CN112109764A - Car stopper and rail vehicle anti-collision method - Google Patents
Car stopper and rail vehicle anti-collision method Download PDFInfo
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- CN112109764A CN112109764A CN202010971108.0A CN202010971108A CN112109764A CN 112109764 A CN112109764 A CN 112109764A CN 202010971108 A CN202010971108 A CN 202010971108A CN 112109764 A CN112109764 A CN 112109764A
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- 238000010521 absorption reaction Methods 0.000 claims abstract description 80
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- 238000006243 chemical reaction Methods 0.000 claims description 19
- 230000009471 action Effects 0.000 claims description 8
- 230000005540 biological transmission Effects 0.000 claims description 5
- 239000000872 buffer Substances 0.000 abstract description 10
- 230000003139 buffering effect Effects 0.000 description 23
- 239000007853 buffer solution Substances 0.000 description 6
- 230000003137 locomotive effect Effects 0.000 description 5
- 230000008569 process Effects 0.000 description 5
- 230000009194 climbing Effects 0.000 description 4
- 230000006378 damage Effects 0.000 description 4
- 230000002159 abnormal effect Effects 0.000 description 2
- 239000006096 absorbing agent Substances 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 2
- 230000003116 impacting effect Effects 0.000 description 2
- 230000006872 improvement Effects 0.000 description 2
- 239000007788 liquid Substances 0.000 description 2
- 238000012423 maintenance Methods 0.000 description 2
- 238000010008 shearing Methods 0.000 description 2
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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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or trains
- B61L25/021—Measuring and recording of train speed
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Abstract
The invention discloses a car stopper and a rail vehicle anti-collision method. The car stopper comprises a car coupler connector, an anti-creeping toothed plate, a velometer, a stop valve, a sliding channel, a stop wall and a stop wall, wherein an energy absorption mechanism is arranged between the stop wall and the stop wall; the vehicle stopper is provided with two switchable working modes of low-speed collision and high-speed collision according to the speed of the vehicle approaching the line terminal. The invention can improve the utilization rate of the coupler buffer and absorb collision kinetic energy as much as possible.
Description
Technical Field
The invention relates to a car stopper and a rail vehicle anti-collision method, and belongs to the technical field of rail vehicles.
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 5-7km/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 30km/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 stoppers 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.
The inventor researches and discovers that when the existing car stopper is impacted with a train, the working mode is single, so that the energy absorption elements of a train deformation energy absorption area, a climbing preventer and a hook buffering system cannot fully and efficiently play a role, namely if only the hook buffering system and the climbing preventer act in sequence, the car hook buffer at the front end of the train in a high-speed mode is easy to absorb energy insufficiently; and 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.
Disclosure of Invention
The invention aims to provide a car stopper and a rail vehicle anti-collision method, wherein the car stopper is provided with two modes of low-speed collision and high-speed collision, and the function of a rail train in a multistage energy absorption area is fully exerted, so that at least 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.
In order to achieve the purpose, the invention adopts the technical scheme that:
the car stopper is structurally characterized by comprising a car coupler connector positioned in the middle of the front end, anti-climbing toothed plates on two sides of the front end and a velometer used for detecting the speed of a car at a certain distance in front, wherein the car coupler connector and the anti-climbing toothed plates can adjust the front and back relative positions through a transmission device;
the vehicle stopper is provided with two switchable working modes (low-speed collision and high-speed collision) according to the speed of the vehicle approaching the line terminal:
i. when the velometer detects that the vehicle drives to the car stopper at a speed less than a certain set speed, the coupler connector provides continuous reaction force for the vehicle first;
when the velometer detects that the vehicle drives to the vehicle stopper at a speed higher than a set speed, the anti-climbing toothed plate provides continuous reaction force for the vehicle at first.
The invention creatively designs two modes, and different components are adopted to provide continuous reaction force for the vehicle according to the speed of the vehicle when the vehicle drives to the vehicle stopper.
According to the embodiment of the invention, the invention can be further optimized, and the following is the technical scheme formed after optimization:
preferably, a stop valve connected with the connector base, a sliding channel for providing a retreating space of the coupler connector and a stop wall positioned at the end head of the sliding channel are arranged behind the coupler connector;
i. when the velometer detects that the vehicle drives to the car stopper at a speed less than a certain set speed, the gear stop valve is in a closed state, and the extending end of the car coupler connector is positioned in front of the anti-climbing toothed plate;
and when the velometer detects that the vehicle drives to the car stopper at a speed higher than a set speed, the gear stop valve is in an open state, and the coupler connector is in a non-longitudinal constraint state and can move backwards along the sliding channel.
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 train approaching the line terminal; when the train is impacted at a lower speed, the coupler connector of the car stopper is firstly contacted with the train; when the train is impacted at a higher speed, a stop valve at the rear of the coupler connector is opened and moves synchronously with the hook head of the hook buffering system at the front end of the train, and longitudinal supporting force is not provided until the stop valve abuts against the stop wall of the car stopper and then longitudinal reaction force is provided. During which the anti-creep plate of the car stopper always exerts a longitudinal reaction force on the train anti-creep.
Preferably:
i. when the velometer detects that the vehicle drives to the car stopper at a speed less than a certain set speed, the extending end of the coupler connector is positioned in front of the anti-climbing toothed plate;
and ii, when the velometer detects that the vehicle drives to the car stopper at a speed higher than a set speed, under the action of the transmission device, enabling the extending end of the coupler connector to retreat for a certain distance or enabling the anti-climbing toothed plate to move forwards for a certain distance, so that the anti-climbing toothed plate provides continuous reaction force for the vehicle firstly.
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-36km/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 36km/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. Above this speed, the high speed crash mode is initiated and the stop valve is opened, below this speed, the 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.
Preferably, a stop wall is arranged behind the stop wall, and an energy absorption mechanism is arranged between the stop wall and the stop wall.
Based on the same invention concept, the rail vehicle anti-collision method is realized by adopting a car stopper, and has the structural characteristics that the car stopper comprises a car coupler connector positioned in the middle of the front end, anti-climbing toothed plates on two sides of the front end, a velometer for detecting the speed of a vehicle at a certain distance in front, a stop valve positioned behind the car coupler connector and connected with a connector base, a sliding channel for providing a back space of the car coupler connector and a stop wall positioned at the end of the sliding channel;
the rail vehicle anti-collision method comprises the following steps:
s1, measuring the speed of the vehicle towards the end point of the route through the velometer;
s2, when the velometer detects that the vehicle drives to the car stopper at a speed less than a certain set speed, the stop valve is in a closed state, the extending end of the car coupler connector is positioned in front of the anti-climbing toothed plate, and the car coupler connector of the car stopper is firstly contacted with the vehicle;
when the velometer detects that the vehicle drives to the car stopper at a speed higher than a certain set speed, the velometer is characterized in that the stop valve is in an open state, the car coupler connector is in a non-longitudinal constraint state, when the vehicle collides, the car coupler connector rapidly retreats in a sliding channel until the vehicle contacts with the anti-climbing toothed plate and acts for a certain stroke, when the connector base contacts with the stop wall, the car coupler connector starts to provide continuous longitudinal reaction force for the vehicle, and simultaneously, an energy absorption mechanism arranged behind the stop wall starts to act and absorb energy.
The set speed is a speed of the vehicle at a position 50m away from the stopper in the range of 40km/h-54 km/h.
According to a preferred scheme in the embodiment of the invention, the car stopper comprises a coupler connector positioned in the middle of the front end, anti-climbing toothed plates arranged on two sides of the front end, a velometer used for detecting the speed of a vehicle at a certain distance in front, a stop valve positioned behind the coupler connector and connected with a connector base, a sliding channel used for providing a backward space of the coupler connector, and a stop wall positioned at the end of the sliding channel;
the car stopper is provided with two switchable working modes according to the speed of the car approaching the line terminal:
i. when the vehicle is at a speed lower than a certain set speed, the 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 vehicle is at a speed greater than a set speed, the stop valve is in an open state and the coupler is in a non-longitudinally restrained state and can be retracted along the slip path.
Further, the rail vehicle collision avoidance method of the present invention comprises the steps of:
s1, measuring the speed of the vehicle towards the end point of the route through the velometer of the vehicle stopper;
s2, when the speed of the vehicle running to the line terminal is measured to be less than a set speed, the stop valve is in a closed state, the extending end of the car coupler connector is located in front of the anti-climbing toothed plate, and the car coupler connector of the car stopper is firstly contacted with the vehicle;
when the speed of the vehicle running to the line terminal is measured to be higher than a set speed, the stop valve is in an open state, the coupler connector is in a non-longitudinal constraint state, the coupler connector rapidly retreats in a sliding channel when the vehicle is impacted until the vehicle contacts with the anti-climbing toothed plate and acts for a certain stroke, when the connector base contacts with the stop wall, the coupler connector starts to provide continuous longitudinal reaction force for the vehicle, and meanwhile, the energy absorption mechanism arranged behind the stop wall starts to act and absorb energy.
Therefore, the rail train anti-collision system comprises a train body, a train body energy absorption area, special energy absorption elements (a hook buffering system and an anti-creeper) and a train stopper positioned at the line terminal point;
the two ends of the train body are provided with multi-stage deformation energy absorption areas, the multi-stage deformation energy absorption areas comprise high-order energy absorption areas at two ends of each marshalling passenger room, and two-stage deformation energy absorption areas are arranged at the front end of a cab of a head train;
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 train anti-creeper and the primary deformation energy absorption area of the car head. When the primary deformation area of the locomotive 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 train, 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 train, 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 locomotive, so that the locomotive is deformed and absorbs 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 train 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 anti-creeper guide mechanism 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.
When the train collides with the stopper at high speed, the anti-creeper, the train head first-level body deformation energy absorption area, the hook buffer system and the train head second-level deformation energy absorption area sequentially act in the energy absorption part at the front end of the train; the hook buffering system located between the marshalling cars is also simultaneously activated. When all energy absorption parts at the front end of the train and the workshop hook buffer device basically absorb energy, the high-order energy absorption areas at the two ends of each marshalling train passenger room further absorb energy.
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 train energy absorption elements does not need to be adjusted, and the mutual collision energy absorption performance of two trains is not influenced. The device is beneficial to fully playing the roles of a train multistage energy absorption area and an energy absorption element when the train impacts the stop buffer at high speed, and playing the characteristic of restorable deformation of the coupler buffer system when impacting at low speed.
2) The collision mode of the car stopper is simple to switch, a transmission device capable of resisting huge longitudinal reaction force does not need to be additionally arranged, only the action of the stop valve is controlled, and the structure of the car stopper is simple and reliable.
Drawings
FIG. 1 is a schematic view of a car stop and train collision avoidance system according to an embodiment of the present invention;
FIG. 2 is a head structure of the train body of the present invention;
FIG. 3 is a sectional view of the energy absorbing area of the train body head according to the present invention;
FIG. 4 is a schematic view of the low-speed collision mode of operation of the car stopper of the present invention;
FIG. 5 is a schematic view of the high speed collision mode of operation of the car stopper of the present invention;
FIG. 6 is a schematic view of a low speed impact stop for a train in accordance with the present invention;
FIG. 7 is a schematic view of the train high speed impact stop process of the present invention;
FIG. 8 is a schematic view of the final state of the train head of the high-speed collision stopper of the invention;
FIG. 9 is a schematic view of the partial structure of the anti-creeper of the present invention;
FIG. 10 is a schematic view of the present invention in contact with the 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 train collision avoidance system of the present embodiment includes a plurality of train bodies 1, a train body front end structure 2, a creeper 3, a hook and buffer system 4, and a car 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. The car stopper 5 located at the end of the track has two operation modes of low-speed collision and high-speed collision.
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 train anti-climbing device 3, 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 train anti-climbing toothed plate generates deformation energy absorption. 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 24 located in the primary deformation energy absorption area C1 of the train head, the corrugated plate 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 the two ends of the train body 1, and the high-order deformation energy absorption areas D1, D2, and D3 of the train body passenger compartment 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 second 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.
Compared with CN201080063563, the collision energy-absorbing element and the transverse profile (deformable energy-absorbing) are in series connection, and the collision energy-absorbing element can be detached. 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 collision stress surface is formed only when abnormal trains collide with each other, and when normal trains collide with each other, the normal trains contact and deform in sequence according to the hook buffer device and the anticreeper, so that the collision stress surface has essential differences.
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 to which the invention pertains, as modified in all equivalent forms, by those skilled in the art after reading the present invention.
Claims (8)
1. The car stopper is characterized by comprising a car coupler connector (51) positioned in the middle of the front end, anti-climbing toothed plates (52) arranged on two sides of the front end and a velometer (53) used for detecting the speed of a car at a certain distance in front, wherein the car coupler connector (51) and the anti-climbing toothed plates (52) can adjust the front and back relative positions through a transmission device;
the car stopper is provided with two switchable working modes according to the speed of the car approaching the line terminal:
i. when the velometer (53) detects that the vehicle drives to the car stopper at a speed less than a certain set speed, the coupler connector (51) provides continuous reaction force for the vehicle at first;
when the velometer (53) detects that the vehicle drives to the vehicle stopper at a speed higher than a set speed, the anti-climbing rack (52) provides a continuous reaction force to the vehicle at first.
2. The car stop according to claim 1, characterized in that a stop valve (54) connected with the connector base (511), a sliding channel (55) used for providing a backward space of the coupler connector (51), and a stop wall (56) positioned at the end of the sliding channel (55) are arranged behind the coupler connector (51);
the car stopper is provided with two switchable working modes according to the speed of the car approaching the line terminal:
i. when the velometer (53) detects that the vehicle drives to the car stopper at a speed less than a certain 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 speed detector (53) detects that the vehicle drives to the vehicle stopper at a speed higher than a set speed, the stop valve (54) is in an open state, and the coupler connector (51) is in a longitudinally unconstrained state and can move backward along the slide passage (55).
3. The car stopper of claim 1,
i. when the velometer (53) detects that the vehicle drives to the car stopper at a speed less than a certain set speed, the extending end of the coupler connector (51) is positioned in front of the anti-climbing toothed plate (52);
and ii, when the velometer (53) detects that the vehicle drives to the vehicle stopper at a speed higher than a set speed, under the action of the transmission device, the protruding end of the coupler connector (51) retracts for a certain distance or the anti-climbing toothed plate (52) moves forwards for a certain distance, so that the anti-climbing toothed plate (52) provides continuous reaction force for the vehicle at first.
4. A stopper according to any one of claims 1-3, characterised in that the set speed is a speed of the vehicle at a distance of 50m from the stopper in the range 40km/h-54 km/h.
5. Stopper according to any one of claims 1 to 3, characterised in that said velometer (53) is an infrared velometer or a velometer sensor embedded in the track.
6. Stopper according to any one of claims 1 to 3, characterised in that a stop wall (58) is provided behind the stop wall (56), and that an energy absorbing mechanism (57) is provided between the stop wall (56) and the stop wall (58).
7. A rail vehicle anti-collision method is realized by adopting a car stopper, and is characterized in that the car stopper comprises a car coupler connector (51) positioned in the middle of the front end, anti-climbing toothed plates (52) on two sides of the front end, a velometer (53) used for detecting the speed of a vehicle at a certain distance in front, a stop valve (54) positioned behind the car coupler connector (51) and connected with a connector base (511), a sliding channel (55) used for providing a backward space of the car coupler connector (51), and a stop wall (56) positioned at the end of the sliding channel (55); the rail vehicle anti-collision method comprises the following steps:
s1, the speed of the vehicle driving to the end point of the route is measured through the velometer (53);
s2, when the speed detector (53) detects that the vehicle drives to the car stopper at a speed less than a certain set speed, the stop valve (54) is in a closed state, the extending end of the car coupler connector (51) is positioned in front of the anti-climbing toothed plate (52), and the car coupler connector (51) of the car stopper is firstly contacted with the vehicle;
when the velometer (53) detects that the vehicle drives to the car stopper at a speed higher than a set speed, the speed detector is characterized in that the stop valve (54) is in an open state, the coupler connector (51) is in a non-longitudinal constraint state, the coupler connector (51) rapidly retreats in the sliding channel (55) when the vehicle is collided 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 simultaneously, an energy absorption mechanism (57) arranged behind the stop wall (56) starts to act and absorb energy.
8. The rail vehicle collision avoidance method of claim 7, the set speed being a speed of the vehicle at a distance of 50m from the car stopper that is in the range of 40km/h-54 km/h.
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010971108.0A CN112109764B (en) | 2020-09-16 | 2020-09-16 | Car stopper and rail vehicle anti-collision method |
| PCT/CN2021/106764 WO2022057423A1 (en) | 2020-09-16 | 2021-07-16 | Buffer stop and railway vehicle collision prevention method |
| MX2023003189A MX2023003189A (en) | 2020-09-16 | 2021-07-16 | Buffer stop and railway vehicle collision prevention method. |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010971108.0A CN112109764B (en) | 2020-09-16 | 2020-09-16 | Car stopper and rail vehicle anti-collision method |
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| Publication Number | Publication Date |
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| CN112109764A true CN112109764A (en) | 2020-12-22 |
| CN112109764B CN112109764B (en) | 2021-09-17 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202010971108.0A Active CN112109764B (en) | 2020-09-16 | 2020-09-16 | Car stopper and rail vehicle anti-collision method |
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| Country | Link |
|---|---|
| CN (1) | CN112109764B (en) |
| MX (1) | MX2023003189A (en) |
| WO (1) | WO2022057423A1 (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| 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 |
| WO2022057423A1 (en) * | 2020-09-16 | 2022-03-24 | 中车株洲电力机车有限公司 | Buffer stop and railway vehicle collision prevention method |
| CN115027527A (en) * | 2022-06-20 | 2022-09-09 | 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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Also Published As
| Publication number | Publication date |
|---|---|
| MX2023003189A (en) | 2023-08-04 |
| CN112109764B (en) | 2021-09-17 |
| WO2022057423A1 (en) | 2022-03-24 |
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