Combined energy-absorbing anti-climber for rail vehicles

Abstract

The application discloses a combined energy-absorbing anti-climbing device for a rail vehicle and belongs to the technical field of rail locomotives. The anti-climbing device comprises an inner tube, an outer tube and an energy-absorbing aluminum honeycomb. A plurality of guide grooves are arranged on the side wall of the inner tube. One end of the outer tube is provided with a mounting plate, and a plurality of guide pin assemblies are embedded in the mounting plate. A plurality of guide pins extend from the guide pin assemblies, and the guide pins are arranged in the corresponding guide grooves and are in interference fit with the guide grooves. The energy-absorbing aluminum honeycomb is clamped between the inner tube and the outer tube. The interference fit between the guide pins and the guide grooves enables the anti-climbing device to have two combined energy-absorbing modes, i.e., energy-absorbing by crushing of the energy-absorbing aluminum honeycomb and energy-absorbing by extrusion deformation of the guide grooves, so that the anti-climbing device has the advantages of light weight and large energy absorption. Meanwhile, the structure of the guide pins and the guide grooves reduces the play gap between the outer tube and the inner tube, so that the anti-climbing device has excellent guiding performance during the working crushing process and the stability of the anti-climbing device during crushing when the train collides is improved.

Description

Technical Field

[0001] The invention belongs to the technical field of rail vehicles, and in particular is a combined energy-absorbing anti-climber for rail vehicles. Background Art

[0002] The anti-climber is installed at the front end of a rail train. When a rail train collides, the anti-climber at the front of the train will collide and contact, and the anti-climber tooth plates at the front end of the anti-climber will engage with each other to prevent the train from riding and climbing. At the same time, the extended part of the anti-climber is pushed backward. During the movement, the anti-climber absorbs the kinetic energy of the train, thereby achieving energy absorption and deceleration of the train, and ensuring the safety of the driver and passengers to the greatest extent.

[0003] Traditional aluminum honeycomb anti-climbers utilize a pure aluminum honeycomb energy-absorbing structure, which results in a high aluminum honeycomb usage and a bulky overall structure, making the anti-climber uncompact and heavy. Furthermore, during crushing and energy absorption, the guiding structure between the inner and outer tubes of traditional aluminum honeycomb anti-climbers has a large gap, resulting in poor guidance and a tendency to become unstable, such as jamming or unbalanced loading, during the crushing process. Summary of the Invention

[0004] The purpose of the present invention is to provide a combined energy-absorbing anti-climber for rail vehicles to solve the problems raised in the above-mentioned prior art.

[0005] Provided is a combined energy-absorbing anti-climber for rail vehicles, comprising:

[0006] An inner tube, one end of which is provided with anti-climbing teeth, a side wall of which is provided with a plurality of guide grooves, and the other end of which forms a mounting groove;

[0007] An outer tube, one end of the outer tube being provided with a mounting plate, the mounting plate being embedded with a plurality of guide pin assemblies, the guide pin assemblies extending from a plurality of guide pins, the inner tube being slidably connected to the outer tube, the plurality of guide pins being arranged in corresponding guide grooves, the guide pins and the guide grooves being interference fit;

[0008] An energy-absorbing aluminum honeycomb is fixedly connected to the mounting groove and is clamped between the inner tube and the outer tube.

[0009] As a further solution of the present invention: an energy dissipation tube is provided inside the end of the outer tube away from the mounting plate, the energy dissipation tube is filled with damping fluid, a storage cavity is formed between the energy dissipation tube and the outer tube, a plurality of seals are arranged on the side wall of the energy dissipation tube, and an energy dissipation piston is provided at the end of the energy-absorbing aluminum honeycomb away from the mounting groove, and the energy dissipation piston is slidably connected to the inside of the energy dissipation tube.

[0010] As a further solution of the present invention: the seal includes a mounting opening, a primary fragment and a secondary fragment arranged in sequence from the outside to the inside.

[0011] As a further scheme of the present application: the secondary fragment is made of brittle material with elongation less than 2%.

[0012] As a further scheme of the present application: the primary fragment is arranged with several pre-slits in the circumferential direction, the pre-slits extending on the primary fragment in the direction from the secondary fragment to the installation port.

[0013] Compared with the prior art, the present application has the following beneficial effects:

[0014] The interference fit of the guide pin and the guide groove enables the anti-climber to have two combined energy absorption modes of energy absorption of aluminum honeycomb crushing and extrusion deformation of the guide groove, so that the anti-climber has the advantages of light weight and large energy absorption. At the same time, the structure of the guide pin and the guide groove reduces the movement gap between the outer pipe and the inner pipe, so that the anti-climber has excellent guiding performance during the working crushing process, and improves the stability of the anti-climber during crushing when the train collides. BRIEF DESCRIPTION OF DRAWINGS

[0015] In order to facilitate the understanding of those skilled in the art, the present application will be further described below in conjunction with the drawings.

[0016] Figure 1 It is an internal structure diagram of a combined energy absorption type anti-climber for a railway vehicle.

[0017] Figure 2 It is an external structure diagram of a combined energy absorption type anti-climber for a railway vehicle.

[0018] Figure 3 It is a structure diagram of the mounting plate provided by the embodiment of the present application.

[0019] Figure 4 It is a structure diagram of the sealing provided by the embodiment of the present application.

[0020] In the figure: 1, inner pipe; 11, anti-climb tooth; 12, guide groove; 13, installation groove; 2, outer pipe; 21, mounting plate; 22, guide pin assembly; 221, guide pin; 23, energy dissipation pipe; 24, sealing; 241, installation port; 242, primary fragment; 2421, pre-slit; 243, secondary fragment; 25, energy dissipation piston; 26, storage cavity; 3, energy absorption aluminum honeycomb. DETAILED DESCRIPTION

[0021] In order to make the objectives, technical solutions, and advantages of the present invention more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only intended to explain the present invention and are not intended to limit the present invention. That is, the embodiments described herein are only some embodiments of the present invention, not all embodiments. Generally, the components of the embodiments of the present invention described and illustrated in the drawings herein may be arranged and designed in various different configurations.

[0022] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the invention as claimed, but is merely intended to represent selected embodiments of the present invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative work are within the scope of protection of the present invention.

[0023] See also Figure 1-3 As shown, in one embodiment of the present invention, an inner tube 1, an outer tube 2, and an energy-absorbing aluminum honeycomb 3 are provided. One end of the inner tube 1 is provided with anti-climbing teeth 11, and the sidewalls of the inner tube 1 are provided with several guide grooves 12. A mounting groove 13 is formed at the other end of the inner tube 1. A mounting plate 21 is provided at one end of the outer tube 2. Several guide pin assemblies 22 are embedded in the mounting plate 21. Several guide pins 221 extend from the guide pin assembly 22. The inner tube 1 and the outer tube 2 are slidably connected. Several guide pins 221 are arranged in corresponding guide grooves 12, and the guide pins 221 and the guide grooves 12 have an interference fit. The energy-absorbing aluminum honeycomb 3 is fixedly connected to the mounting groove 13 and is clamped between the inner tube 1 and the outer tube 2.

[0024] The anti-climber adopts an aluminum alloy inner and outer tube drawer-type structure. The inner tube 1 is embedded and installed in the outer tube 2. An energy-absorbing aluminum honeycomb 3 structure is installed inside. The anti-climber 11 is welded to the end of the inner tube 1. The mounting plate 21 is used to assemble and fix the anti-climber to the train body. The guide pin assembly 22 is embedded in the interior of the mounting plate 21 and fixedly connected to the mounting plate 21. The number of guide pins 221 on the guide pin assembly 22 can be adjusted according to design requirements. The guide groove 12 extends along the length direction of the inner tube 1. When the anti-climber is in the initial state, the protruding end of the guide pin 221 is interference fit with the end of the guide groove 12, and the anti-climber 11 and the inner tube 1 are in an extended state.

[0025] When a train collides, the anti-climbing teeth 11 at the front end of the inner tube 1 engage with each other, preventing the train from climbing and overlapping. This in turn pushes the inner tube 1 backward within the inner cavity of the outer tube 2, compressing the energy-absorbing aluminum honeycomb 3 inside and squeezing the guide grooves 12 on the inner tube 1 through the guide pins 221. Energy is absorbed through the crushing of the energy-absorbing aluminum honeycomb 3 and the deformation of the guide grooves 12. At the same time, the interference fit between the guide pins 221 and the guide grooves 12 provides a guiding function, improving the stability of the energy-absorbing aluminum honeycomb 3 during its crushing and energy absorption.

[0026] An energy dissipation tube 23 is provided at the end of the outer tube 2 away from the mounting plate 21. The energy dissipation tube 23 is filled with damping fluid, forming a storage chamber 26 between the energy dissipation tube 23 and the outer tube 2. Several seals 24 are arranged on the sidewalls of the energy dissipation tube 23. An energy dissipation piston 25 is provided at the end of the energy-absorbing aluminum honeycomb 3 away from the mounting groove 13. The energy dissipation piston 25 is slidably connected to the interior of the energy dissipation tube 23. The energy dissipation piston 25 is made of rubber and fits tightly against the energy dissipation tube 23 to prevent the damping fluid from leaking from the energy dissipation piston 25. A sealing ring can be provided between the energy dissipation piston 25 and the energy dissipation tube 23 to further improve the sealing performance.

[0027] When a train collides, the inner tube 1 slides into the outer tube 2 under the push of the anti-climbing teeth 11, and the mounting groove 13 on the inner tube 1 pushes the energy-absorbing aluminum honeycomb 3 to cause the energy-absorbing aluminum honeycomb 3 to collapse. At the same time, the guide pin 221 moves in the guide groove 12 to cause the groove wall of the guide groove 12 to be squeezed and deformed. At this time, part of the energy of the energy-absorbing aluminum honeycomb 3 and the guide groove 12 is transmitted to the energy-dissipating piston 25 and pushes the energy-dissipating piston 25 to move in the direction of the damping fluid. Since the energy-dissipating piston 25 and the energy-dissipating tube 23 are in a sealed state, the pressure of the damping fluid continues to increase during the movement of the energy-dissipating piston 25. When the pressure of the damping fluid increases to a certain level, the seal 24 is broken by the damping fluid, and the damping fluid is ejected from several seals 24 into the storage chamber 26 and releases energy to absorb the energy generated by the train collision.

[0028] The energy absorption of the energy dissipation tube 23 is synchronized with that of the energy-absorbing aluminum honeycomb 3 and the mounting groove 13, increasing the energy absorption of the anti-climber. Furthermore, the energy dissipation piston 25 and the energy dissipation tube 23 guide the crushing of the energy-absorbing aluminum honeycomb 3. The two ends of the energy-absorbing aluminum honeycomb 3 are guided by the constraints of the energy dissipation piston 25 and the energy dissipation tube 23, and the guide pin 221 and the guide groove 12, respectively. This eliminates the play between the outer tube 2 and the inner tube 1, improves the stability of the energy-absorbing aluminum honeycomb 3 during crushing, and maximizes the crushing rate of the energy-absorbing aluminum honeycomb 3.

[0029] Further, see Figure 1 and Figure 4As shown, the seal 24 includes an installation port 241, a primary fragment 242, and a secondary fragment 243, which are arranged in sequence from the outside to the inside. When the internal pressure of the energy dissipation tube 23 increases, the secondary fragment 243 will first rupture and be washed away by the damping fluid, and a hole will be generated at the secondary fragment 243 to release the pressure of the damping fluid. If the kinetic energy generated by the train collision is too large, the pressure exerted on the damping fluid by the energy dissipation piston 25 will be stronger, making the pressure generated by the energy dissipation tube 23 in an instantaneous time greater, resulting in the pressure in the energy dissipation tube 23 unable to be released in time through the hole generated by the secondary fragment 243, hindering the energy absorption effect of the damping fluid. At this time, the primary fragment 242 will be damaged under the strong hydraulic pressure, and the hole will continue to expand, so that the pressure of the internal damping fluid can be released in time, ensuring the energy absorption effect of the anti-climber.

[0030] The mounting opening 241 is made of a relatively tough material. Once the hole created by the primary fragment 242 expands to the size of the mounting opening 241, it will no longer expand within the confines of the mounting opening 241. This design serves to limit the energy release rate of the damping fluid, preventing it from being drained all at once in a short period of time. Furthermore, it prevents the energy dissipation tube 23 from expanding too much, which could reduce its overall strength and cause deformation. This could cause the energy dissipation piston 25 to deviate from its path within the tube 23, potentially leading to unstable collapse of the energy-absorbing aluminum honeycomb 3.

[0031] Secondary fragments 243 are required to produce a crushing effect under the instantaneous pressure of the damping fluid. Therefore, they are made of a brittle material with an elongation of less than 2%. Since the anti-climber's action time is very short during a train collision, to ensure that the damping fluid in the energy dissipation tube 23 has sufficient time to release its energy, secondary fragments 243 must be quickly destroyed. Therefore, the deformation time of secondary fragments 243 must be reduced, resulting in only minimal elastic deformation, i.e., destruction, without plastic deformation. Materials that meet these requirements for secondary fragments 243 can be ceramic or glass.

[0032] The primary fragment 242 is circumferentially arranged with a plurality of pre-slits 2421, which extend along the direction from the secondary fragment 243 to the mounting opening 241. The pre-slits 2421 are reserved slits on the primary fragment 242, and are provided only on one side of the primary fragment 242 without penetrating the primary fragment 242. The function of the pre-slits 2421 is to cause the primary fragment 242 to crack and deform along the direction of the pre-slits 2421 under the impact of the damping fluid, when the hole created by the secondary fragment 243 is insufficient to release the pressure of the damping fluid. Furthermore, the size of the hole in the primary fragment 242 can be self-adjusted by the strength of the hydraulic pressure, ultimately improving the energy release efficiency of the energy dissipation tube 23.

[0033] The pre-slit 2421 on the primary fragment 242 can be formed by milling the plate to a predetermined depth without penetrating the plate in one process, or by milling the plate through the plate with a milling cutter and then welding the penetrated portion to a certain depth using a welding process.

[0034] The above content is merely an example and explanation of the structure of the present invention. Those skilled in the art may make various modifications or additions to the described specific embodiments or replace them in a similar manner. As long as they do not deviate from the structure of the invention or exceed the scope defined by the claims, they should all fall within the scope of protection of the present invention.

Claims

1. A combined energy-absorbing anti-climber for rail vehicles, characterized in that: include: An inner tube (1), one end of the inner tube (1) is provided with anti-climbing teeth (11), a side wall of the inner tube (1) is provided with a plurality of guide grooves (12), and the other end of the inner tube (1) forms a mounting groove (13); An outer tube (2), one end of the outer tube (2) is provided with a mounting plate (21), the mounting plate (21) has a plurality of guide pin assemblies (22) embedded therein, a plurality of guide pins (221) extending from the guide pin assemblies (22), the inner tube (1) and the outer tube (2) are slidably connected, the plurality of guide pins (221) are arranged in corresponding guide grooves (12), and the guide pins (221) and the guide grooves (12) are interference fit; An energy-absorbing aluminum honeycomb (3), the energy-absorbing aluminum honeycomb (3) being fixedly connected to the mounting groove (13), and the energy-absorbing aluminum honeycomb (3) being clamped between the inner tube (1) and the outer tube (2); An energy dissipation tube (23) is provided inside the end of the outer tube (2) away from the mounting plate (21), and the energy dissipation tube (23) is filled with damping liquid. A storage cavity (26) is formed between the energy dissipation tube (23) and the outer tube (2). A plurality of sealing ports (24) are arranged on the side wall of the energy dissipation tube (23). An energy dissipation piston (25) is provided at the end of the energy-absorbing aluminum honeycomb (3) away from the mounting groove (13), and the energy dissipation piston (25) is slidably connected to the interior of the energy dissipation tube (23).

2. A combined energy-absorbing anti-climber for rail vehicles according to claim 1, characterized in that: The seal (24) comprises a mounting opening (241), a primary fragment (242), and a secondary fragment (243) which are arranged in sequence from the outside to the inside.

3. A combined energy-absorbing anti-climber for rail vehicles according to claim 2, characterized in that: The secondary fragment (243) is made of a brittle material with an elongation of less than 2%.

4. A combined energy-absorbing anti-climber for rail vehicles according to claim 2, characterized in that: The primary fragment (242) is provided with a plurality of pre-slits (2421) arranged along the circumference, and the pre-slits (2421) extend on the primary fragment (242) along the direction from the secondary fragment (243) to the installation opening (241).

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