CN112109758B - Rail vehicle anti-collision system and method - Google Patents
Rail vehicle anti-collision system and method Download PDFInfo
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- CN112109758B CN112109758B CN202010972148.7A CN202010972148A CN112109758B CN 112109758 B CN112109758 B CN 112109758B CN 202010972148 A CN202010972148 A CN 202010972148A CN 112109758 B CN112109758 B CN 112109758B
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- vehicle body
- deformation energy
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- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
- B61K7/00—Railway stops fixed to permanent way; Track brakes or retarding apparatus fixed to permanent way; Sand tracks or the like
- B61K7/16—Positive railway stops
- B61K7/18—Buffer stops
Abstract
The invention discloses a rail vehicle anti-collision system and an anti-collision method. The anti-collision system comprises a car stopper; the rail vehicle comprises a plurality of vehicle body bodies, a vehicle body front end structure positioned in front of the vehicle body bodies, an anti-creeper and a hook buffering system; the high-order deformation energy absorption areas of the passenger room of the vehicle body are arranged in the screen cabinet areas at the two ends of the vehicle body, the head of the vehicle is also provided with a vehicle body front end structure, two sides of the front end of the vehicle body front end structure are distributed with anti-creepers, and the middle parts of the two ends of each vehicle are provided with a hook and buffer system; the front end structure of the vehicle body comprises an anti-collision wall, an A column, a B column, a corrugated plate I and a corrugated plate II; the vehicle body head energy absorption area is sequentially provided with a hook buffering system energy absorption area, an anti-creeper energy absorption area, a vehicle head primary deformation energy absorption area, a vehicle head secondary deformation energy absorption area and a vehicle body high-order passenger room deformation energy absorption area of a vehicle body from front to back. The anti-collision system can realize stable and controllable deformation energy absorption.
Description
Technical Field
The invention relates to a rail vehicle anti-collision system and an anti-collision method, belongs to the technical field of rail vehicles, and particularly relates to a rail vehicle body structure and a road end car stopper mechanism matched with a train.
Background
The most important mission of the railway vehicle is to ensure the safety of drivers and passengers. The front end of a train is usually provided with an anti-climbing device with an energy absorption function, so that the deformation energy absorption characteristic of the railway vehicle in the collision can be obviously improved. In order to effectively prevent the trains from climbing each other when colliding, the anti-creeper still needs to have excellent anti-sag ability, so the anti-creeper can set up the very big guiding mechanism of vertical rigidity to guarantee the anti-creep performance usually. The guiding mechanism can ensure that the anti-creeper stably retreats when the anti-creeper collides, and guides the energy absorbing element to normally exert the deformation energy absorbing function, so that the train is stably, controllably and orderly deformed, the impact force on passengers is minimized, and the possibility of injury of the passengers in the train is reduced.
At the end of a track line, a stopper is usually provided to prevent the train from running off the track or overturning (compared with limiting the train on the track, the phenomena of running off the track, overturning and the like bring more harm to life and vehicles). The car stopper is generally provided with an impact point matched with a hook head of a train hook buffering system, and some car stoppers are also provided with an anti-climbing toothed plate matched with an anti-climbing device. Since most of the speed of the road end collision is lower than 15km/h, based on the cost and the replacement and maintenance consideration of devices, the car coupler and the collision point collide first, and part of the collision energy can be absorbed first. If the speed is low (e.g., below 5-7 km/h), the coupler buffer may be fully recovered. If the speed is slightly high, the coupler can generate irreversible deformation energy absorption, coupler crushing pipe action and even coupler overload shearing. And then the anti-creeper contacts with the anti-creeper pinion rack of the car stopper, prevents the phenomenon such as the train from climbing, the side deviation topples or striding over to the car stopper. The deformation and energy absorption sequence of the scene and two trains when colliding with each other are consistent, and the method is also a common mode at home and abroad at present.
However, when the train is impacted at a higher speed (such as 30 km/h), the energy absorption effect of the hook buffering system is reduced, and particularly for the gas-liquid buffer, the impact is stiffened at a high speed, so that the energy absorption capacity is greatly reduced. At the moment, the train coupler buffering system is easy to generate overload shearing due to insufficient energy absorption, and then the anti-creeper, the vehicle body deformation area, the driver safety area and the passenger room safety area are damaged in sequence, so that loss difficult to recover is caused. And the anti-climbing toothed plate is not arranged on part of the car stopper, so that worse influence can be caused in similar scenes.
In fact, when a train appears at a road end, the train is generally debugged, or the train is moved to a vehicle section in a passenger clearing state to perform maintenance and the like. At this time, the vehicle generally has no passenger and only a driver operator. Sometimes, due to driver negligence, train active collision avoidance system or track early warning system failure, etc., when the end of the route is about to be reached, the train still keeps a large advancing speed. At the moment, how to protect drivers and reduce the severity of the collision accident by utilizing the energy absorption of the train to the maximum degree becomes a technical difficulty.
The patent scheme of CN201711487129 provides a collision energy absorption system for a rail train and the rail train, based on the improvement of the stability of an energy absorption element in a collision process, the front end of a hook buffering device and the front end of an anti-climbing device form a collision stress surface together, and the front end of the anti-climbing device act together when the trains collide. The scheme mainly solves the problem of reliability of the collision energy absorption system, but does not improve the problem of collision energy absorption of the vehicle body. The reason is that: the collision energy absorption is the product of collision interface force and deformation energy absorption stroke, namely the integral of the area under a load-displacement curve. The collision interface force comprises acting force of simultaneous action or independent action of three energy-absorbing elements such as a hook buffering system, an anti-creeper, a vehicle body deformation energy-absorbing area and the like. Since the interfacial force maximum cannot be greater than the crush force value of the passenger compartment safety zone, the energy absorption will not be significantly increased under the same stroke regardless of whether one energy absorber is acting alone or multiple energy absorbers are acting simultaneously. For the car stopper at the road end terminal, the self collision absorption capacity is certain, and along with the improvement of the collision speed, almost all the residual energy needs to be absorbed by the train self energy absorption element and the train body, so that the absorption capacity of the train self collision energy is improved, and the train can be prevented from rushing out of the track to cause fatal damage to the train to the maximum extent.
The prior art regarding rail vehicle collision avoidance systems includes:
chinese utility model patent CN201420193441.3 discloses a double-cylinder hydraulic buffer sliding car stopper, and there is an anti-creep portion in this car stopper both sides, has emphatically described parallel bars hydraulic mechanism, does not relate to train collision process energy-absorbing structure action and train structure. Chinese utility model patent CN201820646426.8 discloses an intelligent collision avoidance system for railway end stop and chinese utility model patent CN02272828.7 discloses a reduction gear without external connection.
CN201080063563 discloses a patent scheme of a collision module for a rail vehicle, which provides a collision module, comprising collision elements, transverse profiles, connecting plates and other components, wherein the transverse profiles are plate-shaped profiles, including triangular, trapezoidal and hole-shaped profiles, the collision elements are arranged between the two connecting plates, the collision energy absorption elements and the transverse profiles of the patent are spatially in parallel relation, and the module and a main structure of a vehicle body are welded into a whole and are not detachable.
CN201310505736 is a collision-resistant aluminum alloy head car underframe front end structure, a car body is provided with a safety zone and a cab deformation zone, and a box-shaped structure consisting of a mounting plate, a floor, a side beam and an end inclined rib is arranged below the cab deformation zone and used for mounting an anticreeper. The scheme solves the problems that the installation of the anti-creeper is realized, the deformation area is arranged at the front end of the installation surface of the anti-creeper, the arrangement of the deformation energy absorption area behind the installation surface of the anti-creeper is not involved, and the energy absorption capacity is limited.
The CN201610771803 patent provides a rail vehicle head structure, but the cab door upright post and the coupler mounting seat of the structure are basically positioned on the same section, so that the structure has great limitation and is not related to escape safety of a driver.
CN201711487129 discloses a collision energy absorption system for a rail train and the rail train, wherein the front end of a hook buffer device and the front end of a climbing prevention device form a collision stress surface together, and the two act together when a normal train collides.
Disclosure of Invention
The invention aims to provide a rail vehicle anti-collision system and an anti-collision method, wherein a car stopper is provided with two modes of low-speed collision and high-speed collision, and the function of a multi-stage energy absorption area of a rail vehicle is fully exerted, so that one of the following problems is solved:
1. when a train collides with a road end stop at a high speed, the train cannot stably and controllably deform and absorb energy because the train is not provided with a deformation energy absorption area with a long enough stroke, and cannot absorb collision kinetic energy enough, so that the train is easy to rush out of a rail to cause severe accidents such as derailment, collision with a front object or overturning and the like;
2. when a train collides with a road end stop at a high speed, the energy absorption energy of a coupler buffer is reduced, the coupler is easy to shear failure too early, and a common gas-liquid coupler is easy to rigidify under the high-speed collision;
3. when the car stopper and the train are impacted, the working mode is single, so that the energy absorption elements of a train deformation energy absorption area, an anti-creeper and a hook buffering system cannot fully and efficiently play a role, namely if only the hook buffering system and the anti-creeper act in sequence, the car coupler buffer at the front end of the train in a high-speed mode is easy to absorb energy insufficiently; if only the anti-creeper and the hook buffering system act in sequence, the hook buffering system which is easy to replace under low-speed collision can not play a role (the buffer can be reused), the anti-creeper, the vehicle body and the vehicle-mounted equipment can be damaged first, and the loss cost is obviously increased;
4. when the collision speed is higher, the living space in front of the seat of the cab is insufficient, and the safety of the driver is difficult to guarantee.
In order to achieve the purpose, the invention adopts the technical scheme that:
a rail vehicle collision avoidance system comprises a rail vehicle and a vehicle stopper arranged at the terminal point of a rail line; the rail vehicle comprises a plurality of vehicle body bodies, a vehicle body front end structure positioned in front of the vehicle body bodies, an anti-creeper and a hook buffering system; the screen cabinet areas at the two ends of the vehicle body are provided with vehicle body passenger room high-order deformation energy absorption areas with longitudinal rigidity smaller than that of the vehicle body, the head of the vehicle is also provided with a vehicle body front end structure with longitudinal rigidity smaller than that of the vehicle body passenger room high-order deformation energy absorption areas, two sides of the front end of the vehicle body front end structure are distributed with anti-creepers, and the middle parts of the two ends of each vehicle are provided with a hook and buffer system;
the front end structure of the vehicle body comprises an anti-collision wall, an A column, a B column, a corrugated plate I and a corrugated plate II;
the vehicle body head energy absorption area is sequentially a hook buffering system energy absorption area, an anti-creeper energy absorption area, a vehicle head primary deformation energy absorption area, a vehicle head secondary deformation energy absorption area and a vehicle body high-order passenger room deformation energy absorption area of the vehicle body from front to back;
the energy absorbing elements in the energy absorbing area of the hook buffer system are hook buffer systems, the energy absorbing elements in the energy absorbing area of the anti-creeper are anti-creepers, the main energy absorbing elements in the first-stage deformation energy absorbing area of the locomotive are corrugated plates I, and the main energy absorbing elements in the second-stage deformation energy absorbing area of the locomotive are corrugated plates II;
the hook buffering system, the anti-creeper, the vehicle head primary deformation energy absorption area, the vehicle head secondary deformation energy absorption area and the vehicle body high-order passenger room deformation energy absorption area are distributed in series;
the car stopper comprises a car coupler connector, an anti-climbing toothed plate, a velometer and a stop valve; when the velometer detects that the vehicle is lower than a certain set speed, the gear stop valve is in a closed state, and the extending end of the coupler connector is positioned in front of the anti-climbing toothed plate; when the velometer detects that the vehicle is higher than a set speed, the stop valve is in an open state, and the coupler connector is in a non-longitudinal constraint state.
Therefore, the car stopper is provided with two working modes of low-speed collision and high-speed collision, and the car stopper is provided with a speed detection device and can switch the modes according to the speed of the car approaching the line terminal; when the vehicle is impacted at a lower speed, the coupler connector of the car stopper is firstly contacted with the vehicle; when the vehicle is impacted at a higher speed, the stop valve behind the coupler connector opens and moves synchronously with the hook head of the front end hitch system of the vehicle and does not provide longitudinal support force until it abuts against the stop wall of the car stop and then provides longitudinal reaction force. During which the anti-creep plate of the car stopper always exerts a longitudinal reaction force against the car anti-creep.
When a vehicle collides with the vehicle stopper at a high speed, the anti-creeper, the vehicle head first-stage body deformation energy absorption area, the hook buffer system and the vehicle head second-stage deformation energy absorption area sequentially act in the energy absorption part at the front end of the vehicle; the hook buffering system located between the marshalling cars is also simultaneously activated. When all energy absorption parts at the front end of the vehicle and the workshop hook buffer device basically absorb energy, each high-order energy absorption area at two ends of the vehicle passenger room is formed into a group and then further absorbs energy.
According to the embodiment of the invention, the invention can be further optimized, and the following is the technical scheme formed after optimization:
preferably, the A column and the B column are respectively and correspondingly arranged in the middle and the side of the front end structure of the vehicle body, and the vehicle body and the anti-collision wall are connected into a whole through the A column and the B column to form a frame structure.
The anti-collision wall is provided with a guide hole for providing a retreating space of the anti-creeper.
The driver seat is positioned in a transition area between the primary deformation energy absorption area of the vehicle head and the secondary deformation energy absorption area of the vehicle head; the control console is positioned in front of the driver seat and moves towards the rear end of the vehicle synchronously with the anti-collision wall and the A column in the collision process.
The set speed is a speed of the vehicle at a position 50m from the stopper in the range of 40km/h-54km/h for different vehicles. This ensures a certain speed of 15km/h-36 km/h at the moment when the vehicle is in contact with the stopper. For example, the speed critical point at the moment when a high-speed rail or a motor train unit is in contact with a car stopper is generally 36 km/h, and the speed critical point at the moment when a subway car is in contact with the car stopper is generally 15 km/h. If the speed is exceeded, a high-speed collision mode is started, and a stop valve is opened; below this speed, a low speed crash mode is initiated and the stop valve is closed.
In one preferred embodiment, the velometer is an infrared velometer or a velometer sensor embedded in a track.
The anti-creeper is provided with a guide mechanism, a step-shaped notch is processed at the end head of the guide mechanism, and the head of a guide rod positioned at the foremost end can penetrate through a guide hole of the chair base; the shoulder part of the guide rod is larger than the profile of the guide hole of the seat base and can prop against the seat base; the chair base guide hole is superposed with the retreating track of the guide mechanism.
Based on the same inventive concept, the invention also provides a method for preventing collision of vehicles by using the rail vehicle collision prevention system, which comprises the following steps:
when the speed of the vehicle running to the line terminal is lower than a set speed, the stop valve is in a closed state, the extending end of the coupler connector is positioned in front of the anti-climbing toothed plate, the coupler connector of the car stopper is firstly contacted with the vehicle, and the coupler buffering system is contacted with the coupler connector and stops moving forwards;
when the speed of the vehicle running to the line terminal is higher than a set speed, the stop valve is in an open state, the coupler connector is in a non-longitudinal constraint state, when the vehicle is impacted, the coupler connector rapidly retreats in a sliding channel until the vehicle is in contact with the anti-climbing toothed plate and acts for a certain stroke, when the connector base is in contact with the stop wall, the coupler connector starts to provide continuous longitudinal reaction force for the vehicle, and meanwhile, the energy absorption mechanism starts to act and absorb energy; the anti-creeper, the corrugated plate I positioned in the primary deformation energy absorption area of the vehicle head, the corrugated plate II positioned in the secondary deformation energy absorption area of the vehicle head, the energy absorption element hooking and buffering systems positioned at two ends of the vehicle body and the high-order deformation energy absorption area of the passenger room of the vehicle body are deformed and absorbed in sequence; the seat base of the driver seat and the base of the hook buffering system are both positioned in a plastic hinge area between two levels of vehicle body deformation energy absorption areas of the vehicle head; after the corrugated plate is crushed, the guiding mechanism of the anti-creeper retreats and props against the seat base, so that the driver seat and the control console fixed on the A column or the anti-collision wall always keep a certain distance.
Further, when the speed of the vehicle, measured by the speedometer, running to the line terminal is higher than a certain set speed, a hook buffer system of the railway vehicle impacts the car stopper and pushes the car coupler connector to move backwards, then the anti-creepers on the two sides of the vehicle are in contact with the anti-creeper plates, and the anti-creepers start to crush and deform;
after the energy absorption of the anti-creeper is finished, crushing and absorbing energy of a corrugated plate I positioned in front of a hook buffering system base;
when the primary deformation energy absorption area of the car head is about to be completely crushed, a connector base of the car coupler connector is contacted with the stop wall, the stop wall of the car stopper is propped against the stop wall of the car stopper and provides longitudinal reaction force for a car hook buffering system, the anti-climbing toothed plate of the car stopper always applies longitudinal reaction force to the anti-climbing devices positioned on two sides of the front end of the car in the period, and the three force flows simultaneously push the crushing corrugated plate II to deform and absorb energy;
if residual kinetic energy exists, a hook buffering system and a high-order deformation energy absorption area of a passenger room of the vehicle body between the marshalling cars are further crushed.
Therefore, the rail vehicle anti-collision system comprises a vehicle body, a vehicle body energy absorption area, special energy absorption elements (a hook buffering system and an anti-creeper) and a vehicle stopper positioned at the end point of a line;
the two ends of the vehicle body are provided with multi-stage deformation energy absorption areas, wherein the multi-stage deformation energy absorption areas comprise high-order energy absorption areas at two ends of each marshalling passenger compartment, and two-stage deformation energy absorption areas are arranged at the front end of a cab of a head vehicle;
the travel of the car coupler connector in the car stopper from the opening of the stop valve to the contact with the stop wall is basically equal to the effective travel of the car anti-creeper and the primary deformation energy absorption area of the car head. When the primary deformation area of the headstock is about to finish the effective stroke, the coupler connector begins to apply longitudinal reaction force to the coupler positioned in the middle of the vehicle, the anti-climbing toothed plates on the two sides still continuously apply the longitudinal reaction force to the anti-climbing devices on the two sides of the vehicle, the three force flows simultaneously push the plastic hinge area of the driver seat area to stably retreat, and the force is transferred to crush the secondary energy absorption area of the headstock, so that the two energy absorption areas deform and absorb energy.
The driver seat is located in a plastic hinge area between two vehicle body deformation energy absorption areas of the vehicle head, namely a driver safety area, the mounting position of the hook buffering system is also arranged in the area, a stop plate is arranged below the driver seat fixing device, and a guide hole in the stop plate is coincided with the retreating track of the anti-creeper guide mechanism.
The energy-absorbing anti-creeper with a guide mechanism is arranged on the anti-collision wall, and the energy-absorbing anti-creeper and a vehicle head two-stage deformation energy-absorbing area adopt a series connection mode.
When the vehicle collides to cause the deformation and energy absorption of the anti-creeper, the guide mechanism retreats, the head of the guide rod firstly passes through a seat stop plate guide hole in the supporting area of the anti-creeper and then the shoulder of the guide rod props against the stop plate body, and in the subsequent deformation and crushing, the guide mechanism of the anti-creeper and the seat synchronously retreat and move, so that the safe distance between the seat and the driver station and other parts is always kept.
Compared with the prior art, the invention has the beneficial effects that:
1) the car stopper can switch modes according to collision speed, the normal action sequence of the vehicle energy absorption elements does not need to be adjusted, and the mutual collision energy absorption performance of two vehicles is not influenced. The device is beneficial to fully playing the roles of a multistage energy absorption area and an energy absorption element of the vehicle when the vehicle impacts the car stopper at high speed, and simultaneously playing the characteristic of restorable deformation of a car coupler buffer system when the vehicle impacts at low speed, thereby thoroughly solving the problems that when the existing car impacts the road end car stopper at high speed, the car cannot stably and controllably deform and absorb the energy because the car is not provided with a deformation energy absorption area with long enough stroke, and cannot sufficiently absorb the impact kinetic energy, and the car is easy to rush out of a track to cause severe accidents such as derailment, impact on a front object or overturn.
2) The collision mode of the car stopper is simple to switch, a transmission device capable of resisting huge longitudinal reaction force is not required to be additionally arranged, only the action of a stop valve is required to be controlled, the structure of the car stopper is simple and reliable, and the problems that when the existing car collides with the car stopper at the road end at a high speed, the energy absorption energy of a car coupler buffer is reduced, the car coupler is prone to premature shearing failure, and the commonly used gas-liquid type car coupler is prone to rigidization under high-speed collision are thoroughly solved.
Compared with CN201080063563, the impact energy absorption element and the transverse profile (deformable energy absorption) are in series connection, and the impact energy absorption element is detachable. Compared with CN201310505736, the anti-creeper has the advantages that the crushable deformation energy absorption area is arranged behind the mounting surface of the anti-creeper, the self mechanism of the anti-creeper is fully utilized, and the collision resistance of a car body is obviously improved. Compared with CN201711487129, the invention forms a collision stress surface together only when abnormal vehicles collide with each other, and the normal vehicles contact and deform in sequence according to the hook buffer device and the anti-creeper, which has essential difference.
Drawings
FIG. 1: the schematic diagram of the car stopper and the car anti-collision system of the embodiment of the invention;
FIG. 2: a vehicle body head structure diagram;
FIG. 3: dividing a vehicle body head energy absorption area into drawings;
FIG. 4: the working mode of the car stopper is shown in a low-speed collision mode;
FIG. 5: the working mode of the car stopper is schematic in a high-speed collision mode;
FIG. 6: a schematic diagram of a vehicle low-speed collision stopper;
FIG. 7: the process schematic diagram of the vehicle impacting the stopper at high speed;
FIG. 8: the final state schematic diagram of the vehicle head of the vehicle high-speed collision stopper;
FIG. 9: a schematic diagram of a local structure of the anti-creeper;
FIG. 10: schematic view of the contact of anticreeper and seat base.
In the figure:
the anti-collision device comprises a vehicle body 1, a vehicle body front end structure 2, an anti-collision wall 21, a guide hole 21a, an A column 22, a B column 23, a corrugated plate 24, a corrugated plate 25, an anti-creeper 3, a guide mechanism 31, a guide rod head 31a, a guide rod shoulder 31B, a hook buffering system 4, a base 41, a car stopper 5, a car coupler 51, a coupler base 511, an anti-creep toothed plate 52, a velometer 53, a stop valve 54, a sliding channel 55, a stop wall 56, an energy absorption mechanism 57 and a stop wall 58; a driver seat 6, a seat base 61, a base guide hole 61a, a console 7; a hook buffering system energy absorption area A, an anti-creeper energy absorption area B, a vehicle head primary deformation energy absorption area C1 and a vehicle head secondary deformation energy absorption area C2; high-order deformation energy absorption areas D1, D2 and D3 of a passenger compartment of the car body.
Detailed Description
The present invention will be described in detail below with reference to the embodiments with reference to the attached drawings. It should be noted that the embodiments and features of the embodiments may be combined with each other without conflict. For convenience of description, the words "upper", "lower", "left" and "right" in the following description are used only to indicate the correspondence between the upper, lower, left and right directions of the drawings themselves, and do not limit the structure.
As shown in fig. 1, the vehicle collision avoidance system of the present embodiment includes a plurality of vehicle body bodies 1, a vehicle body front end structure 2, a creeper 3, a hook and buffer system 4, and a vehicle stopper 5. The vehicle body 1 has sufficient strength and rigidity to provide a space for accommodating and protecting passengers. The high-order deformation energy absorption areas D1, D2 and D3 of the passenger compartment of the train body with slightly lower longitudinal rigidity are arranged in the screen cabinet areas at the two ends of the train body 1, the train head is also provided with a front end structure 2 of the train body with lower longitudinal rigidity, the two sides of the front end structure 2 of the train body are distributed with the anticreeper 3, and the middle parts of the two ends of each train are provided with the hook buffering systems 4.
Fig. 2 is a train body head structure view. The front end structure 2 of the vehicle body located in front of the vehicle body 1 is composed of an anti-collision wall 21, an A column 22, a B column 23, a corrugated plate I24 and a corrugated plate II 25. The A column 22 and the B column 23 are respectively positioned in the middle and the side of the front end structure 2 of the vehicle body, and connect the vehicle body 1 and the anti-collision wall 21 into a whole to form a frame structure for protecting a driver. The collision-prevention wall 21 is provided with a guide hole 21a for providing a retreat space for the anticreeper 3, guiding its deformation and providing vertical support.
Fig. 3 is a diagram showing a train body head energy absorbing region. The vehicle body head energy absorption area is respectively a hook buffering system energy absorption area A, an anti-creeper energy absorption area B, a vehicle head first-stage deformation energy absorption area C1, a vehicle head second-stage deformation energy absorption area C2 and a vehicle body high-order passenger room deformation energy absorption area D1 of the vehicle body 1 from front to back. The energy absorbing element of the energy absorbing area A of the hook cushioning system is a hook cushioning system 4, the energy absorbing element of the energy absorbing area B of the anti-creeper is an anti-creeper 3, the main energy absorbing element of the vehicle head first-level deformation energy absorbing area C1 is a corrugated plate I24, and the main energy absorbing element of the vehicle head second-level deformation energy absorbing area C2 is a corrugated plate II 25. The driver seat 6 is positioned in a transition area between the vehicle head primary deformation energy absorption area C1 and the vehicle head secondary deformation energy absorption area C2. The console 7 is located in front of the driver seat 6 and moves in the rear direction of the vehicle in synchronization with the impact wall 21 and the a-pillar 22 during a collision. When special energy-absorbing elements such as the hook buffer system 4 and the anti-creeper 3 act, the vehicle head first-stage deformation energy-absorbing area C1, the vehicle head second-stage deformation energy-absorbing area C2 and vehicle body high-order passenger room deformation energy-absorbing areas D1, D2 and D3 of the vehicle body 1 sequentially and stably deform and absorb energy. The hook buffering system 4, the anticreeper 3, a vehicle head first-stage deformation energy absorption area C1, a vehicle head second-stage deformation energy absorption area C2 and vehicle body high-order passenger room deformation energy absorption areas D1, D2 and D3 are distributed in series.
FIG. 4 is a schematic view of a low-speed collision mode of operation of the vehicle stopper. The car stopper 5 includes a coupler 51 located at the middle of the front end, anti-creeping toothed plates 52 at both sides of the front end, a speedometer 53 for detecting the speed of a train at a certain distance ahead, a stop valve 54 located behind the coupler 51 and connected to a coupler base 511, a slide passage 55 for providing a space for the coupler 51 to retreat, a stop wall 56 located at the end of the slide passage 55, and an energy absorbing mechanism 57 and a stop wall 58 at the road end. The velometer 53 may be an infrared velometer or a velocity sensor embedded in the rail, and train speed information may be transmitted to the stopper 5 to control the open/close state of the stop valve 54. Normally, when the train is traveling at a relatively low speed to the end of the road, the stop valve 54 is in a locked state and the coupler connector 51 is located at the front end of the anti-creep plate 52.
FIG. 5 is a schematic view of a high speed collision mode of operation of the car stopper. When the speed detector 53 detects that the train runs to the road end at a high speed, the stop valve 54 is opened, the coupler connector 51 is in a non-longitudinal constraint state, and when the train is impacted, the coupler connector rapidly retreats in the sliding channel 55 without generating continuous acting force on the train until the train is in contact with the anti-climbing toothed plate 52 and acts for a stroke, the connector base 511 is in contact with the stop wall 56, the coupler connector 51 starts to provide continuous longitudinal reaction force on the train, and the energy absorption mechanism 57 starts to act and absorb energy.
As shown in fig. 6, in a normal operation situation, the train travels to the end of the road at a low speed. The hitch system 4 will come into contact with the coupler connector 51 of the car stop 5 and stop moving forward. The hooking and buffering system 4 only generates elastic deformation and can be restored during low-speed collision, and the hooking and buffering system can be repeatedly used.
Thus, the stopper 5 at the end of the track has two operation modes of a low speed collision (when the vehicle hits the stopper at a speed less than a certain set speed) and a high speed collision (when the vehicle hits the stopper at a speed greater than a certain set speed). The stop valve 54 therefore requires a reaction time and can therefore generally be converted to a speed at a distance of 50m from the stop. It is of course also possible to take several points (e.g. at 50m, 100m from the stopper) to predict and correct in advance the speed at which the stopper is actually hit, and thus to give a corresponding action to the stop valve 54.
As shown in fig. 7, in an abnormal situation, when the train runs to the road end at a high speed, the coupler draft gear system 4 will hit the car stop 5, but at this time, the coupler 51 will be in a non-longitudinal constraint state, a longitudinal reaction force is hardly generated to the train, and the coupler draft gear system 4 moves forward without resistance and pushes the coupler 51 to move backward. Then the anti-creeper 3 of train both sides contacts with anti-creeper tooth board 52, and anti-creeper 3 begins the crushing deformation, and after the anti-creeper 3 ended, carries out crushing and energy-absorbing to the buckled plate 24 that is located the hook system base 41 the place ahead afterwards. When the locomotive primary deformation energy absorption area C1 is about to be completely crushed, the connector base 511 of the coupler connector 51 is in contact with the stop wall 56 at the moment, the stop wall 56 of the car stopper is propped against and provides longitudinal reaction force for the train hook buffering system 4, the anti-climbing toothed plate 52 of the car stopper 5 always applies longitudinal reaction force to the anti-climbing devices 3 on two sides of the front end of the train during the period, and the three force flows simultaneously push the crushing corrugated plate II 25, namely the locomotive secondary deformation energy absorption area C2, so that the two sides of the locomotive secondary deformation energy absorption areas are deformed and absorbed. If the rest kinetic energy exists, the hook buffering system between marshalling cars and high-order deformation energy absorption areas D1, D2 and D3 of the passenger compartment of the car body can be further crushed, and the collision energy of the train can be absorbed to the maximum extent.
The problem that when the collision speed is high, the living space in front of the seat of the cab is insufficient, and the safety of a driver is difficult to guarantee is solved. As shown in fig. 8, after the train impacts the stopper 5 at a high speed, the train anti-creeper 3, the corrugated plate one 24 located in the primary deformation energy absorption area C1 of the train head, the corrugated plate two 25 located in the secondary deformation energy absorption area C2 of the train head, the energy absorption element hook and buffer system 4 located at two ends of the train body 1, and the high-order deformation energy absorption areas D1, D2, and D3 of the train body passenger room sequentially deform and absorb energy. The seat base 61 of the driver seat 6 and the base 41 of the hook and buffer system 4 are both located in the plastic hinge area between the two vehicle body deformation energy absorption areas of the vehicle head. After the corrugated plate 24 is crushed, the guiding mechanism 31 of the anti-creeper 3 retreats and props against the seat base 61, so that the driver seat 6 and the control console 7 fixed on the A column 22 or the anti-collision wall 21 always keep a certain distance, and a safe escape space for a driver is provided.
As shown in fig. 9 and 10, a stepped notch is formed at the end of the guide mechanism 31, and the head 31a of the guide rod located at the foremost end is appropriately small and can pass through the seat base guide hole 61 a; the guide rod shoulder portion 31b is larger in contour than the seat base guide hole 61a and can abut against the seat base 61. The seat base guide hole 61a is overlapped with the retreating trajectory of the anticreeper guide mechanism 31, and the seat base 61 is synchronously moved rearward by the urging force of the guide mechanism 31.
The rail vehicle anti-collision system fully utilizes the characteristic of high rigidity of the guiding mechanism of the anti-creeper and the law of backward movement in the collision process, effectively relieves the risk that equipment such as a train driver platform and the like intrude into the safety space of a driver seat when the collision speed is high, ensures the safety of a driver and improves the passive safety performance of the train.
The front end of the train is provided with a hook buffering system, an anticreeper and two-stage train body deformation energy absorption areas, and the non-cab ends at the two ends of the carriage are also provided with deformation energy absorption areas. The train has large collision energy absorption, and the energy absorption process is stable, orderly and controllable, thereby avoiding the accident of derailing or overturning of the train out of the rail caused by the train impacting the stop at the rail end point at a higher speed to the maximum extent and reducing the occurrence of the phenomena of damage and death of the train.
The foregoing examples are set forth to illustrate the present invention more clearly and are not to be construed as limiting the scope of the invention, which is defined in the appended claims, as modified in all equivalents thereof by those skilled in the art after reading the present invention.
Claims (9)
1. A rail vehicle collision avoidance system comprises a rail vehicle and a car stopper (5) arranged at the terminal point of a rail line; the rail vehicle comprises a plurality of vehicle body bodies (1), a vehicle body front end structure (2) positioned in front of the vehicle body bodies (1), a climbing preventer (3) and a hook buffering system (4); the vehicle is characterized in that high-order deformation energy absorption areas (D1, D2 and D3) with longitudinal rigidity smaller than that of a passenger compartment of the vehicle body (1) are arranged in screen cabinet areas at two ends of the vehicle body (1), a front end structure (2) of the vehicle body is also arranged at the head of the vehicle, the longitudinal rigidity of the front end structure (2) is smaller than that of the high-order deformation energy absorption areas (D1, D2 and D3) of the passenger compartment of the vehicle body, anti-creepers (3) are distributed at two sides of the front end structure (2), and a hook and buffer system (4) is arranged in the middle of two ends of each vehicle;
the front end structure (2) of the vehicle body comprises an anti-collision wall (21), an A column (22), a B column (23), a corrugated plate I (24) and a corrugated plate II (25);
the vehicle body head energy absorption region is sequentially provided with a hook buffering system energy absorption region (A), a climbing preventer energy absorption region (B), a vehicle head primary deformation energy absorption region (C1), a vehicle head secondary deformation energy absorption region (C2) and a vehicle body high-order passenger room deformation energy absorption region (D1) of a vehicle body (1) from front to back;
the energy absorbing element of the hook buffering system energy absorbing area (A) is a hook buffering system (4), the energy absorbing element of the anti-creeper energy absorbing area (B) is an anti-creeper (3), the main energy absorbing element of the vehicle head primary deformation energy absorbing area (C1) is a corrugated plate I (24), and the main energy absorbing element of the vehicle head secondary deformation energy absorbing area (C2) is a corrugated plate II (25);
the hook buffering system (4), the anti-creeper (3), the vehicle head primary deformation energy absorption area (C1), the vehicle head secondary deformation energy absorption area (C2) and the vehicle body high-order passenger room deformation energy absorption areas (D1, D2 and D3) are distributed in series;
the car stopper (5) comprises a coupler connector (51), an anti-climbing toothed plate (52), a velometer (53) and a stop valve (54); when the speedometer (53) detects that the speed of the vehicle is less than a set speed, the gear stop valve (54) is in a closed state, and the extending end of the coupler connector (51) is positioned in front of the anti-climbing toothed plate (52); when the speedometer (53) detects that the vehicle is higher than a set speed, the stop valve (54) is in an open state, and the coupler connector (51) is in a non-longitudinal constraint state.
2. A rail vehicle collision avoidance system according to claim 1, wherein the a-pillar (22) and the B-pillar (23) are respectively provided at the middle and side portions of the vehicle body front end structure (2), and the a-pillar (22) and the B-pillar (23) connect the vehicle body (1) and the collision wall (21) to form an integrally formed frame structure.
3. A rail vehicle collision avoidance system according to claim 1, wherein the collision wall (21) is provided with guide holes (21 a) for providing a retreat space for the anticreeper (3).
4. A rail vehicle collision avoidance system according to claim 1, characterized in that the driver seat (6) is located in the transition region between the primary deformation energy absorption zone (C1) of the vehicle head and the secondary deformation energy absorption zone (C2) of the vehicle head; the control console (7) is positioned in front of the driver seat (6), and the control console (7), the anti-collision wall (21) and the A column (22) synchronously move towards the rear end of the vehicle in the collision process.
5. A rail vehicle collision avoidance system according to any one of claims 1 to 4, wherein the set speed is a speed at which the vehicle speed is in the range of 40km/h to 54km/h at a distance of 50m from the car stopper.
6. A rail vehicle collision avoidance system according to any of claims 1-4, characterized in that the velometer (53) is an infrared velometer or a tachometer sensor embedded in the track.
7. A rail vehicle collision avoidance system according to any one of claims 1 to 4, wherein the anticreeper (3) has a guide mechanism (31), the end of the guide mechanism (31) is formed with a stepped notch, and a guide rod head (31 a) at the foremost end is passed through a seat base guide hole (61 a); the guide rod shoulder part (31 b) is larger than the profile of the chair base guide hole (61 a) and can be propped against the chair base (61); the seat base guide hole (61 a) coincides with a retreat trajectory of the guide mechanism (31).
8. A method of vehicle collision avoidance using the rail vehicle collision avoidance system of any of claims 1-7, characterized by:
when the speed of the vehicle running to the line terminal is lower than a certain set speed, which is measured by the velometer (53), the gear stop valve (54) is in a closed state, the extending end of the coupler connector (51) is positioned in front of the anti-climbing toothed plate (52), the coupler connector (51) of the gear is firstly contacted with the vehicle, and the coupler buffering system (4) is contacted with the coupler connector (51) and stops moving forwards;
when the speed of the vehicle running to the line terminal is measured by the speedometer (53) to be higher than a set speed, the stop valve (54) is in an open state, the coupler connector (51) is in a non-longitudinal constraint state, when the vehicle is collided, the coupler connector (51) rapidly retreats in the sliding channel (55) until the vehicle contacts with the anti-climbing toothed plate (52) and acts for a stroke, when the connector base (511) contacts with the stop wall (56), the coupler connector (51) starts to provide continuous longitudinal reaction force for the vehicle, and the energy absorption mechanism (57) starts to act and absorb energy; thus, the anti-creeper (3), a corrugated plate I (24) positioned in a vehicle head first-order deformation energy absorption area (C1), a corrugated plate II (25) positioned in a vehicle head second-order deformation energy absorption area (C2), an energy absorption element hook and buffer system (4) positioned at two ends of a vehicle body (1) and vehicle body passenger room high-order deformation energy absorption areas (D1, D2 and D3) are sequentially deformed and absorbed; a seat base (61) of a driver seat (6) and a base (41) of a hook buffering system (4) are both positioned in a plastic hinge area between two levels of vehicle body deformation energy absorption areas of a vehicle head; after the corrugated plate I (24) is crushed, the guide mechanism (31) of the anti-creeper (3) retreats and props against the seat base (61), so that the driver seat (6) and the control console (7) fixed on the A column (22) or the anti-collision wall (21) always keep a certain distance.
9. A method of performing vehicle collision avoidance according to claim 8, wherein: when the speed of the vehicle running to the line terminal is measured by the speedometer (53) to be higher than a certain set speed, the hook buffer system (4) of the railway vehicle impacts the car stopper (5) and pushes the car coupler connector (51) to move backwards, then the anti-creepers (3) on the two sides of the vehicle are contacted with the anti-creeper plates (52), and the anti-creepers (3) start to crush and deform;
after the energy absorption of the anti-creeper (3) is finished, crushing and absorbing energy of a corrugated plate I (24) positioned in front of a base (41) of the hook buffering system (4);
when a vehicle head first-stage deformation energy absorption area (C1) is about to be completely crushed, a connector base (511) of a coupler connector (51) is in contact with a stop wall (56), the stop wall (56) of a vehicle stopper is propped against and provides longitudinal reaction force for a vehicle hook buffering system (4), in the period, a vertical reaction force is always applied to anti-creeper plates (3) positioned on two sides of the front end of a vehicle by anti-creeper plates (52) of the vehicle stopper (5), and three force flows simultaneously push crushing corrugated plates (25) to deform and absorb energy;
if the residual kinetic energy is still available, the hook cushioning system between marshalling cars and the high-order deformation energy absorption area (D1, D2 and D3) of the passenger compartment of the car body are further crushed.
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| CN202010972148.7A CN112109758B (en) | 2020-09-16 | 2020-09-16 | Rail vehicle anti-collision system and method |
| PCT/CN2021/106765 WO2022057424A1 (en) | 2020-09-16 | 2021-07-16 | Rail vehicle, rail vehicle collision avoidance system and rail vehicle collision avoidance method |
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| CN202010972148.7A CN112109758B (en) | 2020-09-16 | 2020-09-16 | Rail vehicle anti-collision system and method |
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| CN112109758B (en) * | 2020-09-16 | 2021-10-26 | 中车株洲电力机车有限公司 | Rail vehicle anti-collision system and method |
| CN112109764B (en) * | 2020-09-16 | 2021-09-17 | 中车株洲电力机车有限公司 | Car stopper and rail vehicle anti-collision method |
| CN112721988B (en) * | 2021-01-27 | 2022-07-26 | 北京轨道交通技术装备集团有限公司 | Rail vehicle and locomotive energy absorption device thereof |
| CN113155490A (en) * | 2021-04-23 | 2021-07-23 | 中车青岛四方机车车辆股份有限公司 | Brake control warning method, medium, equipment and system for vehicle test |
| CN114670891A (en) * | 2022-03-30 | 2022-06-28 | 平煤神马建工集团矿山建设工程有限公司 | Inclined roadway roadster protector during shaft building |
| CN115027527B (en) * | 2022-06-20 | 2023-07-11 | 中车株洲电力机车有限公司 | Train energy-absorbing car stopper and car-stopping energy-absorbing method |
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| CN209757129U (en) * | 2019-03-05 | 2019-12-10 | 上海铁路站场调速技术中心有限公司 | Fixed hydraulic car stopper applied to railway station yard |
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| CN209757129U (en) * | 2019-03-05 | 2019-12-10 | 上海铁路站场调速技术中心有限公司 | Fixed hydraulic car stopper applied to railway station yard |
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