Anti-climbing energy-absorbing device for high-speed train

Abstract

The application discloses a kind of anti-climbing energy-absorbing devices for high-speed train, comprising: anti-climbing tooth, compression pipe, pipe disc, shear ring and fastener;One end of the compression pipe is connected with anti-climbing tooth, the other end of the compression pipe is connected with pipe disc and shear ring, the fastener is used to realize compression pipe, pipe disc and shear ring connection fixed;The end of the pipe disc is detachably connected with the vehicle body to realize the installation of the anti-climbing energy-absorbing device at the front end of the train, for anti-climbing energy absorption.The application has the advantages of compact structure, simple installation, high energy-absorbing energy density and light weight, etc., plays an important role in improving the driving safety of high-speed train, optimizing the energy-absorbing capacity of anti-climbing device, reducing the use cost, and is well suitable for high-speed motor train unit 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 anti-climb energy absorption device that can effectively prevent climbing and derailment phenomena when high-speed trains collide. Background Technology

[0002] With the rapid development of rail transit, train speeds are increasing, with high-speed trains reaching maximum operating speeds of 400-600 km / h. Under high-speed conditions, rear-end collisions and other accidents involving high-speed trains can result in numerous casualties and property damage. While further strengthening active safety measures and reducing collisions, researching how to improve the crashworthiness of rail trains from a passive safety perspective to protect the safety of drivers and passengers has become a hot topic in rail train development.

[0003] Currently, my country's high-speed trains employ a weak-strong-weak stiffness distribution method to confine energy absorption to the ends of the car body, 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 ends. These devices, through the meshing of anti-creep teeth, limit the vertical and lateral displacement of the train in the event of a collision, effectively preventing the possibility of the train climbing overboard and derailing. 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 anti-climb energy absorption device and a guiding and anti-climb structure.

[0004] Most existing anti-climb energy-absorbing devices adopt 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 3As 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.

[0005] 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-climb 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-climb devices typically only reaches a stable maximum of around 50%. Traditional aluminum honeycomb structure anti-climb 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.

[0006] 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 new EMUs. Summary of the Invention

[0007] The technical problem to be solved by the present invention is to address the problems of existing anti-creep energy absorption devices, such as complex structure, high manufacturing difficulty, low compression ratio and large size, and to provide an anti-creep energy absorption device for high-speed trains that is compact in structure, simple to install, has high energy absorption density and light weight.

[0008] To solve the above-mentioned technical problems, the present invention adopts the following technical solution:

[0009] An anti-climb energy-absorbing device for high-speed trains includes: anti-climb teeth, a compression tube, a shrinking tube disc, a shearing ring, and fasteners; one end of the compression tube is connected to the anti-climb teeth, and the other end of the compression tube is connected to the shrinking tube disc and the shearing ring; the fasteners are used to fix the compression tube, the shrinking tube disc, and the shearing ring; the end of the shrinking tube disc is detachably connected to the car body so that the anti-climb energy-absorbing device can be installed at the front end of the train for anti-climb energy absorption.

[0010] 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.

[0011] As a further improvement of the present invention, one end of the compression tube is a flat-mouthed round tube structure for connecting the connecting disc; the other end of the compression tube is provided with a reducing pipe and a step, the reducing pipe is used to connect the shrinking disc, and the side of the step is symmetrically provided with a first fixing hole, the first fixing hole is used to install fasteners.

[0012] As a further improvement of the present invention, the tube shrinking disc includes a base, a guide hole and a second fixing hole. The guide hole is disposed on the side of the base and is a variable diameter structure for connecting a variable diameter tube. The second fixing hole is symmetrically disposed on the side of the base and corresponds to the first fixing hole for installing fasteners.

[0013] As a further improvement of the present invention, the shearing ring includes a third fixing hole and a flange. The third fixing hole is symmetrically arranged on the side of the shearing ring and corresponds to the second fixing hole and the first fixing hole, and is used to install fasteners. The flange is arranged at the end of the shearing ring and matches the step, and is used to realize the connection between the shearing ring and the compression pipe.

[0014] As a further improvement of the present invention, the anti-climb teeth and the compression tube are welded together to form an integral structure.

[0015] As a further improvement of the present invention, the compression tube is a hollow tubular structure and is made of aluminum alloy.

[0016] As a further improvement of the present invention, the shrinking disc is a high-strength steel integrally machined structural component.

[0017] As a further improvement of the present invention, the shear ring is a high-strength steel integrally machined structural component.

[0018] As a further improvement of the present invention, the toothed plate is made of aluminum alloy, and the teeth are a concave-convex structure machined on the toothed plate.

[0019] Compared with the prior art, the advantages of the present invention are as follows:

[0020] This invention relates to an anti-creep energy-absorbing device for high-speed trains. Addressing the current lack of suitable anti-creep energy-absorbing devices for new high-speed trains, and the limitations of traditional aluminum honeycomb structure anti-creep energy-absorbing devices such as limited compression ratio, short stroke, and large space occupation, this invention proposes a compact, high-strength anti-creep energy-absorbing device suitable for small spaces. This invention plays a significant role in improving the safety of high-speed train operation, optimizing the energy absorption capacity of the anti-creep device, and reducing operating costs. Its beneficial effects mainly include:

[0021] (1) The anti-climb energy absorption device has a compact structure and low manufacturing cost.

[0022] This invention integrates the main energy-absorbing structure and the anti-creep energy-absorbing structure into a single unit. By utilizing the plastic deformation of the compressed tube surface and frictional energy absorption, it significantly increases the energy density of the energy-absorbing device and reduces the weight of the anti-creep device. This solves the problem of having no suitable anti-creep devices for vehicles in confined spaces, and is of great significance for promoting the lightweighting of rail vehicles. The components required for this anti-creep device are all made from conventional raw materials and structures used in mechanical manufacturing, posing no manufacturing difficulty and resulting in low manufacturing costs, which is beneficial for reducing vehicle costs.

[0023] (2) Using aluminum alloy materials to cut high-strength steel

[0024] Aluminum alloy structural components are characterized by low density and good plasticity, making them widely used in lightweight equipment. However, aluminum alloys suffer from a relatively low ultimate strength, and balancing the advantages of plasticity and ultimate strength simultaneously presents a challenge. This invention leverages the plasticity of aluminum alloys by combining them with steel. During the retraction of the compression tube, both the end face of the compression tube and the end face of the step simultaneously drive the shearing ring to retract. The shearing ring, made of high-strength steel, shears the fasteners during the retraction process. This utilizes the advantages of plasticity while mitigating the disadvantage of ultimate strength, enabling the aluminum alloy to shear high-strength steel.

[0025] The anti-creep energy-absorbing device of this invention achieves both fixing and releasing the energy-absorbing component. During a collision between two trains equipped with anti-creep energy-absorbing devices, the two trains collide and complete the coupler energy absorption. The anti-creep devices of the two trains collide, and the anti-creep teeth mesh with each other. The two colliding trains continue to approach and compress the anti-creep energy-absorbing device. When the compressive force reaches the platform force of the anti-creep energy-absorbing device, the compression tube begins to retract. Since the fasteners pass through the fixing holes of the compression tube, the shrinking tube disc, and the shear ring, fixing the entire anti-creep energy-absorbing device, the energy absorption of the anti-creep device must cause the fasteners to fail. The aluminum alloy compression tube is weaker than the fasteners and cannot cut them; other methods must be used. In this invention, when the compression tube retracts, the end face of the compression tube and the end face of the step simultaneously drive the shear ring to retract. The shear ring is made of high-strength steel, and the retraction process cuts the fasteners. The fixing hole of the shrinking tube disc has a groove-shaped structure near the guide hole surface; this groove-shaped structure is the fastener shearing point.

[0026] (3) A compact, modular anti-climb energy-absorbing device is proposed.

[0027] Different vehicles have different requirements for anti-climb devices. Key performance parameters include vertical force, platform force, and mounting interface. Vertical force is the downward load acting on the anti-climb teeth; by adjusting the size of the inner hole of the compression tube, the wall thickness can be varied to accommodate different vertical force requirements. Platform force is the stable longitudinal load when the anti-climb device absorbs energy under pressure deformation; when different platform forces are required, the dimensions of the variable diameter section are adjusted, i.e., the difference between the diameter of the middle section of the guide hole and the diameter of the front section. The larger the difference, the greater the platform force. The mounting interface refers to the shape and bolt hole information of the connection between the anti-climb device and the vehicle body. By adjusting the shape and holes of the shrink tube base, different interface requirements can be accommodated. This achieves a modular design of the anti-climb energy-absorbing device to meet engineering design needs. Attached Figure Description

[0028] Figure 1 A schematic diagram of installing an energy-absorbing device to prevent climbing.

[0029] Figure 2 for Figure 1 A schematic diagram at point I in the middle.

[0030] Figure 3 This is a schematic diagram of an aluminum honeycomb anti-climb device.

[0031] Figure 4 This is a schematic diagram of the three-dimensional structure of the anti-climb energy-absorbing device in a specific embodiment of the present invention.

[0032] Figure 5 This is a schematic diagram of the cross-sectional structure of the anti-climb energy-absorbing device in a specific embodiment of the present invention.

[0033] 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.

[0034] Figure 7 This is a schematic diagram of the three-dimensional structure of the compression tube in a specific embodiment of the present invention.

[0035] 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.

[0036] Figure 9 This is a schematic diagram of the three-dimensional structure of the shrinking disc in a specific embodiment of the present invention.

[0037] Figure 10 This is a schematic diagram of the cross-sectional structure of the shrinkage disc in a specific embodiment of the present invention.

[0038] 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.

[0039] 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; 300, shrinking pipe disc; 301, base; 302, guide hole; 303, second fixing hole; 400, shear ring; 401, third fixing hole; 402, flange; 500, fastener. Detailed Implementation

[0040] 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.

[0041] Example

[0042] like Figures 4 to 11 As shown, the anti-climb energy-absorbing device for high-speed trains of the present invention includes: an anti-climb tooth 100, a compression tube 200, a tube-shrinking disc 300, a shearing ring 400, and a fastener 500. One end of the compression tube 200 is connected to the anti-climb tooth 100, and the other end of the compression tube 200 is connected to the tube-shrinking disc 300 and the shearing ring 400. The fastener 500 is used to secure the compression tube 200, the tube-shrinking disc 300, and the shearing ring 400. The end of the tube-shrinking disc 300 is detachably connected to the vehicle body so that the anti-climb energy-absorbing device can be installed at the front end of the train for anti-climb energy absorption.

[0043] All components in this embodiment use conventional raw materials and structures for mechanical manufacturing, posing no manufacturing difficulty. The anti-climb energy-absorbing device in this embodiment is assembled using various different metal materials, and preventing corrosion of these metal materials and electrochemical corrosion at the contact surfaces of different metals is a challenge. 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 polished smooth before pressing and assembly. After assembly, a topcoat is applied to the exposed surfaces. This method ensures that all surfaces are protected by at least a primer, and exposed components 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, effectively preventing electrochemical corrosion.

[0044] 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 collision occurs, 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 used to connect the compression pipe 200.

[0045] In this embodiment, the anti-climb tooth 100 mainly comprises an integrated structure consisting of a tooth plate 102, teeth 101, and a connecting disc 103. The tooth plate 102 is made of aluminum alloy and has a certain strength and rigidity; the teeth 101 are concave-convex structures machined on the tooth plate 102, resembling teeth in shape. The anti-climb tooth 100 can automatically mesh. When a train collision occurs, the concave-convex anti-climb tooth can quickly transform into a convex-concave anti-climb tooth, and the convex anti-climb tooth can effectively mesh with the concave anti-climb tooth within a certain vertical and lateral deviation. The tail of the anti-climb tooth has a connecting disc 103, which is a centrally concave disc. The disc portion is used to connect the compression pipe 200.

[0046] like Figure 7 As shown, in this embodiment, one end of the compression tube 200 is a flat-mouthed round tube structure used to connect the connecting disc 103; the other end of the compression tube 200 is provided with a reducing tube 201 and a step 202. The reducing tube 201 is used to connect the shrinking disc 300, and the step 202 is symmetrically provided with a first fixing hole 203 on its side. The first fixing hole 203 is used to install the fastener 500.

[0047] In this embodiment, the compression tube 200 is mainly a hollow tubular object made of aluminum alloy, possessing certain strength and toughness. Both ends of the tube are connected to the anti-climb device 100 and the tube shrinking disc 300, respectively. The connection end between the compression tube 200 and the tube shrinking disc 300 adopts a reducing pipe structure, and two coaxial first fixing holes 203 and a step 202 are provided at the end of the compression tube 200, passing through the tube core. Figure 8 As shown, in this embodiment, the anti-climb teeth 100 and the compression tube 200 are welded together to form an integral structure.

[0048] like Figure 9 and Figure 10 As shown, in this embodiment, the shrinking tube disc 300 includes a base 301, a guide hole 302, and a second fixing hole 303. The guide hole 302 is disposed on the side of the base 301 and has a variable diameter structure for connecting the reducing tube 201. The second fixing hole 303 is symmetrically disposed on the side of the base 301 and corresponds to the first fixing hole 203, for installing fasteners 500.

[0049] In this embodiment, the shrinking tube disc 300 mainly includes a base 301, a guide hole 302, and a second fixing hole 303. The shrinking tube disc 300 is a high-strength steel integrally machined structural component. Furthermore, the shrinking tube disc 300 is made of 42CrMO alloy steel, and the guide hole surface is heat-treated after machining to improve wear resistance and hardness. The base 301 is a square plate structure with multiple bolt holes around its perimeter for fixing the anti-climbing energy-absorbing device to the vehicle body. The guide hole 302 is a cylinder on the upper surface of the base 301 and a hole penetrating the entire base 301. The guide hole adopts a variable diameter structure, and the structural shape of the guide hole wall matches the variable diameter tube structure of the compression tube 200. The radius of the guide hole end is slightly larger than the minimum diameter in the middle, meaning the guide hole is larger at both ends and smaller in the middle, with a cylindrical surface at both the front and middle ends. The fixing hole is a countersunk hole penetrating the base, and a groove structure is provided at the junction of the hole and the inner hole of the guide structure.

[0050] To simultaneously address the electrochemical reaction and corrosion issues between steel and aluminum, each part must be primed before product installation. The compression points of the compression tube 200 and the compression disc 300 must be polished, and a suitable amount of lubricant applied after the compression surface is smooth. This process ensures that the steel and aluminum are isolated by the primer during compression, and allows for timely repair of any primer that peels off during compression, preventing material exposure and effectively resolving electrochemical reactions and corrosion problems between the materials.

[0051] like Figure 11 As shown, in this embodiment, the shear ring 400 includes a third fixing hole 401 and a flange 402. The third fixing hole 401 is symmetrically arranged on the side of the shear ring 400, and corresponds to the second fixing hole 303 and the first fixing hole 203, for installing fasteners 500. The flange 402 is disposed at the end of the shear ring 400 and matches the step 202, for connecting the shear ring 400 to the compression pipe 200.

[0052] In this embodiment, the shear ring 400 is a cylindrical ring, the flange 402 is a planar circular ring on the end face of the ring, and the third fixing hole 401 is an inner hole that penetrates the entire shear ring 400. The shear ring 400 is a high-strength steel integrally machined structural component. The shear ring 400 is made of 45 steel, and its strength is improved by quenching after machining.

[0053] like Figure 4 and Figure 5As shown, in this embodiment, the anti-climb teeth 100 and the compression tube 200 are welded together as a single piece and installed into the guide hole of the tube shrinking disc 300, with the diameter-changing surface engaging with the inner diameter-changing surface; the shear ring 400 engages with the stepped part of the compression tube 200; and fasteners 500 pass through the fixing holes of the compression tube 200, the tube shrinking disc 300, and the shear ring 400, fixing the various components of the anti-climb energy absorption device together. In application, it is fixed to the vehicle body through the bolt holes of the tube shrinking disc 300 base structure and installed at the front end of the vehicle for anti-climb energy absorption. The anti-climb energy absorption device of this embodiment features small size, high energy absorption density, and low weight.

[0054] In this embodiment, the guide hole 302 of the shrink tube disc 300 has the characteristic of being large in two sections and small in the middle. The compression tube 200 passes through the guide hole 302, and the diameter-changing parts are in contact with each other. When the vehicle collides and the coupler has completed energy absorption, the anti-climbing energy absorption devices that collide continue to squeeze each other. Under the impact force, the compression tube 200 passes longitudinally through the guide hole 302. The hole wall has guiding properties, and the compression tube 200 passing through the guide hole 302 continues to maintain coaxiality with the guide hole 302. At the same time, because the guide hole 302 has the characteristic of being large in two sections and small in the middle, when the compression tube 200 with a larger cross-section passes through the guide hole 302, it is restricted by the guide hole 302 made of high-strength steel, plastically deforms into a smaller cross-section, and absorbs the kinetic energy of the collision through plastic deformation and friction during passage, thus achieving guidance and energy absorption.

[0055] 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 an increase in the force passing through the guide hole 302, making it impossible to maintain the platform force. The guide hole 302 adopts a two-section design with a small middle section. 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 302 increases, the positive pressure is unloaded, and a stable platform force is ensured.

[0056] When different platform force anti-climb energy absorption devices are required, only the size of the variable diameter section needs to be adjusted, that is, the difference between the diameter of the middle section of the guide hole 302 and the diameter of the front end hole. The larger the difference, the greater the platform force. This realizes the modular design of the engineering design: using the same aluminum tube specifications, the size of the smallest variable diameter section is adjusted according to the tool platform force requirements, and the minimum diameter of the guide hole is adjusted accordingly, so that the same raw material can be used to make anti-climb devices with different platform forces.

[0057] In this embodiment, an anti-climb energy-absorbing device is installed at the front of each vehicle, with the serrated anti-climb teeth facing forward. When a collision occurs and the coupler absorbs energy, the anti-climb energy-absorbing devices of the two vehicles collide and the anti-climb teeth mesh with each other. The two vehicles continue to approach and squeeze the anti-climb energy-absorbing devices. The anti-climb energy-absorbing devices retreat to absorb energy. At the same time, under the action of the anti-climb teeth 100 and the guide mechanism, the two vehicles will not climb each other until the working stroke of the anti-climb energy-absorbing device is exhausted, or the vehicle's kinetic energy is exhausted and it stops, thereby achieving anti-climbing.

[0058] In non-collision daily use, the two cylindrical sections of the compression tube 200 are interference-fitted with the cylindrical sections of the front and middle sections of the guide hole 302, respectively. The interference force maintains the non-collision condition, and the compression tube 200 is fixed to the shrink tube disc 300. At the same time, the fastener 500 passes through the fixing holes of the compression tube 200, the shrink tube disc 300, and the shear ring 400, fixing the various components of the anti-climb energy absorption device together, thus achieving the fixation of the entire anti-climb energy absorption component.

[0059] In a collision scenario, when two vehicles collide and the coupler absorbs energy, the anti-climb energy-absorbing devices of the two vehicles collide and the anti-climb teeth 100 mesh with each other. The two vehicles continue to approach and compress the anti-climb energy-absorbing devices. When the compressive force reaches the platform force of the anti-climb energy-absorbing device, the compression tube 200 begins to retract. Since the fastener 500 passes through the fixing holes of the compression tube 200, the shrinking tube disc 300, and the shear ring 400, fixing the entire anti-climb energy-absorbing device, the energy absorption of the anti-climb device must cause the fastener 500 to fail. The strength of the aluminum alloy compression tube 200 is weaker than that of the fastener 500, and it is impossible to cut the fastener 500; other methods must be used. In this embodiment, when the compression tube 200 retracts, the end face of the compression tube 200 and the end face of the step simultaneously drive the shear ring 400 to retract. The shear ring 400 is made of high-strength steel, and the retraction process cuts the fastener 500. The fixing hole of the shrinking tube disc 300 has a groove on its surface near the guide hole; this groove-shaped structure is the shearing point of the fastener 500.

[0060] In this embodiment, the tube coil connection part is made into a double-flare-shaped variable diameter structure. At the same time, in order to prevent the compression tube 200 from falling off during the collision, a shear ring 400 made of 45 steel is installed behind the compression tube 200 and fasteners 500 are inserted for fixation. The energy generated during the collision is consumed by the mutual friction between the compression tube 200 and the tube coil 300 and the plastic deformation of the compression tube 200 itself.

[0061] To meet the needs of different vehicles, the wall thickness can be varied by adjusting the size of the inner hole of the compression tube 200 to accommodate different vertical force requirements. When different platform forces are required for the anti-climb energy absorption device, the dimensions of the variable diameter section can be adjusted, i.e., the difference between the diameter of the middle section of the guide hole and the diameter of the front end hole; the larger the difference, the greater the platform force. By adjusting the shape and holes of the base of the shrink tube disc 300, different interface requirements can be accommodated. This achieves a modular design of the anti-climb energy absorption device to meet engineering design requirements.

[0062] 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 anti-creep energy-absorbing 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), and a fastener (500). The compression tube (200) is a hollow tubular structure made of aluminum alloy. The shearing ring (400) is a high-strength steel integrally machined 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) is connected to the tube shrinking disc (300) and the shearing ring (400). The fastener (500) is used to connect and fix the compression tube (200), the tube shrinking disc (300), and the shearing ring (400). The end of the tube shrinking disc (300) is detachably connected to the vehicle body so that the anti-climb energy absorption device can be installed at the front end of the train for anti-climb energy absorption.

2. The anti-creep energy-absorbing 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 anti-creep energy-absorbing 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); the other end of the compression tube (200) is provided with a reducing tube (201) and a step (202). The reducing tube (201) is used to connect the shrinking disc (300). The step (202) is symmetrically provided with a first fixing hole (203) on its side. The first fixing hole (203) is used to install fasteners (500).

4. The anti-creep energy-absorbing device for high-speed trains according to claim 3, characterized in that, The shrinking disc (300) includes a base (301), a guide hole (302), and a second fixing hole (303). The guide hole (302) is located on the side of the base (301) and is a variable diameter structure for connecting a variable diameter pipe (201). The second fixing hole (303) is symmetrically located on the side of the base (301) and corresponds to the first fixing hole (203) for installing fasteners (500).

5. The anti-climbing energy-absorbing device for high-speed trains according to claim 4, characterized in that, The shear ring (400) includes a third fixing hole (401) and a flange (402). The third fixing hole (401) is symmetrically arranged on the side of the shear ring (400) and corresponds to the second fixing hole (303) and the first fixing hole (203) for installing fasteners (500). The flange (402) is arranged at the end of the shear ring (400) and matches the step (202) for connecting the shear ring (400) and the compression pipe (200).

6. The anti-creep energy-absorbing device for high-speed trains according to any one of claims 1 to 5, characterized in that, The anti-climb teeth (100) and the compression tube (200) are welded together to form an integral structure.

7. The anti-creep energy-absorbing device for high-speed trains according to any one of claims 1 to 5, characterized in that, The shrink tube disc (300) is a high-strength steel integrally machined structural component.

8. The anti-creep energy-absorbing device for high-speed trains according to any one of claims 2 to 5, 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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