CN215826716U - Cab front end collision energy-absorbing structure, cab and rail vehicle - Google Patents
Cab front end collision energy-absorbing structure, cab and rail vehicle Download PDFInfo
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- CN215826716U CN215826716U CN202120642670.9U CN202120642670U CN215826716U CN 215826716 U CN215826716 U CN 215826716U CN 202120642670 U CN202120642670 U CN 202120642670U CN 215826716 U CN215826716 U CN 215826716U
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- creeper
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Abstract
The utility model provides a cab front-end collision energy-absorbing structure, a cab and a rail vehicle. This cab front end collision energy-absorbing structure includes: the front end cover body is suitable for being connected to the front part of a front end plate of a cab framework structure, the bottom of the framework structure is provided with a floor, and the front end of the floor is connected to the front end plate; the anti-creeper cover body is constructed at the front end of the front end cover body and extends forwards out of the front end cover body. The collision energy absorption structure at the front end of the cab is integrally arranged at the front end of the framework structure of the cab, and under the condition that the cab is collided forwards, the front end cover body with the anti-creeper cover body can be quickly crushed, so that the anti-creeper and the energy absorption module are exposed, the energy absorption buffering effect is achieved, and the effect of gradual energy absorption is achieved; the structure separates the front end cover body from the floor, and the floor is not affected by vibration in the crushing process; in the normal driving process of the vehicle, the anti-creeper cover body can also play a role in protecting the anti-creeper arranged at the front end of the cab, and is attractive and practical as a whole.
Description
Technical Field
The utility model relates to the technical field of railway vehicles, in particular to a cab front-end collision energy absorption structure, a cab and a railway vehicle.
Background
Along with the increase of the speed of the train, the requirement on the collision energy absorption of the train body structure is higher and higher. In order to better realize the collision energy absorption effect of the cab, an energy absorption structure arranged in the cab needs to fully exert the energy absorption effect. Therefore, the influence of the cab structure surrounding the outer side of the energy absorption structure on the energy absorption effect is reduced, and the energy absorption effect is particularly important.
The energy absorption structure of the existing cab is usually arranged on a framework structure of the cab, and the energy absorption structure cannot play a good energy absorption role in the collision energy absorption effect at the front end of the cab.
SUMMERY OF THE UTILITY MODEL
The utility model provides a cab front end collision energy absorption structure, which is used for solving the defect that in the prior art, an energy absorption structure is usually arranged on a framework structure of a cab, and cannot play a good energy absorption role in the collision energy absorption effect of the cab front end.
The utility model also provides the cab.
The utility model further provides the railway vehicle.
The utility model provides a cab front-end collision energy-absorbing structure, which comprises:
the front end cover body is suitable for being connected to the front part of a front end plate of a cab framework structure, the bottom of the framework structure is provided with a floor, and the front end of the floor is connected to the front end plate;
the anti-creeper cover body is constructed at the front end of the front end cover body and extends forwards out of the front end cover body.
The front-end collision energy absorption structure of the cab further comprises at least one pair of support beams, and each pair of support beams are symmetrically arranged on two sides of the framework structure.
According to the cab front end collision energy absorption structure provided by the utility model, the framework structure comprises a rear end bent beam and the front end plate, the rear end bent beam is arranged behind the front end plate at intervals and is parallel to the front end plate, and each support beam is connected between the front end plate and the rear end bent beam.
According to the cab front end collision energy absorption structure provided by the utility model, the support beam comprises:
the pair of first beam bodies are connected between the front end plate and the rear end bent beam in parallel at intervals;
the second beam body is connected between the front end plate and the rear end bent beam and between the pair of first beam bodies, and the second beam body and the pair of first beam bodies are arranged in a groove body structure;
and the supporting plates are fixed in the groove body structure at intervals.
According to the cab front end collision energy absorption structure provided by the utility model, the front end cover body and the anti-creeper cover body are both made of fragile materials, and the fragile materials are glass fiber reinforced plastics or carbon fibers.
According to the front-end collision energy-absorbing structure of the cab, provided by the utility model, the framework structure is provided with the outer skin, and the outer skin comprises:
a pair of plate bodies arranged at intervals inside and outside, wherein at least one plate body is connected with the framework structure;
and the honeycomb body is filled between the pair of plate bodies and is formed by a plurality of polygonal structures which are connected in an interlaced mode.
According to the cab front end collision energy absorption structure provided by the utility model, at least one pair of anti-creeper cover bodies are respectively and integrally constructed at the front ends of the front end cover bodies, and each pair of anti-creeper cover bodies are symmetrically arranged relative to the axial line of the cab in the length direction; each anti-creeper cover body is suitable for the suit respectively in the front end of anti-creeper, every the rear end of anti-creeper all connect in the front end plate.
According to the cab front end collision energy absorption structure provided by the utility model, an energy absorption module and/or a coupler assembly are/is arranged in the front end cover body.
The utility model also provides a cab, which comprises the cab front-end collision energy-absorbing structure.
The utility model also provides a railway vehicle, which comprises the cab front-end collision energy-absorbing structure; or include a cab as described above.
The utility model provides a cab front-end collision energy-absorbing structure, which comprises: the front end cover body is suitable for being connected to the front part of a front end plate of a cab framework structure, the bottom of the framework structure is provided with a floor, and the front end of the floor is connected to the front end plate; the anti-creeper cover body is constructed at the front end of the front end cover body and extends forwards out of the front end cover body. The collision energy absorption structure at the front end of the cab is integrally arranged at the front end of the framework structure of the cab, and under the condition that the cab is collided forwards, the front end cover body with the anti-creeper cover body can be quickly crushed, so that the anti-creeper and the energy absorption module are exposed, the energy absorption buffering effect is achieved, and the effect of gradual energy absorption is achieved; the structure separates the front end cover body from the floor, and the floor is not affected by vibration in the crushing process; in the normal driving process of the vehicle, the anti-creeper cover body can also play a role in protecting the anti-creeper arranged at the front end of the cab, and is attractive and practical as a whole.
The utility model also provides a cab, which comprises the cab front-end collision energy-absorbing structure. Through setting up foretell cab front end collision energy-absorbing structure for this cab possesses foretell cab front end collision energy-absorbing structure's whole advantages, and the specific description is no longer repeated here.
The utility model also provides a railway vehicle, which comprises the cab front-end collision energy-absorbing structure; or include a cab as described above. Through setting up foretell cab front end collision energy-absorbing structure or cab for this rail vehicle possesses foretell cab front end collision energy-absorbing structure's whole advantages at least, and it is not repeated here specifically.
Drawings
In order to more clearly illustrate the technical solutions of the present invention or the prior art, the drawings needed for the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and those skilled in the art can also obtain other drawings according to the drawings without creative efforts.
FIG. 1 is one of the schematic structural diagrams of a front-end collision energy-absorbing structure of a cab provided by the utility model;
fig. 2 is a second structural schematic view of the front-end collision energy-absorbing structure of the cab provided by the utility model;
FIG. 3 is an enlarged schematic view of the structure shown in FIG. 2 at A;
fig. 4 is a schematic cross-sectional view of an outer skin in the collision energy-absorbing structure at the front end of the cab provided by the utility model.
Reference numerals:
1: an outer skin; 11: a plate body; 12: a honeycomb body;
2: a front end cover body; 3: a rear end bent beam; 4: a front end plate;
5: a support beam; 51: a first beam body; 52: a second beam body;
53: a support plate; 6: an anti-creeper cover body; 7: an energy absorbing module;
8: a floor board.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention clearer, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings, and it is obvious that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The cab front-end collision energy-absorbing structure (which may be simply referred to as "energy-absorbing structure" in the embodiment of the present invention) of the present invention and the cab equipped with the energy-absorbing structure are described below with reference to fig. 1 to 4. The cab front end collision energy absorption structure is integrally installed at the front end of a framework structure of a cab, and can play an energy absorption and buffering role under the condition that the cab is collided in the front.
As shown in fig. 1 and 2, the energy absorbing structure includes a front end cover 2 and an anti-creeper cover 6. The front end cover body 2 is suitable for being connected in the front portion of the front end plate 4 of the cab skeleton structure, the anti-creeper cover body 6 is constructed at the front end of the front end cover body 2 and extends out of the front end cover body 2 forwards, when the cab is impacted by front end collision, the front end cover body 2 and the anti-creeper cover body 6 can be broken rapidly, thereby not only being capable of playing a certain buffer action, but also being capable of enabling the anti-creeper and the energy absorption module 7 to be exposed and playing an energy absorption buffer action, the effect of absorbing energy step by step is realized, and then the skeleton structure located at the rear end is protected and buffered. Preferably, the anti-creeper cover body 6 is integrally constructed at the front end of the front end cover body 2 and is assembled outside the anti-creeper, so that the anti-creeper cover body 6 can be broken quickly under the impact action, and the anti-creeper and the energy absorption module 7 are exposed as soon as possible to generate the energy absorption and buffering action.
Floor 8 is installed to the bottom of skeleton texture, and the front end on floor 8 is connected in front end plate 4, and it is visible that the front end cover body 2 is whole to be installed in the place ahead on floor 8, promptly, and the bottom of the front end cover body 2 does not set up floor 8, so the breakage of the front end cover body 2 can not cause the influence to floor 8, promptly, with the separation setting of the front end cover body 2 and floor 8 to realize the independent breakage of the front end cover body 2 and the anticreeper cover body 6.
In addition, in the running process of the vehicle, the front end cover body 2 and the anti-creeper cover body 6 can also play a certain protection role in the framework structure of the cab and the anti-creeper arranged at the front end of the cab, so that the end part of the rail vehicle with the energy absorption structure is integrally attractive and practical.
It will be appreciated that the energy absorption module 7 and/or the coupler assembly are mounted within the front end housing 2 as shown in figures 1 and 2. The front end cover body 2 can not only protect the energy absorption module 7 and the car coupler assembly, but also enable the energy absorption module 7 and the car coupler assembly to quickly generate an energy absorption buffering effect on collision after being crushed, so that the integral front end collision energy absorption effect of the cab is further enhanced.
It should be noted that the "front end" in the present invention refers to an end of the front end cover 2 facing away from the cab framework, that is, the front end cover 2 and the framework are respectively installed at the front and rear parts of the front end plate 4. The "both sides" refer to both sides with the overall length direction of the cab as an axis. "inside" refers to the direction inside the cab, and correspondingly, "outside" refers to the direction outside the cab.
In some embodiments, as shown in fig. 1, the front ends of the front end enclosures 2 are each configured with at least a pair of anti-creeper enclosures 6. Each pair of the anti-creeper cover bodies 6 are symmetrically arranged relative to the axis of the length direction of the cab, so that the impact force at the front end of the cab is symmetrically shared. Preferably, each anti-creeper cover body 6 is respectively suitable for being sleeved at the front end of the anti-creeper, and the rear end of each anti-creeper is connected to the front end plate 4. Namely, the anticreeper is safely protected in the anticreeper cover body 6 and the front end cover body 2, and the energy absorption and the buffering can be carried out on the residual buffering force after the front end cover body 2 and the anticreeper cover body 6 are integrally crushed.
It can be understood that, in order to improve the crushing and cushioning efficiency of the front end cover 2 and the anticreeper cover 6, it is preferable that both the front end cover 2 and the anticreeper cover 6 are made of a brittle material. The fragile material can be glass fiber reinforced plastics or carbon fibers, so that the front end cover body 2 can be damaged more quickly after being impacted, and the energy absorption effects of a car coupler assembly, an anti-creeper and an energy absorption module 7 at the end part of a cab are improved.
In some embodiments, as shown in fig. 1 and 2, the energy absorbing structure further comprises at least one pair of support beams 5. Each pair of support beams 5 is symmetrically arranged on two sides of the framework structure. The supporting beam 5 can reinforce the framework structure, and is reliably supported by the rear part against the front end cover body 2, and the cab can transmit, absorb and shunt the impact force received by the front end when facing the front end collision. It can be understood that the framework structure of the cab specifically comprises the rear-end camber beam 3 and the front end plate 4, wherein the rear-end camber beam 3 is arranged behind the front end plate 4 at an interval and is arranged in parallel with the front end plate 4. The rear-end bent beam 3 is preferably integrally constructed in a portal-shaped structure. Each support beam 5 is connected between the front end plate 4 and the rear end bent beam 3. Each support beam 5 is preferably arranged in a curved configuration according to the streamline of the cab skeleton structure.
As shown in fig. 3, the support beam 5 specifically includes a pair of first beams 51, a second beam 52, and a plurality of support plates 53. A pair of first beam bodies 51 are connected in parallel at intervals between the front end plate 4 and the rear end bent beam 3. The second beam body 52 is connected between the front end plate 4 and the rear end bent beam 3 and between the pair of first beam bodies 51. And, the second beam 52 is disposed in a channel structure with the pair of first beams 51 to increase the overall load bearing and cushioning area of the support beam 5. Preferably, the length of the groove structure is arranged along the length direction of the cab. A plurality of support plates 53 are fixed in the tank structure at intervals to provide reinforcement and auxiliary cushioning within the tank structure. Preferably, the support plates 53 uniformly divide the tank body structure into a plurality of tank-shaped spaces along the length direction, thereby achieving a more layered buffering and energy absorption effect on the impact force.
In some embodiments, the skeletal structure of the cab has an outer skin 1 mounted thereon. As shown in fig. 4, the outer skin 1 includes a pair of plate bodies 11 arranged in an inner-outer spaced relation, and a honeycomb body 12 filled between the pair of plate bodies 11. At least one panel 11 of the pair of panels 11 is connected to the frame structure. The honeycomb body 12 is formed of a plurality of polygonal structures which are connected in an alternating manner. The polygonal structure inside the honeycomb body 12 is preferably a hexagonal structure, so that the honeycomb body 12 has good supporting and load-bearing effects, and the requirement of light weight of a cab can be met as much as possible.
The utility model also provides a cab, which comprises the cab front-end collision energy-absorbing structure. Through setting up foretell cab front end collision energy-absorbing structure for this cab possesses foretell cab front end collision energy-absorbing structure's whole advantages, and the specific description is no longer repeated here.
The utility model also provides a railway vehicle, which comprises the cab front-end collision energy-absorbing structure; or include a cab as described above. Through setting up foretell cab front end collision energy-absorbing structure or cab for this rail vehicle possesses foretell cab front end collision energy-absorbing structure's whole advantages at least, and it is not repeated here specifically.
In the description of the embodiments of the present invention, it should be noted that the terms "center", "longitudinal", "lateral", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience in describing the embodiments of the present invention and simplifying the description, but do not indicate or imply that the referred devices or elements must have a specific orientation, be constructed in a specific orientation, and be operated, and thus, should not be construed as limiting the embodiments of the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
In the description of the embodiments of the present invention, it should be noted that, unless explicitly stated or limited otherwise, the terms "connected" and "connected" are to be interpreted broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; may be directly connected or indirectly connected through an intermediate. Specific meanings of the above terms in the embodiments of the present invention can be understood in specific cases by those of ordinary skill in the art.
In embodiments of the utility model, unless expressly stated or limited otherwise, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through intervening media. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of an embodiment of the utility model. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.
Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, but not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.
Claims (10)
1. The utility model provides a cab front end collision energy-absorbing structure which characterized in that includes:
the front end cover body is suitable for being connected to the front part of a front end plate of a cab framework structure, the bottom of the framework structure is provided with a floor, and the front end of the floor is connected to the front end plate;
the anti-creeper cover body is constructed at the front end of the front end cover body and extends forwards out of the front end cover body.
2. The cab front-end collision energy absorption structure according to claim 1, further comprising at least one pair of support beams, each pair of support beams being symmetrically mounted on both sides of the framework structure.
3. The cab front-end collision energy absorption structure according to claim 2, wherein the framework structure comprises a rear-end camber beam and the front end plate, the rear-end camber beam is arranged behind the front end plate at intervals and parallel to the front end plate, and each support beam is connected between the front end plate and the rear-end camber beam.
4. The cab front end collision energy absorbing structure according to claim 3, wherein the support beam includes:
the pair of first beam bodies are connected between the front end plate and the rear end bent beam in parallel at intervals;
the second beam body is connected between the front end plate and the rear end bent beam and between the pair of first beam bodies, and the second beam body and the pair of first beam bodies are arranged in a groove body structure;
and the supporting plates are fixed in the groove body structure at intervals.
5. The cab front-end collision energy absorption structure according to any one of claims 1 to 4, wherein the front-end cover body and the anti-creeper cover body are both made of a fragile material, and the fragile material is glass fiber reinforced plastics or carbon fiber.
6. The cab front-end collision energy absorption structure according to any one of claims 1 to 4, wherein an outer skin is mounted on the skeleton structure, the outer skin including:
a pair of plate bodies arranged at intervals inside and outside, wherein at least one plate body is connected with the framework structure;
and the honeycomb body is filled between the pair of plate bodies and is formed by a plurality of polygonal structures which are connected in an interlaced mode.
7. The cab front-end collision energy absorption structure according to any one of claims 1 to 4, wherein at least one pair of anti-creeper covers are integrally constructed at the front ends of the front-end covers, respectively, and each pair of anti-creeper covers are symmetrically arranged with respect to an axis in the length direction of the cab; each anti-creeper cover body is suitable for the suit respectively in the front end of anti-creeper, every the rear end of anti-creeper all connect in the front end plate.
8. The cab front end collision energy absorption structure according to any one of claims 1 to 4, wherein an energy absorption module and/or a coupler assembly is mounted in the front end housing.
9. Cab, characterized in that it comprises a cab front-end collision energy-absorbing structure as claimed in any one of claims 1 to 8.
10. A rail vehicle, characterized by comprising a cab front-end collision energy absorbing structure as claimed in any one of claims 1 to 8; or comprise a cab according to claim 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202120642670.9U CN215826716U (en) | 2021-03-30 | 2021-03-30 | Cab front end collision energy-absorbing structure, cab and rail vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202120642670.9U CN215826716U (en) | 2021-03-30 | 2021-03-30 | Cab front end collision energy-absorbing structure, cab and rail vehicle |
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| Publication Number | Publication Date |
|---|---|
| CN215826716U true CN215826716U (en) | 2022-02-15 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202120642670.9U Active CN215826716U (en) | 2021-03-30 | 2021-03-30 | Cab front end collision energy-absorbing structure, cab and rail vehicle |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115027513A (en) * | 2022-06-30 | 2022-09-09 | 中车青岛四方机车车辆股份有限公司 | Vehicle end structure of railway vehicle and railway vehicle |
-
2021
- 2021-03-30 CN CN202120642670.9U patent/CN215826716U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115027513A (en) * | 2022-06-30 | 2022-09-09 | 中车青岛四方机车车辆股份有限公司 | Vehicle end structure of railway vehicle and railway vehicle |
| CN115027513B (en) * | 2022-06-30 | 2023-09-22 | 中车青岛四方机车车辆股份有限公司 | Rail vehicle's car end structure and rail vehicle |
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