Method for obtaining dynamic gauging of a front end of a rail vehicle and additional anti-collision system

Abstract

The application discloses a kind of track vehicle front end dynamic limit acquisition method and additional anti-collision system, which is calculated by each vehicle front end contour each calculation point relative to the lateral reduction amount E and the angle θ of profile line of limit reference line is drawn to form the dynamic limit of vehicle operation front section, the additional anti-collision system includes additional anti-collision mechanism (5), anti-collision control system host computer, vehicle signal system and power supply system, additional anti-collision mechanism includes barrier beam and the telescopic drive unit of connecting barrier beam and vehicle, the anti-collision control system host computer obtains the dynamic limit of vehicle front end, and according to the dynamic limit of vehicle front end instruction obtained, barrier beam moves forward by first distance, side wing telescopic barrier beam extends back by second distance, and first distance and second distance are located in the dynamic limit of vehicle front end respectively.The application makes the vehicle have the best anti-collision buffer capacity in front, and can prevent the device that side wing barrier hits the bottom of vehicle front section.

Description

Technical Field

[0001] This invention relates to a vehicle dynamic clearance acquisition and additional collision avoidance system, and in particular to a method for acquiring dynamic clearance at the front end of a rail vehicle and an additional collision avoidance system. Background Technology

[0002] The operational safety of rail vehicles has always been a top priority, with strict collision standards and regulations governing vehicle collisions. Different types of trains are equipped with different levels of collision protection based on their operating lines and scenarios. This approach sacrifices the front structure and space of the vehicle to ensure the safety of the vehicle body and its occupants. Generally, a three-tiered collision protection mechanism is formed by sequentially installing couplers and buffers, anti-climb devices and energy absorbers, and a body deformation energy-absorbing structure at the front of the vehicle. Due to the limited space at the front of the vehicle caused by clearance constraints, current research focuses on optimizing energy absorption distribution within the three-tiered collision protection structure through various energy-absorbing structures and methods to increase the impact resistance of weak points and minimize collision losses. However, in long or multi-train formations, the limited space at the front of the vehicle makes it difficult to meet safety requirements due to the increased overall collision energy.

[0003] To clear small obstacles and snow from the tracks, vehicles are equipped with obstacle clearers and stone sweepers. With the development of intelligent technology, collision avoidance between vehicles can be solved by real-time control of safe distances through train signaling systems, onboard radar, and control systems. Obstacles ahead of the train can be detected in advance using image recognition, acoustic or optical ranging radar, allowing for early warnings or evasive maneuvers to reduce collision hazards. Therefore, ideally, this can ensure the safety of the vehicle and its occupants. However, due to the large amount of data transmission and processing required for collision avoidance, the high cost of electronic equipment, insufficient obstacle detection range, the influence of curved tracks, and the inability to detect or react to sudden intrusions of animals or rolling stones along the longitudinal sides of the track, coupled with the fact that obstacle clearers and stone sweepers are located behind the fairing and opening / closing mechanism, damage to the front and bottom equipment of the vehicle is difficult to avoid in reality, potentially leading to serious accidents such as derailment and rollover.

[0004] Chinese patent CN202657045U discloses a collision avoidance device for rail vehicles, which includes a crossbeam and an extension rod. The crossbeam is horizontally positioned and mounted on the front end of the vehicle body via an elongated pin at its bottom. The first end of the extension rod is connected to the front side of the crossbeam, and the second end of the extension rod is equipped with a buffer device that extends beyond the second end of the extension rod in the same direction. While this additional buffer device improves the vehicle's collision avoidance, its length is not adjustable, and it is only located at a specific point at the front of the vehicle, failing to provide comprehensive collision protection for the front section. Obstacles from locations other than where the buffer device is installed can still damage the vehicle, and it is impossible to achieve comprehensive active collision avoidance within the dynamic clearance of the vehicle's front end. Summary of the Invention

[0005] The technical problem to be solved by the present invention is to address the shortcomings of existing anti-collision structures and systems for rail vehicles. The present invention provides a method and additional anti-collision system for obtaining the dynamic clearance of the front end of a rail vehicle, which enables the front of the vehicle to have real-time anti-collision buffer capability and prevents side obstacles from colliding with the equipment at the bottom of the front section of the vehicle.

[0006] To solve the above-mentioned technical problems, the present invention adopts the following technical solution:

[0007] A method for obtaining the dynamic clearance at the front end of a rail vehicle, comprising:

[0008] The dynamic clearance at the front end of the rail vehicle has a tapered profile.

[0009] Let X1 be the distance from the starting point of the profile cut to the center pin of the bogie, X2 be the distance from the farthest equipment at the end of the car to the center pin of the bogie, a be the vehicle's fixed distance, n be the distance from the calculation point selected on the front profile of the vehicle to the center pin of the bogie, p be the wheelbase, d be the minimum track gauge, q and w be the lateral displacements of the primary and secondary trains respectively, z be the static lateral displacement, and R be the turning radius of the curved track. The formula for calculating the lateral reduction E of the calculation point relative to the clearance baseline is obtained as follows:

[0010]

[0011] At the same time, the angle between the cut line and the boundary baseline at the calculation point is obtained, i.e., the cut line angle θ:

[0012]

[0013] Where E X2 E represents the lateral reduction of the furthest device on the vehicle relative to the clearance baseline. X1 The lateral reduction in the starting point of the profile relative to the boundary baseline;

[0014] The dynamic clearance of the vehicle's front section is formed by drawing the lateral reduction E calculated at each calculation point and the included angle θ of the cut line.

[0015] This invention references EN 15273-2 Railway Facilities—Gazettes Part 2: Locomotive and Rolling Stock Gauges, obtaining the formula for calculating the lateral reduction E of each calculation point at the front end of the vehicle relative to the clearance baseline, and thus calculating the included angle of the cut line. Since the turning radius R of the track at each calculation point is a real-time variable when the vehicle is running, the calculated E value and the included angle θ of the cut line at each calculation point are in real-time dynamic change. Drawing the E value and the included angle θ of the cut line at each calculation point forms the dynamic clearance of the front section of the vehicle.

[0016] Based on the same inventive concept, the present invention also provides an additional collision avoidance system for rail vehicles, comprising:

[0017] An additional anti-collision mechanism includes an arched barrier beam mounted at the front of the vehicle and a telescopic drive unit connecting the barrier beam and the vehicle. The barrier beam includes a front barrier beam, side barrier beams connected to both ends of the front barrier beam, and a telescopically mounted side telescopic barrier beam at the end of the side barrier beam. The front barrier beam is connected to the movable end of the telescopic drive unit, and the fixed end of the telescopic drive unit is connected to the vehicle.

[0018] The anti-collision control system host is used to form the front dynamic clearance of the vehicle using the aforementioned method for obtaining the front dynamic clearance of the rail vehicle, and to push the telescopic drive unit to move the obstacle removal beam forward a first distance according to the calculated front dynamic clearance of the vehicle, and the side telescopic obstacle removal beam extends backward a second distance, wherein the first distance and the second distance are respectively located within the front dynamic clearance of the vehicle.

[0019] The vehicle-mounted signal system is used to transmit the vehicle's curve radius, tunnel information, and speed information to the collision avoidance control system host in real time.

[0020] The power supply system is used to provide power to the main unit and solenoid valves of the collision avoidance control system.

[0021] Based on the aforementioned method for obtaining dynamic clearance at the front end of a rail vehicle, this invention obtains the available dynamic space at the front end of the rail vehicle and adds an additional anti-collision system to the original three-level anti-collision mechanism of the rail vehicle. The additional anti-collision mechanism of the additional anti-collision system can be powered by a telescopic drive unit, which moves the obstacle removal beam of the additional anti-collision mechanism forward and extends the retractable obstacle removal beam of the side wings backward, thereby enabling the vehicle to have better anti-collision buffer capability in real time at the front, while preventing side obstacles from hitting the equipment at the bottom of the front section of the vehicle.

[0022] Preferably, the front of the vehicle is also equipped with a coupler and a buffer, an anti-climb and an energy absorber, a body deformation energy-absorbing structure, and a bottom obstacle remover. When stationary, the coupler and buffer, the anti-climb and energy absorber, the additional anti-collision mechanism, the body deformation energy-absorbing structure, and the bottom obstacle remover are installed sequentially from front to back on the front of the vehicle.

[0023] Preferably, the telescopic drive unit comprises at least three hydraulic or pneumatic cylinders to power the additional collision avoidance mechanism of the auxiliary collision avoidance system using the vehicle's existing hydraulic or pneumatic system. Specifically, it can be connected from the train's air braking system or hydraulic braking system. Obviously, an independent hydraulic or pneumatic system can also be used to drive the hydraulic or pneumatic cylinders.

[0024] Preferably, the maximum value L1 of the first distance is: Where E X2+L1 The lateral reduction of the vehicle's front dynamic clearance at point X2+L1 relative to the clearance baseline;

[0025] The maximum value L2 of the second distance is: Where E X2+L1－L2－L3 L2 represents the lateral reduction relative to the boundary baseline at point X2+L1-L2-L3 on the front dynamic clearance of the vehicle. L3 is the distance between the rear end of the retractable side wing barrier beam and the front end of the barrier beam when neither the barrier beam nor the retractable side wing barrier beam has extended. When the barrier beam of the additional anti-collision mechanism moves forward to the maximum value of the first distance L1, and the retractable side wing barrier beam extends backward to the maximum value of the second distance L2, the vehicle has the best anti-collision buffer capability in front in real time, and at the same time can prevent side obstacles from hitting the equipment at the front bottom of the vehicle to the greatest extent.

[0026] Preferably, the on-board signal system is replaced by a vehicle control system.

[0027] Preferably, the main unit of the collision avoidance control system is replaced with an obstacle detection system that has the ability to perform real-time dynamic clearance analysis and can provide the maximum values ​​of the first distance L1 and the second distance L2.

[0028] Preferably, when the obstacle detection system receives an obstacle signal, a collision avoidance allow / disallow action option is added to the driver control interface. When the driver selects allow, the additional collision avoidance mechanism performs an action, with the obstacle removal beam extending forward a first distance L1 and the side retractable obstacle removal beam extending backward a second distance L2. When disallow, the additional collision avoidance mechanism does not perform any action.

[0029] Preferably, an over-limit action option is added to the driver control interface. When the driver selects over-limit, the obstacle removal beam of the additional anti-collision mechanism extends forward to its maximum stroke, that is, reaches the maximum value of the first distance L1, and the side retractable obstacle removal beam extends backward to its maximum stroke, that is, reaches the maximum value of the second distance L2.

[0030] Compared with the prior art, the beneficial effects of the present invention are:

[0031] This invention proposes a real-time analysis technique for the dynamic clearance space at the front of a rail vehicle during operation. Utilizing this dynamic space, an additional collision avoidance system is added to the existing three-level collision avoidance mechanism of the rail vehicle. The additional collision avoidance mechanism uses hydraulic or pneumatic power to move the obstacle removal beam forward to its maximum stroke, and the retractable obstacle removal beam on the side wings extends backward to its maximum stroke. This enables the vehicle to have optimal collision avoidance and buffering capabilities in real time at the front, while preventing side obstacles from colliding with equipment at the bottom of the front section of the vehicle. Attached Figure Description

[0032] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0033] Figure 1 This is a schematic diagram of the additional anti-collision structure for the rail vehicle of the present invention.

[0034] Figure 2 This is a structural diagram of the additional anti-collision mechanism.

[0035] Figure 3 This is a block diagram of the components of the rail vehicle additional anti-collision system of the present invention.

[0036] Figure 4 This is a schematic diagram of the additional anti-collision mechanism, where a is a three-dimensional view and b is a top view. The dashed lines in the diagram represent the dynamic clearance.

[0037] Figure 5 This is a schematic diagram of the dynamic limit calculation principle.

[0038] Figure 6 The diagram illustrates the calculation principle for the maximum value L1 of the first distance and the maximum value L2 of the second distance.

[0039] In the diagram: 1 is the coupler and buffer, 2 is the anti-climb and energy absorber, 3 is the vehicle body deformation energy absorption structure, 4 is the bottom obstacle remover, and 5 is the additional anti-collision mechanism.

[0040] 6 is a hydraulic cylinder or pneumatic cylinder, 7 is a front-end obstacle removal beam, 8 is a side-wing obstacle removal beam, and 9 is a side-wing telescopic obstacle removal beam.

[0041] 10 represents the dynamic clearance; 11 represents the clearance baseline. Detailed Implementation

[0042] The present invention will be further described below with reference to specific preferred embodiments, but this does not limit the scope of protection of the present invention.

[0043] For ease of description, the relative positions of the components, such as top, bottom, left, right, etc., are described according to the layout direction of the accompanying drawings and do not limit the structure of this patent.

[0044] like Figure 1 As shown, one embodiment of the rail vehicle anti-collision structure of the present invention includes a coupler and buffer 1, an anti-climbing and energy absorber 2, a car body deformation energy-absorbing structure 3, a bottom obstacle remover 4, and an additional anti-collision mechanism 5. The coupler and buffer 1, the anti-climbing and energy absorber 2, the car body deformation energy-absorbing structure 3, and the bottom obstacle remover 4 are all existing structures. The entire rail vehicle anti-collision structure of the present invention is located at the front of the vehicle. When static, from front to back, it consists of the coupler and buffer 1, the anti-climbing and energy absorber 2, the additional anti-collision mechanism 5, the car body deformation energy-absorbing structure 3, and the bottom obstacle remover 4.

[0045] like Figure 2 As shown, the additional anti-collision mechanism 5 includes a barrier beam mounted in an arc shape at the front of the vehicle and a telescopic drive unit connecting the barrier beam and the vehicle. The barrier beam includes a front barrier beam 7 welded from a metal frame, side barrier beams 8 welded from metal tubing, and a telescopic side barrier beam 9. The front barrier beam 7 has tubular side barrier beams 8 welded to both ends, and the telescopic side barrier beam 9 is telescopically installed within the side barrier beams 8. The telescopic drive unit consists of at least three hydraulic cylinders or pneumatic cylinders 6. The front barrier beam 7 is connected to the movable ends of the hydraulic cylinders or pneumatic cylinders 6, and the fixed ends of the hydraulic cylinders or pneumatic cylinders 6 are bolted to the vehicle body deformation energy-absorbing structure 3. Thus, the front barrier beam 7, side barrier beams 8, and telescopic side barrier beam 9 can move forward and backward as a whole by extending and retracting the movable ends of the hydraulic cylinders or pneumatic cylinders 6. For convenient stroke control, the hydraulic cylinders or pneumatic cylinders 6 are equipped with limit switches. The retractable obstacle removal beam 9 on the side wings is equipped with a hydraulic cylinder or a pneumatic cylinder, which can achieve forward and backward telescopic movement.

[0046] like Figure 3 As shown, the additional collision avoidance system for rail vehicles of the present invention includes a collision avoidance control system main unit, a signal system, a control system, a power supply system, a hydraulic or pneumatic system, and an additional collision avoidance mechanism. An obstacle detection system can be used as a replacement component for the collision avoidance control system main unit.

[0047] The signaling system preferably adopts any existing onboard signaling system configured on the train, such as the ETCS onboard signaling system, which is used to transmit real-time track information (such as track curve radius, tunnel information, etc.) and speed information of the train to the anti-collision control system host in real time.

[0048] Train speed information can also be obtained through the train's braking system, traction system, and control system. Figure 3 The document lists how train speed signal information is obtained through the control system (preferably the vehicle control system) and transmitted to the main unit of the collision avoidance control system.

[0049] The power supply system is preferably an on-board DC or AC auxiliary power supply system, used to provide power to the main unit of the collision avoidance control system and its actuator solenoid valves.

[0050] The collision avoidance control system host calculates the profile of the dynamic clearance at the front of the vehicle (e.g., based on the real-time route and speed information of the vehicle) Figure 4 As shown), the telescopic drive unit (hydraulic cylinder or pneumatic cylinder 6) pushes the obstacle removal beam forward a first distance according to the calculated vehicle front dynamic clearance command, and the side telescopic obstacle removal beam extends backward a second distance. While ensuring that the additional anti-collision mechanism 5 is always within the vehicle's dynamic clearance, the first and second distances are taken as their maximum values ​​within the dynamic clearance range, so that the vehicle has optimal collision avoidance buffering capability at the front, while preventing side obstacles from hitting the equipment at the front bottom of the vehicle.

[0051] The calculation of the profile of the dynamic clearance at the front end of the vehicle, such as Figure 5 As shown, the specific process is as follows: Let X1 be the distance from the starting point of the cutting to the center pin of the bogie, X2 be the distance from the farthest equipment at the end of the car (in this embodiment, the front end of the obstacle beam when it is not extended) to the center pin of the bogie, a be the vehicle distance, n be the distance from the calculation point (the selected point on the front profile of the vehicle) to the center pin of the bogie, p be the wheelbase, d be the minimum track gauge, q and w be the lateral displacements of the primary and secondary trains respectively, z be the static lateral displacement, and R be the turning radius of the curved track. According to the reference "EN 15273-2 Railway Facilities - Gauges Part 2: Locomotive and Rolling Stock Gauges", the formula for calculating the lateral reduction E relative to the clearance baseline is as follows (1):

[0052]

[0053] Therefore, the angle between the cut line and the boundary baseline at the calculation point can be calculated, i.e., the cut line angle θ, as shown in formula (2):

[0054]

[0055] Where E X2 E represents the lateral reduction of the furthest device on the vehicle relative to the clearance baseline. X1 The lateral reduction in the starting point of the profile relative to the boundary baseline;

[0056] Since the turning radius R of the line at each calculation point is a real-time variable when the vehicle is running, the E value and the included angle θ of the cut line calculated at each calculation point are in real-time dynamic change. Drawing the E value and the included angle θ of the cut line at each calculation point forms the dynamic limit of the front section of the vehicle's operation.

[0057] like Figure 6 As shown, according to formulas (1) and (2), when the θ value has been obtained, the additional anti-collision mechanism, when not exceeding the dynamic limit, that is, when the additional anti-collision mechanism moves forward to its maximum position, its front end point is just located on the cut line. At this time, the obstacle removal beam of the additional anti-collision mechanism moves forward to the maximum value L1 of the first distance, and the included angle of the cut line of the vehicle and the included angle of the cut line of the front end of the anti-collision mechanism are equal. Therefore, the maximum value L1 of the first distance can be obtained:

[0058]

[0059] From formulas (2) and (3), we can deduce that:

[0060]

[0061] The maximum value L1 of the first distance is calculated:

[0062] Where E X2+L1 It is the lateral reduction of the vehicle's front dynamic clearance at point X2+L1 relative to the clearance baseline.

[0063] like Figure 6 As shown, when the additional anti-collision mechanism is not extended, the distance between the front end of the additional anti-collision mechanism and the center pin of the bogie (i.e., the distance between the farthest equipment at the end of the car and the center pin of the bogie) is X2. When the side wing telescopic obstacle removal beam is not extended, the distance between the rear end of the side wing telescopic obstacle removal beam and the front end of the additional anti-collision mechanism when it is not extended is L3. According to formulas (1) and (2), when the θ value has been obtained, the maximum value L2 of the second distance of the additional anti-collision mechanism when it does not exceed the dynamic limit can be obtained by formula (6).

[0064]

[0065] From formulas (2) and (6), we can deduce that:

[0066]

[0067] Combining formula (5), the maximum value L2 of the second distance is calculated:

[0068] Where E X2+L1－L2－L3 It is the lateral reduction of the vehicle's front-end dynamic clearance at point X2+L1-L2-L3 relative to the clearance baseline.

[0069] The hydraulic or pneumatic system provides power for the operation of the additional collision avoidance mechanism of the additional collision avoidance system. Specifically, it can be connected to the train's air braking system or hydraulic braking system. Of course, an independent hydraulic or pneumatic system can also be set up.

[0070] The obstacle detection system can be an obstacle detection system composed of image recognition, acoustic radar, optical radar, or any combination of technologies with real-time analysis capabilities of vehicle dynamic limits. Under the condition that the additional anti-collision mechanism does not exceed the vehicle's dynamic limits, it provides a maximum value of a first distance L1 and a maximum value of a second distance L2, giving the vehicle optimal collision avoidance buffer capability at the front, while preventing side obstacles from colliding with the equipment at the front bottom of the vehicle. Therefore, the obstacle detection system can directly control the additional anti-collision mechanism in place of the anti-collision system control host.

[0071] When the obstacle detection system receives an obstacle signal, a collision avoidance allow / disallow action option is added to the driver control interface. When the driver selects allow, the additional collision avoidance mechanism 5 performs the action, the obstacle removal beam extends forward by a first maximum distance L1, and the side retractable obstacle removal beam extends backward by a second maximum distance L2. When disallow, the additional collision avoidance mechanism 5 does not perform any action.

[0072] Alternatively, when the obstacle detection system receives an obstacle signal, a collision avoidance allow / disallow / over-limit action option is added to the driver control interface. When the driver selects over-limit, the additional collision avoidance mechanism 5 performs an action, with the obstacle removal beam extending forward by a first maximum distance L1 and the side retractable obstacle removal beam extending backward by a second maximum distance L2.

[0073] like Figure 4 As shown, in one embodiment, the additional anti-collision mechanism executes the instructions issued by the anti-collision control system host or obstacle detection unit, and under the power provided by the hydraulic or pneumatic system, ensures that the first distance and the second distance are taken as the maximum values ​​allowed under the existing route and operating conditions, so as to provide the maximum buffer force for the frontal collision of the vehicle, while avoiding obstacles that enter from the side instantaneously.

[0074] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can make many possible variations and modifications to the technical solution of the present invention, or modify it into equivalent embodiments with equivalent changes, without departing from the scope of the technical solution of the present invention. Therefore, any simple modifications, equivalent changes, and modifications made to the above embodiments based on the technical essence of the present invention without departing from the content of the technical solution of the present invention should fall within the scope of protection of the technical solution of the present invention.

Claims

1. A method for obtaining the dynamic clearance at the front end of a rail vehicle, characterized in that: The dynamic clearance at the front end of the rail vehicle has a tapered profile. Let X1 be the distance from the starting point of the profile cut to the center pin of the bogie, X2 be the distance from the farthest equipment at the end of the car to the center pin of the bogie, a be the vehicle distance, n be the distance from the calculation point selected on the front profile of the vehicle to the center pin of the bogie, p be the wheelbase, d be the minimum track gauge, q and w be the lateral displacements of the primary and secondary trains respectively, z be the static lateral displacement, and R be the turning radius of the current track obtained in real time through the on-board signal system. The formula for calculating the lateral reduction E of the calculation point relative to the clearance baseline is obtained as follows: ， At the same time, the angle between the cut line and the boundary baseline at the calculation point is obtained, i.e., the cut line angle θ: ， Where E X2 E represents the lateral reduction of the furthest device on the vehicle relative to the clearance baseline. X1 The lateral reduction in the starting point of the profile relative to the boundary baseline; The E value is calculated and updated in real time as R changes. The E value and θ of each calculation point are continuously plotted after real-time updates, thus forming a dynamic limit of the front section of the vehicle that is dynamically updated over time. This dynamic limit represents the maximum spatial boundary contour that the front of the vehicle can safely extend outward along the longitudinal direction under the current actual track curve conditions, and is used to constrain the extreme position of the movable anti-collision components extending forward.

2. A collision avoidance system for rail vehicles, characterized in that... include: An additional anti-collision mechanism includes an arched barrier beam mounted at the front of the vehicle and a telescopic drive unit connecting the barrier beam and the vehicle. The barrier beam includes a front barrier beam, side barrier beams connected to both ends of the front barrier beam, and a telescopically mounted side telescopic barrier beam at the end of the side barrier beam. The front barrier beam is connected to the movable end of the telescopic drive unit, and the fixed end of the telescopic drive unit is connected to the vehicle. The anti-collision control system host is used to form a dynamic clearance at the front of the vehicle using the method described in claim 1, and to push the telescopic drive unit to move the obstacle removal beam forward along the longitudinal direction of the vehicle by a first distance according to the calculated dynamic clearance at the front of the vehicle, and the side telescopic obstacle removal beam extends backward by a second distance, wherein the first distance and the second distance are respectively located within the dynamic clearance at the front of the vehicle. The vehicle signal system is used to transmit real-time route information, tunnel information, and speed information of the vehicle to the main unit of the collision avoidance control system in real time. The real-time route information includes at least R, i.e., the current turning radius of the route. The power supply system is used to provide power to the main unit and solenoid valves of the collision avoidance control system.

3. The additional collision avoidance system for rail vehicles according to claim 2, characterized in that, The front of the vehicle is also equipped with a coupler and a buffer, an anti-climb and an energy absorber, a body deformation energy-absorbing structure, and a bottom obstacle remover. When stationary, the coupler and buffer, the anti-climb and energy absorber, the additional anti-collision mechanism, the body deformation energy-absorbing structure, and the bottom obstacle remover are installed sequentially from front to back on the front of the vehicle.

4. The additional collision avoidance system for rail vehicles according to claim 2, characterized in that, The telescopic drive unit consists of at least three hydraulic cylinders or pneumatic cylinders.

5. The additional collision avoidance system for rail vehicles according to claim 2, characterized in that, The maximum value L1 of the first distance is: E X2+L1 The lateral reduction of the vehicle's front dynamic clearance at point X2+L1 relative to the clearance baseline; The maximum value L2 of the second distance is: E X2+L1－L2－L3 L3 is the lateral reduction of the vehicle's front end dynamic clearance relative to the clearance baseline at point X2+L1-L2-L3. L3 is the distance between the rear end of the side retractable clearance beam and the front end of the clearance beam when neither the clearance beam nor the side retractable clearance beam extends.

6. The additional collision avoidance system for rail vehicles according to claim 2, characterized in that, The on-board signal system is replaced by a vehicle control system.

7. The additional collision avoidance system for rail vehicles according to claim 2, characterized in that, The main unit of the collision avoidance control system is replaced with an obstacle detection system that has the ability to perform real-time dynamic clearance analysis and can provide the maximum values ​​of the first distance and the second distance.

8. The additional collision avoidance system for rail vehicles according to claim 7, characterized in that, When the obstacle detection system receives an obstacle signal, a collision avoidance permission / disallowance option is added to the driver control interface. When the driver selects permission, the additional collision avoidance mechanism performs the action, the obstacle clearance beam extends forward a first distance, and the side retractable obstacle clearance beam extends backward a second distance; when disallowance is selected, the additional collision avoidance mechanism does not perform any action.

9. The additional collision avoidance system for rail vehicles according to claim 8, characterized in that, An over-limit action option is added to the driver control interface. When the driver selects over-limit, the obstacle removal beam of the additional anti-collision mechanism extends forward by a first maximum distance L1, and the side retractable obstacle removal beam extends backward by a second maximum distance L2.

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