WO2022057424A1

WO2022057424A1 - Rail vehicle, rail vehicle collision avoidance system and rail vehicle collision avoidance method

Info

Publication number: WO2022057424A1
Application number: PCT/CN2021/106765
Authority: WO
Inventors: 苏柯; 金希红; 李孟梁; 岳译新; 王海钧; 王宇兵; 水文菲
Original assignee: 中车株洲电力机车有限公司
Priority date: 2020-09-16
Filing date: 2021-07-16
Publication date: 2022-03-24
Also published as: CN112109758B; CN112109758A

Abstract

A rail vehicle, comprising several vehicle body main bodies (1), vehicle body front-end structures (2) located in front of the vehicle body main bodies (1), anti-creepers (3) and coupler and draft gear systems (4), wherein cubicle areas at two ends of each vehicle body main body (1) are provided with vehicle body passenger compartment high-order deformation and energy absorption areas (D1, D2, D3), the longitudinal rigidity of which is less than that of the vehicle body main body (1); each of the vehicle body front-end structures (2), the longitudinal rigidity of which is less than that of the vehicle body passenger compartment high-order deformation and energy absorption areas (D1, D2, D3), is further arranged at the head of each vehicle; the anti-creepers (3) are distributed on two sides of the front end of each of the vehicle body front-end structures (2); the coupler and draft gear systems (4) are arranged in the middle of two ends of each vehicle; each of the vehicle body front-end structures (2) comprises collision avoidance walls (21), columns A (22) and columns B (23); energy absorption areas at the head of the vehicle are sequentially, from front to back, a coupler and draft gear system energy absorption area (A), an anti-creeper energy absorption area (B), a vehicle head first-stage deformation and energy absorption area (C1), a vehicle head second-stage deformation and energy absorption area (C2), and a vehicle body passenger compartment high-order deformation and energy absorption area (D1) of the vehicle body main body (1); energy absorption elements of the coupler and draft gear system energy absorption area (A) are the coupler and draft gear systems (4), and energy absorption elements of the anti-creeper energy absorption area (B) are the anti-creepers (3) provided with guide mechanisms (31); and the coupler and draft gear systems (4), the anti-creepers (3), the vehicle head first-stage deformation and energy absorption area (C1), the vehicle head second-stage deformation and energy absorption area (C2) and the vehicle body passenger compartment high-order deformation and energy absorption areas (D1, D2, D3) are distributed in series. A rail vehicle collision avoidance system and a method for vehicle collision avoidance are also provided.

Description

Rail vehicle, rail vehicle anti-collision system and anti-collision method

technical field

The invention relates to a rail vehicle, a rail vehicle anti-collision system and an anti-collision method, belonging to the technical field of rail vehicles, in particular to a rail vehicle body structure and a road end stopper mechanism matched with a train.

Background technique

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. 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.

At the end of the track line, 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. If the speed is slightly higher, 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.

However, when the train hits at a higher speed (such as 30km/h), the energy absorption effect of the hook buffer system will decrease, especially for the gas-liquid buffer, the impact will appear rigid at high speed, and the energy absorption capacity will drop significantly. At this time, the train hook buffer system is prone to overload shearing due to insufficient energy absorption, and then the anti-climbing device, the deformation area of the car body, the safety area of the driver, and the safety area of the passenger compartment are damaged in sequence, resulting in irreparable losses. There are also some car stoppers without anti-climbing tooth plates, which will cause worse effects in similar scenarios.

In fact, when the train appears at the end of the road, it is usually a scene such as train debugging, or running to the depot for maintenance in a clearing state. At this time, there are generally no passengers in the car, only the driver and operator. Sometimes due to the driver's negligence, or the train's active collision avoidance system, or the fault of the track warning system, the train still maintains a relatively large forward speed when it is about to reach the end of the route. At this time, how to protect the driver and maximize the use of the train's own energy absorption to reduce the severity of the collision has become a technical difficulty.

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.

Prior art on stoppers includes:

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, and Chinese utility model patent CN02272828.7 discloses a deceleration device that does not require an external connection.

Existing technologies for rail vehicle collision avoidance systems include:

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.

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.

SUMMARY OF THE INVENTION

The present invention aims to provide a rail vehicle, a rail vehicle anti-collision system and an anti-collision method. 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 the rail vehicle in the multi-level energy absorption area, so as to solve the following problems: One of the questions:

1. When the train hits the road end stopper at high speed, since the train does not have a deformation energy absorption area with a long enough stroke, the deformation energy absorption cannot be stably and controllably, and the collision kinetic energy cannot be absorbed enough. Bad accidents such as hitting an object in front or overturning;

2. When the train hits the road end stopper at high speed, the energy absorption energy of the coupler buffer decreases, the coupler is prone to premature shear failure, and the commonly used gas-liquid coupler is prone to stiffening under high-speed impact;

3. When the stopper and the train collide with a single working mode, the deformation energy-absorbing area of the train and the energy-absorbing elements of the anti-climbing device and the hook buffer system cannot function fully and efficiently. That is, if only the hook buffer system and the anti-climbing device act successively, In high-speed mode, the coupler buffer at the front end of the vehicle is prone to insufficient energy absorption; and if only the anti-climber and the hook-and-break system act successively, the easy-to-replace hook-and-break system may not work in low-speed collisions (the buffer could have been Repeated use), and the anti-climbing device, car body and on-board equipment may be damaged first, and the loss cost will increase significantly;

4. When the collision speed is high, there is not enough living space in front of the driver's cab seat, and it is difficult to guarantee the driver's safety.

In order to achieve the above object, the technical scheme adopted in the present invention is:

A rail vehicle includes a plurality of car body bodies, a car body front end structure located in front of the car body body, an anti-climbing device, and a hook buffer system; its structural features are: longitudinal rigidity is provided in the screen cabinet areas at both ends of the car body body The high-order deformation energy-absorbing area of the passenger compartment of the vehicle body is smaller than the body of the vehicle body, and a front-end structure of the vehicle body whose longitudinal stiffness is smaller than the high-order deformation energy-absorbing area of the passenger compartment of the vehicle body is also arranged at the head of the vehicle. Climber, with hook buffer system in the middle of both ends of each vehicle;

The front-end structure of the vehicle body includes an anti-collision wall, an A-pillar, and a B-pillar;

The energy-absorbing area of the head of the car body is, from front to back, the energy-absorbing area of the hook buffer system, the energy-absorbing area of the anti-climbing device, the first-level deformation energy-absorbing area of the vehicle body, the second-level deformation energy-absorbing area of the vehicle body, and the height of the vehicle body. Deformation energy absorption area of the passenger room;

The energy absorbing element in the energy absorbing area of the hook buffer system is a hook buffering system, and the energy absorbing element in the energy absorbing area of the anti-climbing device is an anti-climbing device with a guiding mechanism;

The hook buffer system, the anti-climbing device, the first-level deformation energy-absorbing area of the front of the vehicle, the second-level deformation energy-absorbing area of the vehicle body, and the high-order passenger compartment deformation energy-absorbing area of the vehicle body are distributed in series.

According to the embodiment of the present invention, the present invention can also be further optimized, and the following are the technical solutions formed after optimization:

In a preferred embodiment of the present invention, the main energy absorbing element of the primary deformation energy absorbing area of the front of the vehicle is a corrugated plate 1, and the main energy absorbing element of the secondary deformation energy absorbing area of the front of the vehicle is a corrugated plate 2.

In a preferred embodiment of the present invention, the A-pillars and B-pillars are respectively disposed in the middle and side parts of the front-end structure of the vehicle body, and the A-pillars and B-pillars connect the vehicle body and the crash wall to form a frame structure. .

In a preferred embodiment of the present invention, the anti-collision wall is provided with a guide hole for providing a retreat space for the anti-climbing device.

In a preferred embodiment of the present invention, the driver's seat is located in the transition area between the first-level deformation energy-absorbing area of the front of the vehicle and the second-level deformation energy-absorbing area of the vehicle; the console is located in front of the driver's seat, and the console is in the collision process. The anti-collision wall and the A-pillar move synchronously towards the rear end of the car.

In a preferred embodiment of the present invention, the end of the guide mechanism is machined with a stepped notch, and the head of the guide rod at the foremost end can pass through the guide hole of the seat base; the shoulder of the guide rod is more contoured than the guide hole of the seat base. The seat base is large enough to withstand the seat base; the guide hole of the seat base coincides with the backward trajectory of the guide mechanism.

Based on the same inventive concept, the present invention also provides a rail vehicle collision avoidance system, which includes the rail vehicle as described above and a vehicle stopper arranged at the end of the track line; the vehicle stopper includes a stop wall and is mounted on the stopper. Anti-climbing tooth plate and slip channel on the front face of the wall, and a speedometer to detect the speed of the vehicle at a certain distance ahead;

In a preferred embodiment of the present invention, 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; at the rear end of the coupler connector A stop valve mounted on the slip channel is provided, the stop valve is opened when the vehicle exceeds a certain set speed to the stop, and the coupler connector moves along the slip channel.

In a preferred embodiment of the present invention, a stop wall is arranged behind the stop wall, and an energy absorption mechanism is arranged between the stop wall and the stop wall.

For different vehicles, 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. For example, the speed critical point at the moment when the high-speed rail or EMU is in contact with the stopper is generally 36km/h, and the speed threshold at the moment when the subway car is in contact with the stopper is generally 15km/h. If this speed is exceeded, the high speed crash mode is activated and the check valve is opened; below this speed, the low speed crash mode is activated and the check valve is closed.

In a preferred embodiment of the present invention, the speed measuring device is an infrared speed measuring device or a speed measuring sensor embedded in the track.

When the speedometer detects that the vehicle is lower than a certain set speed, the stop valve is in a closed state, and the extension end of the coupler connector is located in front of the anti-climbing tooth plate; when the speedometer detects that the vehicle is at a speed greater than a certain set speed , the stop valve is open and the coupler connector is not longitudinally restrained.

Based on the same inventive concept, the present invention also provides a method for vehicle collision avoidance using the rail vehicle collision avoidance system: when the speed of the vehicle to the end of the line determined by the speedometer is less than a certain set speed, the stop The valve is closed, the protruding end of the coupler connector is located in front of the anti-climbing tooth plate, the coupler coupler of the car stopper first contacts the vehicle, and the coupler buffer system contacts the coupler coupler and stops moving forward;

When the speedometer determines that the speed of the vehicle heading to the end of the line is greater than a certain set speed, the stop valve is in an open state, and the coupler connector is in a state of no longitudinal restraint. When the vehicle hits, the coupler connector quickly retreats in the slip channel. Until the vehicle contacts the anti-climbing tooth plate and acts for a certain stroke, when the coupler connector contacts the stop wall, the coupler connector starts to provide a continuous longitudinal reaction force to the vehicle, and at the same time, the energy absorbing mechanism starts to act and absorb energy; In this way, the anti-climbing device, the corrugated plate 1 located in the primary deformation energy absorbing area of the front of the vehicle, the corrugated plate 2 located in the secondary deformation energy absorbing area of the front of the vehicle, the energy-absorbing element hook and buffer system located at both ends of the vehicle body, and the height of the passenger compartment of the vehicle body Deformation energy absorption occurs successively in the first-order deformation energy-absorbing areas; the seat base of the driver's seat and the base of the hook buffer system are located in the plastic hinge area between the two-stage body deformation energy-absorbing areas at the front of the car; after the corrugated plate is crushed, The guide mechanism of the anti-climber retreats and supports the seat base, so that the driver's seat and the console fixed on the A-pillar or the anti-collision wall always maintain a certain distance.

When the speed of the vehicle to the end of the line measured by the speedometer is greater than a certain set speed, the hook buffer system of the rail vehicle hits the stopper and pushes the coupler connector to move backwards, then the anti-climbing devices and anti-climbing tooth plates on both sides of the vehicle Contact, the anti-climber begins to crush and deform;

After the anti-climbing device absorbs energy, then crush the corrugated plate in front of the base of the hook buffer system and absorb energy;

When the first-level deformation energy-absorbing area of the front of the vehicle is about to be completely crushed, the connector base of the coupler connector is in contact with the stop wall, against the stop wall of the vehicle stopper and provides a longitudinal reaction force to the vehicle hook buffer system. During this period, the vehicle stops the vehicle. The anti-climbing tooth plate of the device has always exerted a longitudinal reaction force on the anti-climbing device located in the vehicle, and the three force flows simultaneously push the corrugated plate to deform and absorb energy;

If there is still residual kinetic energy at this time, it will further crush the hook and buffer system between the marshalling cars and the high-order deformation energy absorption area of the car body passenger compartment.

The present invention is further introduced below. The rail vehicle collision avoidance system of the present invention includes a rail vehicle and a stopper arranged at the end point of the rail line; the rail vehicle includes a number of vehicle body bodies, a vehicle body front end structure located in front of the vehicle body body, Anti-climbing device and hook buffering system; high-order deformation energy-absorbing areas of the passenger compartment of the vehicle body with longitudinal rigidity smaller than that of the vehicle body are arranged in the screen cabinet areas at both ends of the vehicle body, and the head of the vehicle is also provided with a longitudinal rigidity smaller than that of the vehicle body. The front-end structure of the car body in the high-order deformation energy-absorbing area of the passenger compartment, the front-end structure of the car body is provided with anti-climbing devices on both sides, and the middle of each end of the car is provided with a hook buffer system;

The front-end structure of the vehicle body includes an anti-collision wall, an A-pillar, a B-pillar, a corrugated plate 1 and a corrugated plate 2;

The energy absorbing element in the energy absorbing area of the hook buffer system is a hook buffering system, the energy absorbing element in the energy absorbing area of the anti-climbing device is an anti-climbing device, and the main energy absorbing element in the first-level deformation energy absorbing area of the vehicle head is corrugated Plate 1, the main energy absorbing element of the secondary deformation energy absorbing area of the front of the vehicle is corrugated plate 2;

The hook buffer system, the anti-climbing device, the first-level deformation energy-absorbing area of the front of the vehicle, the second-level deformation energy-absorbing area of the vehicle body, and the high-order passenger compartment deformation energy-absorbing area of the vehicle body are distributed in series;

The vehicle stopper includes a coupler connector, an anti-climbing tooth plate, a speedometer and a stop valve; when the speedometer detects that the vehicle is less than a certain set speed, the stop valve is in a closed state, and the protruding end of the coupler connector is in a closed state. It is located in front of the anti-climbing tooth plate; when the speedometer detects that the vehicle is at a speed greater than a certain set speed, the stop valve is in an open state, and the coupler connector is in a state of no longitudinal restraint.

Therefore, 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 vehicle when it approaches the end of the line; when the vehicle hits at a lower speed, the block The coupler coupler of the coupler first comes into contact with the vehicle; when the vehicle hits at a high speed, the stop valve behind the coupler coupler opens and moves synchronously with the coupler head of the coupler system at the front end of the vehicle, and does not provide longitudinal support. until it hits the stop wall of the car stop and then provides a longitudinal reaction force. During this period, the anti-climbing tooth plate of the car stopper has always exerted a longitudinal reaction force on the anti-climbing device of the vehicle.

When the vehicle hits the stopper at high speed, among the energy-absorbing components at the front end of the vehicle, the anti-climbing device, the first-level body deformation energy-absorbing area at the front of the vehicle, the hook buffer system, and the second-level deformation energy-absorbing area at the front of the vehicle act in sequence; the hook located between the marshalling cars The slowing system also works at the same time. When all the energy-absorbing components at the front end of the vehicle and the workshop hook and buffer device have basically completed energy absorption, the high-order energy-absorbing areas at both ends of each marshalling passenger compartment will further absorb energy.

Thus, the anti-collision system for rail vehicles of the present invention includes a vehicle body body, an energy-absorbing area of the vehicle body, a dedicated energy-absorbing element (a hook buffer system, an anti-climbing device), and a vehicle stopper located at the end of the line; the vehicle body of the present invention Multi-level deformation energy-absorbing areas are set at both ends, including high-order energy-absorbing areas at both ends of each marshalling passenger compartment, and two-level deformation energy-absorbing areas are set at the front end of the cab of the lead car; The stroke from opening and starting the movement to the contact with the stop wall is basically equal to the effective stroke of the vehicle anti-climbing device and the first-level deformation energy-absorbing area of the front of the vehicle. When the first-level deformation zone of the vehicle is about to complete the effective travel, the coupler connector starts to exert longitudinal reaction force on the coupler located in the middle of the vehicle, 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 vehicle. At the same time, 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.

When the anti-climber deforms and absorbs energy when the vehicle collides, its guide 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. During the subsequent deformation and crushing of the stopper body, 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.

Compared with the prior art, the beneficial effects of the present invention are:

1) 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.

2) 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.

3) Compared with EP0802100A1, 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.

4) Compared with CN201420193441.3, 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.

5) Compared with CN201080063563, 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. Compared with CN201310505736, in the present invention, 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. Compared with CN201711487129, 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.

Description of drawings

Figure 1: A schematic diagram of a vehicle stopper and a vehicle collision avoidance system according to an embodiment of the present invention;

Figure 2: Structure diagram of the head of the vehicle body;

Figure 3: The division diagram of the energy absorption area of the head of the vehicle body;

Figure 4: Schematic diagram of the low-speed collision working mode of the car stopper;

Figure 5: Schematic diagram of the high-speed collision working mode of the car stopper;

Figure 6: Schematic diagram of the vehicle hitting the stopper at low speed;

Figure 7: Schematic diagram of the process of the vehicle hitting the stopper at high speed;

Figure 8: Schematic diagram of the final state of the vehicle hitting the front of the stopper at high speed;

Figure 9: Schematic diagram of the partial structure of the anti-climbing device;

Figure 10: Schematic diagram of the contact between the anti-climbing device and the seat base.

In the picture:

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; hook buffer system energy absorption area A, anti-climbing device energy absorption area B, The first-level deformation energy absorption area C1 of the front of the vehicle, the second-level deformation energy absorption area of the vehicle front C2;

detailed description

The present invention will be described in detail below with reference to the accompanying drawings and in conjunction with the embodiments. It should be noted that the embodiments of the present invention and the features of the embodiments may be combined with each other under the condition of no conflict. For the convenience of description, the words "up", "down", "left" and "right" appear in the following text, which only means that the directions of up, down, left and right are consistent with the drawings themselves, and do not limit the structure.

As shown in FIG. 1 , the vehicle 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, 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.

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, and 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. When 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 car stop 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, and 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 . 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. 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.

As shown in Figure 6, under normal operating conditions, 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.

Therefore, 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 .

As shown in FIG. 7 , under abnormal conditions, the train travels to the end of the road at a relatively high speed, and the coupler system 4 will hit the stopper 5, but at this time, the coupler connector 51 will be in a state of no longitudinal restraint, which has little effect on the train. A longitudinal reaction force is generated, the hook buffer system 4 moves forward without resistance, and pushes the coupler connector 51 to move backward. Then the anti-climbing devices 3 on both sides of the train come into contact with the anti-climbing tooth plates 52, and the anti-climbing devices 3 begin to crush and deform. collapse and absorb energy. When the first-stage deformation energy-absorbing area C1 of the front of the train is about to be completely crushed, 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. If there is still residual kinetic energy at this time, it will further crush the hook and buffer system located between the marshalling cars, as well as the high-order deformation energy-absorbing areas D1, D2, and D3 of the passenger compartment of the car body, absorbing the train collision energy to the greatest extent.

In order to avoid the problem of insufficient living space in front of the driver's cab seat when the collision speed is high, it is difficult to guarantee the safety of the driver. As shown in Fig. 8, after the train hits the stopper 5 at a relatively high speed, the anti-climbing device 3 of the train, the corrugated plate-24 located in the first-level deformation energy-absorbing area C1 of the front of the train, and the corrugated plate-24 located in the second-level deformation energy-absorbing area C2 of the front The second corrugated plate 25, the energy-absorbing element hook-relaxation system 4 located at both ends of the vehicle body 1, and the high-order deformation energy-absorbing regions D1, D2, and D3 of the vehicle body passenger compartment undergo deformation and energy-absorbing successively. 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. When the corrugated plate 1 24 is crushed, 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 constant. The distance provides the driver with a safe escape space.

As shown in Figures 9 and 10, 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.

It should be understood that these embodiments are only used to illustrate the present invention more clearly, but not to limit the scope of the present invention. After reading the present invention, those skilled in the art will recognize various equivalent forms of the present invention. All modifications fall within the scope of the present invention as defined by the appended claims.

Claims

A rail vehicle, comprising a plurality of vehicle body bodies (1), a vehicle body front end structure (2) located in front of the vehicle body body (1), an anti-climbing device (3), and a hook buffer system (4); it is characterized in that: High-order deformation energy absorbing areas (D1, D2, D3) of the passenger compartment of the vehicle body with longitudinal rigidity smaller than that of the vehicle body body (1) are arranged at the screen cabinet areas at both ends of the vehicle body body (1), and longitudinal rigidity is also arranged at the head of the vehicle The front-end structure (2) of the vehicle body is smaller than the high-order deformation energy-absorbing area (D1, D2, D3) of the passenger compartment of the vehicle body, and the front-end structure (2) of the vehicle body is distributed with anti-climbing devices (3) on both sides of the front end. A hook buffer system (4) is provided in the middle;

The front-end structure (2) of the vehicle body includes an anti-collision wall (21), an A-pillar (22), and a B-pillar (23);

The energy-absorbing area of the head of the car body is, from front to back, the energy-absorbing area of the hook buffer system (A), the energy-absorbing area of the anti-climbing device (B), the first-level deformation energy-absorbing area of the front of the vehicle (C1), and the second-level deformation energy-absorbing area of the front of the vehicle. (C2), and the deformation energy-absorbing area (D1) of the high-order passenger compartment of the vehicle body (1);

The energy absorbing element in the energy absorbing area (A) of the hook buffer system is a hook buffering system (4), and the energy absorbing element in the energy absorbing area (B) of the anti-climbing device is an anti-climbing device (with a guiding mechanism (31)). 3);

The hook buffer system (4), the anti-climbing device (3), the first-level deformation energy-absorbing area of the front of the vehicle (C1), the second-level deformation energy-absorbing area of the vehicle front (C2), and the high-order passenger compartment deformation energy-absorbing area of the vehicle body (D1, D2, D3) are distributed in series.
The rail vehicle according to claim 1, characterized in that, the main energy absorbing element of the first-stage deformation energy-absorbing zone (C1) of the head is a corrugated plate (24), and the second-stage deformation-absorbing zone (C2) of the head ), the main energy-absorbing element is corrugated plate two (25).
The rail vehicle according to claim 1, characterized in that, the A-pillar (22) and the B-pillar (23) are respectively arranged at the middle and side parts of the front end structure (2) of the vehicle body, and the A-pillar (22) and The B-pillar (23) connects the vehicle body (1) and the crash wall (21) into one body to form a frame structure.
The rail vehicle according to claim 1, characterized in that, the anti-collision wall (21) is provided with a guide hole (21a) for providing a retreat space for the anti-climbing device (3).
The rail vehicle according to claim 1, wherein the driver's seat (6) is located in the transition area between the first-level deformation energy-absorbing area (C1) of the front of the vehicle and the second-level deformation energy-absorbing area (C2) of the front of the vehicle; the console (7) Located in front of the driver's seat (6), the console (7), the anti-collision wall (21), and the A-pillar (22) move synchronously toward the rear end of the vehicle during a collision.
The rail vehicle according to any one of claims 1 to 5, characterized in that, a step-shaped notch is machined at the end of the guide mechanism (31), and the guide rod head (31a) located at the foremost end can pass through it. Through the seat base guide hole (61a); the guide rod shoulder (31b) has a larger outline than the seat base guide hole (61a), and can withstand the seat base (61); the seat base guide hole (61a) and the guide The backward trajectories of the mechanism (31) coincide.
An anti-collision system for a rail vehicle, characterized in that it comprises the rail vehicle according to any one of claims 1 to 6 and a vehicle stopper (5) arranged at the end of a track line; the vehicle stopper (5) comprises a stopper (5). a retaining wall (56), an anti-climbing tooth plate (52) and a sliding channel (55) mounted on the front end surface of the retaining wall (56), and a speedometer (53) for detecting the speed of a vehicle at a certain distance ahead;

The front end of the sliding channel (55) is provided with a coupler connector (51) extending forward, and the front end of the coupler connector (51) exceeds the front end of the anti-climbing tooth plate (52); ) is provided with a stop valve (54) mounted on the sliding channel (55) at the rear end, the stop valve (54) is opened when the vehicle exceeds a certain set speed and goes to the stopper, and the coupler is connected to The device (51) moves along the sliding channel (55).
The rail vehicle collision avoidance system according to claim 7, characterized in that a stop wall (58) is arranged behind the stop wall (56), and a stop wall (56) and the stop wall (58) are provided between the stop wall (56) and the stop wall (58). An energy absorbing mechanism (57) is provided.
The rail vehicle collision avoidance system according to claim 7, wherein the set speed is a certain speed in the range of 40km/h-54km/h of the vehicle speed at a position 50m away from the car stop.
The collision avoidance system for rail vehicles according to claim 7, characterized in that, the speed measuring device (53) is an infrared speed measuring device or a speed measuring sensor embedded in the track.
The rail vehicle collision avoidance system according to claim 7, characterized in that, when the speedometer (53) detects that the vehicle is less than a certain set speed, the check valve (54) is in a closed state, and the coupler connector (51) The protruding end of the ) is located in front of the anti-climbing tooth plate (52); when the speedometer (53) detects that the vehicle is at a speed greater than a certain set speed, the stop valve (54) is in an open state, and the coupler connector (51) In a state of no vertical restraint.
A method for vehicle collision avoidance utilizing the rail vehicle collision avoidance system according to any one of claims 7-11, characterized in that:

When the speedometer (53) determines that the speed of the vehicle toward the end of the line is less than a certain set speed, the stop valve (54) is in a closed state, and the protruding end of the coupler connector (51) is located at the anti-climbing tooth plate (52) In the front, the coupler connector (51) of the car stopper first comes into contact with the vehicle, and the coupler buffer system (4) comes into contact with the coupler connector (51) and stops moving forward;

When the speedometer (53) determines that the speed of the vehicle toward the end of the line is greater than a certain set speed, the stop valve (54) is in an open state, the coupler connector (51) is in a state of no longitudinal restraint, and the coupler is connected when the vehicle hits The coupler (51) quickly retreats in the sliding channel (55) until the vehicle contacts the anti-climbing tooth plate (52) and acts for a certain stroke, when the coupler connector (51) contacts the stop wall (56), The coupler connector (51) starts to provide continuous longitudinal reaction force to the vehicle, and at the same time, the energy absorbing mechanism (57) starts to act and absorb energy; in this way, the anti-climbing device (3) is located in the first-level deformation energy absorbing area (C1) of the vehicle. ) of the corrugated plate 1 (24), the corrugated plate 2 (25) located in the secondary deformation energy absorbing area (C2) of the front of the vehicle, the energy-absorbing element hook and buffer system (4) located at both ends of the vehicle body (1), and the vehicle body passenger compartment The high-order deformation energy absorption zones (D1, D2, D3) undergo deformation energy absorption successively; 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 front two-stage vehicle After the corrugated plate 1 (24) is crushed, the guide mechanism (31) of the anti-climbing device (3) retreats and resists the seat base (61), so that the driver's seat (6) Always keep a certain distance from the console (7) fixed on the A-pillar (22) or the crash wall (21).
The method for vehicle collision avoidance according to claim 12, characterized in that: when the speed of the vehicle to the end of the line measured by the speedometer (53) is greater than a certain set speed, the hook and buffer system (4) of the rail vehicle collides with The car stopper (5) pushes the coupler connector (51) to move backwards, then the anti-climbing devices (3) on both sides of the vehicle contact the anti-climbing tooth plates (52), and the anti-climbing devices (3) begin to crush and deform;

After the anti-climbing device (3) has finished absorbing energy, the corrugated plate 1 (24) located in front of the base (41) of the hook buffer system (4) is then crushed and energy-absorbing;

When the first-level deformation energy-absorbing area (C1) of the front of the vehicle is about to be completely crushed, the connector base (511) of the coupler connector (51) contacts the stop wall (56) and bears against the stop wall (56) of the vehicle stopper. It also provides longitudinal reaction force to the vehicle hook buffer system (4), during which the anti-climbing tooth plate (52) of the vehicle stopper (5) always exerts a longitudinal reaction force on the anti-climbing device (3) located in the vehicle, and the three force flows push it simultaneously. Crush the corrugated plate two (25) to deform and absorb energy;

If there is still residual kinetic energy at this time, it will further crush the hook-relaxation system between the marshalling cars and the high-order deformation energy-absorbing area (D1, D2, D3) of the car body passenger compartment.