An energy-absorbing device, a rail vehicle intermediate car, and a rail vehicle

Abstract

This invention discloses an energy-absorbing device, a rail vehicle intermediate car, and a rail vehicle, including a support base, a rotating shaft, an upper stop plate, a lower stop plate, an anti-climb device, an initial drive device, and a locking mechanism. The anti-climb device is rotatably connected to the support base. The upper stop plate is disposed on the first side of the anti-climb device near the end face of the car body, with one end of the upper stop plate rotatably connected to the side of the anti-climb device and the other end being a free end. The lower stop plate is disposed below the support base and is fixedly disposed. When the anti-climb device extends, the upper stop plate gradually extends and locks the anti-climb device. An initial drive device and a locking mechanism are also disposed above the support base. The initial drive device is horizontally disposed and provides an initial rotational force to the vertically disposed anti-climb device. The locking mechanism can lock or release the anti-climb device.

Description

Technical Field

[0001] This invention relates to the field of rail vehicles, specifically to a rotating end energy absorption device for rail vehicles, an intermediate rail vehicle, and a rail vehicle. Background Technology

[0002] The inventors discovered that the energy-absorbing device at the middle end of a rail vehicle is an important component of energy absorption in train collisions. However, due to the small spacing between middle cars (e.g., only 650mm for some high-speed trains), and the corresponding decrease and increase in the spacing between left and right cars when the vehicle turns, installing conventional anti-climb energy-absorbing devices would obstruct the vehicle's turning. Existing vehicles rely solely on couplers for energy absorption, and when the collision speed increases, the energy cannot be effectively dissipated and often transfers to the passenger compartment area, affecting the safety of passengers. This is currently a challenge in the design of energy-absorbing devices. Current solutions mainly include installing conventional anti-climb devices, but these devices will interfere when the vehicle turns, so their length must be reduced, which reduces the energy absorption distance and energy absorption. Alternatively, a pop-out anti-climb device can be installed, as shown in the anti-climb energy absorption device disclosed in patent CN113173193A. When this anti-climb energy absorption device needs to be popped out, it is pushed out horizontally by a pushing component. Since the anti-climb energy absorption device is horizontally set, its extension relies entirely on the pushing component. Therefore, the pushing component needs to be powered separately, resulting in a complex structure, high cost, and no other measures are designed to prevent the pushing component from failing when the anti-climb energy absorption device is extended, causing the anti-climb energy absorption device to fold again. Summary of the Invention

[0003] To address the shortcomings of existing technologies, the first objective of this invention is to provide a rotating end energy-absorbing device for rail vehicles. Under normal conditions, the energy-absorbing device is vertically installed on the end face of the middle car body of the rail vehicle, without obstructing the vehicle's turning. In the event of a collision, the anti-climb device rotates to a horizontal state to absorb energy. The second objective of this invention is to provide a middle car of a rail vehicle equipped with a rotating end energy-absorbing device. The third objective of this invention is to provide a rail vehicle equipped with a rotating end energy-absorbing device.

[0004] To achieve the above-mentioned objectives, the present invention is implemented through the following technical solution:

[0005] In a first aspect, embodiments of the present invention provide a rotary end energy absorption device, which mainly consists of a support base, a rotating shaft, an upper stop plate, a lower stop plate, an anti-climb device, an initial drive device, and a locking device;

[0006] The anti-climb device is rotatably connected to the support base via a rotating shaft;

[0007] The upper stop plate is set on the first side of the anti-climb device near the end of the vehicle body. The end of the upper stop plate near the anti-climb device is rotatably connected to the side of the anti-climb device, and the other end is a free end. As the anti-climb device gradually flattens out, the upper stop plate also gradually flattens out along with it.

[0008] The lower stop plate is located below the support base and is fixedly installed.

[0009] An initial drive device and a locking mechanism are also installed above the support base. The initial drive device is horizontally positioned and applies an initial force to the vertically positioned anti-climb device. Then, the anti-climb device rotates to a horizontal position due to its own gravity.

[0010] As a further technical solution, the locking mechanism is set vertically and is triggered by an emergency braking or anti-collision system. When the anti-climb device is in a vertical state, the electromagnetic locking mechanism locks the anti-climb device. When the anti-climb device needs to extend, the electromagnetic locking mechanism unlocks and releases the anti-climb device.

[0011] As a further technical solution, the initial driving device is a spring or a cylinder.

[0012] As a further technical solution, a slot that cooperates with the locking mechanism is provided on the top of the anti-climb device.

[0013] As a further technical solution, when the anti-climb device is in a horizontal position, the upper stop plate is located above the support base, and the lower stop plate is located below the support base.

[0014] As a further technical solution, when the anti-climb device is in a horizontal state, the free end of the upper stop plate is locked onto the end face of the middle vehicle body.

[0015] This invention proposes a rotatable energy-absorbing device. Under normal use, the energy-absorbing device stands vertically at the end of the vehicle and does not affect the vehicle's steering. In the moment before a collision, triggered by the driver's emergency braking or a collision avoidance sensor, the energy-absorbing device rapidly rotates from a vertical state to a horizontal state under the action of gravity and locks to the ends of both vehicles, thereby achieving energy absorption during a collision.

[0016] Secondly, embodiments of the present invention also provide a rail vehicle intermediate body, wherein a coupler is provided at the middle position of the intermediate body of the rail vehicle, and a rotary end energy absorption device as described above is provided on each side of the coupler.

[0017] Thirdly, embodiments of the present invention also provide a rail vehicle, which includes the intermediate car body described above.

[0018] The beneficial effects of the above embodiments of the present invention are as follows:

[0019] The energy-absorbing device disclosed in this invention is normally installed vertically on the end face of the middle car body of a rail vehicle, without obstructing the vehicle's turning. In the event of a collision, the anti-climb device provides an initial rotational force through an initial drive device, and then the anti-climb device can quickly rotate to a horizontal state entirely by its own weight to absorb collision energy. During the entire rotation process, the anti-climb device mainly relies on its own weight to rotate, thus eliminating the need for a separate power component and making the structure relatively simple. Furthermore, this application provides a stop plate on one side of the anti-climb device. The upper stop plate can gradually reach a horizontal state as the anti-climb device rotates. When the anti-climb device is in a horizontal state, the free end of the upper stop plate is precisely locked onto the end face of the middle car body, achieving automatic locking of the anti-climb device. The entire device is completely reliable, saves space, and is convenient to use. Attached Figure Description

[0020] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0021] Figure 1 This is a schematic diagram of the folded state of the anti-climb device according to one or more embodiments of the present invention;

[0022] Figure 2 This is a schematic diagram of the anti-climb device in an unfolded state according to one or more embodiments of the present invention;

[0023] Figure 3 This is a schematic diagram of the folded state of the anti-climb device proposed in this invention on the middle vehicle body;

[0024] Figure 4 This is a schematic diagram of the anti-climb device proposed in this invention in its deployed state on the middle vehicle body;

[0025] In the diagram: 1. Support base, 2. Rotary shaft, 3. Lower stop plate, 4. Upper stop plate, 5. Anti-climb device, 6. Spring, 7. Electromagnetic lock, 8. Rotary end energy absorption device, 9. End wall, 10. Coupler. Detailed Implementation

[0026] It should be noted that the following detailed description is illustrative and intended to provide further explanation of the invention. Unless otherwise specified, all technical and scientific terms used in this invention have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0027] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of exemplary embodiments according to the invention. As used herein, unless otherwise expressly indicated by the invention, the singular form is also intended to include the plural form. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0028] Terminology Explanation: For ease of description, the terms "up" and "down" in this invention are defined based on the height direction of the rail vehicle.

[0029] The terms “installation,” “connection,” “linking,” and “fixing” used in this invention should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to an internal connection between two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0030] As described in the background section, there are shortcomings in the existing technology. In order to solve the above-mentioned technical problems, this embodiment proposes a rotating end energy absorption device for rail vehicles, an intermediate rail vehicle, and a rail vehicle.

[0031] In a typical embodiment of the present invention, such as Figure 1 , Figure 2 As shown, this embodiment discloses a rotary anti-climb device, which mainly consists of a support base 1, a rotating shaft 2, a lower stop plate 3, an upper stop plate 4, an anti-climb device 5, a spring 6, and an electromagnetic lock 7.

[0032] A support seat 1, a spring 6, and an electromagnetic lock 7 are installed at the end of the intermediate car body of the rail vehicle. The main function of the support seat 1 is to support the anti-climb device 5. The anti-climb device 5 is rotatably connected to the support seat 1 through a rotating shaft 2, and the anti-climb device 5 can rotate relative to the support seat 1.

[0033] The lower stop plate 3 and the upper stop plate 4 are set on two opposite sides of the anti-climb device 5. The end of the upper stop plate 4 near the anti-climb device 5 is rotatably connected to the side of the anti-climb device 5 through a connecting lug, and the other end is a free end. As the anti-climb device 5 gradually flattens, the upper stop plate 4 also gradually flattens. The lower stop plate 3 is set below the support base 1 and is fixedly installed. When the anti-climb device 5 is in a horizontal state, the upper stop plate 4 is located above the support base, and the lower stop plate 3 is located below the support base. When the anti-climb device 5 is in a horizontal state, the free end of the upper stop plate 4 is clamped onto the end wall of the middle vehicle body to achieve horizontal fixation of the anti-climb device 5. The entire device is cleverly designed and requires no manual control.

[0034] It should be noted that in this embodiment, the upper stop plate 4 is installed on one side of the anti-climb device 5. Specifically, a horizontal shaft is fixed on one side of the anti-climb device 5, and a connecting ear is provided at the end of the upper stop plate 4. The connecting ear is rotatably connected to the corresponding horizontal shaft.

[0035] A spring 6 and an electromagnetic lock 7 are also provided above the support base 1. The spring 6 is horizontally set and is used to pop out the vertically set anti-climb device 5. That is, when the anti-climb device 5 is in a vertical state, the spring 6 is in a compressed state. When the anti-climb device 5 needs to extend, the compression force of the spring 6 is used to give the anti-climb device 5 an initial popping force, and then the anti-climb device 5 rotates to a horizontal state entirely by its own weight.

[0036] The electromagnetic lock 7 described above is set vertically and is triggered by an emergency braking or anti-collision system. When the anti-climb device 5 is in a vertical state, the electromagnetic lock 7 locks the anti-climb device 5. When the anti-climb device 5 needs to extend, the electromagnetic lock 7 unlocks and releases the anti-climb device 5.

[0037] Furthermore, the aforementioned spring 6 can also be replaced by a cylinder, that is, the cylinder is horizontally fixed at the position where the spring is located.

[0038] Furthermore, the aforementioned anti-climb device 5 can adopt a modular design, can be made of common anti-climb device materials, and is easy to process and manufacture. A slot for cooperating with the electromagnetic lock 7 is provided on the top of the anti-climb device 5. (See [reference]). Figure 1 A slot on the top of the anti-climb device;

[0039] The working principle of this invention is as follows:

[0040] The support seat 1 is installed at the end of the intermediate car body of the rail vehicle to support the anti-climb device. The anti-climb device 5 can rotate up and down along the rotating shaft 2. The lower stop plate 3 and the upper stop plate 4 are used to lock the anti-climb device 5 when it is extended. The spring 6 is used to give the anti-climb device 5 an initial elastic force, that is, to pop the anti-climb device 5 open. The electromagnetic lock 7 is used to lock the anti-climb device 5 during normal operation.

[0041] When the rail vehicle is running normally, the anti-climb device 5 stands upright on the middle end of the rail vehicle body, such as... Figure 1 As shown, at this time, the electromagnetic lock 7 is locked to ensure that the turning of the rail vehicle is not affected. When the vehicle is about to collide, it is triggered by the emergency braking or anti-collision system. At this time, the electromagnetic lock 7 is unlocked and pulled out, and the spring 6 pops out the anti-climb device 5. The anti-climb device 5 rotates along the rotating shaft 2 by its own weight. When the anti-climb device 5 reaches the horizontal state, the upper stop plate 4 is also locked onto the end wall of the car body, thereby locking the anti-climb device 5 from top to bottom, achieving the preparation state for collision, as shown. Figure 2 As shown, this embodiment achieves the rotation and locking of the anti-climb device 5 through the cooperation of the spring 6, the lower stop plate 3, the upper stop plate 4, and the electromagnetic lock 7. During the entire rotation process, the anti-climb device 5 mainly relies on its own gravity to rotate, thus eliminating the need for a separate power component and making the structure relatively simple. Furthermore, this application provides a stop plate on one side of the anti-climb device 5. The stop plate can gradually move to a horizontal state as the anti-climb device rotates. When the anti-climb device is in a horizontal state, the free end of the upper stop plate is precisely locked onto the end face of the middle vehicle body, realizing automatic locking of the anti-climb device. The entire device is completely reliable, saves space, and is convenient to use.

[0042] The method of using this invention is as follows:

[0043] The rotating anti-creep device is installed at the end of the vehicle. Normally, it is folded at the end of the middle body of the rail vehicle. Before a collision occurs, the anti-creep device quickly rotates to the normal position so that it can absorb the energy of the collision.

[0044] This embodiment also provides an intermediate car body for a rail vehicle, such as... Figure 3 , Figure 4 As shown, the coupler 10 is located at the center of the middle end wall 9 of the rail vehicle, and a rotary end energy absorption device 8 is installed on each side of the coupler 10. Figure 3 This is a schematic diagram of the rotary end energy absorption device in a folded state on the middle of the vehicle body; Figure 4 This is a schematic diagram of the rotating end energy absorption device deployed on the intermediate car body as an anti-climb device; the intermediate car end energy absorption device is mainly used to absorb the collision energy of the intermediate car when a collision occurs; the end wall 9 is the end structure of the intermediate car body, the coupler 10 provides traction and braking force for the intermediate car, and its built-in buffer can absorb the impact kinetic energy when the vehicles are coupled; the rotating end energy absorption device 8 is mainly used to absorb the kinetic energy when the vehicles collide.

[0045] This embodiment also provides a rail vehicle, which includes the aforementioned rotating end-effector energy absorption device. Because this rail vehicle is equipped with the rotating end-effector energy absorption device described above, it also possesses all the advantages mentioned above. In some embodiments, the rail vehicle provided by this invention can be any suitable type of vehicle, such as conventional trains, high-speed trains, subway vehicles, urban rail vehicles, etc. This invention is not limited to any particular type of rail vehicle.

[0046] Finally, it should be noted that relational terms such as first and second are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations.

[0047] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. An energy absorption device, characterized in that, The device includes a support base, a rotating shaft, an upper stop plate, a lower stop plate, an anti-climb device, an initial drive device, and a locking mechanism. The anti-climb device is rotatably connected to the support base via the rotating shaft. The upper stop plate is located on the first side of the anti-climb device near the vehicle body end, with one end of the upper stop plate rotatably connected to the side of the anti-climb device and the other end being a free end. The lower stop plate is located below the support base and is fixedly installed. When the anti-climb device extends, the upper stop plate gradually extends and locks the anti-climb device. An initial drive device and a locking mechanism are also installed above the support base. The initial drive device is horizontally positioned and provides an initial rotational force to the vertically positioned anti-climb device. The locking mechanism can lock or release the anti-climb device.

2. The energy-absorbing device as described in claim 1, characterized in that, The locking mechanism is vertically mounted and is triggered by an emergency braking or collision avoidance system.

3. The energy-absorbing device as described in claim 2, characterized in that, When the anti-climb device is in a vertical position, the electromagnetic lock will lock the anti-climb device. When the anti-climb device needs to extend, the electromagnetic lock will unlock and release the anti-climb device.

4. The energy-absorbing device as described in any one of claims 1-3, characterized in that, A slot for engaging the locking mechanism is provided on the top of the anti-climb device.

5. The energy-absorbing device as described in claim 1, characterized in that, The initial driving device is a spring.

6. The energy-absorbing device as described in claim 1, characterized in that, The initial driving device is a cylinder.

7. The energy-absorbing device as described in claim 1, characterized in that, When the anti-climb device is in a horizontal position, the upper stop plate is located above the support base, and the lower stop plate is located below the support base.

8. The energy-absorbing device as described in claim 1, characterized in that, When the anti-climb device is in a horizontal position, the free end of the upper stop plate is locked onto the end face of the middle vehicle body.

9. A rail vehicle intermediate car body, characterized in that, A coupler is provided at the middle position of the intermediate vehicle body, and an energy absorption device as described in any one of claims 1-8 is provided on each side of the coupler.

10. A rail vehicle comprising the intermediate car body as described in claim 9.

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