Multilevel high-speed train anti-collision buffer
By using a split-cavity expansion-stretching deformation energy absorption device, which utilizes a hydraulically driven expansion cavity and a split-cavity partition structure, the energy absorption problem of high-speed train buffers in a limited space is solved, achieving a more efficient buffering effect and improving train safety.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- TAIYUAN UNIVERSITY OF TECHNOLOGY
- Filing Date
- 2024-05-17
- Publication Date
- 2026-05-15
AI Technical Summary
Existing high-speed train buffers are difficult to effectively absorb collision energy in a limited space, and the buffering effect of traditional multi-stage telescopic structures needs to be improved.
The device employs a multi-stage expansion and stretching deformation energy absorption device. Through multi-stage energy absorption, it utilizes the hydraulically driven expansion chamber and the multi-stage partition structure to buffer the medium as it flows and vibrates during collision, thus absorbing the impact energy.
It effectively utilizes confined space, improves buffering effect, enhances train safety and energy absorption tolerance, and has higher energy absorption efficiency compared to traditional rigid long rod structures.
Smart Images
Figure CN118358617B_ABST
Abstract
Description
Technical Field
[0001] This invention belongs to the field of rail transit safety protection technology, specifically relating to a multi-level high-speed train anti-collision buffer. Background Technology
[0002] One of the key technologies in the safety structure of high-speed trains is the buffer and energy absorption structure. This typically involves installing buffers at both ends of the train, allowing adjacent carriages to deform sequentially and orderly during a collision, dissipating the impact energy and improving the train's passive safety performance. However, due to limitations in train structure and size, the space for buffer energy absorption is constrained within a certain range, making it difficult to absorb more energy during a collision. Once a collision occurs, the train body suffers severe damage.
[0003] Most existing technologies use multi-stage rod-shaped structures that absorb energy through progressive compression to achieve a buffering effect. However, due to the limited space between carriages, the buffering effect needs improvement. For example, patent application CN 111055874 describes a multi-stage active extendable train anti-collision buffer structure. This involves setting up multiple sequentially extendable primary anti-collision buffer modules and multiple secondary anti-collision buffer modules between adjacent carriages. The primary anti-collision buffer module is connected to the front of the train, and the last secondary anti-collision buffer module is connected to the first carriage. The size of each secondary anti-collision buffer module increases progressively, and multiple layers of barbed damping material blocks are provided on the inner walls of both sides to absorb impact energy. This train anti-collision buffer structure uses a multi-stage extendable structure, which can increase the buffer space during a collision and absorb more energy. However, due to the constraints of national laws and regulations on the overall structural dimensions of the vehicle, the buffer space is limited. The multi-stage extendable modules have limited total length, and there are no other forms of energy absorption after progressive compression; therefore, their buffering effect also needs improvement. Summary of the Invention
[0004] The purpose of this invention is to overcome the shortcomings of the prior art and provide a cavity-type expansion and tensile deformation energy absorption buffer device. This buffer device changes the traditional method of impact energy absorption buffering when a rigid long rod extends and impacts a compressible structural material. It effectively utilizes the narrow space between the front and rear carriages, and through multi-level energy absorption, the buffering effect is better, which can effectively protect the safety of train operation.
[0005] To solve the above-mentioned technical problems, the present invention adopts the following technical solution: a multi-level high-speed train anti-collision buffer, comprising an expansion cavity, an impact contact plate and a rear pad, wherein the front end of the expansion cavity is connected to the impact contact plate and the rear end is connected to the rear pad, and a buffer medium is pre-placed in the expansion cavity.
[0006] The expansion chamber is equipped with a hydraulic piston and partition plates. The hydraulic piston includes a bottom pressure plate, a middle pressure rod, and a top pressure head. The pressure plate is located inside the expansion chamber but is not connected to the bottom of the expansion chamber. The pressure rod extends out of the expansion chamber, and the pressure head is located above the top of the expansion chamber. A partition plate is provided on each of the left and right sides of the hydraulic piston. The bottom end of the partition plate is fixed to the bottom of the expansion chamber, while the top extends above the top of the expansion chamber. The partition plates divide the interior of the expansion chamber into multiple chambers.
[0007] The impact contact plate includes a partition contact plate and a piston contact plate. Several springs are provided on the partition contact plate, which is located directly above the top of the chamber partition. The piston contact plate is located directly above the oil piston head, and the piston contact plate is fixed to the front compartment by springs.
[0008] The front end of the rear pad is connected to the expansion cavity, and the rear end of the rear pad is fixed to the rear compartment.
[0009] Preferably, the expansion chamber is provided with two oil-pressing pistons, and a partition plate is provided on the left and right sides of each oil-pressing piston.
[0010] Preferably, the partition plate divides the expansion cavity into 5 sub-cavities, and the partition plate is provided with a weak area, the thickness of which is less than the thickness of other locations.
[0011] Preferably, the bottom of the partition contact plate is an inwardly recessed arc-shaped fixing groove, and the top of the cavity partition is an outwardly convex arc-shaped structure, with the shapes of the fixing grooves at the top and bottom of the cavity partition matching.
[0012] Preferably, the bottom of the piston contact plate is an inwardly recessed arc-shaped fixing groove, and the pressure head of the oil-pressing piston is an outwardly convex arc-shaped structure, wherein the shape of the pressure head of the oil-pressing piston matches the fixing groove at the bottom of the piston contact plate.
[0013] Preferably, the surface of the fixed plate and the expansion cavity connected is provided with a corrugated groove.
[0014] Preferably, a seal is provided at the connection position between the oil piston and the top plate of the expansion chamber, and at the connection position between the partition plate and the top plate of the expansion chamber.
[0015] Preferably, the width of the pressure head in the oil piston is equal to the distance between the left and right side chamber partitions.
[0016] The working principle of this invention is as follows: When an impact occurs, the piston contact plate contacts the outer wall of the front windshield, causing it to move downwards. The piston contact plate drives the hydraulic piston downwards, compressing the pre-placed buffer medium at the bottom of the hydraulic piston. This buffer medium then compresses the chamber partition. Simultaneously, the vehicle wall, through springs on the partition contact plate, compresses the partition contact plate downwards. Since the partition contact plate is connected to the chamber partition, the chamber partition is compressed downwards and bent. As the hydraulic piston moves downwards, it causes the buffer medium to flow outwards, further causing the chamber partition to bend and deform. When the deformation reaches a threshold, the chamber partition breaks at the weakest point, and the buffer medium moves to the outer cavity, absorbing energy and buffering the impact. Ultimately, this causes the entire expansion cavity structure to expand, absorbing a significant amount of impact energy.
[0017] Among them, a spring is installed on the impact contact plate. As is well known, springs have an energy storage function and can effectively reduce shock. When an impact occurs, they can help absorb energy.
[0018] By dividing the expansion chamber into multiple cavities using partitions, the partitions can be broken one by one during an impact, causing the internal buffer medium to flow in stages, creating oscillations and improving energy absorption efficiency.
[0019] The beneficial effects of this invention are as follows: It employs a hydraulically driven integral structure expansion, stretching, deformation, and buffering energy absorption mechanism. Through multi-level deformation and continuous oscillation of the buffer medium, it can more effectively absorb impact energy and improve train safety. Compared to traditional rigid long-bar anti-collision buffers, its overall structure is flat, making full use of the limited remaining space between high-speed train carriages and increasing the buffering energy absorption tolerance. Attached Figure Description
[0020] Figure 1 This is a schematic diagram of the overall structure of the present invention;
[0021] Figure 2 This is a schematic diagram of the impact contact plate in this invention;
[0022] Figure 3 This is a cross-sectional structural diagram of the present invention;
[0023] Figure 4 This is a schematic diagram of the structure of the weak area of the cavity partition in this invention;
[0024] Figure 5 This is a schematic diagram of the usage state of the present invention.
[0025] Figure label:
[0026] 1. Expansion chamber; 11. Chamber partition; 111. Weak area; 12. Oil piston; 121. Pressure plate; 122. Pressure rod; 123. Pressure head; 2. Impact contact plate; 21. Partition contact plate; 22. Piston contact plate; 23. Fixing groove; 24. Spring; 25. Fixing column; 3. Rear pad. Detailed Implementation
[0027] The present invention will now be further described with reference to the accompanying drawings. The following embodiments are only used to illustrate the structure of the present invention more clearly.
[0028] As per the instruction manual Figure 1 and 5 As shown, the multi-level high-speed train anti-collision buffer of the present invention includes an expansion cavity 1, an impact contact plate 2, and a rear pad 3. The front end of the expansion cavity 1 is connected to the impact contact plate 2, and the rear end is connected to the rear pad 3. A buffer medium is pre-placed inside the expansion cavity 1. The buffer is approximately 400mm long, 300mm wide, and 250mm high. The overall structure is flat, and in use, it is symmetrically distributed in a dot matrix pattern of 5 units per group on the steel channels reserved at both ends of the windshield between the carriages.
[0029] As per the instruction manual Figure 2 As shown, the impact contact plate 2 includes a partition contact plate 21 and a piston contact plate 22. The bottom of the partition contact plate 21 has an inwardly recessed arc-shaped fixing groove 23, while the top of the chamber partition 11 has an outwardly convex arc-shaped structure. The top of the chamber partition 11 matches the shape of the fixing groove 23 at the bottom of the partition contact plate 21, meaning the top of the chamber partition 11 can be engaged in the fixing groove 23 at the bottom of the partition contact plate 21. Several springs 24 are provided on the top of the partition contact plate 21. The springs 24 have a shock-absorbing and buffering function, which can improve the energy absorption effect. Figure 3 As shown, a hydraulic piston 12 is provided between two adjacent partition plates 11. The bottom of the hydraulic piston 12 is a pressure plate 121, the middle part is a pressure rod 122, and the top is a pressure head 123. The shape of the top of the pressure head 123 matches the shape of the bottom fixing groove 23 of the piston contact plate 22 in the impact contact plate 2, that is, the pressure head 123 can be inserted into the bottom fixing groove 23 of the piston contact plate 22 for connection.
[0030] The partition contact plate 21 and the chamber partition plate 11, as well as the piston contact plate 22 and the hydraulic piston 12, are all connected with an arc-shaped cross-section. This allows for better alignment after an impact, preventing instability and ensuring proper compression of the chamber partition plate 11 by the partition contact plate 21 and the hydraulic piston 12 by the piston contact plate 22. It should be noted that during stable operation of a high-speed train, the horizontal offset between the two carriages is between a few millimeters and tens of millimeters. The width of the piston contact plate 22 and the partition contact plate 21 is 80mm, and the vertical gap between the piston contact plate 22 and the hydraulic piston 12, and between the partition contact plate 21 and the chamber partition plate 11, is 30-50mm. Due to the small gap, instability and premature breakage of the rods will not occur during a collision. When a collision occurs, a certain horizontal offset exists, and the arc-shaped fixing groove 23 compensates for this offset, achieving alignment.
[0031] As per the instruction manual Figure 3 As shown, the bottom of the entire buffer is the rear pad 3, which has a roughly rectangular cross-section. Corrugated grooves are machined on the surface of the rear pad 3 that contacts the expansion cavity 1. The expansion cavity 1 and the rear pad 3 are connected by welding at the contact points of the corrugated grooves, fixing the rear pad 3 and the expansion cavity 1 together. The back of the rear pad 3 is directly welded to the rear compartment. When an impact occurs, due to the constraint of the corrugated grooves, the wavy shape and contour induce the expansion cavity 1 to expand through line contact during deformation, thereby increasing the deformation surface area and increasing the energy absorption and buffering capacity of the expansion cavity 1.
[0032] Two hydraulic pistons 12 are installed inside the expansion chamber 1. A partition plate 11 is installed on each side of each hydraulic piston 12, thus dividing the entire expansion chamber 1 into five chambers: one for each of the two hydraulic pistons 12, a side chamber formed by the partition plate 11 on the outermost side and the side wall of the expansion chamber 1, and a central chamber. All five chambers are filled with a buffer medium, such as buffer oil. The width of the pressure plate 121 of the hydraulic piston 12 is the same as the distance between the partition plates 11 on its left and right sides, so the hydraulic piston 12 rests on the surface of the buffer medium in the hydraulic chamber. When an impact occurs, the hydraulic piston 12 moves downward, compressing the space of the buffer medium and squeezing it to the left and right sides. The partition plate 11 deforms under the pressure of the contact plate 21 and eventually breaks at the weak point 111, causing the buffer oil in the hydraulic chamber to move to the side chambers and the central chamber.
[0033] Thus, when an impact occurs, the energy of the impact is converted into various forms of energy, including: (1) the elastic potential energy of the spring 24; (2) the kinetic energy of the piston contact plate 22, the hydraulic piston 12, the partition contact plate 21, the chamber partition 11, and the buffer medium; and (3) the potential energy of the deformation of related components. Therefore, the energy of the impact is absorbed layer by layer and weakened at each stage, ultimately achieving the goal of reducing safety accidents and ensuring train safety.
[0034] As per the instruction manual Figure 4 As shown, the partition plate 11 has a weak zone 111, the thickness of which is less than the thickness of other parts. Two vertical weak zones 111 are provided on a partition plate 11 to facilitate breakage when subjected to compression, allowing the buffer oil to flow between the cavities.
[0035] Obviously, considering the stress concentration and weak points in the cavity structure during impact expansion, rounded corners and locally increased wall thickness are adopted at the connections between the cavity walls and partitions in the internal structure. Simultaneously, a polyurea coating can be applied to the entire outer surface of the crash buffer. This coating can increase overall strength and toughness to ensure expansion deformation while preventing splashing during vehicle operation and impact, thus avoiding accidental damage to the cavity.
[0036] As per the instruction manual Figure 5 As shown, regarding the connection relationship: the piston contact plate 22 of the buffer is equipped with a fixing post 25, which can be fixed to the corresponding groove reserved in the front panel of the rear compartment through the fixing post 25; the spring 24 on the partition contact plate 21 is fixed to the corresponding groove reserved in the front panel of the rear compartment, and the rear pad 3 is directly welded to the corresponding groove reserved in the tail panel of the front compartment. Obviously, a front pad can also be set, and the fixing post 25 of the piston contact plate 22 and the spring on the partition contact plate 21 can be fixed to the front pad first, and then the front pad can be welded to the corresponding groove reserved in the front panel of the rear compartment.
[0037] There is no direct fixed connection between the piston contact plate 22 and the hydraulic piston 12, or between the partition contact plate 21 and the chamber partition 11. This is because the distance between the front and rear carriages changes during train operation. If a fixed connection were formed between the piston contact plate 22 and the hydraulic piston 12, or between the partition contact plate 21 and the chamber partition 11, metal fatigue would easily occur under long-term, repeated tensile stress, which would affect their service life and impact their anti-collision performance. The collision alignment between the piston contact plate 22 and the hydraulic piston 12, and between the partition contact plate 21 and the chamber partition 11, is ensured because when a high-speed train is running smoothly, the horizontal offset between the two carriages is between a few millimeters and tens of millimeters. The width of the piston contact plate 22 and the partition contact plate 21 is 80mm, and the vertical gap between the piston contact plate 22 and the hydraulic piston 12, and between the partition contact plate 21 and the chamber partition 11, is 30-50mm. Due to the small gap, instability and premature breakage of the rod will not occur in the event of a collision. When there is a certain horizontal offset during a collision, the arc-shaped fixing groove 23 will compensate for the offset and achieve centering.
[0038] Regarding sealing: Both the hydraulic piston 12 and the partition plate 11 extend from the expansion chamber 1, and a sealing ring must be installed between them and the expansion chamber 1 to prevent buffer oil from overflowing from the connection point. When a collision occurs, both the piston contact plate 22 and the partition plate contact plate 21 press against the expansion chamber 1. This pressing against the surface of the expansion chamber 1, and even deformation of the expansion chamber 1, further compresses and deforms the sealing ring, resulting in a better seal. This ensures that the buffer oil moves to both sides and does not overflow from the connection point.
[0039] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the technical principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.
Claims
1. A multi-level high-speed train anti-collision buffer, characterized in that: It includes an expansion cavity, an impact contact plate, and a rear pad. The front end of the expansion cavity is connected to the impact contact plate, and the rear end is connected to the rear pad. A buffer medium is pre-placed inside the expansion cavity. The expansion chamber is equipped with a hydraulic piston and a partition plate. The hydraulic piston includes a bottom pressure plate, a middle pressure rod, and a top pressure head. The pressure plate is located inside the expansion chamber but is not connected to the bottom of the expansion chamber. The pressure rod extends out of the expansion chamber, and the pressure head is located above the top of the expansion chamber. A partition plate is provided on each of the left and right sides of the hydraulic piston. The bottom end of the partition plate is fixed to the bottom plate of the expansion chamber, and the top extends above the top of the expansion chamber. The partition plate divides the interior of the expansion chamber into multiple chambers. The impact contact plate includes a partition contact plate and a piston contact plate. Several springs are provided on the partition contact plate, which is located directly above the top of the chamber partition. The piston contact plate is located directly above the oil piston head, and the piston contact plate is fixed to the front compartment by springs. The front end of the rear pad is connected to the expansion cavity, and the rear end of the rear pad is fixed to the rear compartment.
2. The multi-level high-speed train anti-collision buffer according to claim 1, characterized in that: The expansion chamber is equipped with two oil pistons.
3. The multi-level high-speed train anti-collision buffer according to claim 2, characterized in that: The partition plate divides the expansion cavity into 5 compartments.
4. A multi-level high-speed train anti-collision buffer according to claim 3, characterized in that: The partition plate has a weak zone, the thickness of which is less than the thickness of other locations.
5. A multi-level high-speed train anti-collision buffer according to claim 4, characterized in that: The bottom of the partition contact plate is an inwardly recessed arc-shaped fixing groove structure, and the top of the cavity partition is an outwardly protruding structure. The top of the cavity partition matches the shape of the fixing groove at the bottom of the partition contact plate.
6. A multi-level high-speed train anti-collision buffer according to claim 4, characterized in that: The bottom of the piston contact plate has an inwardly recessed arc-shaped fixing groove structure, and the pressure head of the oil-pressing piston has an outwardly protruding structure. The shape of the pressure head of the oil-pressing piston matches the fixing groove at the bottom of the piston contact plate.
7. A multi-level high-speed train anti-collision buffer according to claim 5 or 6, characterized in that: The surface of the rear pad that connects to the expansion cavity is provided with a corrugated groove.
8. A multi-level high-speed train anti-collision buffer according to claim 7, characterized in that: The connection points between the hydraulic piston and the top plate of the expansion chamber, and between the partition plate and the top plate of the expansion chamber, are both equipped with seals.
9. A multi-level high-speed train anti-collision buffer according to claim 8, characterized in that: The width of the pressure head in the oil piston is equal to the distance between the left and right side chamber partitions.