CN213892496U - Rail car passive anti-collision device for reducing secondary collision - Google Patents
Rail car passive anti-collision device for reducing secondary collision Download PDFInfo
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- CN213892496U CN213892496U CN202022703265.1U CN202022703265U CN213892496U CN 213892496 U CN213892496 U CN 213892496U CN 202022703265 U CN202022703265 U CN 202022703265U CN 213892496 U CN213892496 U CN 213892496U
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- 238000013016 damping Methods 0.000 claims abstract description 63
- 230000000087 stabilizing effect Effects 0.000 claims description 11
- 238000007789 sealing Methods 0.000 claims description 6
- 230000000116 mitigating effect Effects 0.000 claims 5
- 230000003139 buffering effect Effects 0.000 abstract description 12
- 238000000034 method Methods 0.000 abstract description 6
- 230000001133 acceleration Effects 0.000 abstract description 5
- 230000006378 damage Effects 0.000 abstract description 4
- 230000006641 stabilisation Effects 0.000 abstract 1
- 238000011105 stabilization Methods 0.000 abstract 1
- 208000027418 Wounds and injury Diseases 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 2
- 208000014674 injury Diseases 0.000 description 2
- 230000004075 alteration Effects 0.000 description 1
- 230000002596 correlated effect Effects 0.000 description 1
- 238000005265 energy consumption Methods 0.000 description 1
- 238000001125 extrusion Methods 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
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Abstract
本发明提供一种减轻二次碰撞的轨道车被动防撞装置，属于轨道车辆用安全装置领域，由液压缸缸体、阻尼结构、稳压结构和活塞缸组成，在一定质量和速度的物体撞击撞头后，内缸体沿外缸体内壁向下滑动，在阻尼杆和阻尼孔组成的阻尼孔缝的阻尼作用下，实现缓冲，当外缸体内油液压力超过限定压力，在电磁溢流阀作用下，通过管路将油液流入活塞缸，泄压，使得缓冲力不超过限定值，使加速度不超过最大值，缓冲完毕后在复位弹簧、活塞缸复位弹簧作用下实现复位。该装置在芯轴式液压缓冲器基础上，增设稳压结构和活塞缸，整个缓冲过程更为平稳，可以有效减轻缓冲过程中因加速度过大，二次碰撞对乘客造成的伤害，同时可以实现重复使用，降低成本。
The invention provides a passive anti-collision device for rail vehicles for alleviating secondary collisions, belonging to the field of safety devices for rail vehicles. After hitting the head, the inner cylinder slides down along the inner wall of the outer cylinder, and under the damping action of the damping hole slit composed of the damping rod and the damping hole, buffering is realized. Under the action of the flow valve, the oil flows into the piston cylinder through the pipeline, and the pressure is released, so that the buffer force does not exceed the limit value and the acceleration does not exceed the maximum value. On the basis of the mandrel type hydraulic buffer, the device adds a voltage stabilization structure and a piston cylinder, and the entire buffering process is more stable, which can effectively reduce the damage to passengers caused by excessive acceleration and secondary collision during the buffering process, and can achieve Reuse and reduce costs.
Description
Technical Field
The invention belongs to the field of safety devices for rail vehicles, and particularly relates to a passive anti-collision device for a rail vehicle, which is used for reducing secondary collision.
Background
With the development of society, rail vehicles are increasingly important in production and life of people, the use is more and more frequent, the problem of passive collision avoidance of rail vehicles is gradually emphasized by people, and a great deal of research is also brought forward in this respect.
In the existing passive anti-collision device of the rail car, the hydraulic buffer has high buffering energy consumption efficiency, stable buffering process, large bearable load and compact structure, and is beneficial to installation. Therefore, the operational reliability is high.
However, the damping force is positively correlated with the speed of the collision, that is, the acceleration during damping is larger as the relative speed of the two trains is higher during the train collision, and the acceleration during damping is too large for passengers in the train, so that the passengers are in danger of life, namely, the so-called secondary collision injury.
At present, no passive anti-collision device of the rail car, which can effectively reduce the injury of passengers caused by secondary collision, exists.
Disclosure of Invention
In view of the above disadvantages, the present invention provides a passive anti-collision device for a rail car, which can reduce secondary collision.
The invention is realized by the following technical scheme: a passive anti-collision device for a rail car for relieving secondary collision comprises a hydraulic cylinder body, a damping structure, a pressure stabilizing structure and a piston cylinder, wherein the hydraulic cylinder body comprises a collision head, an inner cylinder body, an outer cylinder body, an end cover guide sleeve and a base, the collision head and the inner cylinder body are integrated, the inner cylinder body is nested in the outer cylinder body, the end cover guide sleeve is connected with the port of the outer cylinder body through a screw, the base and the outer cylinder body are integrated, four threaded holes which are symmetrically distributed are formed in the base, the base is connected with the rail car through bolts, the damping structure comprises a spring guide sleeve, a reset spring, a damping piston, a damping hole and a damping rod, the spring guide sleeve is connected with the inner cylinder body through a screw, the reset spring is connected with the damping piston in a nested manner, the damping piston is contacted with the inner cylinder body through a guide ring and a sealing ring, and the damping hole and the inner cylinder body are integrated, the damping rod is located at the bottom of the outer cylinder body, the damping rod is connected with the outer cylinder body through screws, the pressure stabilizing structure is composed of a pipeline connector, a pipeline, an electromagnetic overflow valve and a one-way valve, the pipeline connector is in threaded connection with the pipeline, the pipeline is in threaded connection with the outer cylinder body, the pipeline is in threaded connection with the electromagnetic overflow valve, the pipeline is in threaded connection with the one-way valve, and the piston cylinder is in threaded connection with the pipeline connector.
And strip-shaped protruding anti-slip strips are arranged at the top of the collision head.
The damping piston is formed by nesting and connecting a small-radius cylinder at the upper end with a return spring, and a large-radius cylinder at the lower end is in contact with an inner cylinder body of the rigid body of the hydraulic cylinder by virtue of a guide ring and a sealing ring.
The piston cylinder is composed of a piston cylinder body, a spring guide rod, a piston cylinder reset spring and a piston cylinder piston, the piston cylinder body and the spring guide rod are integrated, the piston cylinder piston is embedded into the piston cylinder body, and the piston reset spring is located between the piston cylinder piston and the spring guide rod and is connected with the piston cylinder piston and the spring guide rod in an embedded mode.
The gap between the damping rod and the damping hole is gradually reduced, and the diameter of the damping rod is continuously increased.
The pressure stabilizing structure and the piston cylinder can be provided with 1-3 groups according to the required stable maximum pressure.
The invention has the beneficial effects that on the basis of the mandrel type hydraulic buffer, the pressure stabilizing component is additionally arranged, so that the oil pressure in the buffer does not exceed a set value in the buffering process of the rail car, further, the rail car does not generate excessive acceleration to cause secondary damage to passengers, and after the buffering is finished, the piston cylinder presses the oil discharged in the buffering process back into the hydraulic cylinder through the one-way valve through a pipeline to recover to a state before the buffering, so that the repeated use is realized, the diameter of the damping rod is gradually increased, the maximum stroke is reached, but the diameter of the damping rod does not exceed the diameter of the damping hole, and the buffering process can be more gentle.
Drawings
Fig. 1 is a schematic view of the overall structure of the present invention.
FIG. 2 is a cross-sectional view of the cylinder body and damping structure of the hydraulic cylinder of the present invention.
Fig. 3 is an assembly drawing of the pressure stabilizing structure and the piston cylinder of the present invention.
FIG. 4 is a cross-sectional view of a piston cylinder of the present invention; in the figure, 1, a hydraulic cylinder body, 101, a ram, 102, an inner cylinder body, 103, an end cover guide sleeve, 104, an outer cylinder body, 105, a base, 2, a damping structure, 201, a spring guide sleeve, 202, a return spring, 203, a damping piston, 204, a damping hole, 205, a damping rod, 3, a pressure stabilizing structure, 301, a pipeline joint, 302, a pipeline, 303, an electromagnetic overflow valve, 304, a check valve, 4, a piston cylinder, 401, a piston cylinder body, 402, a spring guide rod, 403, a piston cylinder return spring, 404 and a piston cylinder piston.
Detailed Description
A passive anti-collision device for a rail car for relieving secondary collision comprises a hydraulic cylinder body 1, a damping structure 2, a pressure stabilizing structure 3 and a piston cylinder 4, wherein the hydraulic cylinder body 1 comprises a collision head 101, an inner cylinder body 102, an outer cylinder body 104, an end cover guide sleeve 103 and a base 105, the collision head 101 and the inner cylinder body 102 are integrated, the inner cylinder body 102 is embedded in the outer cylinder body 104, the end cover guide sleeve 103 is connected with the end opening of the outer cylinder body 104 through screws, the base 105 and the outer cylinder body 104 are integrated, four threaded holes are symmetrically distributed in the base 105, the base 105 and the rail car are connected through bolts, the damping structure 2 comprises a spring guide sleeve 201, a reset spring 202, a damping piston 203, a damping hole 204 and a damping rod 205, the spring guide sleeve 201 and the inner cylinder body 102 are connected through screws, the reset spring 202 and the damping piston 203 are connected in a nested manner, the damping piston 203 is in contact with the inner cylinder body 102 through a guide ring and a sealing ring, the damping hole 204 and the inner cylinder body 102 are integrated, the damping rod 205 is located at the bottom of the outer cylinder body 104, the damping rod 205 is connected with the outer cylinder body 104 through screws, the pressure stabilizing structure 3 is composed of a pipeline connector 301, a pipeline 302, an electromagnetic overflow valve 303 and a one-way valve 304, the pipeline connector 301 is in threaded connection with the pipeline 302, the pipeline 302 is in threaded connection with the outer cylinder body 104, the pipeline 302 is in threaded connection with the electromagnetic overflow valve 303, the pipeline 302 is in threaded connection with the one-way valve 304, and the piston cylinder 4 is in threaded connection with the pipeline connector 301.
The top of the ram head 101 is arranged with a strip-shaped protruding anti-slip strip.
The damping piston 203 is a cylinder with a small radius at the upper end and is nested and connected with the return spring 202, and a cylinder with a large radius at the lower end is contacted with the inner cylinder body 102 of the hydraulic cylinder body 1 by virtue of a guide ring and a sealing ring.
The piston cylinder 4 is composed of a piston cylinder body 401, a spring guide rod 402, a piston cylinder return spring 403 and a piston cylinder piston 404, the piston cylinder body 401 and the spring guide rod 402 are integrated, the piston cylinder piston 404 is embedded into the piston cylinder body 401, and the piston cylinder return spring 403 is located between the piston cylinder piston 404 and the spring guide rod 402 and is connected with the piston cylinder piston 404 and the spring guide rod 402 in a nested mode.
The gap between the damping hole 204 and the damping rod 205 is gradually reduced, and the diameter of the damping rod 205 is increased.
The pressure stabilizing structure 2 and the piston cylinder 4 can be provided with 1-3 groups according to the required stable maximum pressure.
When the device works, namely after an object with certain mass and speed impacts the ram 101, the inner cylinder 102 slides downwards along the inner wall of the outer cylinder 104, extrusion oil flows into the inner cylinder 102 from the outer cylinder 104 through a damping hole gap formed by the damping hole 204 and the damping rod 205, and pushes the damping piston 203 to store energy for the return spring 202. Under the damping action of the damping hole gaps, pressure difference is generated between oil in the inner cylinder body 102 and oil in the outer cylinder body 104, the pressure difference is generated under the action of the lower end of the inner cylinder body 102, the buffering force is generated under the action of the damping hole gaps, if the pressure P of the oil in the outer cylinder body 104 is smaller than a set maximum value, normal operation is achieved, if the pressure P is larger than the set maximum value, the electromagnetic overflow valve 303 acts, redundant pressure is discharged, the check valve 304 is tightly jacked and does not act, the oil flows into the piston cylinder 4, a small part of energy is stored in the piston cylinder reset spring 403, when buffering is finished, the check valve 304 acts under the spring force of the piston cylinder reset spring 403, the oil in the piston cylinder 4 flows back into the cylinder body of the hydraulic cylinder, under the spring force of the reset spring 202, the inner cylinder body 102 rises along the inner wall of the outer cylinder body 104 and returns to the initial position to achieve resetting, and the next impact is waited.
It will be appreciated by those skilled in the art that changes, modifications, substitutions and alterations can be made in the embodiments described above without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims.
Claims (6)
1. The utility model provides a alleviate passive buffer stop of railcar of secondary collision which characterized in that: the hydraulic cylinder body consists of a ram, an inner cylinder body, an outer cylinder body, an end cover guide sleeve and a base, the ram and the inner cylinder body are integrated, the inner cylinder body is nested in the outer cylinder body, the end cover guide sleeve is connected with a port of the outer cylinder body through a screw, the base and the outer cylinder body are integrated, four threaded holes which are symmetrically distributed are formed in the base, the base is connected with a rail car through bolts, the damping structure consists of a spring guide sleeve, a reset spring, a damping piston, a damping hole and a damping rod, the spring guide sleeve is connected with the inner cylinder body through a screw, the reset spring is connected with the damping piston in a nested manner, the damping piston is contacted with the inner cylinder body through the guide ring and a sealing ring, the damping hole and the inner cylinder body are integrated, the damping rod is positioned at the bottom of the outer cylinder body, and the damping rod is connected with the outer cylinder body through a screw, the pressure stabilizing structure is composed of a pipeline joint, a pipeline, an electromagnetic overflow valve and a one-way valve, wherein the pipeline joint is in threaded connection with the pipeline, the pipeline is in threaded connection with the outer cylinder body, the pipeline is in threaded connection with the electromagnetic overflow valve, the pipeline is in threaded connection with the one-way valve, and the piston cylinder is in threaded connection with the pipeline joint.
2. A railcar passive bump avoidance system for mitigating secondary collisions as recited in claim 1 wherein: the top of the collision head is provided with a strip-shaped protruding anti-slip strip.
3. A railcar passive bump avoidance system for mitigating secondary collisions as recited in claim 1 wherein: the damping piston is formed by nesting and connecting a small-radius cylinder at the upper end with a return spring, and a large-radius cylinder at the lower end is in contact with an inner cylinder body of the rigid body of the hydraulic cylinder by virtue of a guide ring and a sealing ring.
4. A railcar passive bump avoidance system for mitigating secondary collisions as recited in claim 1 wherein: the piston cylinder is composed of a piston cylinder body, a spring guide rod, a piston cylinder reset spring and a piston cylinder piston, the piston cylinder body and the spring guide rod are integrated, the piston cylinder piston is embedded into the piston cylinder body, and the piston reset spring is located between the piston cylinder piston and the spring guide rod and is connected with the piston cylinder piston and the spring guide rod in an embedded mode.
5. A railcar passive bump avoidance system for mitigating secondary collisions as recited in claim 1 wherein: the gap between the damping rod and the damping hole is gradually reduced, and the diameter of the damping rod is continuously increased.
6. A railcar passive bump avoidance system for mitigating secondary collisions as recited in claim 1 wherein: the pressure stabilizing structure and the piston cylinder can be provided with 1-3 groups according to the required stable maximum pressure.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022703265.1U CN213892496U (en) | 2020-11-20 | 2020-11-20 | Rail car passive anti-collision device for reducing secondary collision |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022703265.1U CN213892496U (en) | 2020-11-20 | 2020-11-20 | Rail car passive anti-collision device for reducing secondary collision |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN213892496U true CN213892496U (en) | 2021-08-06 |
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ID=77122164
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202022703265.1U Expired - Fee Related CN213892496U (en) | 2020-11-20 | 2020-11-20 | Rail car passive anti-collision device for reducing secondary collision |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN213892496U (en) |
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2020
- 2020-11-20 CN CN202022703265.1U patent/CN213892496U/en not_active Expired - Fee Related
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| GR01 | Patent grant | ||
| CF01 | Termination of patent right due to non-payment of annual fee | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20210806 |