Anti-collision device and railway wagon

Abstract

The application discloses an anti-collision device and a railway wagon and belongs to the technical field of anti-collision buffer devices. The anti-collision device is installed on an impact seat of the railway wagon and comprises a supporting piece, a force receiving piece and a first buffer piece. The supporting piece is detachably connected with the impact seat. The force receiving piece is arranged at intervals from the supporting piece. The force receiving piece has a force receiving surface. The first buffer piece is arranged between the force receiving piece and the supporting piece. Under the impact action of the force receiving surface of the force receiving piece, the force receiving piece moves towards the supporting piece and compresses the first buffer piece. The first buffer piece absorbs and consumes part of the impact force by force deformation, thereby avoiding the damage caused by the collision of the impact seats of two adjacent railway wagons to a certain extent. The anti-collision device is detachably connected with the impact seat of the railway wagon, so that the anti-collision device can be installed on the impact seat before the vehicle is transported and parked after the vehicle body is painted, and the anti-collision and buffer effects can be achieved. Before the brake hook buffer is assembled, the anti-collision device can be detached from the impact seat, so that the process of the brake hook buffer assembly is not affected.

Description

TECHNICAL FIELD

[0001] The application belongs to the technical field of anti-collision buffer devices, and particularly relates to an anti-collision device and a railway wagon. BACKGROUND

[0002] The railway wagon takes goods as the main transportation object, and can be divided into general wagons and special wagons according to the use. The general wagon refers to a vehicle suitable for transporting various goods, such as an open wagon, a shed wagon, a flat wagon and the like. The special wagon refers to a vehicle for transporting a certain kind of goods, such as a coal wagon, a container wagon, a bulk cement wagon and the like.

[0003] The manufacturing process of the railway wagon usually includes the following steps: raw material blanking, accessory processing and manufacturing, wagon body riveting and welding assembly, wagon body paint spraying, and brake hook buffer assembly. After the wagon body riveting and welding assembly is completed, the brake hook buffer assembly is performed before the whole wagon paint spraying.

[0004] After the whole wagon paint spraying is completed, the impact seats of the front and rear wagons collide with each other in the process of vehicle shunting and parking, which is easy to cause damage to the vehicle. SUMMARY

[0005] The application aims to at least solve the technical problem that the impact seats of the front and rear wagons collide with each other in the manufacturing process of the railway wagon, causing damage to the vehicle. To this end, the application provides an anti-collision device and a railway wagon.

[0006] In a first aspect, the application provides an anti-collision device installed on an impact seat of a railway wagon, comprising: a support piece, which is detachably connected with the impact seat; a force receiving piece, which is arranged in a spaced manner with the support piece and has a force receiving surface; and a first buffer piece, which is arranged between the force receiving piece and the support piece; wherein under the action of impact on the force receiving surface of the force receiving piece, the force receiving piece moves towards the support piece and compresses the first buffer piece.

[0007] In some embodiments, the support piece is connected with the impact seat in a clamping manner.

[0008] In some embodiments, the impact seat has a seat opening, the support piece comprises a main body, a first connecting part and a second connecting part, the first connecting part and the second connecting part are fixedly connected with the main body, the first connecting part and the second connecting part are arranged in a spaced manner along a first direction, and the first connecting part and the second connecting part are arranged in the seat opening of the impact seat and are respectively connected with both sides of the seat opening along the first direction in a clamping manner.

[0009] In some embodiments, the first connecting part comprises a cantilever and a stop arm, the cantilever is connected to the main body and the stop arm, and the cantilever and the stop arm are arranged at an angle; the cantilever is located in the seat opening, the stop arm passes out of the seat opening and is located on the two sides of the seat opening respectively, and the stop arm is clamped with the impact seat.

[0010] In some embodiments, the first direction is parallel to the direction of gravity, the first connecting part is located above the second connecting part, and the stop arm is arranged upward; the second connecting part has a clamping opening downward, the second connecting part is clamped on the impact seat through the clamping opening, and the impact seat is partially located in the clamping opening.

[0011] In some embodiments, one first connecting part and two second connecting parts are arranged, and the first connecting part is located on the middle line of the line connecting the two second connecting parts.

[0012] In some embodiments, the support further comprises a plurality of limiting blocks, the plurality of limiting blocks are arranged in the second direction on the main body of the support and are in contact with the two sides of the seat opening in the second direction respectively, so as to limit the anti-collision device in the second direction, and the first direction is perpendicular to the second direction.

[0013] In some embodiments, the anti-collision device further comprises a guide part, the guide part is fixedly connected with the force receiving part and is slidingly connected with the main body of the support in the extension direction of the first buffer.

[0014] In some embodiments, the main body of the support comprises a first support plate, a second support plate and a support column; the first connecting part and the second connecting part are fixedly connected with the second support plate, the first buffer is arranged between the force receiving part and the first support plate; the first support plate is provided with a guide through hole, the guide part is partially located in the guide through hole and is slidingly connected with the guide through hole in the extension direction of the first buffer, so that the guide part is slidingly connected with the main body of the support in the extension direction of the first buffer; the first support plate and the second support plate are arranged at intervals, the support column is located between the first support plate and the second support plate and is connected with the first support plate and the second support plate, and an avoiding cavity for avoiding the guide part is formed between the first support plate and the second support plate.

[0015] In some embodiments, the first buffer is sleeved on the guide part.

[0016] In some embodiments, the anti-collision device further comprises a limiting piece, which is fixedly connected to the supporting piece and located between the force receiving piece and the supporting piece; the length of the limiting piece is less than the length of the first buffer along the extension direction of the first buffer.

[0017] In some embodiments, a second buffer is arranged on the surface of the limiting piece in contact with the force receiving piece.

[0018] In the second aspect, the embodiments of the present application provide a railway wagon, comprising an impact seat and the anti-collision device provided in the first aspect of the present application, and the supporting piece of the anti-collision device is detachably connected with the impact seat.

[0019] In some embodiments, the supporting piece is in surface contact with the impact seat.

[0020] In some embodiments, the railway wagon comprises two impact seats and two anti-collision devices, the two impact seats are arranged on the two sides of the railway wagon along the length direction, and the two anti-collision devices are respectively mounted on the two impact seats.

[0021] The present application has at least the following beneficial effects:

[0022] The anti-collision device provided by the present application is mounted on the impact seat of the railway wagon, comprising a supporting piece, a force receiving piece and a first buffer, the anti-collision device of the present application is detachably connected with the impact seat of the railway wagon through a supporting frame, the supporting piece and the force receiving piece are arranged at intervals, and the first buffer is arranged between the force receiving piece and the supporting piece. After such design, when the adjacent two wagons collide, the impact force generated by the collision is first transmitted to the force receiving piece, and then to the first buffer. The first buffer deforms under force to absorb and consume most of the impact force, and the remaining impact force is transmitted to the supporting piece and the impact seat. The first buffer reduces the impact force transmitted to the impact seat, which to some extent avoids the situation that the impact seats of the adjacent two railway wagons collide to cause damage to the vehicles. The anti-collision device of the present application is detachably connected with the impact seat of the railway wagon through the supporting piece, so that the anti-collision device can be mounted on the impact seat after the vehicle body is painted and before the vehicle is transported and parked, to play the role of anti-collision and buffering. Before the brake hook buffer is assembled, the anti-collision device can be detached from the impact seat, without affecting the progress of the brake hook buffer assembly process. BRIEF DESCRIPTION OF DRAWINGS

[0023] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings needed to be used in the embodiment description. Obviously, the drawings in the following description are some embodiments of the present application, and other drawings can also be obtained by those skilled in the art without creative labor.

[0024] Figure 1A side view of the anti-collision device in one or more embodiments of the present application is shown.

[0025] Figure 2 A front view of the anti-collision device is shown. Figure 1 A front view of the anti-collision device is shown.

[0026] Figure 3 A front view of the anti-collision device is shown. Figure 1 A front view of the anti-collision device is shown.

[0027] Figure 4 A front view of the anti-collision device is shown. Figure 3 A front view of the anti-collision device is shown.

[0028] Figure 5 A front view of the anti-collision device is shown. Figure 4 A front view of the anti-collision device is shown.

[0029] Figure 6 A front view of the anti-collision device is shown. Figure 4 A front view of the anti-collision device is shown.

[0030] Reference signs: 10-impact seat, 10a-seat opening, 20-supporting member, 21-main body, 211-first supporting plate, 211a-guiding through hole, 212-second supporting plate, 213-strut, 22-first connecting part, 221-cantilever, 222-stop arm, 23-second connecting part, 23a-bayonet, 24-limiting block, 30-force receiving member, 30a-force receiving surface, 40-first buffer member, 50-guiding member, 60-limiting member, 70-second buffer member. DETAILED DESCRIPTION

[0031] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor fall within the protection scope of the present application.

[0032] It should be noted that all directionality indications in the embodiments of the present application are only used to explain the relative positional relationship, movement condition, etc. between components in a certain posture, and if the certain posture changes, the directionality indications also change accordingly.

[0033] In this invention, unless otherwise explicitly specified and limited, the terms "connection," "fixed," etc., should be interpreted broadly. For example, "fixed" can mean a fixed connection, a detachable connection, or an integral part; it can mean a mechanical connection or an electrical connection; it can mean a direct connection or an indirect connection through an intermediate medium; it can mean the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0034] Furthermore, in this invention, descriptions involving "first," "second," etc., are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. Additionally, the technical solutions of the various embodiments can be combined with each other, but only on the basis of being achievable by those skilled in the art. When the combination of technical solutions is contradictory or impossible to implement, such a combination of technical solutions should be considered non-existent and not within the scope of protection claimed by this invention.

[0035] Railway freight cars primarily transport goods and can be categorized into general-purpose freight cars and special-purpose freight cars based on their intended use. General-purpose freight cars are vehicles suitable for transporting a variety of goods, such as open wagons, boxcars, and flatcars. Special-purpose freight cars are vehicles used for transporting a specific type of goods, such as coal cars, container cars, and bulk cement cars.

[0036] The manufacturing process of railway freight cars typically includes steps such as raw material preparation, parts processing and fabrication, car body riveting and welding assembly, car body painting, and brake hook assembly. After the car body riveting and welding assembly is completed and before the brake hook assembly, the entire car needs to be painted.

[0037] After the entire vehicle painting is completed, during the transportation and parking of the vehicle, the impact seats of the front and rear vehicles collide with each other, which can easily cause damage to the vehicle.

[0038] Therefore, in the related technology and railway freight car manufacturing process, there is a technical problem of collision between the front and rear impact seats of two cars, causing damage to the vehicle. This application provides a collision avoidance device and a railway freight car, which can at least partially solve the above-mentioned technical problem.

[0039] This application is described below with reference to the accompanying drawings and specific embodiments:

[0040] This application provides an anti-collision device. The anti-collision device is installed on the impact seat 10 of a railway freight car, which can reduce the impact force of the collision between two adjacent cars and avoid damage to the vehicles to a certain extent.

[0041] Please refer toFigure 1 and Figure 3 As shown in Figure 4 , the anti-collision device of the application is installed on the impact seat 10 of the railway wagon, and comprises a support 20, a force receiving member 30 and a first buffer 40. The support 20 is detachably connected with the impact seat 10, the force receiving member 30 is arranged in a spaced manner with the support 20, and the force receiving member 30 has a force receiving surface 30a, as shown in

[0042] When the impact seat 10 of the railway wagon is installed with the anti-collision device of the application, and the adjacent two railway wagons collide, the force receiving surfaces 30a of the force receiving members 30 of the anti-collision devices on the adjacent two railway wagons contact and collide, thereby avoiding the direct collision between the impact seats 10 of the adjacent two railway wagons. The impact force generated by the collision is transmitted to the first buffer 40 through the force receiving member 30, and then transmitted to the support 20, and finally transmitted to the impact seat 10 of the railway wagon. The first buffer 40 deforms under the impact force, absorbs and consumes most of the impact force, so that the impact force transmitted to the support 20 and the impact seat 10 is reduced, and the impact force received by the railway wagon is reduced, thereby avoiding the damage to the vehicle caused by the collision between the adjacent two railway wagons to a certain extent. The anti-collision device of the application is detachably connected with the railway wagon through the support 20, so that the anti-collision device can be installed on the impact seat 10 after the vehicle body is painted and before the vehicle is transported and parked, and the anti-collision and buffering effects can be achieved. Before the brake hook buffer is assembled, the anti-collision device can be detached from the impact seat 10, which does not affect the progress of the brake hook buffer assembly process.

[0043] In some embodiments, as shown in Figure 4 , the force receiving member 30 is a plate member, the wall surface of the force receiving member 30 away from the first buffer 40 is the force receiving surface 30a, and the force receiving surface 30a is a plane, so that the impact force generated by the collision between the adjacent two railway wagons is uniformly conducted on the force receiving member 30.

[0044] The detachable connection between the support 20 and the impact seat 10 can be in various ways. In some embodiments, the support 20 and the impact seat 10 are detachably connected through threaded connection. In some embodiments, the anti-collision device and the impact seat 10 are connected through clamping connection, and the support 20 is clamped on the impact seat 10, which facilitates the disassembly and installation of the anti-collision device of the application and helps to improve the manufacturing efficiency of the railway wagon. The clamping between the support 20 and the impact seat 10 can be in various ways. For example, a clamping groove can be formed on the impact seat 10, and a clamping head can be arranged on the support 20, and the clamping head is inserted into the clamping groove to achieve clamping. For example, a clamping head can be arranged on the impact seat 10, and a clamping head can be arranged on the support 20, and the clamping head is inserted into the clamping groove to achieve clamping. Meanwhile, the clamping can also be in the ways of sliding clamping and rotating clamping.

[0045] In some embodiments, as shown in Figure 2 and Figure 3 , the impact seat 10 has a seat opening 10a, the support 20 includes a main body 21, a first connecting part 22 and a second connecting part 23, the first connecting part 22 and the second connecting part 23 are fixedly connected with the main body 21, the first connecting part 22 and the second connecting part 23 are spaced apart along the first direction, and the first connecting part 22 and the second connecting part 23 are located in the seat opening 10a of the impact seat 10 and are respectively clamped with both sides of the seat opening 10a along the first direction. The impact seat 10 of the railway wagon is provided with a seat opening 10a itself, the seat opening 10a avoids the brake hook buffer of the railway wagon, and one end of the brake hook buffer passes through the seat opening 10a and is connected with other parts on the railway wagon. Through the design of the first connecting part 22 and the second connecting part 23, the anti-collision device of the present application can be clamped with the seat opening 10a on the impact seat 10 itself, thereby realizing the detachable connection of the anti-collision device and the impact seat 10, without the need to process clamping structures such as clamping heads and clamping grooves on the impact seat 10, which facilitates the use of the anti-collision device of the present application. The design of the first connecting part 22 and the second connecting part 23 and the spacing design of the first connecting part 22 and the second connecting part 23 help to ensure the connection of the support 20 with different parts of the impact seat 10, ensure the firmness of the connection, and make the anti-collision device stably connected on the impact seat 10, thereby better playing the buffering and anti-collision role.

[0046] In some embodiments, as shown in Figure 2 and Figure 3 , the first connecting part 22 includes a cantilever 221 and a stop arm 222, the cantilever 221 is connected to the main body 21 and the stop arm 222, the cantilever 221 and the stop arm 222 are arranged at an angle, the cantilever 221 is located in the seat opening 10a, the stop arm 222 passes out of the seat opening 10a and is located on both sides of the seat opening 10a with the main body 21 respectively, and the stop arm 222 is clamped with the impact seat 10. That is, the size of the main body 21 of the support 20 is larger than the size of the seat opening 10a, and the main body of the support 20 cannot pass through the seat opening 10a, after the stop arm 222 passes through the seat opening 10a, the main body 21 of the support 20 and the stop arm 222 are located on both sides of the impact seat 10 respectively. The cantilever 221 and the stop arm 222 are arranged at an angle, which can be an acute angle, an obtuse angle or 90 degrees. After such design, the first connecting part 22 is inserted into the seat opening 10a, and the stop arm 222 passes out of the seat opening 10a, while the cantilever 221 is partially located in the seat opening 10a. Due to the angle design of the cantilever 221 and the stop arm 222, after the stop arm 222 passes out of the seat opening 10a, it can contact the impact seat 10, while the stop arm 222 and the main body 21 of the support 20 are located on both sides of the impact seat 10 respectively, thereby making the first connecting part 22 clamped on the impact seat 10 under the action of the stop arm 222 and the main body 21 of the support 20.

[0047] In some embodiments, as shown in Figure 2 and Figure 3 the first direction is parallel to the direction of gravity, i.e. the first direction is the direction of gravity, the first connecting portion 22 is located above the second connecting portion 23, the stop arm 222 is arranged upward, the second connecting portion 23 has a downward opening bayonet 23a, the second connecting portion 23 is clamped on the impact seat 10 through the bayonet 23a, and the impact seat 10 is partially located in the bayonet 23a. After such design, when installing the anti-collision device of the application, the anti-collision device is inclined, so that the stop arm 222 and the cantilever 221 extend into the seat opening 10a, and the stop arm penetrates out of the seat opening 10a, then the anti-collision device is lifted upward, so that the bayonet 23a of the second connecting portion 23 is aligned with the corresponding mounting position on the impact seat 10, then the anti-collision device is loosened, and the anti-collision device falls under the action of gravity, and the bayonet 23a is clamped on the impact seat. The anti-collision device of the application is clamped on the impact seat 10 under the action of the first connecting portion 22 and the second connecting portion 23. The design of the bayonet 23a, the cantilever 221 and the stop arm 222 makes the installation and disassembly of the anti-collision device of the application more convenient, and can improve the efficiency of railway wagon processing and manufacturing.

[0048] In some embodiments, as shown in Figure 5 the upper surface of the cantilever 221 is arranged obliquely, and the height near the stop arm 222 side is higher than the height near the main body 21 side. When the anti-collision device of the application is installed on the impact seat 10, the upper surface of the cantilever 221 contacts with the inner wall surface of the seat opening 10a, which avoids the anti-collision device of the application from shaking due to the shaking of the railway wagon during the tamping process, and ensures the stability of the connection between the anti-collision device of the application and the impact seat 10.

[0049] In some embodiments, as shown in Figure 4 the anti-collision device of the application is provided with one first connecting portion 22 and two second connecting portions 23, and the first connecting portion 22 is located on the middle line of the connecting line of the two second connecting portions 23. The middle line is a line perpendicular to the connecting line of the first connecting portion 22 and the second connecting portion 23 and located in the middle of the connecting line of the first connecting portion 22 and the second connecting portion 23. The arrangement of the two second connecting portions 23 helps to improve the stability of the connection between the anti-collision device and the impact seat 10, and the first connecting portion 22 is located on the middle line of the connecting line of the two second connecting portions 23, so that the first connecting portion 22 and the second connecting portion 23 are uniformly stressed, further ensuring the stability of the connection between the anti-collision device of the application and the impact seat 10.

[0050] In some embodiments, as shown in Figure 1 and Figure 3As shown, in order to limit the application buffer device in the second direction perpendicular to the first direction, the support 20 further comprises a plurality of limiting blocks 24, which are arranged on the main body 21 of the support 20 along the second direction and respectively contact the two sides of the seat opening 10a along the second direction, so as to limit the anti-collision device in the second direction, and the first direction and the second direction are perpendicular. Through the arrangement of the plurality of limiting blocks 24, the anti-collision device is limited in the second direction, which prevents the anti-collision device from moving in the second direction, and ensures that the anti-collision device can be firmly limited and installed on the impact seat 10 to play the anti-collision function. The number of limiting blocks 24 is not limited in the application, and in some embodiments, as shown in Figure 1 two limiting blocks 24 are arranged.

[0051] In some embodiments, as shown in Figure 6 The anti-collision device of the application further comprises a guide member 50, which is fixedly connected with the force receiving member 30 and is slidingly connected with the main body 21 of the support 20 along the extension direction of the first buffer member 40. Through the arrangement of the guide member 50, the movement direction of the force receiving member 30 and the extension direction of the first buffer member 40 are limited, so that the force receiving member 30 compresses the elastic member along the extension direction of the elastic member, and the impact force on the force receiving member 30 is uniformly transmitted to the first buffer member 40, and the first buffer member 40 better plays the role of absorbing and consuming the impact force.

[0052] In some embodiments, as shown in Figure 2 and Figure 6As shown, the main body 21 of the support 20 comprises a first support plate 211, a second support plate 212 and a support column 213. The first connecting part 22 and the second connecting part 23 are fixedly connected with the second support plate 212, and the first buffer 40 is arranged between the force receiving part 30 and the first support plate 211. The first support plate 211 is provided with a guide through hole 211a, and the guide 50 is partially located in the guide through hole 211a and is in sliding connection with the guide through hole 211a in the extension direction of the first buffer 40, so as to realize the sliding connection of the guide 50 with the main body 21 of the support 20 in the extension direction of the first buffer 40. The first support plate 211 and the second support plate 212 are arranged at intervals, the support column 213 is located between the first support plate 211 and the second support plate 212 and is connected with the first support plate 211 and the second support plate 212, and an avoiding cavity for avoiding the guide 50 is formed between the first support plate 211 and the second support plate 212. That is, the support column 213 is located between the first support plate 211 and the second support plate 212 and is connected with the first support plate 211 and the second support plate 212, the first connecting part 22 and the second connecting part 23 are arranged on the second support plate 212, the guide 50 and the guide through hole 211a on the first support plate 211 are in sliding connection, so as to realize the sliding connection of the guide 50 with the support 20 in the extension direction of the first buffer 40, and there is a spacing between the first support plate 211 and the second support plate 212 for avoiding the guide 50. When the force receiving part 30 is subjected to a force, the guide 50 moves between the first support plate 211 and the second support plate 212.

[0053] The number of the first buffer 40 and the guide 50 can be one or more, which is not limited in the present application. In some embodiments, as shown in FIG. 1, Figure 6 The number of the first buffer 40 and the guide 50 is consistent, the first buffer 40 is sleeved on the guide 50, and the first buffer 40 can be a butterfly spring, a cylindrical spring or an elastic buffer cake.

[0054] In some embodiments, as shown in FIG. 1, Figure 2 As shown, the anti-collision device further comprises a limiting part 60, which is fixedly connected with the support 20 and located between the force receiving part 30 and the support 20. In the extension direction of the first buffer 40, the length of the limiting part 60 is less than the length of the first buffer 40, i.e. less than the length of the first buffer 40 when it is not subjected to compression deformation. When the force receiving part 30 is subjected to an impact force and contacts with the limiting part 60, the first buffer 40 will not be continuously compressed, and the movement distance of the force receiving part 30 is limited by the limiting part 60, so as to prevent the first buffer 40 from being damaged due to excessive compression and prolong the service life of the anti-collision device.

[0055] In some embodiments, as shown in FIG. 1, Figure 2As shown, the surface of the limiting member 60 in contact with the force receiving member 30 is provided with a second buffer 70. The second buffer 70 can be an elastic gasket such as rubber, or a spring, etc. Through the provision of the second buffer 70, the rigid impact of the force receiving member 30 and the limiting member 60 is avoided to a certain extent, and damage to the force receiving member 30 and the limiting member 60 is avoided.

[0056] The working principle of the anti-collision device provided by the embodiment of the application is as follows: after the railway wagon is completed with paint spraying and before the wagon is tamped, the anti-collision device is installed on the impact seat 10 of the railway wagon: the anti-collision device is inclined, so that the stop arm 222 and the cantilever 221 extend into the seat opening 10a, and the stop arm 222 extends out of the seat opening 10a, then the anti-collision device is lifted upward, so that the bayonet 23a of the second connecting part 23 is clamped on the corresponding mounting part on the impact seat 10, then the anti-collision device is loosened, the anti-collision device falls under the action of gravity, the bayonet 23a is clamped on the impact seat, and the anti-collision device is clamped on the impact seat 10 under the action of the first connecting part 22 and the second connecting part 23, and the limiting block 24 is located in the seat opening 10a and contacts the two sides of the seat opening 10a in the second direction. When the anti-collision device is installed, when the adjacent two railway wagons collide, the impact force generated by the collision is first transmitted to the force receiving member 30, the force receiving member 30 moves towards the support member 20 under the impact force, drives the first buffer 40 to compress, and drives the guide member 50 to move towards the second support plate 212, the impact force is transmitted to the first buffer 70, then transmitted to the first support plate 211, the support column 213 and the second support plate 212 of the support member 20, and finally transmitted to the impact seat 10 through the second support plate 212. The first buffer 70 is deformed under force to absorb and consume most of the impact force, so that the impact force transmitted to the impact seat 10 is reduced, and the damage caused by the collision of the adjacent two wagons is avoided to a certain extent.

[0057] In summary, the anti-collision device provided by the application is installed on the impact seat 10 of the railway wagon and comprises a supporting member 20, a force receiving member 30 and a first buffer member 40. The anti-collision device is detachably connected to the impact seat 10 of the railway wagon through the supporting member 20. The supporting member 20 and the force receiving member 30 are arranged in a spaced manner. The first buffer member 40 is arranged between the force receiving member 30 and the supporting member 20. When the adjacent two railway wagons collide, the impact force generated by the collision is first transmitted to the force receiving member 30 and then to the first buffer member 40. The first buffer member 40 deforms under the force to absorb and consume most of the impact force. The remaining impact force is then transmitted to the supporting member 20 and the impact seat 10. The first buffer member 40 reduces the impact force transmitted to the impact seat 10, thereby avoiding the damage of the impact seat 10 of the adjacent two railway wagons to a certain extent. The anti-collision device is detachably connected to the impact seat 10 of the railway wagon through the supporting member 20. The anti-collision device can be installed on the impact seat 10 before the vehicle is transported and parked after the vehicle body is painted and sprayed, thereby playing a role in anti-collision and buffering. The anti-collision device can be detached from the impact seat 10 before the brake hook buffer is assembled, thereby not affecting the progress of the brake hook buffer assembly process. The cantilever 221, the stop arm 222 and the bayonet 23a are arranged to make the installation and detachment of the anti-collision device more convenient, thereby helping to improve the efficiency of the railway wagon manufacturing. The limiting block 24 is arranged to limit the anti-collision device in the second direction, thereby making the connection between the anti-collision device and the impact seat 10 more reliable. The guide member 50 is arranged to uniformly transmit the force on the force receiving member 30 to the first buffer member 40, thereby making the first buffer member 40 better realize the buffering effect. The limiting member 60 can prevent the first buffer member 40 from being compressed too much and damaged, thereby improving the service life of the anti-collision device.

[0058] Based on the same inventive concept, the embodiment of the application also provides a railway wagon comprising an impact seat 10 and the anti-collision device provided by the application. The anti-collision device is detachably connected to the impact seat 10 through the supporting member 20. The structure and size of the railway wagon are various and are not limited in the application. Since the railway wagon adopts the anti-collision device provided by the application, when the impact seats 10 of the adjacent two railway wagons collide, the anti-collision devices of the adjacent two railway wagons directly contact and collide, thereby greatly reducing the impact force caused by the collision and avoiding the damage of the railway wagon. The railway wagon also has other beneficial effects of the anti-collision device provided by the application, which are not described herein.

[0059] In some embodiments, the supporting member 20 is in surface contact with the impact seat 10. The impact force generated by the collision is transmitted to the force receiving member 30, the first buffer member 40, the supporting member 20 and the impact seat 10 in sequence. The surface contact between the supporting member 20 and the impact seat 10 can uniformly distribute the force transmitted by the supporting member 20 on the impact seat 10, thereby avoiding the local impact force on the impact seat 10 being too large and causing local damage of the impact seat 10, and helping to improve the anti-collision performance.

[0060] In some embodiments, the railway wagon is provided with two impact seats 10 and two anti-collision devices, the two impact seats 10 are respectively arranged on the two sides of the railway wagon in the length direction, and the two anti-collision devices are respectively installed on the two impact seats 10. The anti-collision device is arranged on the two impact seats 10 in the length direction of the railway wagon, so that the front and rear impact seats 10 of the railway wagon have the function of anti-impact, further ensuring the safety of the railway wagon manufacturing, avoiding the damage caused by impact on the two sides of the railway wagon in the length direction.

[0061] In the description of the present specification, the description of the terms "one embodiment", "some embodiments", "an example", "a specific example", or "some examples" and the like means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In the present specification, the illustrative description of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in the present specification.

[0062] In addition, the technical solutions of each embodiment can be combined with each other, but it must be based on the realization of ordinary skilled in the art, when the combination of technical solutions appears contradictory or cannot be realized, it should be considered that the combination of technical solutions does not exist, also not within the protection scope required by the present application.

[0063] Although the embodiments of the present application have been shown and described, those skilled in the art can understand that various changes, modifications, replacements and variations can be made to these embodiments without departing from the principles and purposes of the present application, the scope of the present application is defined by the claims and their equivalents.

Claims

1. A collision avoidance device, installed on the impact seat (10) of a railway freight car, characterized in that, include: Support member (20), which is detachably connected to the impact seat (10); The force-bearing member (30) is spaced apart from the support member (20), and the force-bearing member (30) has a force-bearing surface (30a). The first buffer (40) is disposed between the force-bearing member (30) and the support member (20); When the force-bearing surface (30a) of the force-bearing member (30) is subjected to impact, the force-bearing member (30) moves toward the support member (20) and compresses the first buffer member (40). The support member (20) is engaged with the impact seat (10); The impact seat (10) has a seat opening (10a). The support member (20) includes a main body (21), a first connecting part (22) and a second connecting part (23). The first connecting part (22) and the second connecting part (23) are both fixedly connected to the main body (21). The first connecting part (22) and the second connecting part (23) are spaced apart along a first direction. The first connecting part (22) and the second connecting part (23) are located in the seat opening (10a) of the impact seat (10) and are respectively engaged with the two sides of the seat opening (10a) along the first direction.

2. The anti-collision device according to claim 1, characterized in that, The first connecting part (22) includes a cantilever (221) and a stop arm (222). The cantilever (221) is connected to the main body (21) and the stop arm (222). The cantilever (221) and the stop arm (222) are arranged at an angle. The cantilever (221) is located inside the seat opening (10a). The stop arm (222) extends out of the seat opening (10a) and is located on both sides of the seat opening (10a) along with the main body (21). The stop arm (222) is engaged with the impact seat (10).

3. The anti-collision device according to claim 2, characterized in that, The first direction is parallel to the direction of gravity, the first connecting part (22) is located above the second connecting part (23), and the stop arm (222) is set upward; The second connecting part (23) has a downward-facing bayonet (23a), and the second connecting part (23) is engaged with the impact seat (10) through the bayonet (23a), and the impact seat (10) is partially located inside the bayonet (23a).

4. The anti-collision device according to claim 3, characterized in that, The system has a first connecting part (22) and two second connecting parts (23), with the first connecting part (22) located on the center line of the line connecting the two second connecting parts (23).

5. The anti-collision device according to claim 4, characterized in that, The support member (20) also includes a plurality of limiting blocks (24), which are spaced apart on the main body (21) of the support member (20) along the second direction and respectively contact the two sides of the seat opening (10a) along the second direction to limit the anti-collision device in the second direction, wherein the first direction and the second direction are perpendicular.

6. The anti-collision device according to any one of claims 1-5, characterized in that, The anti-collision device also includes a guide (50), which is fixedly connected to the force-bearing member (30) and slidably connected to the main body (21) of the support member (20) along the extension and retraction direction of the first buffer member (40).

7. The anti-collision device according to claim 6, characterized in that, The main body (21) of the support member (20) includes a first support plate (211), a second support plate (212), and a column (213). The first connecting part (22) and the second connecting part (23) are both fixedly connected to the second support plate (212), and the first buffer (40) is disposed between the force-bearing member (30) and the first support plate (211); The first support plate (211) is provided with a guide through hole (211a). The guide member (50) is partially located in the guide through hole (211a) and is slidably connected to the guide through hole (211a) along the extension and retraction direction of the first buffer member (40), so that the guide member (50) is slidably connected to the main body (21) of the support member (20) along the extension and retraction direction of the first buffer member (40). The first support plate (211) and the second support plate (212) are spaced apart. The pillar (213) is located between the first support plate (211) and the second support plate (212) and is connected to the first support plate (211) and the second support plate (212). A clearance cavity is formed between the first support plate (211) and the second support plate (212) to avoid the guide member (50).

8. The anti-collision device according to claim 7, characterized in that, The first buffer (40) is fitted onto the guide (50).

9. The anti-collision device according to any one of claims 1-5, characterized in that, The anti-collision device also includes a limiting member (60), which is fixedly connected to the support member (20) and located between the force-bearing member (30) and the support member (20); along the extension and retraction direction of the first buffer member (40), the length of the limiting member (60) is less than the length of the first buffer member (40).

10. The anti-collision device according to claim 9, characterized in that, A second buffer (70) is provided on the surface of the limiting member (60) that contacts the force-bearing member (30).

11. A railway freight car, characterized in that, include: The impact seat (10) and the anti-collision device according to any one of claims 1-10, wherein the support member (20) of the anti-collision device is detachably connected to the impact seat (10).

12. The railway freight car according to claim 11, characterized in that, The support (20) is in contact with the impact seat (10).

13. The railway freight car according to claim 11, characterized in that, The railway freight car includes two impact seats (10) and two anti-collision devices. The two impact seats (10) are respectively disposed on both sides of the railway freight car along its length, and the two anti-collision devices are respectively installed on the two impact seats (10).

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