WO2022057423A1 - 一种挡车器及轨道车辆防撞方法 - Google Patents

一种挡车器及轨道车辆防撞方法 Download PDF

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Publication number
WO2022057423A1
WO2022057423A1 PCT/CN2021/106764 CN2021106764W WO2022057423A1 WO 2022057423 A1 WO2022057423 A1 WO 2022057423A1 CN 2021106764 W CN2021106764 W CN 2021106764W WO 2022057423 A1 WO2022057423 A1 WO 2022057423A1
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Prior art keywords
vehicle
speed
stopper
coupler connector
stop
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PCT/CN2021/106764
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English (en)
French (fr)
Inventor
柳晓峰
苏柯
李孟梁
廖文洁
王宇兵
水文菲
王海钧
钟磊
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中车株洲电力机车有限公司
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Publication of WO2022057423A1 publication Critical patent/WO2022057423A1/zh

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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
    • 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 vehicle trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or vehicle trains
    • B61L25/021—Measuring and recording of train speed

Definitions

  • the invention relates to a vehicle stopper and a rail vehicle anti-collision method, belonging to the technical field of rail vehicles.
  • the most important mission of railway vehicles is to ensure the safety of drivers and passengers.
  • the front end of the train is usually equipped with an anti-climbing device with an energy-absorbing function, which can significantly improve the deformation and energy-absorbing characteristics of the rail vehicle in the event of a collision.
  • the anti-climbing device In order to effectively prevent the trains from climbing each other during a collision, the anti-climbing device also needs to have excellent sag resistance, so the anti-climbing device is usually equipped with a guiding mechanism with high vertical stiffness to ensure the anti-climbing performance.
  • the guiding mechanism can ensure that the anti-climbing device retreats stably in the event of a collision, and guide the energy-absorbing element to perform the deformation and energy-absorbing function normally, so that the train deforms in a stable, controllable and orderly manner, and the impact force on the passengers is minimized. to reduce the possibility of injury to persons in the vehicle.
  • a stopper is usually installed to prevent the train from running out of the track and causing derailment or overturning (compared to limiting the train to the track, derailment, overturning and other phenomena bring greater harm to life and vehicles).
  • the stopper is generally provided with an impact point matching the hook head of the train hook buffer system, and some are also provided with an anti-climbing tooth plate matching with the anti-climbing device. Since the speed of most road-end impacts will be lower than 15km/h, based on the consideration of cost and replacement and maintenance of components, generally the coupler and the impact point collide first, which can absorb part of the impact energy first. If the speed is very low (eg below 5-7km/h), the coupler buffer can be fully recovered.
  • the coupler will undergo irreversible deformation and energy absorption, the coupler will crush the tube, and even the coupler will be overloaded and sheared. Then, the anti-climbing device is in contact with the anti-climbing tooth plate of the car stopper, so as to prevent the train from climbing up, sideways overturning or riding on the car stopper.
  • This scenario is consistent with the sequence of deformation and energy absorption when two trains collide with each other, and is also a common method at home and abroad.
  • Chinese invention patent CN201711487129 provides a collision energy-absorbing system for rail trains and rail trains. Based on improving the stability of energy-absorbing elements during a collision, the front end of the hook buffer and the front end of the anti-climbing device together form a collision force face, the two work together when the trains collide.
  • the solution focuses on solving the reliability problem of the collision energy absorption system, but does not improve the collision energy absorption problem of the vehicle body. The reason is that the collision energy absorption is the product of the collision interface force and the deformation energy absorption stroke, that is, the integral of the area under the load-displacement curve.
  • the collision interface force includes the force of the simultaneous or independent action of three energy-absorbing elements, such as the hook buffer system, the anti-climbing device, and the deformation energy-absorbing area of the vehicle body. Since the maximum value of the interface force cannot be greater than the crushing force in the safe area of the passenger compartment, no matter whether one energy absorbing element acts alone or multiple energy absorbing elements act simultaneously, the energy absorption will not increase significantly under the same stroke. As for the stopper at the end of the road, its own collision absorption capacity is certain. With the increase of the collision speed, almost all the remaining energy needs to be absorbed by the train's own energy-absorbing components and the car body to improve the collision energy of the train itself. The absorption capacity can ensure that the train will not rush out of the track and cause fatal harm to the greatest extent.
  • three energy-absorbing elements such as the hook buffer system, the anti-climbing device, and the deformation energy-absorbing area of the vehicle body. Since the maximum value of the interface force cannot be greater than the crushing force in the safe area of the passenger compartment, no matter whether
  • Chinese utility model patent CN201420193441.3 discloses a double-cylinder hydraulic buffer sliding stopper with anti-climbing parts on both sides of the stopper, focusing on the description of the parallel-bar hydraulic mechanism, not involving the action of the energy-absorbing structure and the train structure during train collision.
  • Chinese utility model patent CN201820646426.8 discloses an intelligent anti-collision system for stoppers at the end of the railway, and
  • Chinese utility model patent CN02272828.7 discloses a deceleration device that does not require an external connection.
  • CN201080063563 discloses a collision module for rail vehicles.
  • the patent scheme provides a collision module, including collision elements, transverse profiles, connecting plates and other components, wherein the transverse profiles are plate-shaped profiles, including triangles, trapezoids, and hole profiles.
  • the element is arranged between two connecting plates.
  • the collision energy-absorbing element and the transverse profile of this patent are in a parallel relationship in space, and the module is welded with the main structure of the vehicle body and cannot be disassembled.
  • CN201310505736 A front end structure of a crash-resistant aluminum alloy head car chassis, the car body is provided with a safety area and a driver's cab deformation area, and a box-shaped structure composed of a mounting plate, a floor, a side beam and an end oblique rib is arranged below the driver's cab deformation area, For installing anti-climbers.
  • This solution solves the installation of the anti-climbing device and sets the deformation zone at the front end of the anti-climbing device's installation surface, and does not involve the setting of the deformation energy-absorbing zone behind the anti-climbing device's installation surface, and the energy absorption is limited.
  • the CN201610771803 patent provides a rail vehicle head structure, but the driver's cab door column and the coupler mounting seat of the structure are basically located on the same section, which has relatively large limitations and does not involve the driver's escape safety.
  • CN201711487129 discloses a collision energy absorption system for rail trains and rail trains.
  • the front end of the hook buffer device and the front end of the anti-climbing device together form a collision force surface, and the two work together when a normal train collides.
  • EP0802100A1 discloses an anti-collision structure, which mainly realizes the purpose of increasing the collision energy absorption of the vehicle body by arranging a deformation energy-absorbing element at the front of the vehicle, and controlling the easily deformable area at the side door of the driver's cab; and the end part ( The anti-climbing device mounting surface to the coupler mounting surface) is not easy to deform, and can be used to provide the driver's living space to protect the driver's safety. And this patent does not involve the use of the guiding mechanism of the anti-climbing device to solve the problem of insufficient vertical stiffness in the area of the energy absorbing element.
  • Chinese utility model patent CN201420193441.3 discloses a double-cylinder hydraulic buffer sliding stopper, the stopper is provided with anti-climbing parts on both sides, focusing on the description of the parallel-bar hydraulic mechanism, by adding a sliding stopper with a hydraulic buffer on both sides
  • the device solves the problems of poor buffering effect of the existing car stopper, inability to effectively limit the train on the basic rail, resulting in derailment of the train, and high production cost. Its purpose is relatively single, and it does not involve the action of the energy-absorbing structure and the train structure during the train collision process.
  • Chinese utility model patent CN201820646426.8 discloses an intelligent anti-collision system for stoppers at the end of the railway
  • Chinese utility model patent CN02272828.7 discloses a deceleration device that does not require an external connection.
  • the inventor's research found that the single working mode of the existing car stopper and the train collided, resulting in the deformation energy-absorbing area of the train, the anti-climbing device, and the energy-absorbing elements of the hook buffer system cannot function fully and efficiently, that is, if only the hook buffer system, If the anti-climber acts successively, the coupler buffer at the front end of the vehicle is prone to insufficient energy absorption in high-speed mode; and if only the anti-climber and the hook buffer system act successively, the easily replaceable hook buffer system in low-speed collisions may not work. (The buffer can be reused), and the anti-climbing device, vehicle body and vehicle equipment may be damaged first, and the loss cost will increase significantly.
  • the present invention aims to provide a vehicle stopper and an anti-collision method for rail vehicles.
  • the vehicle stopper is provided with two modes of low-speed collision and high-speed collision, so as to give full play to the role of rail trains in multi-level energy absorption areas, so as to solve at least one of the following problems One:
  • a vehicle stopper is characterized in that it includes a stopper wall, an anti-climbing tooth plate and a sliding channel mounted on the front end of the stopper wall, and a speedometer for detecting the speed of a vehicle at a certain distance ahead;
  • the front end of the sliding channel is provided with a coupler connector extending forward, and the front end of the coupler connector exceeds the front end of the anti-climbing tooth plate; the rear end of the coupler connector is provided with a stopper mounted on the sliding channel.
  • a stop valve which opens when the vehicle exceeds a certain set speed toward the stop, the coupler connector moves along the slip channel.
  • a stop wall is arranged behind the stop wall, and an energy absorption mechanism is arranged between the stop wall and the stop wall.
  • the set speed is a certain speed between 40km/h and 54km/h of the vehicle speed at a position 50m away from the vehicle stopper.
  • the speed measuring device is an infrared speed measuring device or a speed measuring sensor embedded in the track.
  • the present invention also provides a method for blocking a vehicle by using the vehicle stopper.
  • the vehicle stopper has two switchable working modes according to the speed of the vehicle approaching the end of the line:
  • the coupler connector takes the lead to provide a continuous reaction force to the vehicle
  • the anti-climbing tooth plate takes the lead to provide a continuous reaction force to the vehicle.
  • the vehicle stopper has two switchable working modes according to the speed of the vehicle approaching the end of the line:
  • the stop valve When the speedometer detects that the vehicle is approaching the stopper at a speed greater than a certain set speed, the stop valve is open, and the coupler connector is in a state of no longitudinal restraint and can retreat along the slip channel.
  • the protruding end of the coupler connector is located in front of the anti-climbing tooth plate
  • the speedometer detects that the vehicle is heading towards the stopper at a speed greater than a certain set speed, under the action of the transmission device, the extension end of the coupler connector is made to retreat a certain distance or the anti-climbing tooth plate is moved forward a certain distance. , so that the anti-climbing tooth plate takes the lead in providing a continuous reaction force to the vehicle.
  • the present invention also provides a rail vehicle collision avoidance method, which is implemented by using the vehicle stopper, and the rail vehicle collision avoidance method includes the following steps:
  • the stop valve When the speedometer detects that the vehicle is approaching the stopper at a speed greater than a certain set speed, the stop valve is open and the coupler connector is in a state of no longitudinal restraint. When the vehicle hits, the coupler coupler quickly retreats in the slip channel until The vehicle contacts the anti-climbing tooth plate and acts for a certain stroke; when the rear end of the coupler connector contacts the stop wall, the coupler connector begins to provide a continuous longitudinal reaction force to the vehicle.
  • an energy absorption mechanism is arranged between the stop wall and the stop wall; when the rear end of the coupler connector contacts the stop wall, the energy absorption mechanism starts to act and absorbs energy. can.
  • the vehicle stopper includes a coupler connector located in the middle of the front end, anti-climbing tooth plates on both sides of the front end, and a speedometer for detecting the speed of a vehicle ahead at a certain distance, the coupler connector and the anti-climbing tooth plate can be Adjust the relative position of front and rear through the transmission device;
  • the car stopper has two switchable working modes (low-speed collision and high-speed collision) according to the speed of the vehicle when it approaches the end of the line:
  • the coupler connector takes the lead to provide a continuous reaction force to the vehicle
  • the anti-climbing tooth plate takes the lead to provide a continuous reaction force to the vehicle.
  • the present invention creatively designs two sets of modes, and uses different components to provide continuous reaction force to the vehicle according to the speed of the vehicle when it drives to the stopper.
  • the back of the coupler connector is provided with a stop valve connected with the connector base, which is used to provide a sliding channel for the back space of the coupler connector, and a stop wall at the end of the sliding channel;
  • the stop valve When the speedometer detects that the vehicle is approaching the stopper at a speed greater than a certain set speed, the stop valve is open, and the coupler connector is in a state of no longitudinal restraint and can retreat along the slip channel.
  • the car blocker of the present invention has two working modes: low-speed collision and high-speed collision.
  • the car blocker is provided with a speed detection device, and the mode can be switched according to the speed of the train when it approaches the end of the line; when the train hits at a low speed, the block
  • the coupler connector of the train first contacts the train; when the train hits at a high speed, the stop valve behind the coupler connector opens, and moves synchronously with the hook head of the front-end hook buffer system of the train, and does not provide longitudinal support force. until it hits the stop wall of the car stop and then provides a longitudinal reaction force.
  • the anti-climbing tooth plate of the stopper has been exerting a longitudinal reaction force on the train anti-climbing device.
  • the set speed is a certain speed between 40km/h-54km/h at a position 50m away from the vehicle stopper. In this way, it can be ensured that the speed of the vehicle at the moment of contact with the stopper is a certain speed in the range of 15km/h-36km/h.
  • the speed critical point at the moment when the high-speed rail or EMU is in contact with the stopper is generally 36km/h
  • the speed threshold at the moment when the subway car is in contact with the stopper is generally 15km/h.
  • the high-speed collision mode is activated, and the stop valve is opened, and below this speed, the low-speed collision mode is activated, and the stop valve is closed.
  • an anti-collision method for rail vehicles is realized by using a car stopper.
  • the structure is characterized in that the vehicle stopper includes a coupler connector located in the middle of the front end, and anti-climbing tooth plates on both sides of the front end for detecting A speedometer with a certain distance in front of the vehicle's speed, a stop valve located behind the coupler connector and connected with the connector base, a slip channel for providing a back space for the coupler connector, and a stop wall at the end of the slip channel;
  • the rail vehicle collision avoidance method includes the following steps:
  • the stop valve When the speedometer detects that the vehicle is approaching the stopper at a speed greater than a certain set speed, the stop valve is open and the coupler connector is in a state of no longitudinal restraint. When the vehicle hits, the coupler coupler quickly retreats in the slip channel until The vehicle is in contact with the anti-climbing tooth plate and acts for a period of time. When the connector base is in contact with the stop wall, the coupler connector starts to provide a continuous longitudinal reaction force to the vehicle. At the same time, the energy-absorbing mechanism is arranged behind the stop wall. Start moving and absorb energy.
  • a vehicle stopper of the present invention includes a coupler connector located in the middle of the front end, anti-climbing tooth plates on both sides of the front end, a speedometer for detecting the speed of a vehicle at a certain distance ahead, located in the coupler
  • the stop valve behind the connector and connected with the connector base is used to provide a sliding channel for the back space of the coupler connector, and a stop wall at the end of the sliding channel;
  • the car stopper has two switchable working modes according to the speed of the vehicle approaching the end of the line:
  • the stop valve When the vehicle is at a speed greater than a certain set speed, the stop valve is open, the coupler connector is in a state of no longitudinal restraint and can be reversed along the slip channel.
  • the rail vehicle collision avoidance method of the present invention comprises the following steps:
  • the stop valve When it is determined that the speed of the vehicle heading to the end of the line is less than a certain set speed, the stop valve is in a closed state, the extension end of the coupler connector is located in front of the anti-climbing tooth plate, and the coupler connector of the vehicle stopper is the first to connect with the vehicle. touch;
  • the stop valve When it is determined that the speed of the vehicle to the end of the line is greater than a certain set speed, the stop valve is open, and the coupler connector is in a state of no longitudinal restraint.
  • the coupler connector quickly retreats in the slip channel until the vehicle Contact with the anti-climbing tooth plate and act for a period of time, when the connector base is in contact with the stop wall, the coupler connector begins to provide a continuous longitudinal reaction force to the vehicle, and at the same time, the energy absorbing mechanism arranged behind the stop wall begins to Move and absorb energy.
  • the rail train anti-collision system of the present invention includes a train body, an energy absorbing area of the car body, a special energy absorbing element (a hook buffer system, an anti-climbing device), and a car stop at the end of the line;
  • the two ends of the train body of the present invention are provided with multi-level deformation energy absorbing areas, including high-order energy absorbing areas at both ends of each marshalling passenger compartment, and two-level deformation energy absorbing areas are arranged at the front end of the head car cab;
  • the coupler connector in the stopper starts to move from the opening of the stop valve to the contact with the stop wall, which is basically equal to the effective stroke of the train anti-climbing device and the first-level deformation energy-absorbing area of the train front.
  • the coupler connector starts to exert longitudinal reaction force on the coupler located in the middle of the train, and the anti-climbing tooth plates on both sides continue to exert longitudinal reaction force on the anti-climbing devices located on both sides of the train.
  • the three force flows push the plastic hinge area of the driver's seat area to retreat steadily, and transmit the force to crush the secondary energy-absorbing area of the front of the car, causing it to deform and absorb energy.
  • the driver's seat is located in the plastic hinge area between the two-stage body deformation energy-absorbing areas at the front of the car, that is, the driver's safety area.
  • the installation part of the hook and buffer system is also set in this area, and there is a stop plate under the driver's seat fixing device.
  • the guide hole on the stopper plate coincides with the backward trajectory of the anti-climber guide mechanism.
  • An energy-absorbing anti-climbing device with its own guiding mechanism is installed on the anti-collision wall.
  • the anti-climber When the anti-climber deforms and absorbs energy when the train collides, its guiding mechanism retreats, and the head of the guide rod first passes through the guide hole of the seat stop plate inside the support area of the anti-climber, and then uses the shoulder of the guide rod to withstand it.
  • the anti-climber guide mechanism and the seat perform a synchronous backward movement, and always maintain a safe distance between the seat and the driver's platform and other components.
  • the anti-climbing device When the train hits the stopper at high speed, among the energy-absorbing components at the front end of the train, the anti-climbing device, the first-level body deformation energy-absorbing area of the locomotive, the hook buffer system, and the second-level deformation energy-absorbing area of the locomotive act in sequence; the hook located between the marshalling cars
  • the slowing system also works at the same time.
  • the high-order energy-absorbing areas at both ends of each marshalling passenger compartment will further absorb energy.
  • the car blocker can switch the mode according to the collision speed, and it is not necessary to adjust the normal action sequence of the energy-absorbing elements of the vehicle, and does not affect the energy-absorbing performance of the two vehicles when they collide with each other. It is beneficial to give full play to the role of the vehicle's multi-level energy-absorbing area and energy-absorbing elements when the vehicle hits the car stopper at high speed, and at the same time, it exerts the recoverable deformation characteristics of the coupler buffer system when the vehicle hits the stopper at low speed, which completely solves the problem of the existing vehicle hitting the road end block at high speed. Since the vehicle does not have a deformation energy absorption area with a long enough stroke, it cannot stably and controllably deform and absorb energy, and cannot absorb enough collision kinetic energy. The problem.
  • the collision mode of the car stopper is simple to switch, and there is no need to install another transmission device that can resist the huge longitudinal reaction force. It only needs to control the action of the stop valve.
  • the structure of the car stopper is simple and reliable, which completely solves the problem of the high-speed collision of the existing vehicle on the road. When the vehicle is stopped, the energy absorption of the coupler buffer decreases, the coupler is prone to shear failure prematurely, and the commonly used gas-liquid coupler is prone to stiffening under high-speed impact.
  • the front of the present invention is short, and it is impossible to set a sufficiently long non-deformable space in the front of the car. To absorb energy, so as to improve the collision energy absorption of the car body, and control the easily deformable area in the overall cab area.
  • the present invention not only solves the problem of train derailment, but also matches the structural characteristics of the deformation zone of the train body, so that the effect of the collision energy absorbing zone of the train is fully exerted.
  • the collision energy absorbing element and the transverse profile (deformable energy absorbing) of the present invention are in series relationship, and the collision energy absorbing element can be disassembled.
  • a crushable and deformable energy-absorbing area is arranged behind the installation surface of the anti-climbing device, and the mechanism of the anti-climbing device is fully utilized, and the collision resistance performance of the vehicle body is significantly improved.
  • the present invention only occurs when abnormal vehicles collide together to form a collision force surface. When normal vehicles collide, the hook buffer device and the anti-climbing device are sequentially contacted and deformed, which is essentially different.
  • FIG. 1 is a schematic diagram of a vehicle stopper and a train anti-collision system according to an embodiment of the present invention
  • Fig. 2 is the head structure diagram of the train body of the present invention.
  • Fig. 3 is the division diagram of the energy-absorbing area of the train body head of the present invention.
  • FIG. 4 is a schematic diagram of the low-speed collision working mode of the vehicle stopper of the present invention.
  • FIG. 5 is a schematic diagram of the high-speed collision working mode of the vehicle stopper of the present invention.
  • Fig. 6 is the schematic diagram of the low-speed collision stopper of the train of the present invention.
  • FIG. 7 is a schematic diagram of the process of the train of the present invention hitting the stopper at high speed
  • Figure 8 is a schematic diagram of the final state of the train of the present invention when the train hits the front of the stopper at high speed;
  • Fig. 9 is the partial structure schematic diagram of the anti-climbing device of the present invention.
  • Figure 10 is a schematic diagram of the contact between the anti-climbing device of the present invention and the seat base.
  • Vehicle body 1 vehicle body front end structure 2, anti-collision wall 21, guide hole 21a, A-pillar 22, B-pillar 23, corrugated plate 1 24, corrugated plate 2 25, anti-climbing device 3, guide mechanism 31, guide rod head 31a, guide rod shoulder 31b, hook buffer system 4, base 41, stopper 5, coupler connector 51, connector base 511, anti-climbing tooth plate 52, speedometer 53, stop valve 54, slip channel 55 , stop wall 56, energy absorption mechanism 57, end wall 58; driver seat 6, seat base 61, base guide hole 61a, console 7;
  • the train collision avoidance system of this embodiment includes a plurality of vehicle body bodies 1 , a vehicle body front end structure 2 , an anti-climbing device 3 , a hook buffer system 4 , and a vehicle stopper 5 .
  • the vehicle body body 1 has sufficient strength and rigidity to provide a space for accommodating and protecting passengers.
  • the high-order deformation energy-absorbing areas D1, D2, and D3 of the passenger compartment of the vehicle body with slightly smaller longitudinal rigidity are arranged in the screen cabinet areas at both ends of the vehicle body 1, and the front end structure 2 of the vehicle body with lower longitudinal rigidity is also arranged at the head of the train.
  • Anti-climbing devices 3 are distributed on both sides of the front end of the front end structure 2 of the vehicle body, and a hook buffer system 4 is arranged in the middle of both ends of each vehicle.
  • the stopper 5 at the end of the track has two working modes: low-speed collision and high-speed collision.
  • FIG. 2 is a structural diagram of the head of the train body.
  • 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-pillar 22 , a B-pillar 23 , a corrugated plate 24 and a corrugated plate 25 .
  • the A-pillar 22 and the B-pillar 23 are respectively located in the middle and side parts of the front end structure 2 of the vehicle body, and connect the vehicle body 1 and the crash wall 21 as a whole to form a frame structure for protecting the driver.
  • the anti-collision wall 21 is provided with a guide hole 21a for providing a retreat space for the anti-climbing device 3 to guide its deformation and provide vertical support.
  • FIG. 3 is a division diagram of the energy absorption area of the head of the train body.
  • the energy-absorbing area of the head of the car body is, from front to back, the energy-absorbing area A of the hook and buffer system of the front-end structure 2 of the car body, the energy-absorbing area B of the anti-climbing device, the first-level deformation energy-absorbing area C1 of the vehicle body, and the second-level deformation energy-absorbing area of the vehicle body. C2, and the deformation energy-absorbing area D1 of the high-order passenger compartment of the vehicle body of the vehicle body 1 .
  • the energy absorbing element of the energy absorbing area A of the hook buffer system is the hook buffering system 4
  • the energy absorbing element of the anti-climbing device energy absorbing area B is the anti-climbing device 3
  • the main energy absorbing component of the first-stage deformation energy absorbing area C1 of the vehicle is the corrugated plate 1 24
  • the main energy absorbing element of the secondary deformation energy absorbing area C2 of the front end is the corrugated plate 2 25.
  • the driver's seat 6 is located in the transition area between the primary deformation energy absorbing area C1 at the front of the vehicle and the secondary deformation energy absorbing area C2 at the front of the vehicle.
  • the console 7 is located in front of the driver's seat 6 and moves in the direction of the rear end of the vehicle in synchronization with the crash wall 21 and the A-pillar 22 during the collision.
  • the special energy-absorbing elements such as the hook buffer system 4 and the anti-climbing device 3 act, the first-level deformation energy-absorbing area C1 at the front of the vehicle, the second-level deformation energy-absorbing area C2 at the front of the vehicle, and the high-order passenger compartment of the vehicle body 1 are deformed and absorbed. Regions D1, D2, and D3 will sequentially and stably deform and absorb energy.
  • the hook buffer system 4, the anti-climbing device 3, the first-level deformation energy-absorbing area C1 at the front of the vehicle, the second-level deformation energy-absorbing area C2 at the vehicle front, and the deformation energy-absorbing areas D1, D2, and D3 in the high-order passenger compartment of the vehicle body are distributed in series.
  • FIG. 4 is a schematic diagram of the low-speed collision working mode of the car stopper.
  • the stopper 5 includes a coupler connector 51 located in the middle of the front end, anti-climbing tooth plates 52 on both sides of the front end, a speedometer 53 for detecting the speed of the train at a certain distance in front, a coupler located behind the coupler connector 51 and connected with the connector base 511.
  • the stop valve 54, the sliding channel 55 for providing the back space of the coupler connector 51, the stop wall 56 at the end of the sliding channel 55, and the energy absorbing mechanism 57 and the end wall 58 at the road end are composed.
  • the speed measuring device 53 can be an infrared speed measuring device or a speed measuring sensor embedded in the track, whose train speed information can be transmitted to the stopper 5 to control the opening and closing state of the stop valve 54 .
  • the stop valve 54 Under normal circumstances, when the train runs toward the road end at a low speed, the stop valve 54 is in a locked state, and the coupler connector 51 is located at the front end of the anti-climbing tooth plate 52 .
  • FIG. 5 is a schematic diagram of the high-speed collision working mode of the car stopper.
  • the stop valve 54 When the speedometer 53 detects that the train is traveling towards the road end at a higher speed, the stop valve 54 will be opened, the coupler connector 51 will be in a state of no longitudinal restraint, and will quickly retreat in the slip channel 55 when the train hits, No continuous force is generated on the train until the train contacts the anti-climbing tooth plate 52 and acts for a certain stroke, the connector base 511 contacts the stop wall 56, the coupler connector 51 starts to provide continuous longitudinal reaction force to the train, and the energy absorbing mechanism 57 Start moving and absorb energy.
  • the train travels to the end of the road at a lower speed.
  • the coupler system 4 will come into contact with the coupler connector 51 of the stopper 5 and stop the forward movement.
  • the hook buffer system 4 only elastically deforms and recovers during a low-speed collision, and can be reused.
  • the stopper 5 at the end of the track has two types of low-speed collision (when the vehicle hits the stopper at a speed less than a certain set speed) and high-speed collision (when the vehicle hits the stopper at a speed greater than a certain set speed) Operating mode. Therefore, the stop valve 54 needs a reaction time, so generally, the speed at a position 50 m away from the stopper can be used for conversion. Of course, multiple points (eg, 50m, 100m away from the stopper) can be taken to predict and correct the speed when the stopper actually hits the stopper in advance, so as to give the corresponding action of the stopper valve 54 .
  • the connector base 511 of the coupler connector 51 is in contact with the stop wall 56, against the stop wall 56 of the car stopper, and provides the coupling buffer system 4.
  • Longitudinal reaction force during this period, the anti-climbing tooth plate 52 of the stopper 5 has been exerting a longitudinal reaction force on the anti-climbing device 3 of the train, and the three force flows simultaneously push and crush the corrugated plate 25, that is, the secondary deformation energy absorption area C2 of the front of the train. , causing it to deform and absorb energy.
  • the seat base 61 of the driver's seat 6 and the base 41 of the hook buffer system 4 are both located in the plastic hinge area between the two-stage body deformation energy absorption areas at the front of the vehicle.
  • the guide mechanism 31 of the anti-climbing device 3 retreats and bears against the seat base 61, so that the driver's seat 6 and the console 7 fixed on the A-pillar 22 or the anti-collision wall 21 are always kept at a certain level.
  • the distance provides the driver with a safe escape space.
  • the end of the guide mechanism 31 is processed with a stepped notch, and the guide rod head 31a at the foremost end is appropriately small and can pass through the seat base guide hole 61a; the guide rod shoulder 31b is smaller than the guide rod shoulder 31b.
  • the seat base guide hole 61 a has a large profile and can hold up against the seat base 61 .
  • the guide hole 61a of the seat base coincides with the backward trajectory of the anti-climbing device guide mechanism 31, and under the pushing force of the guide mechanism 31, the seat base 61 moves to the rear of the vehicle synchronously.
  • the rail vehicle anti-collision system of the present invention makes full use of the high rigidity of the anti-climb guide mechanism, and utilizes the law of its backward motion during the collision process, effectively alleviating the intrusion of the train driver's platform and other equipment into the safe space of the driver's seat when the collision speed is high It ensures the safety of drivers and improves the passive safety performance of trains.
  • the front end of the train is provided with a hook buffer system, an anti-climbing device and a two-stage body deformation energy absorption area, and there are also deformation energy absorption areas at the non-driver's cab ends at both ends of the carriage.
  • the collision energy absorption of trains is large, and the energy absorption process is stable, orderly, and controllable, which avoids the trains hitting the stopper at a high speed at the end of the track to the greatest extent.
  • the collision energy absorbing element and the transverse profile (deformable energy absorbing) of the present application are in a series relationship, and the collision energy absorbing element is detachable.
  • the present application is provided with a crushable and deformable energy-absorbing area behind the installation surface of the anti-climbing device, and makes full use of the anti-climbing device's own mechanism, and the collision resistance performance of the vehicle body is significantly improved.
  • the present application only occurs when abnormal trains collide together to form a collision force-bearing surface. When a normal train collides, the hook buffer device and the anti-climbing device are sequentially contacted and deformed, which is essentially different.

Abstract

提供一种挡车器及轨道车辆防撞方法。挡车器包括止档墙(56)，装在止档墙(56)前端面上的防爬齿板(52)和滑移通道(55)，以及用于检测前方一定距离车辆速度的测速器(53)；滑移通道(55)的前端部装有向前方延伸的车钩连接器(51)，该车钩连接器(51)的前端超出防爬齿板(52)的前端；在车钩连接器(51)的后端部设有装在滑移通道(55)上的止档阀(54)，该止档阀(54)在车辆超过某一设定速度驶向挡车器时打开，以使车钩连接器(51)沿着滑移通道(55)移动。使用该挡车器和轨道车辆防撞方法可以提高车钩缓冲器的利用率，同时尽可能多地吸收碰撞动能。

Description

一种挡车器及轨道车辆防撞方法 技术领域
本发明涉及一种挡车器及轨道车辆防撞方法，属于轨道车辆技术领域。
背景技术
铁道车辆最重要的使命是保证司乘人员的安全。列车前端通常会设置带吸能功能的防爬装置可显著改善轨道车辆在发生碰撞时的变形吸能特性。为了有效防止撞车时列车相互攀爬，防爬器还需具备优异的抗垂弯能力，所以防爬器通常会设置垂向刚度很大的导向机构来保证防爬性能。该导向机构能确保防爬器在撞车时稳定地后退，并引导吸能元件正常发挥变形吸能功能，最终使列车以稳定地、可控地、有序发生变形，使乘客受到的冲击力最小化，以降低车中人员损伤的可能性。
在轨道线路的尽头，通常会设置挡车器以防止列车冲出轨道导致出轨或者发生倾覆(相比把列车限制在轨道上，出轨、倾覆等现象给生命和车辆均带来更大的危害)。挡车器一般设置有与列车钩缓系统的钩头匹配的撞击点，有的还设有与防爬器匹配的防爬齿板。由于大部分路端撞击的速度会低于15km/h，基于成本及器件的更换维护考虑，一般是车钩与撞击点先撞上，可率先吸收部分撞击能量。如果速度很低(如低于5-7km/h)，车钩缓冲器可完全恢复。如果速度稍高，车钩会发生不可逆变形吸能，车钩压溃管动作，甚至车钩过载剪切。进而防爬器与挡车器的防爬齿板接触，防止列车发生爬起、侧偏倾覆或者骑跨到挡车器上等现象。这种场景与两列车相互撞击时的变形、吸能顺序一致，也是目前国内外常见的方式。
但是当列车以更高速度(如30km/h)撞击时，钩缓系统的吸能效果会下降，尤其对于气液缓冲器，在高速下撞击会出现刚化现象，能量吸收能力大幅下降。此时列车钩缓系统容易出现吸能不充分就产生过载剪切，然后防爬器、车体变形区、司机安全区，客室安全区依次发生损坏，造成难以挽回的损失。还有部分挡车器没有设置防爬齿板，在类似场景中会造成更恶劣的影响。
实际上，列车出现在路端时，一般是列车调试，或者清客状态运行到车辆段进行维护保养等场景。此时车上一般没有乘客、只有司机操作人员。有时因为司机疏忽、或者列车主动防撞系统，或轨道预警系统故障等原因，在即将抵达路线终点的时候，列车还保持较大前进速度。此时怎样保护好司机，以及最大程度利用列车自身吸能来降低碰撞事故恶劣 程度成为技术难点。
中国发明专利CN201711487129提供了一种用于轨道列车的碰撞吸能系统及轨道列车，基于提高碰撞过程中吸能元件的稳定性，其钩缓装置的前端与防爬装置的前端共同形成碰撞受力面，在列车相撞时两者共同作用。该方案重点是解决碰撞吸能系统的可靠性问题，但没有提高车体的碰撞能量吸收问题。其理由是：碰撞吸能量为碰撞界面力和变形吸能行程的乘积，即载荷-位移曲线下面积的积分。碰撞界面力包括钩缓系统、防爬器、车体变形吸能区等三种吸能元件同时动作或单独动作的作用力。由于该界面力最大值不能大于客室安全区的压溃力值，所以不管是一种吸能元件单独作用，还是多种吸能元件同时作用，在相同行程下吸能量不会显著提升。而对于路端终点的挡车器来讲，其自身碰撞吸收能力是一定的，随着碰撞速度的提高，剩余的能量几乎全部需要由列车自身吸能元件及车体吸收，提高列车自身碰撞能量的吸收能力，才能最大程度保证列车不会冲出轨道造成致命的危害。
关于轨道车辆防撞系统的现有技术包括：
中国实用新型专利CN201420193441.3公开了一种双缸液压缓冲滑动挡车器，该挡车器两侧有防爬部，重点描述了双杠液压机构，没涉及列车碰撞过程吸能结构动作及列车结构。中国实用新型专利CN201820646426.8公开了一种铁路尽头线挡车器智能防撞系统，以及中国实用新型专利CN02272828.7公开了一种无需外接的减速装置。
CN201080063563公开了一种用于轨道车辆的碰撞模块专利方案提供了一种碰撞模块，包括碰撞元件、横向型材、连接板等部件，其中横向型材为板状型材，包括三角形、梯形、孔型材，碰撞元件设置在两块连接板之间，该专利的碰撞吸能元件和横向型材在空间上属于并联关系，且该模块与车体主结构焊接为一体，不可拆卸。
CN201310505736一种耐碰撞铝合金头车底架前端结构，车体设置了安全区和司机室变形区，司机室变形区下方设置了由安装板、地板、边梁和端部斜筋组成的箱型结构，用于安装防爬器。该方案解决了防爬器的安装，以及在防爬器安装面前端设置了变形区，并没有涉及防爬器安装面后面的变形吸能区的设置，吸能量有限。
CN201610771803专利提供了一种轨道车辆车头结构，但该结构的司机室门立柱和车钩安装座基本位于同一截面上，具有较大的局限性，且未涉及司机逃生安全。
CN201711487129公开了一种用于轨道列车的碰撞吸能系统及轨道列车，其钩缓冲装置的前端与所述防爬装置的前端共同形成碰撞受力面，在正常列车相撞时两者共同作用。
EP0802100A1公开了一种防撞结构，其主要是通过在车头设置了变形吸能元件来实 现增大车体碰撞吸能量，并把易变形区域控制在司机室侧门部位的目的；且端部部分(防爬器安装面至车钩安装面)不易发生变形，可用来提供司机生存空间，从而保护司机安全。且该专利并没有涉及利用防爬器的导向机构来解决吸能元件的区域垂向刚度不够的问题。
关于止挡器的现有技术包括：
中国实用新型专利CN201420193441.3公开了一种双缸液压缓冲滑动挡车器，该挡车器两侧有防爬部，重点描述了双杠液压机构，通过在两侧各增设带有液压缓冲器的滑动挡车器，解决现有挡车器缓冲效果差，无法有效将列车限位在基本轨上导致列车脱轨、以及生产成本高等问题。其目的比较单一，没涉及列车碰撞过程吸能结构动作及列车结构。中国实用新型专利CN201820646426.8公开了一种铁路尽头线挡车器智能防撞系统，以及中国实用新型专利CN02272828.7公开了一种无需外接的减速装置。
发明人研究发现，现有的挡车器与列车撞击时工作模式单一导致列车变形吸能区及防爬器、钩缓系统的吸能元件不能充分、高效发挥作用，即如果只存在钩缓系统、防爬器先后动作，那么高速模式下列车前端的车钩缓冲器容易发生吸能不充分；而如果只存在防爬器、钩缓系统先后动作，那么低速碰撞下易于更换的钩缓系统可能无法发挥作用(缓冲器本可重复使用)，而防爬器、车体及车载设备可能率先损坏，损失成本显著增大。
发明内容
本发明旨在提供一种挡车器及轨道车辆防撞方法，将挡车器设置有低速碰撞和高速碰撞两种模式，充分发挥轨道列车进行多级吸能区作用，从而以期解决以下问题中的至少一个：
1、列车高速撞击路端挡车器时，由于列车没有设置行程足够长的变形吸能区，不能稳定、可控地变形吸能，无法足够多的吸收碰撞动能，列车容易冲出轨道发生出轨、撞击前方物体或倾覆等恶劣事故；
2、列车高速撞击路端挡车器时，车钩缓冲器能量吸收能量下降，车钩容易过早发生剪切失效，且常用的气液型车钩在高速撞击下容易发生刚化。
3、挡车器与列车撞击时工作模式单一导致列车变形吸能区及防爬器、钩缓系统的吸能元件不能充分、高效发挥作用，即如果只存在钩缓系统、防爬器先后动作，那么高速模式下列车前端的车钩缓冲器容易发生吸能不充分；而如果只存在防爬器、钩缓系统先后动作，那么低速碰撞下易于更换的钩缓系统可能无法发挥作用(缓冲器本可重复使用)，而防爬器、车体及车载设备可能率先损坏，损失成本显著增大；
4、碰撞速度较高时司机室座椅前方生存空间不够，司机安全难以保障。
为了实现上述目的，本发明所采用的技术方案是：
一种挡车器，其结构特点是，包括止档墙，装在止档墙前端面上的防爬齿板和滑移通道，以及检测前方一定距离车辆速度的测速器；
所述滑移通道的前端部装有向前方延伸的车钩连接器，该车钩连接器的前端超出防爬齿板的前端；在车钩连接器的后端部设有装在滑移通道上的止档阀，该止档阀在车辆超过某一设定速度驶向挡车器时打开，所述车钩连接器沿着滑移通道移动。
在本发明一个优选的实施例中，所述止档墙后方设有终止墙，所述止档墙与终止墙之间设有吸能机构。
在本发明一个优选的实施例中，所述设定速度为距离挡车器50m位置处车辆速度在40km/h-54km/h中的某一速度。
在本发明一个优选的实施例中，所述测速器为红外测速仪或预埋在轨道中的测速传感器。
基于同一发明构思，本发明还提供了一种利用所述的挡车器进行挡车的方法，所述挡车器根据车辆接近线路终点时的速度设有两种可切换的工作模式：
i.当测速器检测车辆以小于某一设定速度驶向挡车器时，车钩连接器率先对车辆提供持续的反作用力；
ii.当测速器检测车辆以大于某一设定速度驶向挡车器时，防爬齿板率先对车辆提供持续的反作用力。
在本发明一个优选的实施例中，所述挡车器根据车辆接近线路终点时的速度设有两种可切换的工作模式：
i.当测速器检测车辆以小于某一设定速度驶向挡车器时，止档阀处于关闭状态，车钩连接器的伸出端位于防爬齿板前方；
ii.当测速器检测车辆以大于某一设定速度驶向挡车器时，止档阀处于打开状态，车钩连接器处于无纵向约束状态并可沿着滑移通道后退。
优选地：
i.当测速器检测车辆以小于某一设定速度驶向挡车器时，车钩连接器的伸出端位于防爬齿板前方；
ii.当测速器检测车辆以大于某一设定速度驶向挡车器时，在所述传动装置的作用下，使得车钩连接器的伸出端后退一定距离或者使得防爬齿板前移一定距离，从而使防爬齿板 率先对车辆提供持续的反作用力。
基于同一个发明构思，本发明还提供了一种轨道车辆防撞方法，采用所述的挡车器来实现，所述轨道车辆防撞方法包括如下步骤：
S1、通过所述测速器测定车辆驶向线路终点的速度；
S2、当测速器检测车辆以小于某一设定速度驶向挡车器时，止档阀处于关闭状态，车钩连接器的伸出端位于防爬齿板前方，挡车器的车钩连接器最先与车辆接触；
当测速器检测车辆以大于某一设定速度驶向挡车器时，止档阀处于打开状态，车钩连接器处于无纵向约束状态，当车辆撞击时车钩连接器迅速在滑移通道中后退，直到车辆与防爬齿板接触并作用一段行程；当所述车钩连接器的后端与止档墙接触时，车钩连接器开始对车辆提供持续纵向反作用力。
所述止档墙后方设有终止墙，所述止档墙与终止墙之间设有吸能机构；当车钩连接器的后端与止档墙接触时，所述吸能机构开始动作并吸能。
根据本发明的一个方面，挡车器包括位于前端中部的车钩连接器，前端两侧的防爬齿板，用于检测前方一定距离车辆速度的测速器，所述车钩连接器和防爬齿板可通过传动装置调整前后相对位置；
所述挡车器根据车辆接近线路终点时的速度设有两种可切换的工作模式(低速碰撞和高速碰撞)：
i.当测速器检测车辆以小于某一设定速度驶向挡车器时，车钩连接器率先对车辆提供持续的反作用力；
ii.当测速器检测车辆以大于某一设定速度驶向挡车器时，防爬齿板率先对车辆提供持续的反作用力。
本发明创造性地设计出两套模式，根据车辆驶向挡车器时的速度，采用不同的部件来对车辆提供持续的反作用力。
优选地，所述车钩连接器后方设有与连接器底座相连的止档阀，用于提供车钩连接器后退空间的滑移通道，以及位于滑移通道端头的止档墙；
i.当测速器检测车辆以小于某一设定速度驶向挡车器时，止档阀处于关闭状态，车钩连接器的伸出端位于防爬齿板前方；
ii.当测速器检测车辆以大于某一设定速度驶向挡车器时，止档阀处于打开状态，车钩连接器处于无纵向约束状态并可沿着滑移通道后退。
由此，本发明的挡车器设有低速碰撞和高速碰撞两种工作模式，挡车器带有速度检测 装置，根据列车接近线路终点时的速度可切换模式；当列车以较低速度撞击时，挡车器的车钩连接器最先与列车接触；当列车较高速度撞击时，车钩连接器后方的止档阀打开，并随着列车前端钩缓系统的钩头同步运动，并且不提供纵向支撑力，直到顶住挡车器的止档墙然后提供纵向反作用力。在此期间挡车器的防爬齿板对列车防爬器一直施加纵向反作用力。
针对不同的车辆，所述设定速度为距离挡车器50m位置处车辆速度在40km/h-54km/h中的某一速度。这样就可以保证在车辆与挡车器接触的那一刻的速度为15km/h-36km/h中的某一速度。例如高铁或动车组与挡车器接触的那一刻的速度临界点一般是36km/h，对于地铁车与挡车器接触的那一刻的速度临界点一般是15km/h。超过这一速度，则启动高速碰撞模式，止档阀打开，低于这一速度，则启动低速碰撞模式，止档阀关闭。
基于同一个发明构思，一种轨道车辆防撞方法，采用挡车器来实现，其结构特点是，所述挡车器包括位于前端中部的车钩连接器，前端两侧的防爬齿板，用于检测前方一定距离车辆速度的测速器，位于车钩连接器后方并与连接器底座相连的止档阀，用于提供车钩连接器后退空间的滑移通道，以及位于滑移通道端头的止档墙；
所述轨道车辆防撞方法包括如下步骤：
S1、通过所述测速器测定车辆驶向线路终点的速度；
S2、当测速器检测车辆以小于某一设定速度驶向挡车器时，止档阀处于关闭状态，车钩连接器的伸出端位于防爬齿板前方，挡车器的车钩连接器最先与车辆接触；
当测速器检测车辆以大于某一设定速度驶向挡车器时，止档阀处于打开状态，车钩连接器处于无纵向约束状态，当车辆撞击时车钩连接器迅速在滑移通道中后退，直到车辆与防爬齿板接触并作用一段行程，当所述连接器底座与止档墙接触时，车钩连接器开始对车辆提供持续纵向反作用力，同时设置在所述止档墙后方的吸能机构开始动作并吸能。
根据本发明实施例中的一个优选方案，本发明的一种挡车器包括位于前端中部的车钩连接器，前端两侧的防爬齿板，用于检测前方一定距离车辆速度的测速器，位于车钩连接器后方并与连接器底座相连的止档阀，用于提供车钩连接器后退空间的滑移通道，以及位于滑移通道端头的止档墙；
所述挡车器根据车辆接近线路终点时的速度设有两种可切换的工作模式：
i.当车辆以小于某一设定速度时，止档阀处于关闭状态，车钩连接器的伸出端位于防爬齿板前方；
ii.当车辆以大于某一设定速度时，止档阀处于打开状态，车钩连接器处于无纵向约 束状态并可沿着滑移通道后退。
进一步地，本发明的轨道车辆防撞方法包括如下步骤：
S1、通过所述挡车器的测速器测定车辆驶向线路终点的速度；
S2、当测定车辆驶向线路终点的速度小于某一设定速度时，止档阀处于关闭状态，车钩连接器的伸出端位于防爬齿板前方，挡车器的车钩连接器最先与车辆接触；
当测定车辆驶向线路终点的速度大于某一设定速度时，止档阀处于打开状态，车钩连接器处于无纵向约束状态，当车辆撞击时车钩连接器迅速在滑移通道中后退，直到车辆与防爬齿板接触并作用一段行程，当所述连接器底座与止档墙接触时，车钩连接器开始对车辆提供持续纵向反作用力，同时设置在所述止档墙后方的吸能机构开始动作并吸能。
由此，本发明轨道列车防撞系统包括列车车体本体、车体吸能区、专用吸能元件(钩缓系统、防爬器)，以及位于线路终点的挡车器；
本发明的列车车体两端设置多级变形吸能区，包括在每节编组车客室两端的高阶吸能区，在头车司机室前端设置两级变形吸能区；
挡车器中的车钩连接器从止档阀打开开始运动，到与止档墙接触的这段行程，与列车防爬器、车头一级变形吸能区的有效行程基本相等。当车头一级变形区即将走完有效行程，车钩连接器开始对位于列车中间位置的车钩施加纵向反作用力，两侧的防爬齿板对位于列车两侧的防爬器仍继续施加纵向反作用力，三股力流同时推动司机座椅区的塑性铰区稳步后退，并传力压溃车头二级吸能区，使之发生变形吸能。
司机座椅位于车头两级车体变形吸能区之间的塑性铰区，即司机安全区，钩缓系统安装部位也设置在该区域内，且司机座椅固定装置下方设有止档板，止档板上的导向孔与防爬器导向机构后退轨迹重合。
在防撞墙上装有自带导向机构的吸能防爬器，吸能防爬器和车头两级变形吸能区采用串联式。
当列车碰撞时导致防爬器发生变形吸能时，其导向机构后退，其导向杆头部率先穿过防爬器支撑区内部的座椅止档板导向孔，再用导向杆肩部顶住止档板本体，在后续的变形压溃中，防爬器导向机构与座椅做同步后退运动，始终保持座椅与司机台等部件的安全距离。
列车高速撞击挡车器时，列车前端的吸能部件中，防爬器、车头一级车体变形吸能区、钩缓系统、车头二级变形吸能区依次动作；位于编组车之间的钩缓系统也同时动作。当列车前端的所有吸能部件、车间钩缓装置都基本吸能完毕，每节编组车客室两端的高阶吸能 区再进一步进行吸能。
与现有技术相比，本发明的有益效果是：
1)挡车器能根据碰撞速度切换模式，不需要对车辆吸能元件正常动作顺序进行调整，不影响两车辆相互碰撞吸能性能。有利于在车辆高速撞击挡车器时充分发挥车辆多级吸能区及吸能元件的作用，同时在低速撞击时发挥车钩缓冲系统的可恢复变形特点，彻底解决了现有车辆高速撞击路端挡车器时，由于车辆没有设置行程足够长的变形吸能区，不能稳定、可控地变形吸能，无法足够多的吸收碰撞动能，车辆容易冲出轨道发生出轨、撞击前方物体或倾覆等恶劣事故的问题。
2)挡车器碰撞模式切换简单，不需另设能抵抗巨大纵向反作用力的传动装置，仅需控制止档阀的动作即可，挡车器结构简单可靠，彻底解决了现有车辆高速撞击路端挡车器时，车钩缓冲器能量吸收能量下降，车钩容易过早发生剪切失效，且常用的气液型车钩在高速撞击下容易发生刚化的问题。
3)相对于EP0802100A1而言，本发明的车头较短，无法在车头设置长度足够长的不易变形空间，只能通过把客室区域前方的司机室区域，包括车钩安装座前方和后方基本所有区域用来吸能，从而提高车体碰撞吸能量，把易变形区域控制在整体司机室区域。
4)相对于CN201420193441.3而言，本发明不仅解决了列车脱轨问题，还要与列车车体变形区的结构特点匹配，更充分发挥了列车的碰撞吸能区的作用。
5)与CN201080063563相比，本发明碰撞吸能元件和横向型材(可变形吸能)是串联关系，且碰撞吸能元件可拆卸。与CN201310505736相比，本发明在防爬器安装面后方设置了可压溃变形吸能区，并且充分利用了防爬器自身机构，车体耐碰撞性能有了明显提升。与CN201711487129相比，本发明只有在非正常车辆相撞时才出现共同形成碰撞受力面，正常车辆相撞时是按钩缓装置、防爬器顺次接触和变形，有本质区别。
附图说明
图1是本发明一种实施例的挡车器及列车防撞系统示意图；
图2是本发明列车车体头部结构图；
图3是本发明列车车体头部吸能区划分图；
图4是本发明挡车器低速碰撞工作模式示意图；
图5是本发明挡车器高速碰撞工作模式示意图；
图6是本发明列车低速撞击挡车器示意图；
图7是本发明列车高速撞击挡车器过程示意图；
图8是本发明列车高速撞击挡车器车头最终状态示意图；
图9是本发明防爬器局部结构示意图；
图10是本发明防爬器与座椅底座接触示意图。
在图中
车体本体1，车体前端结构2，防撞墙21，导向孔21a，A柱22，B柱23，波纹板一24，波纹板二25，防爬器3，导向机构31，导向杆头部31a，导向杆肩部31b，钩缓系统4，底座41，挡车器5，车钩连接器51，连接器底座511，防爬齿板52，测速器53，止档阀54，滑移通道55，止档墙56，吸能机构57，终止墙58；司机座椅6，座椅底座61,底座引导孔61a，操纵台7；
钩缓系统吸能区A，防爬器吸能区B，车头一级变形吸能区C1，车头二级变形吸能区C2；车体客室高阶变形吸能区D1、D2、D3。
具体实施方式
以下将参考附图并结合实施例来详细说明本发明。需要说明的是，在不冲突的情况下，本发明中的实施例及实施例中的特征可以相互组合。为叙述方便，下文中如出现“上”、“下”、“左”、“右”字样，仅表示与附图本身的上、下、左、右方向一致，并不对结构起限定作用。
如图1所示，本实施例的列车防撞系统包括若干车体本体1、车体前端结构2、防爬器3、钩缓系统4，以及挡车器5。车体本体1具有足够大的强度和刚度，提供容纳和保护乘客的空间。在车体本体1的两端屏柜区域设有纵向刚度稍小的车体客室高阶变形吸能区D1、D2、D3，在列车头部还设有纵向刚度更小的车体前端结构2，车体前端结构2前端两侧分布有防爬器3，每辆车两端中部设有钩缓系统4。位于轨道终点的挡车器5具有低速碰撞和高速碰撞两种工作模式。
图2是列车车体头部结构图。位于车体本体1前方的车体前端结构2，由防撞墙21、A柱22、B柱23、波纹板一24、波纹板二25组成。A柱22和B柱23分别位于车体前端结构2的中部和侧部，将车体本体1和防撞墙21连为一体，形成保护司机的框架结构。防撞墙21上设有导向孔21a，用于提供防爬器3的后退空间，引导其变形并提供垂向支撑。
图3是列车车体头部吸能区划分图。车体头部吸能区从前往后分别是车体前端结构2的钩缓系统吸能区A、防爬器吸能区B、车头一级变形吸能区C1、车头二级变形吸能区C2，以 及车体本体1的车体高阶客室变形吸能区D1。钩缓系统吸能区A的吸能元件为钩缓系统4，防爬器吸能区B的吸能元件为防爬器3，车头一级变形吸能区C1的主要吸能元件为波纹板一24，车头二级变形吸能区C2的主要吸能元件为波纹板二25。司机座椅6位于车头一级变形吸能区C1、车头二级变形吸能区C2之间的过渡区域。操纵台7位于司机座椅6前方，在碰撞过程中与防撞墙21、A柱22同步往车后端方向运动。当钩缓系统4、防爬器3等专用吸能元件动作后，车头一级变形吸能区C1、车头二级变形吸能区C2，以及车体本体1的车体高阶客室变形吸能区D1、D2、D3将依次有序、稳定地变形吸能。钩缓系统4、防爬器3和车头一级变形吸能区C1、车头二级变形吸能区C2、车体高阶客室变形吸能区D1、D2、D3采用串联式分布。
图4是挡车器低速碰撞工作模式示意图。挡车器5包括位于前端中部的车钩连接器51，前端两侧的防爬齿板52，用于检测前方一定距离列车速度的测速器53，位于车钩连接器51后方并与连接器底座511相连的止档阀54，用于提供车钩连接器51后退空间的滑移通道55，位于滑移通道55端头的止档墙56，以及路端的吸能机构57和终止墙58组成。其中测速器53可以采用红外测速仪，也可采用预埋在轨道中的测速传感器，其列车速度信息可传输到挡车器5中，控制止档阀54的开闭状态。正常情况下，当列车以较低速度向路端行驶时，止档阀54处在锁闭状态，车钩连接器51位于防爬齿板52的前端。
图5是挡车器高速碰撞工作模式示意图。当测速器53检测到列车以较高速度向路端行驶时，止档阀54将打开状态，车钩连接器51将处于无纵向约束状态，当列车撞击时将迅速在滑移通道55中后退，不对列车产生持续作用力，直到列车与防爬齿板52接触并作用一段行程，连接器底座511与止档墙56接触，车钩连接器51开始对列车提供持续纵向反作用力，同时吸能机构57开始动作并吸能。
如图6所示，正常运营情况下，列车以较低速度行驶到路端。钩缓系统4将与挡车器5的车钩连接器51接触并停止向前运动。钩缓系统4在低速碰撞时仅发生弹性变形并可恢复，可重复使用。
由此，位于轨道终点的挡车器5具有低速碰撞(当车辆以小于某一设定速度时撞击挡车器时)和高速碰撞(当车辆以大于某一设定速度时撞击挡车器时)两种工作模式。因此止档阀54需要反应时间，因此一般可以取距离止挡器50m位置的速度进行换算。当然也可以取多个点(如距离止挡器50m处，100m处)来提前预测和修正实际撞击止挡器时的速度，从而给出止档阀54相应的动作。
如图7所示，在异常情况下，列车以较高速度行驶到路端，钩缓系统4将撞击挡车器5， 但此时，车钩连接器51将处于无纵向约束状态，对列车几乎不产生纵向反作用力，钩缓系统4无阻力向前运动，并推动车钩连接器51向后运动。随后列车两侧的防爬器3与防爬齿板52接触，防爬器3开始压溃变形，当防爬器3结束后，随后对位于钩缓系统底座41前方的波纹板一24进行压溃并吸能。当车头一级变形吸能区C1即将完全压溃后，此时车钩连接器51的连接器底座511与止档墙56接触，顶住挡车器的止档墙56并对列车钩缓系统4提供纵向反作用力，在此期间挡车器5的防爬齿板52对位于列车防爬器3一直施加纵向反作用力，三股力流同时推动压溃波纹板二25，即车头二级变形吸能区C2，使之发生变形吸能。若此时还有剩余动能，将进一步压溃位于编组车之间的钩缓系统，以及车体客室高阶变形吸能区D1、D2、D3，最大程度吸收列车碰撞能量。
为了碰撞速度较高时司机室座椅前方生存空间不够，司机安全难以保障的问题。如图8所示，列车以较大速度撞击到挡车器5后，列车的防爬器3、位于车头一级变形吸能区C1的波纹板二24、位于车头二级变形吸能区C2的波纹板二25，位于车体本体1两端的吸能元件钩缓系统4以及车体客室高阶变形吸能区D1、D2、D3相继发生变形吸能。司机座椅6的座椅底座61和钩缓系统4的底座41都位于车头两级车体变形吸能区之间的塑性铰区。当波纹板二24压溃完后，防爬器3导向机构31后退并顶住座椅底座61，使司机座椅6与固定在A柱22或防撞墙21上的操纵台7始终保持一定的距离，提供司机的逃生安全空间。
如图9和图10所示，导向机构31的端头加工出台阶状的缺口，位于最前端的导向杆头部31a适当偏小，可穿过椅底座引导孔61a；导向杆肩部31b比座椅底座引导孔61a轮廓大，可顶住座椅底座61。椅底座引导孔61a与防爬器导向机构31的后退轨迹重合，在导向机构31作用力的推动下，座椅底座61同步向车后运动。
本发明的轨道车辆防撞系统充分利用了防爬器导向机构的刚度大特性，利用其碰撞过程中后退运动规律，有效缓解了碰撞速度较高时列车司机台等设备侵入司机座椅部位安全空间的风险，确保了司机安全，提高列车被动安全性能。
在列车前端设有钩缓系统、防爬器以及两级车体变形吸能区，在车厢两端的非司机室端也设有变形吸能区。列车碰撞吸能量大，吸能过程稳定、有序、可控，最大程度避免了列车在轨道终点以较高速度撞击挡车器而发生冲出轨道脱轨或翻车事故，减少车毁人亡现象发生。
与CN201080063563相比，本申请碰撞吸能元件和横向型材(可变形吸能)是串联关系，且碰撞吸能元件可拆卸。与CN201310505736相比，本申请在防爬器安装面后方设置了可压溃变形吸能区，并且充分利用了防爬器自身机构，车体耐碰撞性能有了明显提升。与 CN201711487129相比，本申请只有在非正常列车相撞时才出现共同形成碰撞受力面，正常列车相撞时是按钩缓装置、防爬器顺次接触和变形，有本质区别。
上述实施例阐明的内容应当理解为这些实施例仅用于更清楚地说明本发明，而不用于限制本发明的范围，在阅读了本发明之后，本领域技术人员对本发明的各种等价形式的修改均落入本申请所附权利要求所限定的范围。

Claims (9)

  1. 一种挡车器，其特征在于，包括止档墙(56)，装在止档墙(56)前端面上的防爬齿板(52)和滑移通道(55)，以及检测前方一定距离车辆速度的测速器(53)；
    所述滑移通道(55)的前端部装有向前方延伸的车钩连接器(51)，该车钩连接器(51)的前端超出防爬齿板(52)的前端；在车钩连接器(51)的后端部设有装在滑移通道(55)上的止档阀(54)，该止档阀(54)在车辆超过某一设定速度驶向挡车器时打开，所述车钩连接器(51)沿着滑移通道(55)移动。
  2. 根据权利要求2所述的挡车器，其特征在于，所述止档墙(56)后方设有终止墙(58)，所述止档墙(56)与终止墙(58)之间设有吸能机构(57)。
  3. 根据权利要求1或2所述的挡车器，其特征在于，所述设定速度为距离挡车器50m位置处车辆速度在40km/h-54km/h中的某一速度。
  4. 根据权利要求1或2所述的挡车器，其特征在于，所述测速器(53)为红外测速仪或预埋在轨道中的测速传感器。
  5. 一种利用权利要求1-4中任一项所述的挡车器进行挡车的方法，其特征在于，所述挡车器根据车辆接近线路终点时的速度设有两种可切换的工作模式：
    i.当测速器(53)检测车辆以小于某一设定速度驶向挡车器时，车钩连接器(51)率先对车辆提供持续的反作用力；
    ii.当测速器(53)检测车辆以大于某一设定速度驶向挡车器时，防爬齿板(52)率先对车辆提供持续的反作用力。
  6. 根据权利要求5所述的挡车的方法，其特征在于，所述挡车器根据车辆接近线路终点时的速度设有两种可切换的工作模式：
    i.当测速器(53)检测车辆以小于某一设定速度驶向挡车器时，止档阀(54)处于关闭状态，车钩连接器(51)的伸出端位于防爬齿板(52)前方；
    ii.当测速器(53)检测车辆以大于某一设定速度驶向挡车器时，止档阀(54)处于打开状态，车钩连接器(51)处于无纵向约束状态并可沿着滑移通道(55)后退。
  7. 根据权利要求5所述的挡车的方法，其特征在于：
    i.当测速器(53)检测车辆以小于某一设定速度驶向挡车器时，车钩连接器(51)的伸出端位于防爬齿板(52)前方；
    ii.当测速器(53)检测车辆以大于某一设定速度驶向挡车器时，在所述传动装置的作用下，使得车钩连接器(51)的伸出端后退一定距离或者使得防爬齿板(52)前移 一定距离，从而使防爬齿板(52)率先对车辆提供持续的反作用力。
  8. 一种轨道车辆防撞方法，采用权利要求1-4中任一项所述的挡车器来实现，其特征在于，所述轨道车辆防撞方法包括如下步骤：
    S1、通过所述测速器(53)测定车辆驶向线路终点的速度；
    S2、当测速器(53)检测车辆以小于某一设定速度驶向挡车器时，止档阀(54)处于关闭状态，车钩连接器(51)的伸出端位于防爬齿板(52)前方，挡车器的车钩连接器(51)最先与车辆接触；
    当测速器(53)检测车辆以大于某一设定速度驶向挡车器时，止档阀(54)处于打开状态，车钩连接器(51)处于无纵向约束状态，当车辆撞击时车钩连接器(51)迅速在滑移通道(55)中后退，直到车辆与防爬齿板(52)接触并作用一段行程；当所述车钩连接器(51)的后端与止档墙(56)接触时，车钩连接器(51)开始对车辆提供持续纵向反作用力。
  9. 根据权利要求8所述的轨道车辆防撞方法，其特征在于，所述止档墙(56)后方设有终止墙(58)，所述止档墙(56)与终止墙(58)之间设有吸能机构(57)；当车钩连接器(51)的后端与止档墙(56)接触时，所述吸能机构(57)开始动作并吸能。
PCT/CN2021/106764 2020-09-16 2021-07-16 一种挡车器及轨道车辆防撞方法 WO2022057423A1 (zh)

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