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WO2019242363A1 - 防爬吸能装置及具有其的轨道车辆 - Google Patents

防爬吸能装置及具有其的轨道车辆 Download PDF

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Publication number
WO2019242363A1
WO2019242363A1 PCT/CN2019/079683 CN2019079683W WO2019242363A1 WO 2019242363 A1 WO2019242363 A1 WO 2019242363A1 CN 2019079683 W CN2019079683 W CN 2019079683W WO 2019242363 A1 WO2019242363 A1 WO 2019242363A1
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WO
WIPO (PCT)
Prior art keywords
energy absorbing
climbing
guide
absorbing device
rail vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2019/079683
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English (en)
French (fr)
Inventor
赵士忠
张永贵
王晋乐
于洋洋
田洪雷
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
CRRC Qingdao Sifang Co Ltd
Original Assignee
CRRC Qingdao Sifang Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by CRRC Qingdao Sifang Co Ltd filed Critical CRRC Qingdao Sifang Co Ltd
Publication of WO2019242363A1 publication Critical patent/WO2019242363A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • 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

Definitions

  • the present application relates to the technical field of rail trains, and in particular, to an anti-climbing energy absorbing device and a rail vehicle having the same.
  • an anti-climbing energy absorbing device is usually installed at the end of the vehicle. While ensuring smooth energy absorption, the device is also required to have sufficient anti-climbing capacity. In addition, in order to reduce the length of the vehicle head, the installation space required for the anti-climbing energy absorbing device is as small as possible.
  • the single energy-absorbing components installed at the vehicle end of rail transit vehicles are all backward guide designs, and the guide tube is used to bear the vertical load carrying capacity. Leaving back space is not conducive to miniaturization of the front.
  • the present application provides an anti-climbing energy absorbing device and a rail vehicle having the same to solve the problem that the anti-climbing device needs to reserve a large amount of back space in the prior art.
  • the present application provides an anti-climbing energy absorbing device, including: anti-climbing teeth; a guide portion, the guide portion including a first guide section and a second guide section, and a first guide section And the second guide section are movably disposed, and the first end of the first guide section is fixedly connected to the anti-climbing tooth; the energy absorbing part, the energy absorbing part is sleeved on the guide part and is movably disposed relative to the guide part, and absorbs The energy part can be compressed when the anti-climbing teeth are hit.
  • the second end of the first guide section is disposed in the first end of the second guide section.
  • both the first guide section and the second guide section are hollow cylindrical structures.
  • the collision energy absorbing device of the rail vehicle further includes: a partition portion, the guide portion passes through the partition portion, and the side of the partition portion away from the anti-climbing teeth is provided with an energy absorption portion.
  • the collision energy absorbing device of the rail vehicle further includes: a cover part, the first end of the cover part is fixedly connected with the anti-climbing tooth, an accommodation cavity is formed inside the cover part, and the guide part, the energy absorption part and the partition part are located in the accommodation cavity .
  • the cover part has a plurality of guide grooves, and the plurality of guide grooves are arranged at intervals.
  • the guide groove is a through groove, and at least one side surface of the partition portion has a convex portion, and the convex portion is penetrated in the guide groove to be welded with the cover portion.
  • the cross-sectional area of the cover portion gradually increases in a direction from the anti-climbing tooth to the partition portion.
  • a projection of an outer contour of the cover portion on a vertical plane perpendicular to the partition portion is trapezoidal.
  • the cover portion includes a first bending piece and a second bending piece, and the cross-sections of the first bending piece and the second bending piece are U-shaped, and between the first bending piece and the second bending piece Welding to form a receiving cavity.
  • the collision energy absorption device of the rail vehicle further includes a mounting portion, and the second end of the second guide section is fixedly connected to the mounting portion 7.
  • the cross-sectional area of the energy absorbing portion gradually increases.
  • a projection of an outer contour of the energy absorbing portion on a vertical plane perpendicular to the partition portion is trapezoidal.
  • partition portions there are a plurality of partition portions, and the plurality of partition portions are disposed at intervals to form an energy absorption space.
  • a rail vehicle includes a collision energy absorption device, wherein the collision energy absorption device is any of the collision energy absorption devices described above.
  • the anti-climbing teeth at the front ends of the two train anti-climbing devices mesh with each other to prevent the vehicle from overlapping under the action of the collision force to cause greater losses.
  • the anti-climbing device also has the function of absorbing energy.
  • the energy absorbing part which is sleeved on the guide part and movable relative to the guide part moves in the direction of the train relative to the guide part, and finally Deformation under the action of the collision force, thereby absorbing the energy of the collision.
  • the guide portion includes a first guide section and a second guide section, and the first guide section and the second guide section are relatively movably disposed, and the first of the first guide section The end is fixedly connected to the anti-crawler teeth, so that when the guide connecting the anti-crawler teeth receives a collision squeeze, the total length of the first and second guide sections is shortened, so the rail vehicle does not need to be a guide when installing the anti-climber device.
  • the department reserves back space.
  • FIG. 1 is a schematic cross-sectional structure diagram of a collision energy absorbing device provided by the present application
  • FIG. 2 is a schematic structural diagram of the collision energy absorbing device in FIG. 1;
  • FIG. 2 is a schematic structural diagram of the collision energy absorbing device in FIG. 1;
  • FIG. 3 shows an exploded view of the collision energy absorbing device in FIG. 1;
  • FIG. 4 is a schematic diagram of a partition portion of the collision energy absorbing device in FIG. 1;
  • FIG. 4 is a schematic diagram of a partition portion of the collision energy absorbing device in FIG. 1;
  • FIG. 5 is a schematic diagram of a force deformation of the collision energy absorbing device in FIG. 1;
  • FIG. 5 is a schematic diagram of a force deformation of the collision energy absorbing device in FIG. 1;
  • FIG. 6 is a schematic diagram of a force deformation of a collision energy absorbing device in the related art.
  • an embodiment of the present application provides an anti-climbing energy absorbing device, including anti-climbing teeth 10; a guide portion 20, and the guide portion 20 includes a first guide section 21 and a second guide section 22, The first guide section 21 and the second guide section 22 are movably disposed. The first end of the first guide section 21 is fixedly connected to the anti-climbing tooth 10.
  • the energy absorbing section 40 and the energy absorbing section 40 are sleeved on the guide section 20. It is movably disposed with respect to the guide portion 20, and the energy absorbing portion 40 can be compressed when the anti-climbing tooth 10 is impacted.
  • the anti-climbing teeth 10 on the front ends of the two train anti-climbing devices mesh with each other to form a limit constraint on the height direction of the rail vehicle, preventing the vehicle from overlapping under the impact of the collision force to cause greater loss.
  • the anti-climbing device also has an energy absorption function.
  • the energy absorption portion 40 which is sleeved on the guide portion 20 and is movable relative to the guide portion 20 is directed toward the inside of the train relative to the guide portion 20. Move and eventually deform under the action of the collision force, thereby absorbing the energy of the collision.
  • the guide portion 20 includes a first guide section 21 and a second guide section 22, and the first guide section 21 and the second guide section 22 are relatively movably disposed, and the first The first end of the guide segment 21 is fixedly connected to the anti-creeping teeth 10, so that when the guide 20 connected to the anti-creeping teeth 10 receives a collision squeeze, the total length of the first and second guide segments 21 and 22 is shortened, so The rail vehicle does not need to reserve a back space for the guide portion 20 when installing the anti-climbing device.
  • the anti-creeping teeth 10 should be selected from high-strength castings, so that the anti-creeping teeth 10 will not deform under severe impact and ensure the reliability of the anti-creeping teeth 10.
  • the above-mentioned guide portion 20 is configured to be relatively movable with the first guide section 21 and the second guide section 22, so that the connection manner between the first guide section 21 and the second guide section 22 is extremely important.
  • the second end of the first guide section 21 is disposed in the first end of the second guide section 22.
  • the first guide section 21 and the second guide section 22 are both hollow cylindrical structures.
  • the hollow cylindrical structure has strong bending resistance in all directions, so that the first guide section 21 and the second guide section 22 of the hollow circular cylindrical structure are sufficient to withstand the bending moment generated when the rail train collides, that is, , Increase the vertical load-carrying capacity of the anti-climbing energy absorbing device.
  • the space occupied by the cross-sectional area of the circular cylindrical structure is small, and therefore, the space occupied by the cross-sectional area of the energy absorbing portion 40 is relatively enlarged, further The energy absorbing ability of the energy absorbing portion 40 is enhanced.
  • first guide section 21 and the second guide section 22 are provided as a hollow structure, so that the first guide section 21 and the second guide section 22 are not the basis for reducing the vertical load capacity of the first guide section 21 and the second guide section 22 In this way, the weight of the first guide section 21 and the second guide section 22 is greatly reduced, and the disadvantage of the anti-climbing energy absorbing device being too heavy is avoided.
  • first guide section 21 and the second guide section 22 of the hollow cylindrical structure have good sliding properties and are easy to install.
  • the conditions are created for the second end of the first guide section 21 to be disposed in the first end of the second guide section 22, so that the anti-climbing energy absorbing device makes reasonable use of the internal space of the anti-climbing energy absorbing device to prevent the rail vehicle from
  • a large amount of back space needs to be reserved for the guide portion 20, and to avoid the situation that a rail vehicle needs to reserve a complex interface when installing the anti-climbing device, the vehicle body occupation of the anti-climbing energy absorbing device is reduced. Space, and the technical effect of increasing the universal adaptability of the anti-climbing energy absorbing device.
  • the guide portion 20 retracts with it, but does not retract into the vehicle body space.
  • the guide portion 20 may include a plurality of guide segments, and the plurality of guide segments are sequentially connected end to end.
  • the guide 20 includes a 6-section hollow cylindrical guide section, in which the smallest-diameter guide section is welded to the anti-climbing tooth 10, the largest-diameter guide section is welded to the mounting section 50, and the smaller-diameter guide section is inserted into the larger-diameter guide.
  • the larger diameter guide segment and the smaller diameter guide segment are slidingly connected.
  • the second end of the first guide section 21 is disposed in the first end of the second guide section 22, and the second end of the second guide section 22 is disposed in the first end of the third guide section.
  • the wall thickness of the guide portion 20 is 6 to 20 mm.
  • the collision energy absorbing device further includes a partition portion 30, the guide portion 20 passes through the partition portion 30, and at least one side of the partition portion 30 is provided with an energy absorption portion 40.
  • the partition portion 30 is provided, so that at least two energy absorption portions 40 can be provided in the anti-climbing energy absorbing device, and the two energy absorption portions 40 are disposed on the left and right sides of the partition portion 30. Under the action of the collision force, the energy absorption portion 40 of each stage is compressed step by step, so that the deformation can be controlled in an orderly manner.
  • the collision energy absorbing device of a rail vehicle may include a plurality of partition portions 30, wherein the plurality of partition portions 30 are disposed at intervals and form a plurality of energy absorbing spaces.
  • a plurality of energy absorption portions 40 can be provided, which enhances the adaptability of the anti-climbing energy absorption device.
  • a plurality of energy absorbing parts 40 are involved in an orderly manner to prevent the plurality of energy absorbing parts 40 from deforming and absorbing energy at the same time, causing the instability of the anti-climbing device to fail.
  • FIG. 1 and FIG. 3 there are at least two energy absorption portions 40, and a partition portion 30 is provided between two adjacent energy absorption portions 40.
  • the energy absorbing part 40 can absorb energy step by step, thereby avoiding the instability and failure of the anti-climbing energy absorbing device during the overall energy absorption.
  • a partition portion 30 is provided between two adjacent energy absorbing portions 40, so that the two adjacent energy absorbing portions 40 form a single energy absorbing unit respectively, and a balanced transmission can be performed between the energy absorbing units.
  • the collision force further prevents the instability of the anti-climbing energy absorbing device that occurs during a collision.
  • the energy absorbing portion 40 is provided integrally, that is, the plurality of partition portions 30 surround the energy absorbing portion 40 along the extending direction of the guide portion 20 instead of placing the energy absorbing portion 40 around.
  • the energy absorbing portion 40 is placed in a plurality of energy absorbing cavities formed by the plurality of partition portions 30 spaced apart.
  • the energy absorbing part 40 is composed of an integrated honeycomb energy absorbing material. This arrangement can take advantage of the advantages of light weight, large energy absorption, and simple and reliable process of the honeycomb energy absorbing material to achieve Technical purpose of reducing the weight of the anti-climbing energy absorbing device.
  • the area of the cross section of the energy absorbing portion 40 is gradually increased from the direction of the first end and the second end of the first guide section 21. With this arrangement, the energy absorbing energy and energy absorbing stability of the energy absorbing portion 40 are gradually increased. In addition, this design ensures the orderly intervention of the energy absorbing blocks when a collision occurs, preventing the deformation of the different energy absorbing blocks at the same time and causing the instability of the anti-climbing device.
  • the projection of the outer contour of the energy absorbing portion 40 on a vertical plane perpendicular to the partition portion 30 is trapezoidal, wherein the outer contour of the energy absorbing portion 40 is on a vertical plane perpendicular to the partition portion 30
  • the end close to the anti-creeping teeth 10 is a trapezoidal top edge
  • the end far from the anti-creeping teeth 10 is a trapezoidal bottom edge.
  • the collision energy absorbing device of the rail vehicle further includes a cover portion 60, and the first end of the cover portion 60 is fixedly connected to the anti-crawling teeth 10.
  • the outer cover portion 60 can be squeezed to cause energy absorption deformation, which increases the lateral compression energy absorption capacity and the vertical compression energy absorption capacity of the anti-climbing energy absorption device.
  • an accommodating cavity is formed inside the cover portion 60 for accommodating the guide portion 20, the energy absorbing portion 40, and the partition portion 30, ensuring the integrity of the anti-climbing energy absorbing device, and protecting the guide portion 20, the energy absorbing portion 40, and the partition. The role of the unit 30.
  • the outer cover portion 60 and the anti-climbing teeth 10 are welded to form a semi-closed box structure.
  • the energy absorbing portion 40 and the outer cover portion 60 have no direct connection relationship, and the energy absorbing portion A certain distance is reserved between the cover 40 and the cover portion 60 to reserve space for the cover portion 60 and the energy absorbing portion 40 to collapse.
  • the cover portion 60 is composed of a highly ductile material and has a thickness not exceeding 10 mm.
  • the cover portion 60 has a plurality of guide grooves 63, and the plurality of guide grooves 63 are arranged at intervals.
  • This design makes it possible to deform the outer cover portion 60, that is, the outer cover portion 60 is deformed at the guide groove 63 when it is squeezed by the collision, so as to avoid the irregular distortion of the outer cover portion 60 and further squeeze the energy absorption.
  • the part 40 that affects the stable energy absorption deformation of the energy absorbing part 40 occurs. Specifically, the outer cover portion 60 is compressed and stacked between the adjacent guide grooves 63 when the outer cover portion 60 is pressed by the collision, so as to avoid irregular distortion of the outer cover portion 60.
  • the guide groove 63 extends on the outer cover portion 60, thereby increasing the deformation-inducing ability of the guide groove 63 to the outer cover portion 60.
  • the guide groove 63 is a through groove. At least one side surface of the partition portion 30 has a convex portion 31. The convex portion 31 penetrates the guide groove 63 to communicate with the cover portion 60. Phase welding. This design achieves a fixed connection between the partition portion 30 and the outer cover portion 60, so that when the energy absorbing portion 40 deforms stepwise based on the partition portion 30's energy absorption deformation, the outer cover portion 60 will follow the energy absorbing portion 40 in a consistent manner. Grade energy absorption deformation.
  • the convex portion 31 on the partition portion 30 is inserted into the guide groove 63, so that the convex portion 31 and the guide groove 63 can be welded outside the cover portion 60, which simplifies Welding process.
  • the guide grooves 63 are multiple groups, and each group of guide grooves 63 includes a plurality of guide grooves 63. Among them, a plurality of groups of guide grooves 63 are arranged at intervals, and a plurality of guide grooves in each group of guide grooves 63 A cross section of the 63 extension cover portion 60 is distributed on a plurality of side surfaces of the cover portion 60. In this design, a guide groove 63 having a certain regular arrangement is provided on the outer cover portion 60, so that when the outer cover portion 60 receives a collision force, it can stabilize energy absorption deformation and avoid irregular distortion.
  • the guide grooves 63 provided in the cover portion 60 with a certain arrangement have a certain correspondence with the partition portion 30, that is, a plurality of sets of guide grooves 63 are disposed at a distance from the partition portion 30 and are opposed to the convex portion 31.
  • a guide groove 63 is provided on the side of the connected cover portion 60.
  • the partition portion 30 is mainly connected to the outer cover portion 60 and the energy absorbing portion 40, and is used to cause the outer cover portion 60 and the energy absorbing portion 40 to have a consistent regular deformation when a collision occurs.
  • the outer cover portion 60 and the guide portion 20 receive a vertical load
  • the outer cover portion 60 and the energy absorption portion 40 receive a lateral load
  • the cross-sectional area of the cover portion 60 gradually increases in the direction from the anti-creeping teeth 10 to the partition portion 30. This design improves the stability of the outer cover portion 60 when the energy absorption deformation occurs, and further improves the stability of the collision energy absorption device of the rail vehicle.
  • a projection of the outer contour of the cover portion 60 on a vertical plane perpendicular to the partition portion 30 is trapezoidal. This design improves the stability of the outer cover portion 60 when the energy absorption deformation occurs, and further improves the stability of the collision energy absorption device of the rail vehicle.
  • the projection of the outer contour of the cover portion 60 on the vertical plane perpendicular to the partition portion 30 is trapezoidal, so that the anti-climbing energy absorbing device is stably deformed during a collision.
  • the deformation of the outer cover portion 60 when the cross section of the outer cover portion 60 is subjected to a collision and compression force is not caused.
  • the outer contour of the outer cover portion 60 is rectangular when projected on a vertical plane perpendicular to the partition portion 30, the outer cover portion 60 may be sunken inward when the outer cover portion 60 is subjected to a collision squeezing force. , May also bulge outward.
  • the inwardly recessed outer cover portion 60 presses the energy absorbing portion 40, thereby affecting the direction of compression deformation of the energy absorbing portion 40, and further reducing the energy absorbing deformation ability of the entire energy absorbing portion 40.
  • the projection of the outer contour of the energy absorbing portion 40 on a vertical plane perpendicular to the partition portion 30 is also trapezoidal, that is, the outer contour of the energy absorbing portion 40 and the outer contour of the cover portion 60 match each other.
  • the outer contour of the outer cover portion 60 is on a vertical plane perpendicular to the partition portion 30, wherein an end close to the anti-creeping teeth 10 is a trapezoidal top edge, and an end far from the anti-creeping teeth 10 is a trapezoidal bottom side.
  • the taper range of the cross section of the cover portion 60 may be 4 to 7 °.
  • the outer cover portion 60 includes a first bending member 61 and a second bending member 62, and the cross sections of the first bending member 61 and the second bending member 62 are U-shaped, and the first bending member 61 and the second bending piece 62 are welded to form a receiving cavity.
  • a cover portion 60 having a receiving cavity is formed naturally.
  • the cross sections of the first bending member 61 and the second bending member 62 are U-shaped, so that the weld between the first bending member 61 and the second bending member 62 avoids the corners of the cover portion 60. This increases the stability of the cover portion 60.
  • the collision energy absorption device of the rail vehicle further includes a mounting portion 50, and the second end of the second guide section 22 is fixedly connected to the mounting portion 50.
  • This design increases the strength of the connection between the guide tube and the mounting portion 50, thereby increasing the vertical bearing capacity of the guide tube.
  • the fixed connection manner between the second end of the second guide section 22 and the mounting portion 50 is welding.
  • an eyelet is provided on the mounting portion 50, and the eyelet is aligned with the eyelet of the rail vehicle chassis.
  • the mounting portion 50 may be connected to the rail vehicle by bolts and nuts.
  • the chassis are connected.
  • the mounting portion 50 may also be connected to the rail vehicle chassis by welding.
  • the mounting portion 50 is welded after components such as the energy absorbing portion 40 are assembled in the inner cavity of the cover portion 60.
  • the anti-climbing energy absorbing device provided in this embodiment can be adjusted based on the requirements of the rail vehicle, for example, adjusting the length of the anti-climbing energy absorbing device, the cross-sectional area of the energy absorbing portion 40, the density of the energy absorbing portion 40, The thickness of the guide portion 20 is thick.
  • This embodiment provides an anti-climbing energy absorbing device, which is mainly divided into an energy absorbing element and an anti-climbing element, wherein the anti-climbing element includes: anti-climbing teeth 10 and a guide portion 20; the energy absorbing element includes a partition portion 30; Energy section 40 and cover section 60.
  • the anti-climbing energy absorbing device moves the anti-climbing teeth 10 backward to compress the energy absorbing element.
  • the energy absorbing element has a decreasing annular structure of the partition portion 30, the energy absorbing portion 40, and the outer cover portion 60 with a tapered cross section. Uniform deformation occurs during the collision, and the collision energy is converted into plastic deformation energy or thermal energy dissipation of the energy absorbing element.
  • the smaller-diameter guide section of the guide portion 20 slides into the larger-diameter guide section and is compressed and retracted together.
  • the anti-climbing energy absorbing device has excellent energy absorption performance and vertical bearing capacity, and the deformation method is stable and reliable. Compared with the existing energy absorbing elements and anti-climbing components, the anti-climbing energy absorbing device can effectively solve a single non-guide The problem of the weak vertical load-carrying capacity of the integrated energy absorbing element can also solve the problem of the difficult to control the collapsed deformation of the thin-walled rectangular frame, which can effectively protect the car body structure and the passengers in the event of a rail vehicle collision. Personal safety.
  • the anti-climbing energy absorbing device has a simple structure, low weight, and low processing and maintenance costs, and effectively solves the problems of long size and heavy weight of existing energy absorbing elements and anti-climbing components. And, the anti-climbing energy absorbing device combines the energy absorbing element and the anti-climbing element as a whole, and also achieves the technical effect of facilitating installation.
  • the anti-climbing energy absorbing device moves the anti-climbing teeth 10 backward to compress the energy absorbing portion 40, the guide portion 20 and the cover portion 60, and the energy absorbing portion 40, the guide portion 20 and the cover portion 60 are compressed and deformed together. Specifically, the first guide section 21 slides into the second guide section 22 and the guide portion 20 is compressed. The guide portion 20 and the guide portion 20 are deformed in a collapsed manner, and the collision energy is converted into plastic deformation energy or thermal energy dissipation of the material to achieve the purpose of absorbing collision energy.
  • a rail vehicle includes a collision energy absorption device, wherein the collision energy absorption device is any of the collision energy absorption devices described above.
  • the anti-climbing teeth 10 at the front ends of the two trains ’anti-climbing devices mesh with each other in the event of a collision, preventing the vehicle from overlapping under the impact of the collision to cause greater losses.
  • the anti-climbing device also has an energy absorption function.
  • the energy absorption portion 40 which is sleeved on the guide portion 20 and is movable relative to the guide portion 20 is directed toward the inside of the train relative to the guide portion 20. Move and eventually deform under the action of the collision force, thereby absorbing the energy of the collision.
  • the guide portion 20 includes a first guide section 21 and a second guide section 22, and the first guide section 21 and the second guide section 22 are relatively movably disposed, and the first The first end of the guide segment 21 is fixedly connected to the anti-creeping teeth 10, so that when the guide 20 connected to the anti-creeping teeth 10 receives a collision squeeze, the total length of the first and second guide segments 21 and 22 is shortened, so Rail vehicles do not need to reserve back space for the guide 20 when installing the anti-climbing device
  • orientation words such as “front, back, up, down, left, right", “horizontal, vertical, vertical, horizontal” and “top, bottom” and the like indicate the orientation Or the positional relationship is usually based on the orientation or positional relationship shown in the drawings, which is only for the convenience of describing this application and simplifying the description. Unless otherwise stated, these orientation words do not indicate and imply the device or element referred to. It must have a specific orientation or be constructed and operated in a specific orientation, so it cannot be understood as a limitation on the scope of protection of this application; the orientation words “inside and outside” refer to the inside and outside relative to the outline of each component itself.
  • spatially relative terms such as “above”, “above”, “above”, “above”, etc. can be used here to describe as shown in the figure Shows the spatial relationship between one device or feature and other devices or features. It should be understood that spatially relative terms are intended to encompass different orientations in use or operation in addition to the orientation of the device as described in the figures. For example, if a device in the drawing is turned over, devices described as “above” or “above” other devices or constructions will be positioned “below the other devices or structures” or “below” Other devices or constructs. " Thus, the exemplary term “above” may include both directions “above” and “below”. The device can also be positioned in other different ways (rotated 90 degrees or at other orientations), and the relative description of space used here is explained accordingly.

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Abstract

一种防爬吸能装置，包括：防爬齿（10）；导向部（20），导向部（20）包括第一导向段（21）和第二导向段（22），第一导向段（21）和第二导向段（22）可相对移动地设置，第一导向段（21）的第一端与防爬齿（10）固定连接；吸能部（40），吸能部（40）套设在导向部（20）上并相对于导向部（20）可移动地设置，吸能部（40）可在防爬齿（10）受到碰撞时被压缩。该防爬吸能装置不需要预留大量后退空间。同时涉及一种具有防爬吸能装置的轨道车辆。

Description

防爬吸能装置及具有其的轨道车辆
本申请要求于2018年6月22日提交至中国国家知识产权局、申请号为201810654939.8、申请名称为“防爬吸能装置及具有其的轨道车辆”的中国申请专利申请的优先权。
技术领域
本申请涉及轨道列车技术领域，具体而言，涉及一种防爬吸能装置及具有其的轨道车辆。
背景技术
随着我国轨道交通等领域的高速发展，在方便人们出行的同时，其运行安全问题已越来越受到人们的重视。地铁等轨道交通车辆通常载客量大，运行速度快，一旦发生碰撞事故往往造成较大的人员伤亡和财产损失。近些年发生的列车追尾等事故充分说明即便在信号控制、调度管理和程序化管理等主动防护方面采取了一系列措施，列车的碰撞事故还是不能完全被避免，此种情况下，作为乘车人员生命财产安全终极卫士的被动安全防护装置的性能就显得尤为重要。
统计表明，轨道交通车辆等在碰撞过程中需要吸收的能量大，且由于两列车的碰撞点存在高度差，往往伴随着发生“爬车”风险，而且一旦出现爬车，事故导致的死亡率要比未发生爬车时高出3-4倍。要减少爬车现象发生的几率，通常在车端安装防爬吸能装置，在确保平稳吸能的同时，还要求具备装置具有足够的防爬车能力。此外，为了减少车头长度，防爬吸能装置所需的安装空间越小越好。目前轨道交通车辆车端安装的单一吸能元件如刨削式防爬器、胀管式防爬器等，都是后退导向设计，以导向管来承受垂向承载能力，但后退导向就需要预留后退空间，对车头尺寸小型化不利。
针对上述相关技术中防爬器需要预留后退空间的技术问题，尚未得到解决方案。
发明内容
本申请提供一种防爬吸能装置及具有其的轨道车辆，以解决现有技术中防爬器需要预留大量后退空间的问题。
为了解决上述问题，根据本申请的一个方面，本申请提供了一种防爬吸能装置，包括：防爬齿；导向部，导向部包括第一导向段和第二导向段，第一导向段和第二导向段可相对移动地设置，第一导向段的第一端与防爬齿固定连接；吸能部，吸能部套设在导向部上并相对于导向部可移动地设置，吸能部可在防爬齿受到碰撞时被压缩。
进一步地，第一导向段的第二端设置在第二导向段的第一端中。
进一步地，第一导向段和第二导向段均为空心的圆柱状结构。
进一步地，轨道车辆的碰撞吸能装置还包括：隔板部，导向部穿过隔板部，隔板部的远离防爬齿的一侧设置有吸能部。
进一步地，轨道车辆的碰撞吸能装置还包括：外罩部，外罩部的第一端与防爬齿固定连接，外罩部内部形成容纳腔，导向部、吸能部和隔板部位于容纳腔中。
进一步地，外罩部上具有多条导向槽，多条导向槽相间隔地设置。
进一步地，导向槽为通槽，隔板部的至少一个侧面上具有凸起部，凸起部穿设于导向槽中以与外罩部相焊接。
进一步地，外罩部的横截面的面积在从防爬齿到隔板部的方向上逐渐增大。
进一步地，外罩部的外轮廓在垂直于隔板部的竖直面上的投影为梯形。
进一步地，外罩部包括第一折弯件和第二折弯件，第一折弯件和第二折弯件的横截面均为U形，第一折弯件和第二折弯件之间焊接以形成容纳腔。
进一步地，轨道车辆的碰撞吸能装置还包括：安装部，第二导向段的第二端与安装部7固定连接。
进一步地，从第一导向段的第一端其第二端的方向上，吸能部的横截面的面积逐渐增大。
进一步地，吸能部的外轮廓在垂直于隔板部的竖直面上的投影为梯形。
进一步地，吸能部为至少两个，相邻的两个吸能部之间具有一个隔板部。
进一步地，隔板部为多个，多个隔板部相间隔地设置并形成吸能空间。
为了实现上述目的，根据本申请的另一方面，提供了一种轨道车辆，轨道车辆包括碰撞吸能装置，其中，碰撞吸能装置为上述任意一项的碰撞吸能装置。
应用本申请的技术方案，在发生碰撞时，两列车防爬装置前端的防爬齿相互咬合，防止车辆在碰撞力的作用下爬叠造成更大损失。除此之外，该防爬装置还具有吸能的功能，在碰撞时，套设在导向部上并相对于导向部可移动的吸能部相对于导向部向列车内部的方向移动，并最终在碰撞力的作用下变形，从而吸收碰撞的能量。
值得注意的是，在本申请的技术方案中，导向部包括第一导向段和第二导向段，且第一导向段和第二导向段可相对移动地设置，以及第一导向段的第一端与防爬齿固定连接，使得连接防爬齿的导向部在收到碰撞挤压时，第一导向段和第二导向段的总长度缩短，因此轨道车辆在安装防爬器时无需为导向部预留后退空间。
附图说明
构成本申请的一部分的说明书附图用来提供对本申请的进一步理解，本申请的示意性实施例及其说明用于解释本申请，并不构成对本申请的不当限定。在附图中：
图1示出了本申请提供的碰撞吸能装置的剖面结构示意图；
图2示出了图1中的碰撞吸能装置的结构示意图；
图3示出了图1中的碰撞吸能装置的爆炸图；
图4示出了图1中的碰撞吸能装置的隔板部示意图；
图5示出了图1中的碰撞吸能装置的受力变形示意图；
图6示出了相关技术中碰撞吸能装置的受力变形示意图。
其中，上述附图包括以下附图标记：
10、防爬齿；20、导向部；30、隔板部；40、吸能部；50、安装部；60、外罩部；21、第一导向段；22、第二导向段；31、凸起部；61、第一折弯件；62、第二折弯件；63、导向槽。
具体实施方式
下面将结合本申请实施例中的附图，对本申请实施例中的技术方案进行清楚、完整地描述。显然，所描述的实施例仅仅是本申请一部分实施例，而不是全部的实施例。以下对至少一个示例性实施例的描述实际上仅仅是说明性的，决不作为对本申请及其应用或使用的任何限制。基于本申请中的实施例，本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其他实施例，都属于本申请保护的范围。
如图1和图2所示，本申请的实施例提供了一种防爬吸能装置，包括防爬齿10；导向部20，导向部20包括第一导向段21和第二导向段22，第一导向段21和第二导向段22可相对移动地设置，第一导向段21的第一端与防爬齿10固定连接；吸能部40，吸能部40套设在导向部20上并相对于导向部20可移动地设置，吸能部40可在防爬齿10受到碰撞时被压缩。
应用本申请的技术方案，在发生碰撞时，两列车防爬装置前端的防爬齿10相互啮合，形成对轨道车辆高度方向的限位约束，防止车辆在碰撞力的作用下爬叠造成更大损失。除此之外，该防爬装置还具有吸能的功能，在碰撞时，套设在导向部20上并相对于导向部20可移动的吸能部40相对于导向部20向列车内部的方向移动，并最终在碰撞力的作用下变形，从而吸收碰撞的能量。
值得注意的是，在本申请的技术方案中，导向部20包括第一导向段21和第二导向段22，且第一导向段21和第二导向段22可相对移动地设置，以及第一导向段21的第一端与防爬齿10固定连接，使得连接防爬齿10的导向部20在收到碰撞挤压时，第一导向段21和第二导向段22的总长度缩短，因此轨道车辆在安装防爬器时无需为导向部20预留后退空间。
针对防爬齿10，需要说明的是，防爬齿10应当选用高强度铸造件，进而令防爬齿10在剧烈冲击下不发生变形，确保防爬齿10的可靠性。
需要说明的是：上述导向部20设置为可相对移动地第一导向段21和第二导向段22，使得第一导向段21和第二导向段22之间的连接方式极为重要。在本实施例中，第一导向段21的第二端设置在第二导向段22的第一端中。而此种设计，使得第一导向段21收到碰撞挤压时，其第一导向段21的第二端伸入至第二导向段22的第一端的内部。此时，第二导向段22与第一导向段21的重合部分，可以进一步提高导向部20的总体抗弯能力，进而保证了导向部20能够提供主要垂向承载力。
在一个实施例中，第一导向段21和第二导向段22均为空心的圆柱状结构。空心的圆柱状结构的各个方向上的抗弯能力较强，使得采用空心的圆形筒状结构的第一导向段21和第二导向段22足以承受轨道列车碰撞时产生的弯矩，也即，增加了防爬吸能装置的垂向承载能力。此外，在保证防爬吸能装置的垂向承载能力的基础上，圆形筒状结构的横截面积占用的空间较小，因此，吸能部40的横截面积占用的空间相对扩大，进一步增强了吸能部40的吸能能力。此外，第一导向段21和第二导向段22设置为空心结构，使得第一导向段21和第二导向段22在不降低第一导向段21和第二导向段22垂向负载能力的基础上，极大的降低了第一导向段21和第二导向段22的重量，避免防爬吸能装置过于沉重的弊端。此外，空心的圆柱状结构的第一导向段21和第二导向段22滑动性较好，且安装方便。以及，为第一导向段21的第二端设置在第二导向段22的第一端中创造了条件，使得防爬吸能装置合理利用了防爬吸能装置的内部空间，避免轨道车辆在安装防爬器时需要为导向部20预留大量后退空间的情况发生，以及避免轨道车辆在安装防爬器时需要预留复杂接口的情况发生，达到了降低防爬吸能装置的车体占用空间，以及增加防爬吸能装置通用适应性的技术效果。
需要说明的是：防爬吸能装置收到碰撞挤压时，导向部20随之退缩，但是不会退缩到车体空间内。
作为一个可选的示例，导向部20可以包括多个导向段，其中，多个导向段依次首尾套设连接。例如，导向部20包括6节空心圆柱状结构的导向段，其中，最小直径导向段与防爬齿10焊接，最大直径导向段与安装部50焊接，较小直径导向段插入到较大直径导向段中，较大直径导向段与较小直径导向段为滑动连接。
第一导向段21的第二端设置在第二导向段22的第一端中，第二导向段22的第二端设置在第三导向段的第一端中。
作为一种可选的示例，导向部20的壁厚为6～20mm。
在本实施例中，如图1和图3所示，碰撞吸能装置还包括隔板部30，导向部20穿过隔板部30，隔板部30至少一侧设置有吸能部40。隔板部30的设置，使得防爬吸能装置中可以设置至少两个吸能部40，两个吸能部40设置在隔板部30的左右两侧。在碰撞力的作用下，每级吸能部40逐级压缩，从而能够实现变形的有序可控。
在一个实施例中，轨道车辆的碰撞吸能装置可以包括多个隔板部30，其中，多个隔板部30相间隔地设置并形成多个吸能空间。此种设置，在需要更强的吸能能力时，能够设置多个 吸能部40，增强了防爬吸能装置的适应性。同时，在碰撞发生时，多个吸能部40有序介入，防止多个吸能部40同时变形吸能，造成防爬器失稳失效。
在本实施例中，如图1和图3所示，吸能部40为至少两个，相邻的两个吸能部40之间具有一个隔板部30，通过设置多个吸能部40，使得吸能部40可以逐级吸能，避免整体吸能时导致防爬吸能装置发生失稳而失效。此外，相邻的两个吸能部40之间均具有一个隔板部30，使得相邻的两个吸能部40分别形成单个的吸能单元，以及令吸能单元之间可以传递均衡的碰撞作用力，进一步避免碰撞时发生的防爬吸能装置失稳失效。
需要说明的是：在本实施例中防爬吸能装置的隔板部30与导向部20、吸能部40之间并无直接连接关系。也即，导向部20仅仅穿过是隔板部30，与隔板部30之间并无直接连接关系；隔板部30两侧仅仅是设置有吸能部40，与吸能部40之间并无直接连接关系。
作为另一种可选的示例，如图1所示，吸能部40为一体式设置，也即，多个隔板部30沿导向部20延伸方向环绕在吸能部40四周，而非将吸能部40放置于多个隔板部30间隔设置形成的多个吸能空腔内。
基于上述可选的示例，具体的，吸能部40由一体式蜂窝状吸能材料组成，此种设置，可以利用蜂窝状吸能材料重量轻、比吸能大，工艺简单可靠的优势，达到减轻防爬吸能装置重量的技术目的。
在一个实施例中，从第一导向段21的第一端其第二端的方向上，吸能部40的横截面的面积逐渐增大。此种设置，使得吸能部40的吸能能量和吸能稳定性逐渐增加。此外，此种设计保证了碰撞发生时吸能块有序介入，防止不同吸能块同时变形吸能而造成防爬器失稳失效。
在个实施例中，吸能部40的外轮廓在垂直于隔板部30的竖直面上的投影为梯形，其中，吸能部40的外轮廓在垂直于隔板部30的竖直面上，靠近防爬齿10的一端为梯形顶边，远离防爬齿10的一端为梯形底边。此种设置，使得吸能部40的吸能能量和吸能稳定性逐渐增加。
在本实施例中，如图2和图3所示，轨道车辆的碰撞吸能装置还包括外罩部60，外罩部60的第一端与防爬齿10固定连接，此种设计使得防爬齿10受到碰撞时，能够挤压外罩部60发生吸能形变，增加了防爬吸能装置的横向压缩吸能能力和垂向压缩吸能能力。此外，外罩部60内部形成容纳腔用于容纳导向部20、吸能部40和隔板部30，保证了防爬吸能装置的一体性，达到保护导向部20、吸能部40和隔板部30的作用。
作为一种可选的示例，外罩部60与防爬齿10之间进行焊接连接，形成半封闭式箱型结构，此外，吸能部40与外罩部60无直接的连接关系，且吸能部40与外罩部60之间预留一定间距，为外罩部60和吸能部40叠缩预留空间。
作为一种可选的示例，外罩部60由高延展性材料组成，厚度不超过10mm。
在一个实施例中，外罩部60上具有多条导向槽63，多条导向槽63相间隔地设置。此种设计，使得对外罩部60的变形设计成为可能，也即，外罩部60受到碰撞挤压时在导向槽63 处发生形变，以避免外罩部60不规则的扭曲形变，进而挤压吸能部40，影响吸能部40的稳定吸能形变的情况发生。具体的，外罩部60受到碰撞挤压时在相邻导向槽63之间压缩堆叠，以避免外罩部60不规则的扭曲形变。
作为一种可选的示例，导向槽63在外罩部60上延伸，进而增加导向槽63对外罩部60的形变诱导能力。
在一个实施例中，如图4所示，导向槽63为通槽，隔板部30的至少一个侧面上具有凸起部31，凸起部31穿设于导向槽63中以与外罩部60相焊接。此种设计，实现隔板部30与外罩部60的固定连接，使得吸能部40基于隔板部30逐级吸能形变的情况下，外罩部60也会跟随吸能部40进行一致的逐级吸能形变。此外，使得防爬吸能装置在加工时，通过隔板部30上的凸起部31插入导向槽63中，从而可以外罩部60的外侧对凸起部31和导向槽63进行焊接，简化了焊接的工艺。
作为一种可选的示例，导向槽63为多组，每组导向槽63包括多个导向槽63，其中，多组导向槽63相间隔地设置，每组导向槽63中的多个导向槽63延外罩部60横截面分布于外罩部60的多个侧面上。此种设计，在外罩部60上设置具有一定排布规律的导向槽63，实现了外罩部60在受到碰撞作用力时，能够稳定吸能形变，避免不规则的扭曲形变。
此外，外罩部60上设置的具有一定排布规律的导向槽63与隔板部30具有一定对应性，也即，多组导向槽63与隔板部30相对的间隔设置，与凸起部31连接的外罩部60侧面上设有导向槽63。此种对应关系，简化了隔板部30与外罩部60之间的连接难度，也即使得防爬吸能装置在加工时，通过隔板部30上的凸起部31插入导向槽63中，从而可以外罩部60的外侧对凸起部31和导向槽63进行焊接，简化了焊接的工艺。
需要说明的是：在本实施例中，隔板部30主要连接了外罩部60和吸能部40，用于在发生碰撞时，使外罩部60和吸能部40发生一致的规则形变。
需要说明的是：在本实施例中，轨道车辆受到碰撞挤压时，外罩部60和导向部20承受垂向载荷，外罩部60和吸能部40承受横向载荷。
在本实施例中，如图1、图2和图3所示，外罩部60的横截面的面积在从防爬齿10到隔板部30的方向上逐渐增大。此种设计，提高了外罩部60在发生吸能形变时的稳定性，进而提高了轨道车辆的碰撞吸能装置的稳定性。
在本实施例中，外罩部60的外轮廓在垂直于隔板部30的竖直面上的投影为梯形。此种设计，提高了外罩部60在发生吸能形变时的稳定性，进而提高了轨道车辆的碰撞吸能装置的稳定性。
具体的，如图5所示，从防爬齿10到隔板部30的方向上，外罩部60的横截面逐渐增大时，外罩部60受到碰撞挤压作用力时，产生向外的凸起，避免了挤压吸能部40的情况发生，有利于吸能部40的稳定形变。也即，在外罩部60的外轮廓在垂直于隔板部30的竖直面上的 投影为梯形时，外罩部60受到碰撞挤压作用力时，产生向外的凸起，避免了挤压吸能部40的情况发生，有利于吸能部40的稳定形变。
总而言之，在本实施例中，通过外罩部60的外轮廓在垂直于隔板部30的竖直面上的投影为梯形，使得防爬吸能装置在碰撞过程中稳定变形。
与之相对的，如图6所示，从防爬齿10到隔板部30的方向上，外罩部60的横截面相一致时，外罩部60受到碰撞挤压作用力时，产生的形变无规律所寻；也即，在外罩部60的外轮廓在垂直于隔板部30的竖直面上的投影为矩形时，外罩部60受到碰撞挤压作用力时，外罩部60可能向内凹陷，也可能向外凸起。此时，向内凹陷的外罩部60挤压吸能部40，从而影响吸能部40压缩形变的方向，进而降低整个吸能部40的吸能形变能力。
需要说明的是：吸能部40的外轮廓在垂直于隔板部30的竖直面上的投影也为梯形，也即，吸能部40的外轮廓与外罩部60的外轮廓相互匹配。
作为一个可选的示例，外罩部60的外轮廓在垂直于隔板部30的竖直面上，其中，靠近防爬齿10的一端为梯形顶边，远离防爬齿10的一端为梯形底边。
作为一种可选的示例，外罩部60截面锥度范围可以为4～7°
在一个实施例中，外罩部60包括第一折弯件61和第二折弯件62，第一折弯件61和第二折弯件62的横截面均为U形，第一折弯件61和第二折弯件62之间焊接以形成容纳腔。此种设计，使得第一折弯件61和第二折弯件62之间进行焊接之后，自然而然的形成具有容纳腔的外罩部60。此外，第一折弯件61和第二折弯件62的横截面均为U形，使得第一折弯件61和第二折弯件62之间的焊接处避开了外罩部60的棱角处，增加了外罩部60的稳定性。
在本实施例中，轨道车辆的碰撞吸能装置还包括安装部50，第二导向段22的第二端与安装部50固定连接。此种设计增加了导向管与安装部50之间的连接强度，进而增加了导向管的垂向承受能力。
作为一种可选的示例，第二导向段22的第二端与安装部50的固定连接方式为焊接。
作为一种可选的示例，如图2所示，安装部50上设有眼孔，该眼孔与轨道车辆底架的眼孔相互对齐，具体的，安装部50可以通过螺栓螺母与轨道车辆底架相连接。
作为一种可选的示例，安装部50也可以与轨道车辆底架通过焊接的方式进行连接。
需要说明的是：安装部50是在吸能部40等部件组装于外罩部60内腔后再进行焊接。
需要说明的是：本实施例提供的防爬吸能装置可以基于轨道车辆的需求进行一定的调整，例如，调整防爬吸能装置长度、吸能部40的截面积、吸能部40密度、导向部20壁厚等。
下面结合另一种实施例对本申请做出说明。
本实施例提供了一种防爬吸能装置主要分为：吸能元件和防爬元件，其中，防爬元件包括：防爬齿10、导向部20，吸能元件包括隔板部30、吸能部40、外罩部60。
该防爬吸能装置在碰撞过程中，防爬齿10向后运动进而压缩吸能元件，吸能元件凭借递减环形结构的隔板部30、吸能部40与带有锥度截面的外罩部60在碰撞过程中产生均匀变形，将碰撞能量转化为吸能元件塑性变形能或热能耗散，此外，导向部20中较小直径导向段滑动进入较大直径导向段内部也被一起压缩后退。
该防爬吸能装置具备优异的吸能性能和垂向承载能力，变形方式稳定可靠，相比于现有的吸能元件及防爬元件，该防爬吸能装置既可有效解决单一无导向的整体型吸能元件垂向承载能力弱的问题，又可解决薄壁矩形框叠缩变形形态难以控制的问题，进而在轨道车辆发生碰撞事故时，能够有效保护车体结构与乘车人员的人身安全。此外，该防爬吸能装置结构简单自重小，加工及维护成本较低，有效解决现有的吸能元件及防爬元件尺寸长、重量大的问题。以及，该防爬吸能装置将吸能元件和防爬元件结合为一个整体，还达到了便于安装的技术效果。
防爬吸能装置在撞击载荷作用下，防爬齿10向后运动进而压缩吸能部40、导向部20和外罩部60，吸能部40、导向部20和外罩部60一同被压缩变形。具体的，第一导向段21滑动进入第二导向段22内部，导向部20被压缩。导向部20与导向部20叠缩变形，将碰撞能量转化为材料塑性变形能或热能耗散，以达到吸收碰撞能量的目的。
为了实现上述目的，根据本申请的另一方面，提供了一种轨道车辆，轨道车辆包括碰撞吸能装置，其中，碰撞吸能装置为上述任意一项的碰撞吸能装置。通过令轨道车辆包括碰撞吸能装置，在发生碰撞时，两列车防爬装置前端的防爬齿10相互咬合，防止车辆在碰撞力的作用下爬叠造成更大损失。除此之外，该防爬装置还具有吸能的功能，在碰撞时，套设在导向部20上并相对于导向部20可移动的吸能部40相对于导向部20向列车内部的方向移动，并最终在碰撞力的作用下变形，从而吸收碰撞的能量。
值得注意的是，在本申请的技术方案中，导向部20包括第一导向段21和第二导向段22，且第一导向段21和第二导向段22可相对移动地设置，以及第一导向段21的第一端与防爬齿10固定连接，使得连接防爬齿10的导向部20在收到碰撞挤压时，第一导向段21和第二导向段22的总长度缩短，因此轨道车辆在安装防爬器时无需为导向部20预留后退空间
以上所述仅为本申请的优选实施例而已，并不用于限制本申请，对于本领域的技术人员来说，本申请可以有各种更改和变化。凡在本申请的精神和原则之内，所作的任何修改、等同替换、改进等，均应包含在本申请的保护范围之内。
需要注意的是，这里所使用的术语仅是为了描述具体实施方式，而非意图限制根据本申请的示例性实施方式。如在这里所使用的，除非上下文另外明确指出，否则单数形式也意图包括复数形式，此外，还应当理解的是，当在本说明书中使用术语“包含”和/或“包括”时，其指明存在特征、步骤、操作、器件、组件和/或它们的组合。
除非另外具体说明，否则在这些实施例中阐述的部件和步骤的相对布置、数字表达式和数值不限制本申请的范围。同时，应当明白，为了便于描述，附图中所示出的各个部分的尺寸并不是按照实际的比例关系绘制的。对于相关领域普通技术人员已知的技术、方法和设备 可能不作详细讨论，但在适当情况下，所述技术、方法和设备应当被视为授权说明书的一部分。在这里示出和讨论的所有示例中，任何具体值应被解释为仅仅是示例性的，而不是作为限制。因此，示例性实施例的其它示例可以具有不同的值。应注意到：相似的标号和字母在下面的附图中表示类似项，因此，一旦某一项在一个附图中被定义，则在随后的附图中不需要对其进行进一步讨论。
在本申请的描述中，需要理解的是，方位词如“前、后、上、下、左、右”、“横向、竖向、垂直、水平”和“顶、底”等所指示的方位或位置关系通常是基于附图所示的方位或位置关系，仅是为了便于描述本申请和简化描述，在未作相反说明的情况下，这些方位词并不指示和暗示所指的装置或元件必须具有特定的方位或者以特定的方位构造和操作，因此不能理解为对本申请保护范围的限制；方位词“内、外”是指相对于各部件本身的轮廓的内外。
为了便于描述，在这里可以使用空间相对术语，如“在……之上”、“在……上方”、“在……上表面”、“上面的”等，用来描述如在图中所示的一个器件或特征与其他器件或特征的空间位置关系。应当理解的是，空间相对术语旨在包含除了器件在图中所描述的方位之外的在使用或操作中的不同方位。例如，如果附图中的器件被倒置，则描述为“在其他器件或构造上方”或“在其他器件或构造之上”的器件之后将被定位为“在其他器件或构造下方”或“在其他器件或构造之下”。因而，示例性术语“在……上方”可以包括“在……上方”和“在……下方”两种方位。该器件也可以其他不同方式定位(旋转90度或处于其他方位)，并且对这里所使用的空间相对描述作出相应解释。
此外，需要说明的是，使用“第一”、“第二”等词语来限定零部件，仅仅是为了便于对相应零部件进行区别，如没有另行声明，上述词语并没有特殊含义，因此不能理解为对本申请保护范围的限制。

Claims (16)

  1. 一种轨道车辆的防爬吸能装置，其特征在于，包括：
    防爬齿(10)；
    导向部(20)，所述导向部(20)包括第一导向段(21)和第二导向段(22)，所述第一导向段(21)和所述第二导向段(22)可相对移动地设置，所述第一导向段(21)的第一端与所述防爬齿(10)固定连接；
    吸能部(40)，所述吸能部(40)套设在所述导向部(20)上并相对于所述导向部(20)可移动地设置，所述吸能部(40)可在所述防爬齿(10)受到碰撞时被压缩。
  2. 根据权利要求1所述的轨道车辆的防爬吸能装置，其特征在于，所述第一导向段(21)的第二端设置在所述第二导向段(22)的第一端中。
  3. 根据权利要求2所述的轨道车辆的防爬吸能装置，其特征在于，所述第一导向段(21)和所述第二导向段(22)均为空心的圆柱状结构。
  4. 根据权利要求1所述的轨道车辆的防爬吸能装置，其特征在于，还包括：
    隔板部(30)，所述导向部(20)穿过所述隔板部(30)，所述隔板部(30)至少一侧设置有所述吸能部(40)。
  5. 根据权利要求4所述的轨道车辆的防爬吸能装置，其特征在于，还包括：
    外罩部(60)，所述外罩部(60)的第一端与所述防爬齿(10)固定连接，所述外罩部(60)内部形成容纳腔，所述导向部(20)、所述吸能部(40)和所述隔板部(30)位于所述容纳腔中。
  6. 根据权利要求5所述的轨道车辆的防爬吸能装置，其特征在于，所述外罩部(60)上具有多条导向槽(63)，多条所述导向槽(63)相间隔地设置。
  7. 根据权利要求6所述的轨道车辆的防爬吸能装置，其特征在于，所述导向槽(63)为通槽，所述隔板部(30)的至少一个侧面上具有凸起部(31)，所述凸起部(31)穿设于所述导向槽(63)中以与所述外罩部(60)相焊接。
  8. 根据权利要求5所述的轨道车辆的防爬吸能装置，其特征在于，所述外罩部(60)的横截面的面积在从所述防爬齿(10)到所述隔板部(30)的方向上逐渐增大。
  9. 根据权利要求8所述的轨道车辆的防爬吸能装置，其特征在于，所述外罩部(60)的外轮廓在垂直于所述隔板部(30)的竖直面上的投影为梯形。
  10. 根据权利要求5所述的轨道车辆的防爬吸能装置，其特征在于，所述外罩部(60)包括第一折弯件(61)和第二折弯件(62)，所述第一折弯件(61)和所述第二折弯件(62)的横截面均为U形，所述第一折弯件(61)和所述第二折弯件(62)之间焊接以形成所述容纳腔。
  11. 根据权利要求2所述的轨道车辆的防爬吸能装置，其特征在于，还包括：
    安装部(50)，所述第二导向段(22)的第二端与所述安装部(70)固定连接。
  12. 根据权利要求2所述的轨道车辆的防爬吸能装置，其特征在于，从所述第一导向段(21)的第一端其第二端的方向上，所述吸能部(40)的横截面的面积逐渐增大。
  13. 根据权利要求12所述的轨道车辆的防爬吸能装置，其特征在于，所述吸能部(40)的外轮廓在垂直于隔板部(30)的竖直面上的投影为梯形。
  14. 根据权利要求4所述的轨道车辆的防爬吸能装置，其特征在于，所述吸能部(40)为至少两个，相邻的两个所述吸能部(40)之间具有一个所述隔板部(30)。
  15. 根据权利要求14所述的轨道车辆的防爬吸能装置，其特征在于，所述隔板部(30)为多个，多个所述隔板部(30)相间隔地设置并形成吸能空间。
  16. 一种轨道车辆，所述轨道车辆包括防爬吸能装置，其特征在于，所述防爬吸能装置为权利要求1至15中任一项所述的防爬吸能装置。
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