028] A first elastic buffer member and a second elastic buffer member, wherein the first elastic buffer member is disposed in the first member and the second elastic buffer member is disposed in the second member;

[0029] A plastic deformation member is connected between a first elastic buffer member and a second elastic buffer member, and the plastic deformation member is configured to generate plastic deformation when the first elastic buffer member and the second elastic buffer member move toward each other.

[0030] In conjunction with the seventh possible implementation of the first aspect, this application provides an eighth possible implementation of the first aspect, wherein the first elastic buffer member and the second elastic buffer member are both rubber disc buffers, and the plastic deformation member is a crushing tube.

[0031] In conjunction with any of the rail train sets described in the first aspect to the eighth possible implementation of the first aspect, this application provides a ninth possible implementation of the first aspect, wherein the length of the coupler mechanism is 1370 mm, and the first anti-climb structure and the second anti-climb structure are configured to produce plastic deformation, the deformation of which is less than or equal to 250 mm.

[0032] According to the rail train set provided in this application, mechanical devices for preventing train climbing and buffering energy absorption are installed in the intermediate vehicle. Even if a collision occurs while the rail train set is running at high speed, the coupling mechanism between adjacent rail trains, the first anti-climb structure, and the second anti-climb structure work together to absorb more energy in a small space.

[0033] Existing anti-climb devices are usually set in the deformable area at the end of the vehicle, such as at the front and rear ends of the vehicle, and are not usually set in the middle of the vehicle. However, the anti-climb structure of the rail train set provided in the embodiments of this application can effectively increase the fault tolerance of the rail train set when running at high speed.

[0034] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0035] 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.

[0036] Figure 1 shows a schematic diagram of a portion of the structure of a rail train set provided according to an embodiment of this application.

[0037] Figure 2 shows a schematic diagram of a partial cross-sectional view of the double-diaphragm anti-climb structure for a rail train set provided according to an embodiment of this application.

[0038] Figure 3 shows a schematic diagram of a partial cross-sectional view of the anti-climbing structure of the three-part partition of the rail train set provided according to an embodiment of this application.

[0039] Figure 4 shows a schematic diagram of the collision simulation motion process of the double-diaphragm anti-climb structure of the rail train set provided in the embodiment of this application within 0s to 0.055s.

[0040] Figure 5 shows a schematic diagram of the collision simulation analysis of the double-diaphragm anti-climb structure of the rail train set provided in the embodiment of this application.

[0041] Figure 6 shows a schematic diagram of the impact verification image of the double-diaphragm anti-climb structure of the rail train set provided according to an embodiment of this application.

[0042] Figure 7 shows a schematic diagram of the collision simulation motion process of the three-part anti-climb structure of the rail train set provided in the embodiment of this application within 0s to 0.055s.

[0043] Figure 8 shows a schematic diagram of the collision simulation analysis of the three-part anti-climb structure of the rail train set provided in the embodiment of this application.

[0044] Figure 9 shows a schematic diagram of the impact verification image of the three-diaphragm anti-climb structure of the rail train set provided in the embodiment of this application.

[0045] Reference numerals: 100-Rail vehicle; 200-Coupled mechanism; 300-First anti-climb structure; 310-Flange structure; 320-Hollow tube structure; 330-Anti-climb tooth structure; 340-Block; 400-Second anti-climb structure. Detailed Implementation

[0046] The technical solutions of this application will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this application. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0047] In the description of this application, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0048] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0049] Furthermore, the technical solutions of the various embodiments can be combined with each other, but only if they are based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such combination of technical solutions does not exist and is not within the scope of protection claimed in this application.

[0050] According to an embodiment of this application, a rail train set is provided. The structure and working principle of the rail train set will be described in detail below with reference to Figures 1 to 9 of the specification.

[0051] According to an embodiment of this application, a rail train assembly includes multiple rail vehicles 100 connected sequentially. The rail train assembly also includes a coupler mechanism 200, a first anti-climb structure 300, and a second anti-climb structure 400. In this embodiment, the coupler mechanism 200 connects adjacent rail vehicles 100. The coupler mechanism 200 includes a deformation component configured to generate at least one of plastic deformation and elastic deformation, allowing adjacent rail vehicles 100 to approach each other. In this embodiment, the first anti-climb structure 300 and the second anti-climb structure 400 are respectively disposed on the side of the first adjacent rail vehicle 100 facing the second adjacent rail vehicle 100 and the side of the second adjacent rail vehicle 100 facing the first.

[0052] In one embodiment, the first anti-climb structure 300 and the second anti-climb structure 400 are configured to dock and deform when adjacent rail vehicles 100 approach each other to absorb energy.

[0053] Thus, according to the rail train set provided in the embodiments of this application, the mechanical devices for preventing train climbing and buffering energy absorption are set in the intermediate vehicle. In this way, even if a collision occurs in the rail train set at high speed, the coupler mechanism 200 between adjacent rail trains in the rail train set, the first anti-climb structure 300 and the second anti-climb structure 400 cooperate with each other to smoothly absorb more energy in a small space.

[0054] In embodiments, existing anti-climb devices are typically located in deformable areas at the ends of vehicles, such as the front and rear ends, and are generally not located in the middle of the vehicle. However, the anti-climb structure provided in the embodiments of this application effectively increases the fault tolerance of the rail train set under high-speed operation.

[0055] In the embodiments, the coupler mechanism 200 may be, for example, a coupler structure connecting two adjacent railcars. As an example, the coupler mechanism 200 may be, for example, a semi-permanent coupler, and the specific structure will be described in the following description. Furthermore, in the embodiments, both the first anti-climb structure 300 and the second anti-climb structure 400 may be, for example, anti-climb devices. The anti-climb devices involved in the embodiments of this application will be specifically described in the following description.

[0056] Furthermore, in the embodiments, adjacent rail vehicles 100 may all be intermediate vehicles of a rail train.

[0057] Furthermore, in the embodiments, the deformation component can be configured to generate only plastic deformation, the deformation component can be configured to generate only elastic deformation, or the deformation component can be configured to generate both plastic and elastic deformation. The corresponding deformation can be achieved by corresponding components; for example, elastic deformation is achieved by a corresponding elastic component, and plastic deformation is achieved by a corresponding plastic component. This will be described in detail later.

[0058] According to the rail train assembly provided in the embodiments of this application, both the first anti-climb structure 300 and the second anti-climb structure 400 may include a flange structure 310, a deformation structure, and an anti-climb tooth structure 330. The flange structure 310 can be used to connect to the rail vehicle 100. The deformation structure may include a first end and a second end, with the first end connected to the flange structure 310. In an embodiment, the anti-climb tooth structure 330 can be connected to the second end of the deformation structure. The side of the anti-climb tooth structure 330 facing away from the deformation structure has multiple tooth-shaped structures, which are spaced apart along a vertical direction. In an embodiment, the deformation structure is configured to produce plastic deformation when the flange structure 310 and the anti-climb tooth structure 330 approach each other.

[0059] In an embodiment, the flange structure 310 can be formed, for example, as a plate-like structure. The plate-like flange structure 310 can have a generally rectangular shape, for example, its shape can be based on a rectangle with chamfered corners. In an embodiment, the flange structure 310 can, for example, have through holes, and corresponding through holes are also provided at corresponding positions on the rail vehicle 100. By inserting bolts and using nuts, the flange structure 310 can be detachably installed on the outside of the corresponding rail vehicle 100. As an example, in an embodiment, the number of through holes can be four, and the four through holes can be evenly distributed at the four corners of the flange structure 310.

[0060] In this embodiment, the anti-climb tooth structure 330 may have a plate-shaped main body. On the side of this main body opposite to the deformation structure, that is, the side opposite to the flange structure 310, multiple tooth-shaped structures as described above may be provided. These tooth-shaped structures may be spaced apart along the vertical direction, thereby forming a tooth gap between adjacent tooth-shaped structures. Thus, when the first anti-climb structure 300 and the second anti-climb structure 400 meet each other due to deformation of the coupler mechanism 200, they will engage together through their respective tooth-shaped structures. Due to this engagement and limiting effect of the tooth-shaped structures, the first anti-climb structure 300 and the second anti-climb structure 400 are unlikely to have relative movement in the vertical direction. Instead, they deform along the extension direction of the two anti-climb structures (which is also the forward direction of the rail train), achieving the purpose of buffering and absorbing energy.

[0061] Furthermore, in the embodiments, the anti-climb tooth structure 330 can be strip-shaped, and its cross-section can be, for example, an isosceles trapezoid. The base of the shorter side of the isosceles trapezoid can be located on the outside of the anti-climb tooth structure 330, while the base of the longer side of the isosceles trapezoid can be connected to the main body of the anti-climb tooth structure 330.

[0062] According to the rail train assembly provided in the embodiments of this application, the deformable structure may include a hollow tube structure 320 and a plurality of partitions 340. In the embodiments, the hollow tube structure 320 may include a cylindrical metal wall, which may include a first end and a second end. The aforementioned plurality of partitions 340 are sequentially spaced between the first end and the second end, and the aforementioned plurality of partitions 340 may be located within a cavity formed by the cylindrical metal wall, and each of the plurality of partitions 340 may be connected to the cylindrical metal wall.

[0063] According to the rail train assembly provided in the embodiments of this application, the deformation of the deformable structure can be plastic deformation, such as absorbing energy by crushing. As an example, the cylindrical metal wall can be, for example, generally cylindrical in shape and has a first end and a second end in the axial direction, that is, the direction of extension (i.e., the direction of travel of the rail train assembly). Both the first end and the second end have openings, which will be explained in the following description.

[0064] In the embodiment, the aforementioned plurality of partitions 340 are located within the cavity formed by the cylindrical metal wall and are connected to the cylindrical metal wall, which helps to increase the rigidity of the cylindrical metal wall and prevent the cylindrical metal wall from bending.

[0065] According to the track train assembly provided in the embodiments of this application, the number of partitions 340 can be two or three. Therefore, the first anti-climb structure 300 and the second anti-climb structure 400 can be formed as a substantially double-partition 340 energy absorber or a triple-partition 340 energy absorber.

[0066] In this embodiment, the outer edge of the partition 340 can extend along the inner contour of the cylindrical metal wall, and the partition 340 completely separates the spaces on both sides of the partition 340. In this way, the partition 340 can play a complete separation role as a complete plate. Combined with the connection between the outer edge of the partition 340 and the inner contour of the cylindrical metal wall (for example, by welding), the spaces between the partitions 340 and the flange structure 310, and between the partitions 340 and the anti-climbing tooth structure 330 are all relatively closed spaces. As a result, during the plastic deformation of the cylindrical metal wall, the cylindrical metal wall further has higher strength, thereby being able to absorb more energy.

[0067] According to the track train assembly provided in the embodiments of this application, the flange structure 310 may include a first flange, which may protrude from the side of the flange structure 310 facing the anti-climbing tooth structure 330 toward the anti-climbing tooth structure 330. The hollow tube structure 320 may be sleeved on the outside of the first flange and may abut against the flange structure 310.

[0068] In the embodiment, the sleeve relationship between the hollow tube structure 320 and the first flange not only avoids the vertical misalignment of the hollow tube structure 320 and the flange structure 310 when subjected to force along the forward direction of the rail train, but also provides a positioning basis for the assembly of the hollow tube structure 320 and the flange structure 310.

[0069] Similarly, the anti-climb tooth structure 330 may include a second flange, which may protrude from the side of the anti-climb tooth structure 330 facing the flange structure 310 toward the flange structure 310. The hollow tube structure 320 may be sleeved on the outside of the second flange, and the hollow tube structure 320 may abut against the anti-climb tooth structure 330. Thus, similarly, in this embodiment, the sleeve relationship between the hollow tube structure 320 and the second flange not only avoids vertical misalignment between the hollow tube structure 320 and the anti-climb tooth structure 330 when subjected to forces along the forward direction of the rail train, but also provides a positioning basis for the assembly of the hollow tube structure 320 and the anti-climb tooth structure 330.

[0070] According to the track train set provided in the embodiments of this application, the first end of the deformable structure may have a first opening, and the second end of the deformable structure may have a second opening. The first opening and the second opening may be closed by the flange structure 310 and the anti-climbing tooth structure 330, respectively. Both the flange structure 310 and the anti-climbing tooth structure 330 may be welded to the deformable structure.

[0071] In other words, in the embodiment, even the space formed by the outer partition 340 of the deformable structure and the flange structure 310, as well as the space formed by the outer partition 340 and the anti-climb tooth structure 330, are closed relative to the external environment. This arrangement of not communicating with the outside world is also conducive to increasing the strength of the anti-climb structure.

[0072] According to the rail train assembly provided in the embodiments of this application, the first anti-climb structure 300 and the second anti-climb structure 400 can be spaced apart along a first direction (here, the first direction is the aforementioned forward direction of the rail train assembly, which can essentially be a horizontal direction). In the embodiments, the deformation of the deformation component in the first direction can be greater than the sum of the deformation of the first anti-climb structure 300 in the first direction, the deformation of the second anti-climb structure 400 in the first direction, and the distance between the first anti-climb structure 300 and the second anti-climb structure 400.

[0073] Thus, according to the rail train set provided in the embodiments of this application, when a high-speed collision occurs, two adjacent rail trains in the rail train set will deform and move closer to each other under the impact. Because the deformation of the deformation component meets the above requirements, the deformation of the deformation component will first reduce the distance between the first anti-climb structure 300 and the second anti-climb structure 400 to zero and make them meet. Then, the first anti-climb structure 300 and the second anti-climb structure 400 will be further compressed after they come together, until both the first anti-climb structure 300 and the second anti-climb structure 400 reach their respective deformation values, thereby ensuring that the first anti-climb structure 300 and the second anti-climb structure 400 can fully absorb energy to consume the impact kinetic energy of the vehicle during the collision.

[0074] According to the rail train assembly provided in the embodiments of this application, the deformation assembly may include: a first elastic buffer member and a second elastic buffer member. The first elastic buffer member may be disposed in one of adjacent rail vehicles 100, and the second elastic buffer member may be disposed in the other of adjacent rail vehicles 100. The deformation assembly may further include a plastic deformation member, which may be connected between the first elastic buffer member and the second elastic buffer member. The plastic deformation member may be configured to generate plastic deformation when the first elastic buffer member and the second elastic buffer member move toward each other.

[0075] In other words, when the above-mentioned impact occurs, the impact can be buffered by the elastic deformation generated by the first elastic buffer member and the second elastic buffer member, and the energy of the collision can be absorbed by the plastic deformation generated by the plastic deformation member.

[0076] According to the rail train set provided in the embodiments of this application, as an example, both the first elastic buffer member and the second elastic buffer member are rubber disc buffers, and the plastic deformation member is a crushable tube. Based on this, as an example, the length of the coupler mechanism 200 can be 1370mm, and the first anti-climb structure 300 and the second anti-climb structure 400 are configured to generate plastic deformation, the deformation of which is less than or equal to 250mm (for example, the length of the hollow tube structure 320 of the first anti-climb structure 300 and the second anti-climb structure 400 can be approximately 250mm or 250mm, or the overall length of the first anti-climb structure 300 and the second anti-climb structure 400 is 250mm).

[0077] In this embodiment, as described above, the semi-permanent coupler length can be 1370mm, and with the use of a rubber disc buffer, a crushing tube of 380mm or more can be configured. When a crushing tube is configured on one side, the compression of the semi-permanent coupler can reach more than 430mm (50+380), and the maximum energy absorption of double-sided crushing can reach 860mm. Therefore, the coupler does not need to be sheared during a collision to meet the space requirements for contact and complete crushing of the anti-climb device, without affecting the design of other parts of the vehicle. Furthermore, when the crushing tube crushes to the point where the two anti-climb devices contact, the force value can be appropriately reduced to prevent the force value from being too large due to the superposition of the anti-climb device, which could lead to the crushing of the vehicle body structure (passenger survival space).

[0078] Referring to Figures 4 to 9, in the collision simulation analysis of the double-partition energy-absorbing anti-climb structure and the triple-partition energy-absorbing anti-climb structure, when the structure is compressed by 120mm, apart from the difference in triggering force, the energy absorbed by both structures is approximately greater than 78KJ, which meets the design target. The double-partition and triple-partition energy-absorbing anti-climb devices were engineered and test prototypes were fabricated. Collision tests were conducted to verify the rationality of the structure and simulation, confirming that the triggering force, energy absorption distance, and energy absorption meet the design requirements.

[0079] Furthermore, this application proposes a structural energy-absorbing anti-climb device, which is simpler in structure and lighter in weight compared to other types of anti-climb devices. Combined with automated welding, it exhibits more stable crushing force, meeting the protection requirements for high-speed collisions of urban trains. Simultaneously, this application uses conventional metal materials, resulting in lower costs (the cost of a single structural energy-absorbing anti-climb device is approximately 10,000 yuan lower than existing anti-climb energy-absorbing products). Moreover, its compact and simple structure allows for better integration with other energy-absorbing components in the vehicle to achieve vehicle-level collision energy absorption management, making vehicle operation safer.

[0080] The above are merely preferred embodiments of this application and do not limit the scope of protection of this application. Any equivalent structural transformations made based on the innovative concept of this application and the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included within the scope of protection of this application.

Claims

1. A rail vehicle consist, comprising: The rail train set comprises a plurality of rail vehicles connected in sequence, and further comprises: a coupler mechanism connecting adjacent rail vehicles, the coupler mechanism comprising a deformation assembly configured to generate at least one of plastic deformation and elastic deformation to enable the adjacent rail vehicles to approach each other; a first anti-climbing structure and a second anti-climbing structure respectively arranged on a side of a first one of the adjacent rail vehicles facing a second one of the adjacent rail vehicles and a side of the second one of the adjacent rail vehicles facing the first one of the adjacent rail vehicles; wherein the first anti-climbing structure and the second anti-climbing structure are both configured to abut and deform when the adjacent rail vehicles approach each other to absorb energy.

2. The railcar consist of claim 1, wherein, The first anti-climbing structure and the second anti-climbing structure each comprise: a flange structure for connection to a rail vehicle; a deformation structure comprising a first end and a second end, the first end being connected to the flange structure; an anti-climbing tooth structure connected to the second end of the deformation structure, a side of the anti-climbing tooth structure facing away from the deformation structure having a plurality of tooth-shaped structures spaced apart along a vertical direction; wherein the deformation structure is configured to generate plastic deformation when the flange structure and the anti-climbing tooth structure approach each other.

3. The railcar consist of claim 2, wherein, The deformation structure comprises: a hollow tube structure comprising a cylindrical metal wall comprising the first end and the second end; a plurality of partitions sequentially and spaced apart between the first end and the second end, the plurality of partitions being located within a cavity formed by the cylindrical metal wall, and each of the plurality of partitions being connected to the cylindrical metal wall.

4. The railcar consist of claim 3, wherein, The number of partitions is two or three; wherein the outer edge of the partition extends along the inner contour of the cylindrical metal wall, and the partition completely separates the space on both sides of the partition.

5. The rail train set according to claim 3, wherein the flange structure comprises a first flange protruding from a side of the flange structure facing the anti-climbing tooth structure towards the anti-climbing tooth structure, the hollow tube structure being sleeved on the outside of the first flange and abutting against the flange structure; the anti-climbing tooth structure comprises a second flange protruding from a side of the anti-climbing tooth structure facing the flange structure towards the flange structure, the hollow tube structure being sleeved on the outside of the second flange and abutting against the anti-climbing tooth structure.

6. The rail train set according to claim 2, wherein the first end of the deformation structure has a first opening, and the second end of the deformation structure has a second opening, the first opening and the second opening being closed by the flange structure and the anti-climbing tooth structure respectively, and the flange structure and the anti-climbing tooth structure being welded to the deformation structure.

7. The rail train set according to claim 1, wherein The first anti-climbing structure and the second anti-climbing structure are spaced apart along a first direction, and a deformation amount of the deformation assembly in the first direction is greater than a sum of a deformation amount of the first anti-climbing structure in the first direction, a deformation amount of the second anti-climbing structure in the first direction, and a distance between the first anti-climbing structure and the second anti-climbing structure.

8. The railcar consist of claim 1 wherein, The deformation assembly includes: A first elastic buffer member and a second elastic buffer member, the first elastic buffer member being disposed on the first one, and the second elastic buffer member being disposed on the second one; A plastic deformation member connected between the first elastic buffer member and the second elastic buffer member, the plastic deformation member being configured to generate plastic deformation when the first elastic buffer member and the second elastic buffer member move towards each other.

9. The rail train set of claim 8, wherein: The first elastic buffer member and the second elastic buffer member are both rubber pie buffers, and the plastic deformation member is a crush tube.

10. The railcar consist of any of claims 1-9, wherein, The length of the coupler mechanism is 1370 mm, the first anti-climbing structure and the second anti-climbing structure are configured to generate plastic deformation, and a deformation amount of the plastic deformation is less than or equal to 250 mm.

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