WO2018040892A1 - 一种轨道车辆车头结构 - Google Patents

一种轨道车辆车头结构 Download PDF

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Publication number
WO2018040892A1
WO2018040892A1 PCT/CN2017/097104 CN2017097104W WO2018040892A1 WO 2018040892 A1 WO2018040892 A1 WO 2018040892A1 CN 2017097104 W CN2017097104 W CN 2017097104W WO 2018040892 A1 WO2018040892 A1 WO 2018040892A1
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WO
WIPO (PCT)
Prior art keywords
cab
driver
collision
climbing device
door
Prior art date
Application number
PCT/CN2017/097104
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English (en)
French (fr)
Inventor
苏柯
李耘茏
苏永章
王赵华
李孟梁
王艳
谢红兵
Original Assignee
中车株洲电力机车有限公司
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Publication of WO2018040892A1 publication Critical patent/WO2018040892A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
    • B61D15/06—Buffer cars; Arrangements or construction of railway vehicles for protecting them in case of collisions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F1/00—Underframes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F1/00—Underframes
    • B61F1/08—Details
    • B61F1/10—End constructions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F19/00—Wheel guards; Bumpers; Obstruction removers or the like
    • B61F19/04—Bumpers or like collision guards
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G11/00—Buffers
    • B61G11/16—Buffers absorbing shocks by permanent deformation of buffer element

Definitions

  • the invention relates to a rail vehicle head structure, in particular to a vehicle head structure with good collision safety performance, and belongs to the field of rail vehicle body structure.
  • the energy-absorbing components such as the coupler bumper of the subway vehicle can only meet the impact of the two trains at a relative speed of less than 20km/h.
  • the coupler system will fail or shear, and the vehicle body will contact and impact deformation, giving the passengers The driver brings harm.
  • SAFETRAIN European Train Collision Avoidance Project
  • the test object is the end structure of the vehicle body deformed in a controlled manner. .
  • the EU promoted a unified collision standard by member states through SAFETRAIN and other research projects.
  • the "EN15227 Railway Application - Railway Vehicle Body Collision Requirements" is one of its main achievements.
  • the collision safety requirement of the standard for C-II railway vehicles ie, subway vehicles
  • the need to meet the relevant requirements, and the front end of the vehicle can absorb enough impact energy. How to design a reasonable body structure to absorb more energy and prevent climbing is a problem that needs to be solved in this field.
  • the impact-resistant energy-absorbing car body of the railway passenger train is disclosed, and the utility model disclosed in the utility model CN200920282833.6 discloses the structure of the independent front seat underframe, and the application number is CN201310434839.1.
  • the invention patent discloses an energy absorbing structure of a driver's cab of a rail vehicle, and an integral driver cab structure disclosed in the utility model No. CN201320697051.5, which are provided with one or more energy absorbing structures, but neglected Vehicle anti-climbing requirements, it is difficult to ensure the normal function of the energy absorption structure when the train collides, and the safety is difficult to guarantee.
  • the Chinese invention patent application CN201310505736.X, the Chinese utility model patent CN201120420346.9, and the Japanese patent publication number JP2004268694A have disclosed a modular cab with anti-climbing energy absorbing device and the utility of the Chinese utility model patent CN201410000695.3.
  • the newly disclosed anti-climbing device of the urban rail cab structure is detachable, but these disclosed cab deformation zones are limited only in front of the anti-climbing device mounting plate.
  • the Chinese invention patent application CN201310072635.8 discloses a train front end composition with an anti-climbing energy absorbing device, a hook box box at the front end of the vehicle body traction beam, a coupler mount seat disposed at the front end of the vehicle body traction beam, and an anti-climbing energy absorbing device mount.
  • the anti-climbing energy absorbing device is constructed, but the structure mainly resists the vertical load when the vehicle climbs up by the chassis itself, and the structure of the chassis is too complicated, and the overall situation is not considered, that is, the cab skeleton is used to improve the vertical direction. Carrying capacity.
  • U.S. Patent No. 6,561,105 B2 discloses a driver's cab with an energy absorbing element above the floor.
  • the energy absorbing element When two trains collide, the energy absorbing element will cooperate with the anti-climbing device, but the longitudinal crushing strength cannot be higher than the passenger compartment safety anyway. Zone strength, therefore, in the case where the longitudinal crushing stroke is not increased, and the strength of the main structure of the vehicle body is constant, the provision of a larger number of energy absorbing elements alone cannot effectively increase the total amount of collision energy absorption, and is above the floor. Setting the energy absorbing element reduces the size of the front window and reduces the driver's field of view.
  • the current cab structure of the existing B-type urban rail vehicle stainless steel body has a compression load requirement of 300 kN under the front window, which basically cannot meet the requirements.
  • the Chinese utility model patent 201020677752.9 discloses the stainless steel subway cab body structure.
  • the steel frame under the window is mainly used to support the FRP head cover.
  • the structure is weak, and the driver cannot be well protected from obstacles in front of the train during the running of the vehicle.
  • the aluminum alloy car body disclosed in the Chinese utility model patent 201020107739.X considers this working condition, but mainly depends on the structural strength of the cab skeleton itself, without considering the comprehensive structure of the front end structure of the chassis, and there is not enough deformation energy absorption in front. District, security is still insufficient.
  • the static strength performance design of the car body is to pursue a high enough strength for each section of the car body, and the collision resistance performance design requires the car body to be deformed in an orderly and controllable manner under the impact impact force.
  • the two themselves have certain contradictions. How to reasonably design the collision resistance of the vehicle body under the premise of satisfying the static strength performance has always been a difficult point in the field of rail vehicles.
  • the present invention aims to provide a rail vehicle front structure, which optimizes the cab skeleton structure and the front end structure of the chassis through the system, so that the front structure has good overall bearing performance, and meets the EN12663 standard for the vehicle.
  • the requirements of the static strength of the body at the same time improve the deformation energy absorption capacity and the impact resistance of the car body, so that the car body deforms and absorbs energy in a controlled and orderly manner, and obtains a car body structure with good safety performance.
  • the utility model relates to a front end structure of a railway vehicle, which comprises the main structure of the vehicle body, the anti-collision structure of the vehicle head and the anti-climbing device, and divides the front end into a safety zone with a decreasing gradient of the longitudinal load intensity according to the longitudinal direction of the rail vehicle, and a secondary deformation.
  • the safety zone is a main body structure of the vehicle body, which comprises a passenger compartment area and a driver seat area; and the secondary deformation zone is an area between the front door of the driver's cab and the anti-climbing installation plate, which includes a collision avoidance structure and anti-climbing Installation structure; the main deformation area includes a driver's cab floor and an anti-climbing device in front of the anti-climbing device mounting plate;
  • the longitudinal deformation of the secondary deformation zone is less than the longitudinal strength of the safety zone, and in the event of a collision, the secondary deformation zone is plastically deformed first than the safety zone; and the secondary deformation zone and the main deformation zone are provided with a first stop.
  • the retaining structure, the safety zone and the secondary deformation zone are provided with a secondary stop structure, and the primary stop structure and the secondary stop structure are used to block the deformation of the front region from affecting the rear region.
  • the present invention divides the front end of the rail vehicle into a safety zone-minor deformation zone-main deformation zone according to the longitudinal direction, wherein the safety zone includes a passenger compartment area and a driver seat area, and the secondary deformation zone is a cab front door to the anti-climbing device.
  • the area between the mounting plates; the main deformation area includes the floor before the anti-climbing device mounting plate and the anti-climbing device itself.
  • the design goal of the structure is: the deformation energy absorption of the main deformation zone can meet the energy absorption requirements of the 25km/h collision specified in EN15227 standard and the requirement of “average longitudinal deceleration in the living space is not more than 5g”; the secondary deformation zone is mainly in the vehicle body. When striking at a speed of more than 25km/h, it absorbs part of the energy and protects the main structure of the car body from the least damage.
  • the cross section of the car body top cover and the underframe long beam in the safe area is strong enough.
  • the ring structure is formed by the beam and the column to make the car body have good bearing performance, so that the car body can meet the huge longitudinal compression load and resist 25km/h. The basis for the supply of speed trains.
  • the secondary deformation zone mainly includes an anti-collision structure and an anti-climbing device installation structure, and the internal bracing plate of the anti-climbing device installation structure under the floor is used for rooting, and an anti-collision structure is arranged on the floor surface, which can resist the impact of obstacles in front of the train, that is, static
  • the compressive force is 300kN;
  • the longitudinal stiffness of the anti-climbing device installation structure is weakened by opening holes in the support plate, and the weld bead strength above the window of the driver's cab is lower than that of the base metal, and the secondary deformation zone is weakened at the joint opening.
  • the longitudinal strength above makes plastic deformation in the collision process than the main structure of the safety zone to protect the safety of the main structure of the car body.
  • the main deformation area includes the front end of the driver's cab floor and the anti-climbing device.
  • the floor of the driver's cab in front of the anti-collision column is opened to a certain depth to ensure that the floor is uncontrollable and deformed due to the secondary deformation.
  • the floor of the area is followed by buckling and instability deformation; at the same time, the local front end of the floor is thickened to increase the probability of contact with each other during collision, and the phenomenon that the front end of the floor does not touch and invades the secondary deformation area when the train climbs within 40 mm is reduced, further improving the vehicle. Collision safety performance.
  • a stop structure is provided between the secondary deformation zone and the main deformation zone, the secondary deformation zone and the safety zone, for blocking the deformation of the front zone to affect the structure of the rear zone.
  • the stop member is formed with the beam and the column on the cross section of the vehicle body.
  • the present invention can be further optimized, and the following is a technical solution formed after optimization:
  • the floor of the driver's cab is provided with a floor trough in front of the anti-collision column of the driver's cab, and a thickening plate is arranged on the floor of the driver's cab before the anti-climbing device mounting plate.
  • the cross section of the vehicle body in the safety zone can withstand at least 1500kN longitudinal load; the longitudinal load design value of the secondary deformation zone is 1200-1400kN, and the crushing deformation is at least 0.6MJ; the crushing force of the main deformation zone is 900kN-1200kN, the crushing deformation is at least 0.4MJ; preferably, the length of the secondary deformation zone is not less than 500mm, and the stroke of the main deformation zone is not less than 400mm.
  • the main structure of the vehicle body comprises a car body top cover, a side wall, a bottom frame and a cab upper frame; the top side connecting beam between the car body top cover and the side wall extends to the front end of the cab door post and covers the driver
  • the upper door beam of the room is integrally connected with the side wall, and the upper frame of the driver's cab connects the four driver's room door pillars of the side wall and the roof cover of the vehicle body into one body, and forms an overall bearing structure with the chassis of the vehicle body;
  • the top side connecting beam is L-shaped; preferably, the door upper beam is a C-shaped structure, and the connecting upper column is embedded with a connecting column, and a door frame for providing an attachment surface for installing the driver's door is fixed below the upper beam.
  • the door frame is connected to the front and rear of the two driver's cab door pillars and the upper door beam.
  • the driver compartment door post has a plurality of process holes for connection to the outer skin; preferably the cab door post has a cross-sectional length dimension of at least 120 mm, more preferably at least 180 mm.
  • a mounting hole for inserting the armrest is inserted outside the driver's door door pillar, and the armrest is fixedly connected with the upper and lower sides of the mounting hole to form a cavity structure.
  • connection between the roof side rail of the car body cover and the hood is a sudden change in the rigidity of the vehicle body, and the door upper beam is provided with the connecting column at the sudden change of the rigidity.
  • the secondary stop structure comprises a traction beam disposed on a chassis of the vehicle body, a coupler mount and a coupler wing for blocking a collision impact force of the anti-climbing device installation structure located at the lower part of the anti-collision structure;
  • the stop structure forms an annular structure with the cab door pillar and the cab upper frame in a cross section perpendicular to the longitudinal direction of the vehicle body.
  • the left and right ends of the traction beam are connected to the left and right two long side beams of the chassis, and the traction beam is aligned with the upper cab door column; the rear of the coupler seat is provided with a retracting structure; The left and right ends of the plate are connected to the two long side beams of the chassis and the coupler mount, and the coupler wing is fixedly connected with the traction beam located above it.
  • the anti-collision structure of the front head is mainly composed of a driver's room window column, an anti-collision wall, a cab floor, a thickening plate, and anti-climbing
  • the installation structure is fixedly connected; the anti-collision wall is located above the floor of the driver's cab, and the two sides of the anti-collision wall are respectively connected with the window pillar of the driver's cab, and the thickening plate is located at the front end of the floor of the driver's cab;
  • the sum of the thickness of the slab and the cab floor is at least 40 mm.
  • the anti-collision wall comprises an anti-collision beam, an anti-collision column and an anti-collision bracing; the anti-collision bracing is arranged in a lateral direction with the riser plate of the anti-climbing device mounting structure; the anti-collision beam, the anti-collision column and The anti-collision braces are fixedly connected to form a closed cavity structure.
  • the upper end of the cab window pillar is fixedly connected to the cab upper frame of the main structure of the vehicle body; preferably, the pillar weakening hole is provided on the cab window pillar.
  • the front anti-collision structure is directly welded to the front end of the main structure of the vehicle body, or a connecting hole is arranged on the connecting surface of the main structure of the vehicle body and the anti-collision structure of the vehicle head, and is connected by a fastener.
  • the anti-climbing device installation structure comprises an anti-climbing device mounting plate, a transition beam, a cover plate, a diagonal strut plate and a riser plate; the transition beam, the cover plate, the diagonal strut plate and the riser plate are mainly used for supporting the anti-climbing device A large longitudinal impact force during operation; preferably, the transition beam, the cover plate, the gusset plate and the riser plate are provided with a weakened hole for inducing deformation.
  • the primary stop structure is located on the same cross section as the anti-collision wall, and the rear end of the primary stop structure is provided with a driver's cab window pillar and a riser plate for providing supporting force; preferably located on the driver's cab floor a partition groove at the collision wall for blocking the transmission of the floor deformation of the driver's cab; preferably, the weld bead strength above the driver's window column is lower than the strength of the base material, and the opening is weakened at the joint to weaken the longitudinal strength.
  • the primary stop structure includes an anti-climbing device mounting plate disposed on the chassis and a front end small beam disposed in alignment with the anti-climbing device mounting plate; preferably, the cab floor is in front of the anti-collision column of the driver's cab The floor trough, the front end small beam is located behind the floor trough.
  • the anti-climbing device is a detachable energy-absorbing anti-climbing device; preferably, the anti-climbing device forms a vertical direction force transmission path together with an upper portion of the main body structure through the cab window pillar; preferably the anti-climbing device It is a crusher anti-climbing device, a planing anti-climbing device or an aluminum honeycomb anti-climbing device.
  • the front structure of the present invention is divided into a safety zone, a secondary deformation zone and a main deformation zone.
  • the vehicle body cross section of the safety zone can withstand at least 1500kN longitudinal load, and the vehicle end that meets the requirements of British Standard GM/RT2100 absorbs 1MJ of energy.
  • the safety zone is the main structure of the car body, including the passenger compartment and the driver's seat area.
  • the main structure consists of the car body roof, the side wall, the chassis passenger area and the cab upper frame.
  • the driver's cab upper frame is used to connect the four driver's room door pillars and the top cover of the side wall into one body, and the bottom frame is composed.
  • the overall load-bearing structure, the vehicle body cross-section can withstand at least 1500kN longitudinal load.
  • Chassis The upper traction beam, the coupler mount and the coupler wing constitute a collisional secondary stop structure, which forms an annular structure on the cross section of the vehicle body together with the driver's door door pillar and the cab upper frame, when subjected to an impact force Can be more evenly stressed, improving the ability to resist collision deformation.
  • the secondary deformation zone is the anti-collision structure of the front, which is mainly formed by welding the window pillar of the driver's cab, the anti-collision wall, the rear end of the driver's cab floor, the thickening plate, the front small beam and the anti-climbing installation structure.
  • the anti-collision wall is located above the floor of the driver's cab. The two sides are connected with the window pillar of the driver's cab.
  • the anti-collision beam, the anti-collision column and the anti-collision bracing are welded.
  • the beam is a profiled steel and is a closed cavity structure, which can resist 300kN. The obstacles impact.
  • the anti-climbing device installation structure is composed of an anti-climbing installation plate, a transition beam, a cover plate, a diagonal bracing plate and a vertical strut plate, and the anti-climbing device mounting plate can be customized according to the installation interface of the anti-climbing device, the transition beam, the cover plate and the diagonal bracing
  • the plate and the riser are mainly used to support the large longitudinal impact force when the anti-climbing device is operated, and the hole can be weakened according to the crushing strength to induce deformation.
  • the anti-climbing device mounting plate on the chassis is a collision first-level stop structure, which is located on the same cross section as the anti-collision wall, and the rear end is provided with a cab window column and an anti-climbing riser plate to provide support Force, and the driver's cab floor is slotted at the collision wall to block the transmission of floor deformation.
  • the weld strength above the window pillar of the driver's cab is lower than that of the base metal, and the longitudinal strength is weakened at the joint opening, so that it is sheared before the deformation of the back cover area in the compression process to protect the main structure of the vehicle body.
  • the main deformation zone consists of the driver's cab floor slot front end section, thickening plate and anti-climbing device.
  • the sum of the thickness of the thickened plate and the thickness of the floor of the driver's cab is 40 mm or more.
  • the anti-climbing device is a detachable installation method that is easy to replace after a collision.
  • the invention has the beneficial effects that the overall structure of the vehicle head structure is good, the effective crushing stroke is long, the collision energy can be absorbed, the main structure of the vehicle body is protected from damage, and the anti-collision structure is protected. It protects the driver against the intrusion and impact of foreign objects during the running of the vehicle, and has excellent collision safety; the structure is simple and easy to modularize production; the embedded armrest can be installed on the basis of the all-welded structure, which is practical and beautiful.
  • the invention can meet the requirements of EN15227 and the British standard GM/RT2100 for collision, and meets the requirements of the cab protection condition of the EN12663 standard, solves the inherent problem of the steel structure body body, and satisfies most vehicle operators at home and abroad.
  • the demand for technical conditions is versatile and has good economic and social benefits.
  • Figure 1 is a schematic structural view of an embodiment of the present invention
  • Figure 2 is a front elevational view of the structure of the vehicle head of the present invention.
  • Figure 3 is a bottom view of Figure 2;
  • Figure 4 is a cross-sectional view taken along line A-A of Figure 2;
  • Figure 5 is a cross-sectional view taken along line B-B of Figure 3;
  • Figure 6 is a cross-sectional view taken along line C-C of Figure 2;
  • Figure 7 is a cross-sectional view taken along line D-D of Figure 2;
  • Figure 8 is a schematic illustration of a further improvement of Figure 7.
  • 1-body main structure 11-body top cover, 111-top side connecting beam, 112-roof side beam, 12-side wall, 121-driver door pillar, 122-connecting column, 123-door upper beam ,124-door frame trim, 125-handrail nesting, 13-underframe, 131-tracting beam, 132-coupler mount, 133-coupler wing, 14-driver upper frame, 2-head collision structure, 21 - Driver's room window column, 21a-column weakened hole, 22-anti-collision wall, 221-anti-collision beam, 222-anti-collision column, 223-anti-collision bracing, 23-driver floor, 23a-floor trough, 24- Thickening plate, 25-anti-climbing device installation structure, 251-anti-climbing device mounting plate, 252-transition beam, 253-cover plate, 254-tilt plate, 255-standing plate, 26-front small beam, 3- Anti-climbing device.
  • the steel structure of the rail head of the rail vehicle as shown in Fig. 1, the steel structure of the coupler is mainly composed of the main structure of the vehicle body 1, the anti-collision structure of the front head 2 and the anti-climbing device 3, and the longitudinal load intensity is gradually decreased, correspondingly corresponding to the safety zone.
  • the structural design of these three areas meets the requirements of static strength performance and dynamic strength performance collision performance. That is, the safety zone car body can withstand at least 1500kN longitudinal load, and the more difficult deformation zone longitudinal load design value is 1200-1400kN, easy deformation zone.
  • the longitudinal load design value of the anti-climbing device is 1100kN; at the same time, the energy-reducing requirements of the 25km/h collision that meet the requirements of EN15227 and the requirement of “average longitudinal deceleration in the living space is not more than 5g” are required for the easily deformable zone; When the car body hits at a speed of 25km/h or more, it absorbs part of the energy and protects the main structure of the car body from the least damage.
  • the main body structure 1, including the passenger compartment and the driver's seat area, is mainly composed of a vehicle body roof 11, a side wall 12, a chassis 13, and a cab upper frame 14.
  • the top side connecting beam 111 extends to the front end of the cab door post 121 and is integrated with the side wall 12.
  • the cab upper frame 14 connects the four cab door posts 121 and the top cover of the side wall 12 into one body, and the bottom frame 13
  • the overall load bearing structure is formed.
  • the traction beam 131, the coupler mount 132 and the coupler flap 133 on the chassis 13 constitute a two-stage collision stop structure, and the collision of the lower anti-climbing device mounting structure 25 of the front bumper structure 2 is blocked.
  • the impact force simultaneously forms an annular structure with the cab door post 121 and the cab upper frame 14.
  • the cross section of the long structural beam in the components of the car body top cover 11 and the chassis 13 to be sufficiently strong, and using the annular structure, the main structure 1 of the vehicle body has good bearing performance, and the vehicle body can satisfy huge longitudinal compression.
  • the front bumper structure 2 is mainly welded by the driver's cab window pillar 21, the crash wall 22, the driver's cab floor 23, the thickening panel 24, and the anti-climbing device mounting structure 25.
  • the anti-collision wall 22 is located above the floor of the driver's cab, and is connected to the driver's cab window pillar 21 on both sides.
  • the anti-collision beam 221, the anti-collision column 222 and the anti-collision bracing 223 are welded. These beams are integrally formed profiles and walls.
  • the thickness is 4-8mm, and it can resist the impact of 300kN obstacles by using its closed cavity structure and no weld weak zone.
  • the material of profiled steel is more ductile, generally 304 stainless steel.
  • the front bumper structure 2 can be directly welded to the front end of the main structure 1 of the vehicle body, or a connecting hole can be provided on the joint surface of the main body structure 1 and the front bumper structure 2, and connected by bolts or rivets.
  • the sum of the thickness of the thickening plate 24 located at the front end of the floor 23 of the driver's cab and the floor 23 of the driver's cab is 40 mm or more, which can reduce the phenomenon that the front end of the floor does not contact and invade the hard-to-deformed area when the train climbs within 40 mm, and the collision safety of the vehicle is improved. performance.
  • the anti-climbing device 3 is a detachable energy-absorbing anti-climbing device and is fixed to the anti-collision structure 2 of the vehicle head by bolts.
  • the anti-climbing device 3 may be crushed or may be a planed type, an aluminum honeycomb type or the like.
  • the front steel structure 2 and 3 are front and bottom views, respectively, of the front steel structure.
  • the front steel structure is set to three areas according to the longitudinal strength level, the main body structure 1 is in the safety zone; the front anti-collision structure 2 is mainly located in the more difficult deformation zone; the anti-climbing device 3 and the driver's cab floor located at the front end of the floor trough 23a. 23.
  • the thickening plate 24 belongs to an easily deformable zone.
  • the length L1 of the easily deformable zone should not be less than 400mm, the average crushing force of the anti-climbing device is set to about 1100kN, the length L2 of the harder deformable zone is not less than 500mm, the longitudinal compressive load strength is 1200-1400kN, the deformable zone is more difficult to deform.
  • the total absorption energy of the zone is not less than 1 MJ.
  • a secondary stop structure is arranged under the collision, which is mainly composed of the traction beam 131, the coupler mount 132 and the coupler wing 133 located in the same section.
  • the traction beam 131 connects the left and right two undercarriage long side beams, and is aligned with the upper cab door post 121, and is an important component of the annular structure at the front end of the main body structure 1.
  • the rear of the coupler mount 132 has a high-strength structural support that can withstand the longitudinal load of the coupler 1200kN.
  • the hook flap 133 is a bent part, and has a good rigidity.
  • the left and right ends are connected with the long side beam of the underframe and the coupler mount 132, and the upper part is welded and fixed to the traction beam 131.
  • the stop structure formed by the three can be Effectively resisting the longitudinal load transmitted from the front-end anti-climbing device mounting structure 25 to protect the main structure of the vehicle body.
  • the anti-climbing device mounting structure 25 under the front bumper structure 2 is mainly used for installing the anti-climbing device 3, and the anti-climbing device is installed with a knot
  • the structure 25 is composed of an anti-climbing device mounting plate 251, a transition beam 252, a cover plate 253, a diagonal strut 254 and a riser plate 255.
  • the anti-climbing device mounting plate 251 provides a mounting plane of the anti-climbing device 3, a transition beam 252, and a cover plate. 253.
  • the slanting plate 254 and the struts 255 provide supporting force for the anti-climbing device mounting plate 251.
  • the creeper 3 brings about a crushing force of about 1100 kN, and its longitudinal crushing force is not higher than 1400 kN.
  • the front end small beam 26 disposed in alignment with the anti-climbing device mounting plate 251 is located behind the floor trough 23a, and serves as a primary stop structure for collision to block the transmission of the front end deformation to the rear region when the cab floor 23 is impacted.
  • Figure 4 is a cross-sectional view taken along line A-A of Figure 2; Due to the styling of the hood, the height of the cab door area of the main body structure 1 of the vehicle body is often limited, and the roof panel 11 cannot extend the roof side rail 112 to the end of the safety zone, that is, the driver's cab door post 121 at the front end. At this point, the influence on the overall strength of the main structure 1 of the vehicle body and the strength of the door corner region is large.
  • the L-shaped top side connecting beam 111 is disposed under the roof side beam 112, and the two sides of the passenger compartment area are welded as a whole, and the beam 111 is connected to the top side of the cab door area.
  • the outer contour is substantially identical to the roof side rail 112, avoiding the appearance of unconnected continuity.
  • the door upper cross member 123 has a C-shaped structure, and the connecting post 122 is embedded inside to enhance the vertical rigidity, and the lower spot welding fixed door frame wrap 124 provides an attachment surface for installing the driver's cab door.
  • Figure 5 is a cross-sectional view taken along line B-B of Figure 3;
  • the connection between the roof side beam 112 and the hood is a sudden change of the rigidity of the vehicle body.
  • the upper cross member 123 of the door crosses the area and is provided with a connecting column 122 at a sudden change of the rigidity to increase the local rigidity of the door corner.
  • the door frame hem 124 is connected before and after.
  • the driver's cab door post 121 and the door upper beam 123 enhance the overall rigidity of the cab door.
  • the upper end of the driver's cab window post 21 belonging to the front bumper structure 2 is welded to the cab upper frame 14 of the main body structure 1 of the vehicle body, and is provided with a pillar weakening hole 21a for reducing the longitudinal strength under the premise of ensuring sufficient vertical strength. And the use of the weld strength is lower than the strength of the base material, so that it shears before the deformation of the main structure 1 of the vehicle body during the collision compression process, thereby protecting the safety of the main structure of the vehicle body.
  • the anti-collision column 222 is aligned with the front end small beam 26 and the anti-climbing device mounting plate 251, and constitutes a stop structure in the entire cross-sectional direction, effectively blocking deformation of the driver's cab floor 23 including the anti-climbing device 3 and the floor groove 23a, and improving Collision safety and minimizing rework after collision.
  • Figure 6 is a cross-sectional view taken along line C-C of Figure 2;
  • the driver's cab window post 21 at the lower part of the front bumper structure 2, and the anti-collision column 222 and the anti-collision strut 223 are arranged in the lateral direction of the riser 255 of the anti-climbing device mounting structure 25, and the anti-collision wall 22 is subjected to the longitudinal direction of 300 kN.
  • the compressive force is provided, sufficient supporting force is provided, and the huge vertical force against the vehicle climbing of the anti-climbing device 3 can be transmitted to the upper part of the main body structure 1 through the cab window pillar 21 in the shortest path to realize the whole. Hosted.
  • Figure 7 is a cross-sectional view taken along line D-D of Figure 2;
  • the driver's cab door column 121 of the present invention adopts a profiled steel structure with a section length sufficiently large, at least 120 mm, and two rows of process holes having a radius of 30 mm are opened inside the driver's door door pillar 121 for It is spot welded to the outer skin.
  • the profile cavity can be designed to provide installation space, and the subsequent spray paint covers the aluminum alloy surface to maintain the appearance.
  • the stainless steel car body is generally paint-free, and the steel structure car body is generally a plate beam structure, and there is no cavity. How to set the handrail on the basis of ensuring the strength of the door column is a difficult point of the steel structure car body.
  • the invention can be further improved, in particular: the length of the cross section of the driver's door door column 121 is increased, at least 180 mm, the outer side is open with a large hole, and the inner side is opened with a little welding process hole.
  • the integrally formed armrest nest 125 is inserted into the large hole of the driver's cab door post 121 from the outside, and the upper and lower surfaces are in contact with the driver's cab door post 121, and the spot welding is integrally connected to form a structure similar to the profile cavity, and the strength It has continuity and solves the installation problem of the in-line armrest.

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Abstract

一种轨道车辆车头结构，包括车体主结构（1）、车头防撞结构（2）和防爬器（3），按照轨道车辆的纵向方向将车头划分为纵向载荷强度呈梯度递减的安全区、次要变形区和主要变形区；其中所述安全区为车体主结构（1），其包括客室区域和司机座椅区域；所述次要变形区为司机室前门至防爬器安装板（251）之间区域，其包括车头防撞结构（2）和防爬器安装结构（25）；所述主要变形区域包括位于防爬器安装板（251）之前的司机室地板（23）及防爬器（3）；所述次要变形区与主要变形区之间设有一级止挡结构，安全区与次要变形区之间设有二级止挡结构，从而使车体以可控、有序的方式变形并吸收能量，获得了安全性能良好。

Description

一种轨道车辆车头结构 技术领域
本发明涉及一种轨道车辆车头结构，尤其涉及一种具有良好碰撞安全性能的车辆车头结构，属于轨道交通车辆车体结构领域。
背景技术
目前地铁车辆的车钩缓冲器等吸能部件仅能满足两列车在相对速度不到20km/h的撞击，更高速度下，车钩***会失效或剪切，车体会接触并发生撞击变形，给乘客司机带来伤害。为提高铁道车辆的被动安全性能，欧盟和国际铁路协会共同承担的欧洲列车防碰撞性项目(SAFETRAIN)，并花费巨大成本进行实物碰撞试验，试验对象为以受控方式变形的车体端部结构。随后欧盟通过SAFETRAIN等研究项目推动各成员国制定了统一的碰撞标准，《EN15227铁路应用-铁路车辆车体防撞性要求》便是其主要成果之一。该标准对C-II类铁路车辆(即地铁车辆)的碰撞安全要求是两列相同单元列车在相对速度达25km/h的撞击场景中，车体的变形区域范围、减速度大小，防止爬车等需满足相关要求，且车辆前端能够吸收足够的撞击能量。如何设计合理的车体结构吸收更多能量且能防止爬车成为该领域亟待研究解决的问题。
在中国的申请号为CN02126784.7的发明专利中公开了铁路客运列车耐冲击吸能车体，申请号为CN200920282833.6的实用新型公开的独立车头座底架结构，申请号为CN201310434839.1的发明专利公开了一种轨道车辆司机室吸能结构，以及申请号为CN201320697051.5的实用新型公开的整体式司机室结构，这些结构都设置了一级或多级的吸能结构，但是忽略了车辆防爬要求，在列车碰撞时很难保证吸能结构正常作用，安全性难以保证。
在王卉子著的《城轨车辆的耐撞击性能研究》以及周传谊等著的《城轨车辆头车底架前端压溃吸能结构优化设计》公开的车头结构在考虑吸能基础上增设了防爬器，但是防爬器是集成在车体底架结构上。当防爬器发生作用时，车体前端就会碰撞破坏，维护工作量比较大。
中国发明专利申请CN201310505736.X、中国实用新型专利CN201120420346.9、日本专利公开号为JP2004268694A的头车结构公开了带防爬吸能装置的模块化司机室，以及中国实用新型专利CN201410000695.3的实用新型公开的一种城轨司机室结构的防爬器是可拆卸式的，但是这些公开的司机室变形区只限制在防爬器安装板的前 端，而防爬器安装板离车体最前端距离较短，能变形区域很小，吸收能量有限。中国发明专利申请CN201310072635.8公开了带防爬吸能装置的列车前端组成，包含了车体牵引梁前端的车钩箱、设置在车体牵引梁前端的车钩安装座、防爬吸能装置安装座和防爬吸能装置构成，但该结构主要通过底架自身来抵抗车辆爬起时的垂向载荷，导致底架结构过于复杂，没有从整体的角度考虑，即利用司机室骨架来提高垂向承载能力。美国发明专利US6561105B2公开了一种地板上方装有吸能元件的司机室，发生两列车碰撞时，该吸能元件将与防爬器共同作用，但是不管怎样其纵向压溃强度不能高于客室安全区强度，因此在纵向压溃行程未增加，而车体主结构强度不变的情况下，单独靠设置更多数量的吸能元件是不能有效提高碰撞能量的吸收总量的，而且在地板上方设置吸能元件会减少前窗的大小，减少司机视野广阔度。
此外，目前国内现有B型城轨车辆不锈钢车体的司机室结构对于前窗下300kN的压缩载荷要求，基本上不能满足要求。如中国实用新型专利201020677752.9公开的不锈钢地铁司机室车体结构，窗下的钢骨架主要用来支撑玻璃钢头罩，结构较弱，在车辆运行过程中不能很好保护司机受列车前方的障碍物撞击。中国实用新型专利201020107739.X公开的铝合金车体考虑了该工况，但是主要靠司机室骨架自身的结构强度来实现，没有结合底架前端结构综合来考虑，且前方没有足够的变形吸能区，安全性仍然不足。
同时，车体静强度性能设计是追求车体每个截面都具有足够高的强度，而耐碰撞性能设计是要求车体在碰撞冲击力作用下以有序的、可控的方式发生变形。这两者本身具有一定的矛盾性，如何在满足静强度性能的前提下合理地设计车体的耐碰撞性能一直是轨道车辆领域的难点。
发明内容
为了克服上述问题和不足，本发明旨在提供一种轨道车辆车头结构，该车头结构通过***优化司机室骨架结构及底架前端结构，使车头结构具有良好的整体承载性能，满足EN12663标准对于车体静强度的要求，同时提高了车体的变形吸能能力和抵抗撞击能力，使车体以可控、有序的方式变形并吸收能量，获得了安全性能良好的车体结构。
为了实现上述目的，本发明所采用的技术方案是：
一种轨道车辆车头结构，其结构特点是，包括车体主结构、车头防撞结构和防爬器，按照轨道车辆的纵向方向将车头划分为纵向载荷强度呈梯度递减的安全区、次要变形 区和主要变形区；
其中所述安全区为车体主结构，其包括客室区域和司机座椅区域；所述次要变形区为司机室前门至防爬器安装板之间区域，其包括车头防撞结构和防爬器安装结构；所述主要变形区域包括位于防爬器安装板之前的司机室地板及防爬器；
所述次要变形区的纵向轻度小于安全区的纵向强度而在发生碰撞时，次要变形区比安全区先发生塑性变形；所述次要变形区与主要变形区之间设有一级止挡结构，安全区与次要变形区之间设有二级止挡结构，该一级止挡结构和二级止挡结构用于阻隔前方区域的变形影响后方区域。
由此，本发明将轨道车辆车头按照纵向方向划分为安全区-次要变形区-主要变形区，其中安全区包括客室区域和司机座椅区域，次要变形区为司机室前门至防爬器安装板之间区域；主要变形区域包括防爬器安装板之前的地板及防爬器自身。结构的设计目标是：主要变形区的变形吸能能满足EN15227标准规定的25km/h碰撞的吸能要求及“生存空间内平均纵向减速不大于5g”的要求；次要变形区主要在车体以25km/h以上速度撞击时，吸收部分能量，保护车体主结构尽可能受到最小的伤害。
安全区域的车体顶盖、底架通长梁的横截面足够强，通过梁、柱形成环状结构使车体具有良好的承载性能，为车体能满足巨大的纵向压缩载荷以及抵抗25km/h速度列车撞击力的提供基础。
次要变形区主要包括防撞结构和防爬器安装结构，利用地板下方防爬器安装结构的内部撑板生根，在地板面上设置防撞结构，可以抵抗列车前方障碍物的冲击，即静压缩力300kN；通过在支撑板上开孔使其防爬器安装结构的纵向刚度弱化，利用司机室窗立柱上方的焊缝强度比母材强度低，并在连接处开孔弱化次要变形区上方的纵向强度，使其在碰撞过程中比安全区域的主结构先发生塑性变形，保护车体主结构的安全。
主要变形区包括司机室地板前端及防爬器，通过防撞立柱前方的司机室地板开一定深度的槽，确保防爬器吸能工作过程中，地板发生不可控的变形而引起到次要变形区域的地板跟着发生屈曲失稳变形；同时在地板前端局部加厚增大碰撞时相互接触的几率，减少列车爬起40mm以内时地板前端未接触而侵入次要变形区域的现象发生，进一步提高车辆碰撞安全性能。
在次要变形区和主要变形区之间、次要变形区和安全区之间设置了止挡结构，用于阻隔前方区域的变形影响后方区域结构。止挡部件与车体横截面上的梁、柱进行成 环设计，在增强车体整体承载性的基础上提高了列车防爬和吸能能力。
根据本发明的实施例，还可以对本发明作进一步的优化，以下为优化后形成的技术方案：
所述司机室地板上开有位于司机室的防撞立柱前方的地板槽，且在防爬器安装板之前的司机室地板上装有增厚板。
所述安全区的车体横截面至少能承受1500kN的纵向载荷；次要变形区纵向载荷设计值为1200-1400kN，压溃变形至少吸能0.6MJ；主要变形区的防爬器压溃力为900kN-1200kN，压溃变形至少吸能0.4MJ；优选所述次要变形区的长度不小于500mm，所述主要变形区的行程不小于400mm。
所述车体主结构包括车体顶盖、侧墙、底架及司机室上框架；所述车体顶盖与侧墙之间的顶侧连接梁延伸至司机室门立柱前端并覆盖在司机室的门上横梁与侧墙连接为一体，所述司机室上框架将侧墙的四个司机室门立柱及车体顶盖连接成一体，并与车体的底架组成了整体承载结构；优选所述顶侧连接梁呈L型；优选所述门上横梁为C型结构，该门上横梁的内部嵌入了连接立柱，该门上横梁下方固定有为安装司机室门提供附着面的门框包边；优选所述门框包边连接前后两根司机室门立柱和门上横梁。
所述司机室门立柱内侧开有多个用于与外侧蒙皮的连接的工艺孔；优选所述司机室门立柱的横截面长度尺寸至少为120mm，更优选为至少180mm。
所述司机室门立柱外侧开有用于装入扶手嵌套的安装孔，且扶手嵌套与安装孔的上下侧面固定相连而形成型腔结构。
所述车体顶盖的车顶边梁与头罩的连接处为车体的刚度突变处，所述门上横梁在该刚度突变处设置所述连接立柱。
所述二级止挡结构包括设置在车体的底架上的牵引横梁、车钩安装座和车钩翼板，用于阻隔位于车头防撞结构下部防爬器安装结构的碰撞冲击力；该二级止挡结构与司机室门立柱、司机室上框架在垂直于车体长度方向的横截面上形成环状结构。
所述牵引横梁的左右两端连接底架的左右两根通长边梁，且该牵引横梁与上方的司机室门立柱对齐；所述车钩安装座的后方设有牵缓结构；所述车钩翼板的左右两端与底架的两根通长边梁以及车钩安装座相连，且该车钩翼板与位于其上方的牵引横梁固定相连。
所述车头防撞结构主要由司机室窗立柱、防撞墙、司机室地板、增厚板，及防爬 器安装结构固定连接而成；所述防撞墙位于司机室地板上方，且防撞墙的两侧分别与司机室窗立柱相连，所述增厚板位于司机室地板的前端；优选所述增厚板与司机室地板的厚度之和至少为40mm。
所述防撞墙包括防撞横梁、防撞立柱和防撞斜撑；所述防撞斜撑与防爬器安装结构的立撑板横向方向对齐设置；所述防撞横梁、防撞立柱和防撞斜撑固定相连而形成封闭的腔型结构。
所述司机室窗立柱上端与车体主结构的司机室上框架固定相连；优选在司机室窗立柱上设有立柱减弱孔。
所述车头防撞结构直接焊接在车体主结构的前端，或在车体主结构与车头防撞结构的连接面设置连接孔，并通过紧固件相连。
所述防爬器安装结构包括防爬器安装板、过渡梁、盖板、斜撑板和立撑板；所述过渡梁、盖板、斜撑板、立撑板主要用于支撑防爬器动作时的巨大纵向冲击力；优选所述过渡梁、盖板、斜撑板和立撑板上开有诱导变形的减弱孔。
所述一级止挡结构与防撞墙位于同一横截面上，该一级止挡结构的后端设有提供支撑力的司机室窗立柱和立撑板；优选在司机室地板上开有位于防撞墙处的隔断槽，该隔断槽用于阻隔司机室地板变形的传递；优选所述司机室窗立柱上方的焊缝强度比母材强度低，且在连接处开孔弱化纵向强度。
所述一级止挡结构包括设置在底架上的防爬器安装板和与防爬器安装板对齐布置的前端小横梁；优选所述司机室地板上开有位于司机室的防撞立柱前方的地板槽，所述前端小横梁位于地板槽的后方。
所述防爬器为可拆卸式的吸能防爬器；优选所述防爬器通过司机室窗立柱与车体主结构的上部一起形成垂向方向的传力路径；优选所述防爬器为压溃式防爬器、刨削式防爬器或铝蜂窝式防爬器。
藉由上述结构，本发明的车头结构分为安全区、次要变形区和主要变形区。安全区的车体横截面至少能承受1500kN的纵向载荷，满足英国标准GM/RT2100要求的车端吸收1MJ能量。
安全区为车体主结构，包括客室和司机座椅区域，主要结构由车体顶盖、侧墙、底架乘客区域及司机室上框架构成。通过将顶侧连接梁延伸至司机室门立柱前端并覆盖在司机室的门上横梁，利用司机室上框架将侧墙的四个司机室门立柱及顶盖连接成一体，和底架组成了整体承载结构，车体横截面至少能承受1500kN的纵向载荷。底架 上的牵引横梁、车钩安装座和车钩翼板构成碰撞的二级止挡结构，其与司机室门立柱、司机室上框架一起在车体横截面上形成了环状结构，在受到撞击力时能更均匀地受力，提高了抵抗碰撞变形的能力。
次要变形区为车头防撞结构，主要由司机室窗立柱、防撞墙、司机室地板开槽后端部分、增厚板，前端小横梁及防爬器安装结构焊接而成。防撞墙位于司机室地板上方，两侧与司机室窗立柱相连，由防撞横梁、防撞立柱、防撞斜撑焊接而成，梁为异型钢，是封闭的腔型结构，可以抵抗300kN的障碍物冲击。
防爬器安装结构由防爬器安装板、过渡梁、盖板、斜撑板、立撑板组成，防爬器安装板可根据防爬器的安装接口定制，过渡梁、盖板、斜撑板、立撑板主要用于支撑防爬器动作时的巨大纵向冲击力，可根据压溃强度需要开减弱孔以诱导变形。底架上的防爬器安装板，前端小横梁为碰撞的一级止挡结构，其与防撞墙位于同一横截面上，后端设有司机室窗立柱、防爬器立撑板提供支撑力，且司机室地板在防撞墙处开槽，用于阻隔地板变形的传递。司机室窗立柱上方的焊缝强度比母材强度低，且在连接处开孔弱化纵向强度，使其在压缩过程中在后端的顶盖区域变形前剪断，保护车体主结构的安全。
主要变形区包括司机室地板开槽前端部分、增厚板、防爬器组成。增厚板的厚度与司机室地板大的厚度之和为40mm以上。防爬器为可拆卸式的安装方式，在发生撞车后方便更换。
与现有技术相比，本发明的有益效果是：本发明车头结构整体承载性能好，有效压溃行程长，能吸收大量的碰撞能量而保护车体主结构不受损坏，并有防撞结构保护司机在车辆运行过程中抵抗外物的入侵撞击，具有优良的碰撞安全性；结构较简单，易模块化生产；在全焊接结构的基础上可安装内嵌式扶手，具有实用性且美观。
本发明能满足EN15227和英国标准GM/RT2100对于碰撞的要求，同时满足EN12663标准的司机室保护工况要求，解决了钢结构车体的固有难题，满足国内外绝大部分车辆运行商对车体技术条件的需求，通用性强，具有良好的经济效益和社会效益。
附图说明
图1是本发明一个实施例的结构原理图；
图2是本发明车头结构正视图；
图3是图2的仰视图；
图4是图2中的A-A剖视图；
图5是图3中的B-B剖视图；
图6是图2中的C-C剖视图；
图7是图2中的D-D剖视图；
图8是图7进一步改进的示意图。
在图中：
1-车体主结构，11-车体顶盖，111-顶侧连接梁，112-车顶边梁，12-侧墙，121-司机室门立柱，122-连接立柱，123-门上横梁，124-门框包边，125-扶手嵌套，13-底架，131-牵引横梁，132-车钩安装座，133-车钩翼板，14-司机室上框架，2-车头防撞结构，21-司机室窗立柱，21a-立柱减弱孔，22-防撞墙，221-防撞横梁，222-防撞立柱，223-防撞斜撑，23-司机室地板，23a-地板槽，24-增厚板，25-防爬器安装结构，251-防爬器安装板，252-过渡梁，253-盖板，254-斜撑板，255-立撑板，26-前端小横梁，3-防爬器。
具体实施方式
以下将参考附图并结合实施例来详细说明本发明。需要说明的是，在不冲突的情况下，本发明中的实施例及实施例中的特征可以相互组合。为叙述方便，下文中如出现“上”、“下”、“左”、“右”字样，仅表示与附图本身的上、下、左、右方向一致，并不对结构起限定作用。
一种轨道车辆车头钢结构，如图1示，车钩钢结构主要由车体主结构1、车头防撞结构2和防爬器3构成，其纵向载荷强度呈梯度递减，依次对应安全区、作为次要变形区的较难变形区和作为主要变形区的易变形区。这三个区域的结构设计同时满足静强度性能及动力学强度性能碰撞性能要求，即安全区车体至少能承受1500kN的纵向载荷，较难变形区纵向载荷设计值为1200-1400kN，易变形区的防爬器纵向载荷设计值为1100kN；同时，易变形区的满足EN15227标准规定的25km/h碰撞的吸能要求及“生存空间内平均纵向减速不大于5g”的要求；较难变形区主要在车体以25km/h以上速度撞击时可吸收部分能量，保护车体主结构尽可能受到最小的伤害。
车体主结构1，包括客室和司机座椅区域，主要由车体顶盖11、侧墙12、底架13及司机室上框架14组成。顶侧连接梁111延伸至司机室门立柱121前端与侧墙12连接为一体，司机室上框架14将侧墙12的四根司机室门立柱121及顶盖连接成一体，并和底架13组成了整体承载结构。底架13上的牵引横梁131、车钩安装座132和车钩翼板133构成二级碰撞止挡结构，阻隔车头防撞结构2下部防爬器安装结构25的碰撞 冲击力，同时与司机室门立柱121、司机室上框架14形成了环状结构。通过将车体顶盖11、底架13部件中通长结构梁的横截面设计得足够强，同时利用环状结构使车体主结构1具有良好的承载性能，为车体能满足巨大的纵向压缩载荷以及抵抗25km/h速度列车撞击力的提供基础。
车头防撞结构2主要由司机室窗立柱21、防撞墙22、司机室地板23、增厚板24，及防爬器安装结构25焊接而成。防撞墙22位于司机室地板上方，两侧与司机室窗立柱21相连，由防撞横梁221、防撞立柱222、防撞斜撑223焊接而成，这些梁为整体成型的异型钢，壁厚为4-8mm，利用其封闭的腔型结构且无焊缝薄弱区，可以抵抗300kN的障碍物冲击，异型钢的材质延展性较大，一般为304不锈钢。车头防撞结构2可直接焊接在车体主结构1的前端，也可在车体主结构1和车头防撞结构2的连接面设置连接孔，通过螺栓或铆钉连接。位于司机室地板23前端的增厚板24与司机室地板23的厚度之和为40mm以上，可减少列车爬起40mm以内时地板前端未接触而侵入较难变形区域的现象发生，提高车辆碰撞安全性能。
防爬器3为可拆卸式的吸能防爬器，通过螺栓固定在车头防撞结构2上。防爬器3可以是压溃式的，也可以是刨削式、铝蜂窝式等。
图2和图3分别是车头钢结构的正视图和仰视图。车头钢结构根据纵向强度等级设置了3个区域，车体主结构1处在安全区；车头防撞结构2主要处在较难变形区；防爬器3和位于地板槽23a前端的司机室地板23、增厚板24属于易变形区。其中易变形区的长度L1不宜小于400mm，防爬器平均压溃力设置为1100kN左右，较难变形区的长度L2不小于500mm，纵向压缩载荷强度为1200-1400kN，易变形区和较难变形区的总吸能量不小于1MJ。
为阻隔碰撞过程中巨大冲击力过早影响到车体主结构1，在其下方设置了二级止挡结构，主要由位于同一截面的牵引横梁131、车钩安装座132、车钩翼板133组成，牵引横梁131连接左右两根底架通长边梁，与上方的司机室门立柱121对齐，为车体主结构1前端的环状结构重要组成部分。车钩安装座132后方有高强的牵缓结构支撑，可以承受车钩1200kN的纵向载荷。车钩翼板133为折弯件，本身具有较好的刚度，左右两端与底架通长边梁以及车钩安装座132相连，上方与牵引横梁131焊接固定，这三者构成的止挡结构能有效抵抗前端防爬器安装结构25传递过来的纵向载荷，保护车体主结构安全。
车头防撞结构2下方的防爬器安装结构25主要用于安装防爬器3，防爬器安装结 构25由防爬器安装板251、过渡梁252、盖板253、斜撑板254及立撑板255组成，防爬器安装板251提供防爬器3的安装平面，过渡梁252、盖板253、斜撑板254及立撑板255为防爬器安装板251提供支撑力，这些部件可通过开孔或优化壁厚来控制车头防撞结构2的压溃强度，实现其既能承担防爬器3带来的约1100kN压溃力，同时自身的纵向压溃力不高于1400kN。与防爬器安装板251对齐布置的前端小横梁26位于地板槽23a的后方，作为碰撞的一级止挡结构，可以阻隔司机室地板23受到撞击时前端变形传递到后方区域。
图4是图2中的A-A剖视图。由于头罩的造型需要，车体主结构1的司机室门区域高度往往受到限制，车体顶盖11不能将车顶边梁112延伸到安全区的端头，即前端的司机室门立柱121处，这样对车体主结构1的整体强度及门角区域强度的影响较大。本发明为解决司机室门上部强度问题，在车顶边梁112的下方设置了L型的顶侧连接梁111，在客室区域两者焊接为一个整体，在司机室门区域顶侧连接梁111单独延伸至司机室门立柱121处，覆盖在侧墙12的门上横梁123外侧，加强了司机室门上部的纵向强度，同时提供了宽度大于50mm的上平面与头罩粘接，头罩的外轮廓与车顶边梁112基本一致，避免了外观上的不连接续性。门上横梁123为C型结构，内部嵌入了连接立柱122增强垂向刚度，下方点焊固定门框包边124为安装司机室门提供附着面。
图5为图3中的B-B剖视图。车顶边梁112与头罩的连接处为车体刚度突变处，门上横梁123跨过该区域并在刚度突变处设置连接立柱122，提高门角的局部刚度，门框包边124连接前后两根司机室门立柱121和门上横梁123，增强了司机室门的整体刚度。属于车头防撞结构2的司机室窗立柱21上端与车体主结构1的司机室上框架14焊接相连，并设有立柱减弱孔21a，在保证足够的垂向强度的前提下，降低纵向强度，并利用焊缝强度比母材强度低，使其在碰撞压缩过程中在车体主结构1变形前发生剪断，保护车体主结构的安全。防撞立柱222与前端小横梁26、防爬器安装板251对齐，构成了整个截面方向的止挡结构，有效地阻隔包括来自防爬器3以及地板槽23a前方的司机室地板23变形，提高了碰撞安全性，并将碰撞后返工量降至最小。
图6为图2中的C-C剖视图。车头防撞结构2下部的司机室窗立柱21、及防撞立柱222、防撞斜撑223与防爬器安装结构25的立撑板255横向方向对齐设置，为防撞墙22在承受300kN纵向压缩力时提供足够的支撑力，也可将防爬器3抵抗车辆爬起的巨大垂向力通过司机室窗立柱21以最短路径传递到车体主结构1的上部从而实现整体 承载。
图7是图2中的D-D剖视图。为提高司机室门立柱的刚度，本发明的司机室门立柱121采用异型钢结构，截面长度足够大，至少为120mm，在司机室门立柱121内侧开两排半径为30mm的工艺孔，用于其与外侧蒙皮的点焊连接。
值得一提的是，为提高司机上下车的方便性，同时满足外轮廓限界要求，部分地铁车辆要求设置司机室门两侧设置内嵌式扶手。不同于铝合金车体可设计型材腔来提供安装空间，后续再喷油漆覆盖铝合金表面保持美观性。不锈钢车体一般是免涂油漆的，且钢结构车体一般是板梁结构，没有型腔，如何在保证门立柱强度的基础上开孔设置扶手是钢结构车体的难点。
本发明可进一步改进，具体为：司机室门立柱121截面长度增加，至少为180mm，外侧开有大孔，内侧两边开有点焊工艺孔。整体成型的扶手嵌套125从外侧塞入司机室门立柱121的大孔内，并上下两个面都与司机室门立柱121接触，点焊连接成一体，形成类似型材型腔的结构，强度具有连续性，解决了内嵌式扶手的安装问题。
上述实施例阐明的内容应当理解为这些实施例仅用于更清楚地说明本发明，而不用于限制本发明的范围，在阅读了本发明之后，本领域技术人员对本发明的各种等价形式的修改均落入本申请所附权利要求所限定的范围。

Claims (17)

  1. 一种轨道车辆车头结构，其特征在于，包括车体主结构(1)、车头防撞结构(2)和防爬器(3)，按照轨道车辆的纵向方向将车头划分为纵向载荷强度呈梯度递减的安全区、次要变形区和主要变形区；
    其中所述安全区为车体主结构(1)，其包括客室区域和司机座椅区域；所述次要变形区为司机室前门至防爬器安装板(251)之间区域，其包括车头防撞结构(2)和防爬器安装结构(25)；所述主要变形区域包括位于防爬器安装板(251)之前的司机室地板(23)及防爬器(3)；
    所述次要变形区的纵向轻度小于安全区的纵向强度而在发生碰撞时，次要变形区比安全区先发生塑性变形；所述次要变形区与主要变形区之间设有一级止挡结构，安全区与次要变形区之间设有二级止挡结构，该一级止挡结构和二级止挡结构用于阻隔前方区域的变形影响后方区域。
  2. 根据权利要求1所述的轨道车辆车头结构，其特征在于，所述司机室地板(23)上开有位于司机室的防撞立柱(222)前方的地板槽(23a)，且在防爬器安装板(251)之前的司机室地板(23)上装有增厚板(24)。
  3. 根据权利要求1所述的轨道车辆车头结构，其特征在于，所述安全区的车体横截面至少能承受1500kN的纵向载荷；次要变形区纵向载荷设计值为1200-1400kN，压溃变形至少吸能0.6MJ；主要变形区的防爬器压溃力为900kN-1200kN，压溃变形至少吸能0.4MJ；优选所述次要变形区的长度不小于500mm，所述主要变形区的行程不小于400mm。
  4. 根据权利要求1-3之一所述的轨道车辆车头结构，其特征在于，所述车体主结构(1)包括车体顶盖(11)、侧墙(12)、底架(13)及司机室上框架(14)；所述车体顶盖(11)与侧墙(12)之间的顶侧连接梁(111)延伸至司机室门立柱(121)前端并覆盖在司机室的门上横梁(123)与侧墙(12)连接为一体，所述司机室上框架(14)将侧墙(12)的四个司机室门立柱(121)及车体顶盖(11)连接成一体，并与车体的底架(13)组成了整体承载结构；优选所述顶侧连接梁(111)呈L型；优选所述门上横梁(123)为C型结构，该门上横梁(123)的内部嵌入了连接立柱(122)，该门上横梁(123)下方固定有为安装司机室门提供附着面的门框包边(124)；优选所述门框包边(124)连接前后两根司机室门立柱(121)和门上横梁(123)。
  5. 根据权利要求4所述的轨道车辆车头结构，其特征在于，所述司机室门立柱(121)内侧开有多个用于与外侧蒙皮的连接的工艺孔；优选所述司机室门立柱(121)的横截面长度尺寸至少为120mm，更优选为至少180mm。
  6. 根据权利要求5所述的轨道车辆车头结构，其特征在于，所述司机室门立柱(121)外侧开有用于装入扶手嵌套(125)的安装孔，且扶手嵌套(125)与安装孔的上下侧面固定相连而形成型腔结构。
  7. 根据权利要求4所述的轨道车辆车头结构，其特征在于，所述车体顶盖(11)的车顶边梁(112)与头罩的连接处为车体的刚度突变处，所述门上横梁(123)在该刚度突变处设置所述连接立柱(122)。
  8. 根据权利要求1-3之一所述的轨道车辆车头结构，其特征在于，所述二级止挡结构包括设置在车体的底架(13)上的牵引横梁(131)、车钩安装座(132)和车钩翼板(133)，用于阻隔位于车头防撞结构(2)下部防爬器安装结构(25)的碰撞冲击力；该二级止挡结构与司机室门立柱(121)、司机室上框架(14)在垂直于车体长度方向的横截面上形成环状结构。
  9. 根据权利要求8所述的轨道车辆车头结构，其特征在于，所述牵引横梁(131)的左右两端连接底架的左右两根通长边梁，且该牵引横梁(131)与上方的司机室门立柱(121)对齐；所述车钩安装座(132)的后方设有牵缓结构；所述车钩翼板(133)的左右两端与底架的两根通长边梁以及车钩安装座(132)相连，且该车钩翼板(133)与位于其上方的牵引横梁(131)固定相连。
  10. 根据权利要求1-3之一所述的轨道车辆车头结构，其特征在于，所述车头防撞结构(2)主要由司机室窗立柱(21)、防撞墙(22)、司机室地板(23)、增厚板(24)，及防爬器安装结构(25)固定连接而成；所述防撞墙(22)位于司机室地板上方(23)，且防撞墙(22)的两侧分别与司机室窗立柱(21)相连，所述增厚板(24)位于司机室地板(23)的前端；优选所述增厚板(24)与司机室地板(23)的厚度之和至少为40mm。
  11. 根据权利要求10所述的轨道车辆车头结构，其特征在于，所述防撞墙(22)包括防撞横梁(221)、防撞立柱(222)和防撞斜撑(223)；所述防撞斜撑(223)与防爬器安装结构(25)的立撑板(255)横向方向对齐设置；所述防撞横梁(221)、防撞立柱(222)和防撞斜撑(223)固定相连而形成封闭的腔型结构。
  12. 根据权利要求10所述的轨道车辆车头结构，其特征在于，所述司机室窗立柱 (21)上端与车体主结构(1)的司机室上框架(14)固定相连；优选在司机室窗立柱(21)上设有立柱减弱孔(21a)。
  13. 根据权利要求10所述的轨道车辆车头结构，其特征在于，所述车头防撞结构(2)直接焊接在车体主结构(1)的前端，或在车体主结构(1)与车头防撞结构(2)的连接面设置连接孔，并通过紧固件相连。
  14. 根据权利要求10所述的轨道车辆车头结构，其特征在于，所述防爬器安装结构(25)包括防爬器安装板(251)、过渡梁(252)、盖板(253)、斜撑板(254)和立撑板(255)；所述过渡梁(252)、盖板(253)、斜撑板(254)、立撑板(255)主要用于支撑防爬器动作时的巨大纵向冲击力；优选所述过渡梁(252)、盖板(253)、斜撑板(254)和立撑板(255)上开有诱导变形的减弱孔。
  15. 根据权利要求10所述的轨道车辆车头结构，其特征在于，所述一级止挡结构与防撞墙(22)位于同一横截面上，该一级止挡结构的后端设有提供支撑力的司机室窗立柱(21)和立撑板(255)；优选在司机室地板(23)上开有位于防撞墙(22)处的隔断槽，该隔断槽用于阻隔司机室地板(23)变形的传递；优选所述司机室窗立柱(21)上方的焊缝强度比母材强度低，且在连接处开孔弱化纵向强度。
  16. 根据权利要求1-3之一所述的轨道车辆车头结构，其特征在于，所述一级止挡结构包括设置在底架上的防爬器安装板(251)和与防爬器安装板(251)对齐布置的前端小横梁(26)；优选所述司机室地板(23)上开有位于司机室的防撞立柱(222)前方的地板槽(23a)，所述前端小横梁(26)位于地板槽(23a)的后方。
  17. 根据权利要求1-3之一所述的轨道车辆车头结构，其特征在于，所述防爬器(3)为可拆卸式的吸能防爬器；优选所述防爬器(3)通过司机室窗立柱(21)与车体主结构(1)的上部一起形成垂向方向的传力路径；优选所述防爬器(3)为压溃式防爬器(3)、刨削式防爬器(3)或铝蜂窝式防爬器(3)。
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