Energy-absorbing anti-climbing device for high-speed train

Abstract

The application discloses an energy-absorbing anti-climbing device for a high-speed train, which comprises anti-climbing teeth, a compression pipe, a pipe contracting disc, a shearing ring, a first fastener and a second fastener. One end of the compression pipe is connected with the anti-climbing teeth, and the other end of the compression pipe is connected with the shearing ring through the pipe contracting disc. The first fastener is used for fixing the pipe contracting disc and the shearing ring. The second fastener is used for fixing the compression pipe and the shearing ring. The pipe contracting disc is detachably connected with a train body, so that the energy-absorbing anti-climbing device is installed at the front end of the train. The energy generated when the train collides is consumed through the mutual friction between the compression pipe and the pipe contracting disc and the plastic deformation of the compression pipe. The application has the advantages of compact structure, simple installation, high energy-absorbing energy density and light weight, and plays an important role in improving the driving safety of the high-speed train, optimizing the energy-absorbing capacity of the anti-climbing device and reducing the use cost. The application can be well applied to high-speed motor trains with small installation space.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, specifically to train collision energy coordinated dissipation and trajectory self-maintenance technology, which is a high-performance energy-absorbing anti-climbing device that can effectively prevent high-speed trains from climbing and derailing during collisions. Background Technology

[0002] my country's high-speed rail trains employ a rigidity manufacturing scheme with weaker stiffness at both ends and a stronger middle section. The weaker stiffness at the train's ends concentrates energy absorption, keeping collision impacts and severe deformation away from the driver's cab and passenger area, thus ensuring the safety of the driver and passengers. Anti-creep devices are installed at the train's ends. These devices, through the meshing of anti-creep teeth, limit the vertical and lateral displacement of the train during a collision, effectively preventing the possibility of the train climbing overboard and derailment. Simultaneously, the anti-creep device needs to possess a certain energy absorption capacity, leading to the development of anti-creep energy absorption devices. The technical principle of the anti-creep device is as follows: Figure 1 and Figure 2 As shown, the anti-climb device A02 is installed on the vehicle body A01, with its serrated anti-climb teeth facing forward. When a collision occurs and the coupler has absorbed energy, the anti-climb devices A02 of the two vehicles collide, and the anti-climb teeth mesh with each other. The two vehicles continue to approach and compress the anti-climb device A02, causing it to retract and absorb energy. Simultaneously, under the action of the anti-climb teeth and the guiding mechanism, the two vehicles will not climb over each other until the anti-climb device A02's working stroke is exhausted, or the vehicles' kinetic energy is dissipated and they stop, thus achieving anti-climb energy absorption. Therefore, the anti-climb device A02 should have a high-energy-density energy-absorbing anti-climb device and a guiding and anti-climb structure.

[0003] Traditional anti-climb devices mostly use a honeycomb structure, absorbing energy through the compression of thin-walled aluminum honeycomb layers. This structure has advantages such as light weight and stable energy absorption performance. However, the honeycomb energy-absorbing structure cannot continue to absorb energy after being compressed, and the energy absorption stroke is relatively small, failing to maximize the utilization of installation space. A schematic diagram of an aluminum honeycomb structure anti-climb device is shown below. Figure 3 As shown, the stacked aluminum honeycomb B01 is bonded together by partitions B02, and the guide rod B03 passes through the stacked aluminum honeycomb B01 and is connected to the anti-climb teeth 100. During collision energy absorption, the anti-climb teeth of the two anti-climb devices mesh with each other to prevent the vehicle from climbing. The aluminum honeycomb is crushed by the collision force and absorbs the collision kinetic energy. The guide rod prevents the aluminum honeycomb from being eccentric or unbalanced during the crushing process, thereby achieving the anti-climb performance.

[0004] Traditional honeycomb structures are composed of a series of hexagonal cells, each with a fixed wall thickness and dimensions. This structural characteristic causes the cells to gradually deform and collapse during compression, with the wall thickness between cells limiting further compression. Furthermore, the performance of honeycomb structure anti-climbing and energy-absorbing devices is affected by the materials used. The elastic modulus, yield strength, and fracture toughness of the material determine the structure's deformation and energy absorption capacity during compression. Due to material limitations, excessive compression may lead to structural damage or failure, thus limiting its compression ratio. The compression ratio of aluminum honeycomb structure anti-climbing devices typically only reaches a stable maximum of around 50%. Traditional aluminum honeycomb structure anti-climbing devices increase compressive strength by adjusting the wall thickness of the internal stacked aluminum honeycomb layers and the cross-sectional area of ​​the energy-absorbing aluminum honeycomb structure. However, regardless of whether the wall thickness or cross-sectional area is increased, it cannot meet the requirements of high compression ratio and small size while still achieving high strength.

[0005] Currently, the space reserved for installing anti-creep devices in newly developed EMUs is small, and the anti-creep device must have a compression ratio (working stroke to total length ratio) of 70% and a platform force of 1650KN, while being lighter than traditional aluminum honeycomb anti-creep devices. Traditional aluminum honeycomb anti-creep devices can no longer meet the requirements of the new EMUs. Summary of the Invention

[0006] The technical problem to be solved by the present invention is to address the problems of existing energy-absorbing anti-creep devices, such as complex structure, high manufacturing difficulty, low compression ratio and large size, and to provide an energy-absorbing anti-creep device for high-speed trains that is compact in structure, simple to install, has high energy absorption density and light weight.

[0007] To solve the above-mentioned technical problems, the present invention adopts the following technical solution: An energy-absorbing anti-creep device for high-speed trains includes: anti-creep teeth, a compression tube, a shrinking tube disc, a shear ring, a first fastener, and a second fastener. One end of the compression tube is connected to the anti-creep teeth, and the other end of the compression tube passes through the shrinking tube disc and is connected to the shear ring. The first fastener is used to fix the shrinking tube disc to the shear ring, and the second fastener is used to fix the compression tube to the shear ring. The shrinking tube disc is detachably connected to the car body so that the energy-absorbing anti-creep device can be installed at the front end of the train. The energy generated during a train collision is dissipated through the mutual friction between the compression tube and the shrinking tube disc, as well as the plastic deformation of the compression tube itself.

[0008] As a further improvement of the present invention, the anti-climbing tooth includes: teeth, tooth plate and connecting disc. The teeth and connecting disc are respectively disposed on two sides of the tooth plate. The teeth have a concave-convex structure. When the train collides, the concave-convex teeth are transformed into convex-concave teeth, and the convex teeth and concave teeth mesh with each other. The connecting disc is used to connect the compression pipe. As a further improvement of the present invention, one end of the compression tube is a flat-mouthed round tube structure for connecting to the connecting disc; the other end of the compression tube is provided with a reducing pipe, a step and a connecting pipe, the connecting pipe is located at the end of the compression tube, a step is provided between the reducing pipe and the connecting pipe, the reducing pipe passes through the compression disc, the connecting pipe is used to connect the shear ring, and the step is used to limit the end of the shear ring; the side of the connecting pipe is symmetrically provided with a plurality of first fixing holes, and the second fastener passes through the side of the shear ring and extends into the first fixing holes to realize the connection and fixation between the compression tube and the shear ring. As a further improvement of the present invention, the shrinking disc includes a base, a guide hole and a second fixing hole. The guide hole passes through the middle of the base and is a variable diameter structure for connecting a variable diameter pipe. The second fixing hole is symmetrically arranged at the end of the guide hole. The first fastener passes through the end of the shearing ring and extends into the second fixing hole to realize the connection and fixation between the shrinking disc and the shearing ring. As a further improvement of the present invention, the guide hole adopts a variable diameter structure with large ends and small middle. As a further improvement of the present invention, the shearing ring is provided with a plurality of through third fixing holes evenly distributed along its axial direction. The third fixing holes correspond to the second fixing holes. The first fastener passes through the third fixing holes and extends into the second fixing holes to achieve connection and fixation between the shrinking disc and the shearing ring. As a further improvement of the present invention, the shearing ring is provided with a plurality of through fourth fixing holes evenly distributed in the radial direction. The fourth fixing holes correspond to the first fixing holes. The second fastener passes through the fourth fixing holes and extends into the first fixing holes to achieve the connection and fixation between the compression tube and the shearing ring. As a further improvement of the present invention, the anti-climb teeth and the compression tube are welded together to form an integral structure. As a further improvement of the present invention, the compression tube is a hollow tubular structure and is made of aluminum alloy; the tube shrinking disc is a high-strength steel integrally machined structural component; and the shearing ring is a high-strength steel integrally machined structural component. As a further improvement of the present invention, the toothed plate is made of aluminum alloy, and the teeth are concave and convex structures machined on the toothed plate. Compared with the prior art, the advantages of the present invention are as follows: This invention relates to an energy-absorbing anti-creep device for high-speed trains. Addressing the current lack of suitable anti-creep energy-absorbing devices for the front of 250 km / h high-speed trains, and the problems and risks associated with traditional aluminum honeycomb anti-creep devices such as low compression ratio, limited energy absorption, and limited installation space at the front of the train, this invention proposes a high-strength, high-compression-ratio (over 70%), small-space, and compact dynamic energy-absorbing anti-creep device. It also features a compression energy-absorbing tube made of aluminum with a high compression stroke, resulting in a smaller footprint, a higher compression ratio, and the ability to absorb more energy. An automatic shearing and separation structure is designed at the tail end of the energy-absorbing anti-creep device, allowing it to automatically shear and separate when needed, ensuring structural stability. This invention plays a significant role in improving passive safety measures for high-speed trains, greatly reducing the harm to public property and passenger safety during accidents, while saving installation space and reducing the cost of routine maintenance and replacement. Its beneficial effects mainly include: (1) The energy-absorbing anti-climb device has a compact structure and low manufacturing cost. This invention integrates the main energy-absorbing structure and the anti-climb energy-absorbing structure into a single unit, resulting in a more compact structure. Through the plastic deformation of the compression tube and the frictional force between the compression tube surface and the compression disc, it significantly improves the energy absorption efficiency of the anti-climb device, reduces the weight and size of the device, and solves the problem of vehicles lacking suitable anti-climb devices in situations with limited installation space. This is highly significant for promoting vehicle lightweighting. All components of the anti-climb device use conventional raw materials and structures from mechanical manufacturing, posing no manufacturing difficulty and resulting in low manufacturing costs, which is beneficial for reducing vehicle costs.

[0009] (2) Using aluminum alloy materials to shear high-strength steel Aluminum alloys possess advantages such as low density, good plasticity, and excellent machinability. However, their ultimate strength is relatively low. Therefore, how to rationally utilize the advantages of aluminum alloy's plasticity and its low ultimate strength has become a challenge in engineering applications. The anti-climb device developed in this invention uses an aluminum alloy compression tube, rationally utilizing the superior plasticity of aluminum alloy. Simultaneously, by combining aluminum alloy with high-strength steel, when the compression tube pushes the shearing ring backward, the enormous thrust breaks the first fastener. This fully leverages the excellent plasticity of aluminum alloy while cleverly avoiding its low strength, thus solving the problem of how to use aluminum alloy to shear high-strength steel.

[0010] The energy-absorbing anti-creep device of this invention can remain fixed in non-collision situations and quickly release its fixation during a collision. When an anti-creep device with this structure collides with another vehicle, the coupler absorbs energy, and the anti-creep devices of both vehicles collide and the two anti-creep teeth mesh, causing the anti-creep devices to be compressed. Once the compressive force on the anti-creep device reaches the required platform force, it needs to absorb energy, and the compression tube begins to retract. However, since the compression tube and shear ring, and the compression tube disc and shear ring are all fixed to the entire anti-creep device by fasteners and fixing holes, the fasteners must be disengaged and the compression tube released to absorb energy. Because the compression tube is made of aluminum alloy, which is weaker than the fasteners, the compression tube cannot cut the fasteners on its own; a special method is required to cut the fasteners. In this invention, the compression tube retracts under the pressure of the extrusion force, and the stepped surface at its tail drives the shearing ring to retract. The shearing ring and the tube shrinking disc are connected by fasteners, and the tube shrinking disc is fixed to the head of the machine. Both the tube shrinking disc and the shearing ring are made of high-strength steel. Therefore, when the compression tube pushes the shearing ring, the fasteners between the tube shrinking disc and the shearing ring are broken by the huge thrust, and the compression tube is released from its fixed position.

[0011] (3) A compact, modular energy-absorbing anti-climb device is proposed. Different EMU trains have different safety performance requirements for anti-creep devices, including performance parameters such as vertical force, platform force, and installation interface. Vertical force is the downward load acting on the anti-creep teeth; it can be obtained by adjusting the size of the inner hole of the compression tube and changing the wall thickness of the compression tube, thus adapting to different vertical force requirements. Platform force is the stable longitudinal load when the anti-creep device absorbs energy under pressure deformation; when different platform forces are required, the size of the variable diameter section, i.e., the difference between the diameter of the middle section of the guide hole and the diameter of the front section, is adjusted. The larger the difference, the greater the plastic deformation of the anti-creep device under compression, and therefore the greater the platform force obtained. The installation interface refers to the shape and bolt hole parameters of the connection between the anti-creep device and the car body. Different interface requirements can be adapted by adjusting the shape and holes of the shrink tube base. By adjusting the parameters and performance of the anti-creep device using the above methods, a modular design of the anti-creep device according to engineering design requirements can be achieved. Attached Figure Description

[0012] Figure 1 A schematic diagram of installing an energy-absorbing device to prevent climbing.

[0013] Figure 2 for Figure 1 A schematic diagram at point I in the middle.

[0014] Figure 3 This is a schematic diagram of an aluminum honeycomb anti-climb device.

[0015] Figure 4This is a schematic diagram of the three-dimensional structure of the energy-absorbing anti-climbing device in a specific embodiment of the present invention.

[0016] Figure 5 This is a cross-sectional structural schematic diagram of the energy-absorbing anti-climbing device in a specific embodiment of the present invention.

[0017] Figure 6 This is a schematic diagram of the three-dimensional structure principle of the anti-climb teeth in a specific embodiment of the present invention.

[0018] Figure 7 This is a schematic diagram of the three-dimensional structure of the compression tube in a specific embodiment of the present invention.

[0019] Figure 8 This is a schematic diagram of the three-dimensional structure of the compression pipe weldment in a specific embodiment of the present invention.

[0020] Figure 9 This is a schematic diagram of the three-dimensional structure of the shrinking disc in a specific embodiment of the present invention.

[0021] Figure 10 This is a schematic diagram of the cross-sectional structure of the shrinkage disc in a specific embodiment of the present invention.

[0022] Figure 11 This is a schematic diagram of the three-dimensional structure principle of the shear ring in a specific embodiment of the present invention.

[0023] Figure 12 This is a schematic diagram of the cross-sectional structure of the shear ring in a specific embodiment of the present invention.

[0024] Legend: A01, vehicle body; A02, anti-climb device; B01, aluminum honeycomb; B02, partition; B03, guide rod; B04, guide groove; B05, thin-walled shell; B06, mounting base; 100, anti-climb tooth; 101, tooth; 102, tooth plate; 103, connecting plate; 200, compression pipe; 201, reducing pipe; 202, step; 203, first fixing hole; 204, connecting pipe; 300, shrinking plate; 301, base; 302, guide hole; 303, second fixing hole; 400, shear ring; 401, third fixing hole; 402, fourth fixing hole; 500, first fastener; 600, second fastener. Detailed Implementation

[0025] The present invention will be further described below with reference to the accompanying drawings and specific preferred embodiments, but this does not limit the scope of protection of the present invention.

[0026] Example like Figures 4 to 12As shown, the energy-absorbing anti-climbing device for high-speed trains of the present invention includes: an anti-climbing tooth 100, a compression tube 200, a shrinking tube disc 300, a shear ring 400, a first fastener 500, and a second fastener 600. One end of the compression tube 200 is connected to the anti-climbing tooth 100, and the other end of the compression tube 200 passes through the shrinking tube disc 300 and is connected to the shear ring 400. The first fastener 500 is used to fix the shrinking tube disc 300 to the shear ring 400, and the second fastener 600 is used to fix the compression tube 200 to the shear ring 400. The shrinking tube disc 300 is detachably connected to the vehicle body so that the energy-absorbing anti-climbing device can be installed at the front end of the train. The energy generated during a train collision is dissipated through the mutual friction between the compression tube 200 and the shrinking tube disc 300, as well as the plastic deformation of the compression tube 200 itself. In this embodiment, the first fastener 500 and the second fastener 600 are bolts of different diameters.

[0027] In this embodiment, a primer is applied to the surface of the components before assembly. After the primer dries completely, the mating surfaces of the compression tube 200 and the shrink tube disc 300 are sanded smooth. Finally, the components are pressed and assembled, and then a topcoat is applied to the exposed surfaces. This method ensures that all surfaces are protected by at least a primer, and exposed parts are protected by paint. A very thin layer of primer is applied to the contact surface between the compression tube 200 and the shrink tube disc 300 to prevent electrochemical corrosion.

[0028] like Figure 6 As shown, in this embodiment, the anti-climbing tooth 100 includes: teeth 101, a tooth plate 102, and a connecting disc 103. The teeth 101 and the connecting disc 103 are respectively disposed on two sides of the tooth plate 102. The teeth 101 have a concave-convex structure; when a train collides, the concave-convex teeth 101 transform into convex-concave teeth 101, with the convex teeth meshing with the concave teeth. The connecting disc 103 is a disc with a concave center, and the disc portion is used to connect the compression pipe 200.

[0029] Furthermore, the tooth plate 102 is made of aluminum alloy, which has high structural rigidity and is required not to be damaged in a collision. The tooth 101 is a concave-convex structure machined on the tooth plate 102, which is similar in shape to a tooth and is located at the front end of the anti-climb device. When a train collision occurs, the concave-convex anti-climb tooth can quickly transform into a convex-concave anti-climb tooth. The convex anti-climb tooth can effectively mesh with the concave anti-climb tooth within a certain vertical and lateral deviation, and due to the huge thrust generated by the collision, it is almost impossible for the two meshing teeth to separate.

[0030] like Figure 7 and Figure 8As shown, in this embodiment, one end of the compression tube 200 is a flat-mouthed round tube structure used to connect to the connecting disc 103; the other end of the compression tube 200 is provided with a reducing pipe 201, a step 202, and a connecting pipe 204. The connecting pipe 204 is located at the end of the compression tube 200, and the step 202 is provided between the reducing pipe 201 and the connecting pipe 204. The reducing pipe 201 passes through the compression disc 300, and the connecting pipe 204 is used to connect the shear ring 400. The step 202 is used to limit the end of the shear ring 400. A plurality of first fixing holes 203 are symmetrically provided on the side of the connecting pipe 204. The second fastener 600 passes through the side of the shear ring 400 and extends into the first fixing holes 203 to realize the connection and fixation between the compression tube 200 and the shear ring 400.

[0031] like Figure 9 and Figure 10 As shown, in this embodiment, the shrinking disc 300 includes a base 301, a guide hole 302, and a second fixing hole 303. The guide hole 302 passes through the middle of the base 301 and has a variable diameter structure for connecting the variable diameter pipe 201. The second fixing holes 303 are symmetrically arranged at the ends of the guide holes 302. The first fastener 500 passes through the end of the shear ring 400 and extends into the second fixing hole 303 to achieve the connection and fixation between the shrinking disc 300 and the shear ring 400.

[0032] Furthermore, the base 301 is a square plate structure with multiple bolt holes around its perimeter for fixing the anti-climb device to the vehicle body; the base 301 has a second fixing hole 303 in the axial direction for connecting the first fastener 500. The guide hole 302 adopts a variable diameter structure, and the structural shape of the guide hole wall matches the structure of the variable diameter tube 201 in the compression tube 200. The radius of the end of the guide hole 302 is slightly larger than the minimum diameter in the middle, that is, the guide hole is large at both ends and small in the middle, and there is a cylindrical surface at both the front end and the middle end.

[0033] like Figure 11 and Figure 12 As shown, in this embodiment, the shearing ring 400 has a plurality of third fixing holes 401 evenly distributed at its end. The third fixing holes 401 correspond to the second fixing holes 303. The first fastener 500 passes through the third fixing holes 401 and extends into the second fixing holes 303 to achieve the connection and fixation between the shrinking disc 300 and the shearing ring 400. In this embodiment, a plurality of fourth fixing holes 402 are evenly distributed on the side of the shearing ring 400. The fourth fixing holes 402 correspond to the first fixing holes 203. The second fastener 600 passes through the fourth fixing holes 402 and extends into the first fixing holes 203 to realize the connection and fixation between the compression tube 200 and the shearing ring 400.

[0034] In this embodiment, the compression tube 200 is a hollow tubular structure made of aluminum alloy. The compression tube 200 is hollow inside, possessing certain strength and toughness. Both ends of the tube are connected to the anti-climbing tooth 100 and the tube shrinking disc 300, respectively. The tube shrinking disc 300 is a high-strength steel integrally machined structural component; specifically, the tube shrinking disc 300 is made of 42CrMO alloy steel, and the guide hole 302 is heat-treated after machining to improve wear resistance and hardness. The shear ring 400 is a high-strength 45 steel integrally machined structural component, and is quenched after machining to improve strength. The shear ring 400 is a cylindrical ring assembled at the step at the tail of the compression tube 200. Fixing holes penetrating the entire shear ring 400 are opened in both the axial and radial directions. The shear ring 400 is connected to the tube shrinking disc 300 through the second axial fixing hole 303 and to the compression tube 200 through the fourth radial fixing hole 402.

[0035] like Figure 8 As shown, in this embodiment, both the anti-climb tooth 100 and the compression tube 200 are made of 6061-T6 aluminum alloy. The anti-climb tooth 100 and the compression tube 200 are welded together to form an integral structure. This welded part is installed into the guide hole 302 of the tube shrinking disc 300, and the variable diameter surface and the inner diameter variable diameter surface are matched. The shear ring 400 matches the step 202 left at the tail end of the compression tube 200. The compression tube 200 and the shear ring 400, and the tube shrinking disc 300 and the shear ring 400 are all fixed together by fasteners and fixing holes. When used in a vehicle, it is fixed to the vehicle body through the bolt holes on the base 301 of the tube shrinking disc 300 and installed at the front end of the vehicle for anti-climbing energy absorption. It has the advantages of small size, compact structure, high energy absorption efficiency, and low weight.

[0036] In this embodiment, the working principle of the energy-absorbing anti-climb device is as follows: (1) Energy absorption and guidance principle The guide hole 302 of the shrink tube disc 300 is characterized by being large at both ends and small in the middle. The reducing tube 201 of the compression tube 200 passes through the guide hole 302, and the reducing parts are in contact with each other. When two vehicles collide and the coupler has absorbed energy, the anti-climbing devices that collide continue to squeeze each other. Under the action of thrust, the compression tube 200 passes through the guide hole 302. The hole wall has a guiding property, and the compression tube 200 passing through the guide hole continues to maintain coaxiality with the guide hole 302, thereby playing a guiding role.

[0037] When a collision occurs, the compression tube 200 passes through the guide hole 302 under the action of a huge thrust. Since the diameter of the guide hole 302 is large at both ends and small in the middle, when the larger part of the compression tube 200 passes through the guide hole 302, it is restricted by the guide hole 302 made of high-strength steel. The large cross-section compression tube 200 plastically deforms into a small cross-section. The plastic deformation of the compression tube 200 and the friction when the compression tube 200 passes through the guide hole 302 can absorb the energy generated by the collision, thus achieving the energy absorption effect.

[0038] The compression tube 200 passes through the guide hole 302, compressing the large-section aluminum tube into a small-section aluminum tube. After the aluminum tube enters the small section, it generates a very large positive pressure on the inner wall of the guide hole 302, thus generating a very large frictional force. After repeated friction, the surface of the aluminum tube will be damaged, increasing the frictional force and causing the force passing through the guide hole 302 to increase, making it impossible to maintain the platform force. The guide hole 302 adopts a design that is large at both ends and small in the middle. The aluminum tube passes through a small section of cylindrical surface. After the large-section aluminum tube is compressed into a small-section aluminum tube, the radius of the guide hole increases, the positive pressure is unloaded, and a stable platform force is ensured.

[0039] (2) Anti-climbing principle The anti-climb device is installed at the very front of the train through bolt holes on the side of the base 301, with the anti-climb teeth 100 facing forward. When the two trains collide and the coupler absorbs energy, the anti-climb devices of the two trains come into contact with each other and the anti-climb teeth 100 at the very front engage. Under the huge impact thrust, the colliding trains continue to approach and squeeze the anti-climb devices. The compression tube 200 undergoes plastic deformation and begins to absorb energy. At the same time, under the action of the engaging anti-climb teeth 100 and the guide structure, the colliding vehicles will not climb until the vehicle's kinetic energy is exhausted, thus achieving the anti-climb function.

[0040] (3) Fixation and Release: The Principle of Fixation In non-collision daily use, the reducing tube 201 at the tail of the compression tube 200 is interference-fitted with the cylindrical surfaces of the front and middle sections of the guide hole 302 in the shrinking tube disc 300. This circumferential interference fit maintains the non-collision condition and secures the compression tube 200 to the shrinking tube disc 300. The compression tube 200 is fixedly connected to the shear ring 400 by the second fastener 600, and the shrinking tube disc 300 is fixedly connected to the shear ring 400 by the first fastener 500, thus securing the entire anti-climb device to the train head.

[0041] In a collision scenario, two vehicles collide and the coupler absorbs energy. At this point, the anti-creep devices of the two vehicles collide and the two anti-creep teeth mesh, causing the anti-creep devices to be compressed. When the compressive force on the anti-creep device reaches the required platform force, the anti-creep device needs to absorb energy. The compression tube 200 begins to retract. However, since the compression tube 200 and the shear ring 400, as well as the compression tube disc 300 and the shear ring 400, are all fixed to the entire anti-creep device by fasteners and fixing holes, the fasteners must be disengaged and the compression tube 200 released from its fixation for the anti-creep device to absorb energy. Because the compression tube 200 is made of aluminum alloy, which is weaker than the first fastener 500 and the second fastener 600, the compression tube 200 cannot cut the fasteners on its own. A special method is required to cut the fasteners. In this embodiment, the compression tube 200 retracts under the pressure of the compression force, and the step 202 at its tail drives the shear ring 400 to retract. The shear ring 400 is connected to the tube shrinking disc 300 by a first fastener 500. The tube shrinking disc 300 is fixed to the front of the vehicle. Both the tube shrinking disc 300 and the shear ring 400 are made of high-strength steel. Therefore, when the compression tube 200 pushes the shear ring 400, the first fastener 500 between the tube shrinking disc 300 and the shear ring 400 is broken by a huge thrust, and the compression tube 200 is released from its fixed position.

[0042] In this embodiment, to simultaneously address the electrochemical reaction and corrosion issues between steel and aluminum, each part needs to be primed before product installation. The compression joints of the compression tube and compression disc are also polished. After the compression surface is smooth, an appropriate amount of lubricating oil is applied. This process ensures that the steel and aluminum are isolated by the primer during compression, and allows for timely repair of any primer that falls off during compression, preventing material exposure and effectively resolving both electrochemical reactions and corrosion issues between the materials.

[0043] After each component is primed, they will be assembled sequentially, such as... Figure 4 and Figure 5 As shown, the head of the compression tube 200 is connected to the tail of the anti-climb tooth 100. The tail of the compression tube 200 is pressed into the shrinking disc 300 and reaches the specified stroke. After being pressed into place, the positioning hole of the compression tube 200 is machined according to the position of the shrinking disc 300. To save space, the connection part between the compression tube 200 and the shrinking disc 300 is made into a double-flare-shaped variable diameter structure. At the same time, to prevent the compression tube 200 from falling off during collision, a shear ring 400 made of 45 steel is added to the rear of the compression tube 200 and fixed by inserting the first fastener 500 and the second fastener 600. The energy generated during the collision is consumed by the mutual friction between the compression tube 200 and the shrinking disc 300 and the plastic deformation of the compression tube 300 itself.

[0044] Different EMU trains have different safety performance requirements for anti-creep devices. To meet the needs of different trains, performance is adjusted by changing key performance parameters, including vertical force, platform force, and installation interface. The required vertical force can be obtained by adjusting the size of the inner hole of the compression tube 200 and changing its wall thickness, thus adapting to different vertical force requirements. When different platform forces are required for the anti-creep device, the size of the diameter-changing section—that is, the difference between the diameter of the middle section of the guide hole 302 and the diameter of the front end—is adjusted. The larger the difference, the greater the plastic deformation of the anti-creep device under compression, and therefore the greater the platform force obtained. Different interface requirements can be accommodated by adjusting the shape and holes of the base 301 of the shrink tube disc 300. By adjusting the parameters and performance of the anti-creep device using the above methods, a modular design of the anti-creep device meeting engineering design requirements can be achieved.

[0045] While the present invention has been disclosed above with reference to preferred embodiments, it is not intended to limit the invention. Any person skilled in the art can make many possible variations and modifications to the technical solutions of the present invention, or modify them into equivalent embodiments, without departing from the spirit and technical essence of the invention. Therefore, any simple modifications, equivalent substitutions, 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 present invention, shall still fall within the scope of protection of the present invention.

Claims

1. An energy-absorbing anti-climbing device for high-speed trains, characterized in that, include: The device comprises an anti-climb tooth (100), a compression tube (200), a tube shrinking disc (300), a shearing ring (400), a first fastener (500), and a second fastener (600). The compression tube (200) is made of aluminum alloy. The tube shrinking disc (300) is a high-strength steel structural component. The shearing ring (400) is a high-strength steel structural component. One end of the compression tube (200) is connected to the anti-climb tooth (100), and the other end of the compression tube (200) passes through the tube shrinking disc (300) and is connected to the shearing ring (400). The other end of the shrink tube (200) is provided with a reducing pipe (201), a step (202), and a connecting pipe (204). The connecting pipe (204) is located at the end of the shrink tube (200). A step (202) is provided between the reducing pipe (201) and the connecting pipe (204). The reducing pipe (201) passes through the shrink tube disc (300). The connecting pipe (204) is used to connect the shear ring (400). The step (202) is used to limit the end of the shear ring (400). The side of the connecting pipe (204) is... The device is provided with multiple first fixing holes (203), and the second fastener (600) penetrates the side of the shear ring (400) and extends into the first fixing hole (203) to achieve the connection and fixation between the compression tube (200) and the shear ring (400); the first fastener (500) is used to achieve the connection and fixation between the tube shrinking disc (300) and the shear ring (400), and the second fastener (600) is used to achieve the connection and fixation between the compression tube (200) and the shear ring (400); under collision conditions, when the compression tube (200) pushes the shear ring At (400), the first fastener (500) between the shrinking tube disc (300) and the shear ring (400) is broken; the shrinking tube disc (300) is detachably connected to the car body, and the shrinking tube disc (300) includes a guide hole (302). The guide hole (302) adopts a variable diameter structure with large ends and small middle, so as to realize that the energy-absorbing anti-climbing device is installed at the front end of the train and consumes the energy generated during the train collision through the mutual friction between the compression tube (200) and the shrinking tube disc (300) and the plastic deformation of the compression tube (200) itself.

2. The energy-absorbing anti-climbing device for high-speed trains according to claim 1, characterized in that, The anti-climb tooth (100) includes: tooth (101), tooth plate (102) and connecting plate (103). The tooth (101) and connecting plate (103) are respectively disposed on two sides of the tooth plate (102). The tooth (101) has a concave-convex structure. When the train collides, the concave-convex tooth (101) is transformed into a convex-concave tooth (101), and the convex tooth and the concave tooth mesh with each other. The connecting plate (103) is used to connect the compression pipe (200).

3. The energy-absorbing anti-climbing device for high-speed trains according to claim 2, characterized in that, One end of the compression tube (200) is a flat-mouthed round tube structure used to connect the connecting disc (103).

4. The energy-absorbing anti-climbing device for high-speed trains according to claim 3, characterized in that, The shrinking disc (300) also includes a base (301) and a second fixing hole (303). The guide hole (302) passes through the middle of the base (301) and is used to connect the reducing pipe (201). The second fixing hole (303) is symmetrically arranged at the end of the guide hole (302). The first fastener (500) passes through the end of the shear ring (400) and extends into the second fixing hole (303) to realize the connection and fixation between the shrinking disc (300) and the shear ring (400).

5. The energy-absorbing anti-climbing device for high-speed trains according to claim 4, characterized in that, The shearing ring (400) has a plurality of through third fixing holes (401) evenly distributed along its axial direction. The third fixing holes (401) correspond to the second fixing holes (303). The first fastener (500) passes through the third fixing holes (401) and extends into the second fixing holes (303) to achieve connection and fixation between the shrink tube disc (300) and the shearing ring (400).

6. The energy-absorbing anti-climbing device for high-speed trains according to claim 4, characterized in that, The shear ring (400) has a plurality of through fourth fixing holes (402) evenly distributed in the radial direction. The fourth fixing holes (402) correspond to the first fixing holes (203). The second fastener (600) passes through the fourth fixing holes (402) and extends into the first fixing hole (203) to realize the connection and fixation between the compression tube (200) and the shear ring (400).

7. The energy-absorbing anti-climbing device for high-speed trains according to any one of claims 1 to 6, characterized in that, The anti-climb teeth (100) and the compression tube (200) are welded together to form an integral structure.

8. The energy-absorbing anti-climbing device for high-speed trains according to any one of claims 1 to 6, characterized in that, The compression tube (200) is a hollow tubular structure; the tube shrinking disc (300) is a high-strength steel integrally machined structural component; the shearing ring (400) is a high-strength steel integrally machined structural component.

9. The energy-absorbing anti-climbing device for high-speed trains according to any one of claims 2 to 6, characterized in that, The toothed plate (102) is made of aluminum alloy, and the teeth (101) are concave and convex structures machined on the toothed plate (102).

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