A vehicle-mounted CT system

Abstract

This invention relates to the field of vehicle-mounted CT technology, specifically disclosing a vehicle-mounted CT system. The system includes a vehicle-mounted CT main unit and a multi-stage buffer mechanism installed at the bottom of the CT main unit. The multi-stage buffer mechanism includes a base installed inside the vehicle compartment, with a non-contact buffer section on the base and a contact buffer section between the non-contact buffer section and the CT main unit. The contact buffer section secures the CT main unit during normal vehicle operation. Both the non-contact and contact buffer sections are used to progressively buffer energy dissipation during emergency braking. The response time of the non-contact buffer section is either delayed or synchronized with the response time of the contact buffer section. An acceleration sensor connected to a control board is installed on the base, and the control board controls the operation of the non-contact and contact buffer sections. This invention provides multi-stage buffering for the CT main unit during emergency braking, effectively protecting the CT main unit.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle-mounted CT, and in particular to a vehicle-mounted CT system. Background Art

[0002] The CT host in a vehicle-mounted CT is generally installed on an ambulance. When transporting patients, especially emergency patients, the ambulance is generally at a high speed and often needs to stop or brake suddenly during driving. Although the CT host placed on the ambulance is temporarily installed in the ambulance compartment, it is likely to detach after being subjected to a deceleration acceleration exceeding the rated value during transportation, and a collision in the vehicle will cause damage to its appearance and internal parts. Therefore, shock-absorbing and buffering measures are required for the CT host in the driving direction. Existing vehicle-mounted CTs generally have shock-absorbing measures at the bottom, but no relevant shock-absorbing and buffering measures are set in the driving direction, which cannot provide good protection for the CT host in the case of sudden braking. Summary of the invention

[0003] The object of the present invention is to provide a vehicle-mounted CT system, which can generate multi-level buffering for the CT host when the vehicle brakes suddenly and produces an acceleration exceeding the rated deceleration. This can effectively consume the inertial energy caused by sudden braking, and the CT host is not easy to collide with the inner wall of the vehicle, thereby ensuring the integrity of the appearance of the CT host and the internal components are not damaged, thereby reducing the property loss of the hospital.

[0004] In order to solve the above technical problems, the present invention adopts the following solutions:

[0005] A vehicle-mounted CT system includes a vehicle-mounted CT host and a multi-stage buffer mechanism installed at the bottom of the CT host. The multi-stage buffer mechanism includes a base installed in a vehicle compartment, a non-contact buffer portion is provided on the base, a contact buffer portion is provided between the non-contact buffer portion and the CT host, the contact buffer portion fixes the CT host when the vehicle is running normally, the non-contact buffer portion and the contact buffer portion are both used for buffering energy consumption step by step during emergency braking, and the response time of the non-contact buffer portion lags behind or is synchronized with the response time of the contact buffer portion, an acceleration sensor connected to a control panel is provided in the vehicle compartment, and the control panel controls the actions of the non-contact buffer portion and the contact buffer portion.

[0006] In this solution, the core part of the vehicle-mounted CT host system is responsible for performing medical diagnosis tasks such as CT scanning. The multi-level buffer mechanism is used to provide effective buffer protection for the CT host during vehicle driving, especially in sudden situations such as sudden braking, to prevent mechanical damage caused by inertial force. The base is installed in the car to provide a solid foundation for the entire buffer mechanism. The non-contact buffer part is located after the contact buffer part. By generating a buffering effect during sudden braking, its response time lags behind the contact buffer part, and is used to further absorb the remaining impact energy. The contact buffer part is directly connected to the CT host and the base, and maintains stable fixation of the CT host when the vehicle is driving normally. At the same time, it responds quickly in the early stage of sudden braking and initially absorbs impact energy. The acceleration sensor is installed on the base to monitor the acceleration changes of the vehicle in real time, especially in emergency situations such as sudden braking, it can quickly sense and transmit signals. The control board receives the signal of the acceleration sensor, determines whether it is necessary to activate the non-contact buffer part and / or the contact buffer part according to the preset acceleration threshold, and controls their actions to achieve the best buffering effect.

[0007] Working principle: When the vehicle is in normal driving state, the contact buffer part maintains a stable fixation on the CT host, and the non-contact buffer part is in standby state. In the event of an emergency brake, the acceleration sensor detects a signal of a sharp deceleration of the vehicle and transmits this signal to the control board. The control board first activates the contact buffer part based on the received signal, so that it responds quickly and initially absorbs the impact energy. As the impact energy is further transmitted, when the contact buffer part approaches its buffering limit, the non-contact buffer part is activated to continue to absorb the remaining impact energy to ensure that the CT host is not damaged. Or in the event of an emergency brake, when the acceleration generated has exceeded the threshold when the non-contact buffer part is activated, the contact buffer part and the non-contact buffer part are started synchronously to buffer the energy consumption of the CT host at the same time. Therefore, this solution can generate multi-level buffering for the CT host when the vehicle brakes suddenly and generates an acceleration exceeding the rated deceleration. This can effectively consume the inertial energy caused by the emergency brake, and the CT host is not easy to collide with the inner wall of the vehicle, ensuring the integrity of the appearance of the CT host and the internal components are not damaged, thereby reducing the property loss of the hospital.

[0008] Optionally, the contact buffer portion includes a support portion wrapped around the circumference of the CT host, the support portion is filled with fluid, and a wire connected to the vehicle power supply is provided in the fluid. When the vehicle is driving normally, the control board controls the wire to be connected to the power supply, and the fluid is in a fixed state. The support portion fixes the CT host. When the vehicle brakes suddenly, when the acceleration value detected by the acceleration sensor exceeds a first threshold value, the control board controls the wire to be disconnected from the power supply, and the fluid quickly changes from a fixed state to a liquid state, and the support portion provides buffering protection for the CT host.

[0009] Optionally, the support portion is an annular body made of a flexible material, and the annular body is adapted to the shape of the CT host.

[0010] Optionally, the annular body is made of rubber material and has a receiving cavity inside for filling with fluid.

[0011] Optionally, the fluid is a suspension formed by mixing gypsum powder, lime powder, carbon powder, olive oil and water.

[0012] Optionally, the non-contact buffer portion includes a first electromagnet plate and a second electromagnet plate located in the direction of vehicle travel, the first electromagnet plate is fixed on the side wall of the CT main unit, and the second electromagnet plate is fixed on the base, the contact buffer portion is located between the first electromagnet plate and the second electromagnet plate, the first electromagnet plate and the second electromagnet have the same polarity, when the vehicle is driving normally, the first electromagnet plate and the second electromagnet plate are powered on, when the vehicle brakes suddenly, when the acceleration value detected by the acceleration sensor exceeds the second threshold value, the first electromagnet plate and the second electromagnet plate are powered on.

[0013] Optionally, a third electromagnet plate and a fourth electromagnet plate are provided on opposite sides of the first electromagnet plate and the second electromagnet plate, the third electromagnet plate is fixed to the side wall of the CT mainframe, the fourth electromagnet plate is arranged relative to the third electromagnet plate and spaced apart from the third electromagnet plate, the third electromagnet plate and the fourth electromagnet plate have opposite polarities and are in a powered state.

[0014] Optionally, a universal wheel is provided at the bottom of the CT mainframe, a semicircular groove adapted to the universal wheel is provided on the base, the universal wheel is located in the semicircular groove, and the universal wheel of the CT mainframe is pushed into the semicircular groove along the driving direction of the vehicle.

[0015] Optionally, a baffle for limiting the movement of the CT host along the driving direction of the vehicle is provided on the side of the semicircular groove, and the baffle is U-shaped, and the opening is opposite to the driving direction of the vehicle.

[0016] Optionally, an elastic limit rod is provided at the open end of the baffle plate for limiting the movement of the CT host along the direction of vehicle travel, the elastic limit rod is composed of a cross bar and a vertical rod, the vertical rod is fixed at both ends of the cross bar, the cross bar is slidably connected to the baffle plate, the baffle plate is provided with a slide groove allowing the cross bar to slide vertically, the vertical rod passes through the base downward, a spring is sleeved on the vertical rod, and a clamping plate is provided at the bottom end of the vertical rod below the base. When the spring is in a natural state, the height of the cross bar does not exceed the transverse center line of the universal wheel.

[0017] The present invention has the beneficial effects:

[0018] 1. In the present invention, when the vehicle is in normal driving state, the contact buffer part maintains a stable fixation on the CT host, and the non-contact buffer part is in a standby state. In the event of an emergency brake, the acceleration sensor detects a signal of a sharp deceleration of the vehicle and transmits this signal to the control board. The control board first activates the contact buffer part according to the received signal, so that it responds quickly and initially absorbs the impact energy. As the impact energy is further transmitted, when the contact buffer part approaches its buffering limit, the non-contact buffer part is activated to continue to absorb the remaining impact energy, thereby ensuring that the CT host is protected from damage. Or in the event of an emergency brake, when the acceleration generated has exceeded the threshold when the non-contact buffer part is activated, the contact buffer part and the non-contact buffer part are synchronously activated to simultaneously buffer the energy consumption of the CT host. Therefore, this solution can generate multi-level buffering for the CT host when the vehicle brakes suddenly and generates an acceleration exceeding the rated deceleration. This can effectively consume the inertial energy caused by the emergency brake, and the CT host is not easy to collide with the inner wall of the vehicle, thereby ensuring the integrity of the appearance of the CT host and the protection of internal components from damage, thereby reducing the property loss of the hospital. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 It is a structural schematic diagram of the present invention;

[0020] Figure 2 is a schematic diagram of the structure of the baffle;

[0021] Figure 3 It is a front view structural schematic diagram of the assembly of the baffle plate and the elastic limiting rod;

[0022] Figure 4 It is a schematic diagram of the side view structure of the assembly of the baffle and the elastic limiting rod.

[0023] Figure markings: 1-vehicle, 2-base, 3-semicircular groove, 4-baffle, 5-universal wheel, 6-elastic limiting rod, 601-cross bar, 602-vertical rod, 603-spring, 604-card, 7-fourth electromagnet plate, 8-fluid, 9-support part, 10-third electromagnet plate, 11-CT host, 12-first electromagnet plate, 13-wire, 14-second electromagnet plate, 15-slide. DETAILED DESCRIPTION

[0024] The present invention will be further described in detail below in conjunction with embodiments and drawings, but the embodiments of the present invention are not limited thereto.

[0025] In the description of the present invention, it should be noted that the terms "center", "up", "down", "left", "right", "vertical", "longitudinal", "lateral", "horizontal", "inside", "outside", "front", "back", "top", "bottom" and the like indicate directions or positional relationships based on the directions or positional relationships shown in the accompanying drawings, or are the directions or positional relationships in which the inventive product is usually placed when used. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore should not be understood as a limitation on the present invention.

[0026] In the description of the present invention, it is also necessary to explain that, unless otherwise clearly specified and limited, the terms "disposed", "opened", "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0027] A vehicle-mounted CT system includes a vehicle-mounted CT host 11, and also includes a multi-stage buffer mechanism installed at the bottom of the CT host 11. The multi-stage buffer mechanism includes a base 2 installed in a vehicle compartment, a non-contact buffer portion is provided on the base 2, a contact buffer portion is provided between the non-contact buffer portion and the CT host 11, the contact buffer portion fixes the CT host 11 when the vehicle 1 is driving normally, the non-contact buffer portion and the contact buffer portion are both used to buffer energy consumption step by step during emergency braking, and the response time of the non-contact buffer portion lags behind or is synchronized with the response time of the contact buffer portion, an acceleration sensor connected to a control panel is provided in the vehicle compartment, and the control panel controls the actions of the non-contact buffer portion and the contact buffer portion.

[0028] In this embodiment, Figure 1As shown, the core part of the vehicle-mounted CT host 11 system is responsible for performing medical diagnosis tasks such as CT scanning. The multi-level buffer mechanism is used to provide effective buffer protection for the CT host 11 during the driving of the vehicle 1, especially in sudden situations such as sudden braking, to prevent mechanical damage caused by inertial force. The base 2 is installed in the car to provide a stable foundation for the entire buffer mechanism. The non-contact buffer part is located after the contact buffer part. By generating a buffering effect during sudden braking, its response time lags behind the contact buffer part, and is used to further absorb the remaining impact energy. The contact buffer part directly connects the CT host 11 and the base 2, maintains stable fixation of the CT host 11 when the vehicle 1 is driving normally, and responds quickly in the early stage of sudden braking to initially absorb impact energy. The acceleration sensor is installed on the base 2, and is used to monitor the acceleration changes of the vehicle 1 in real time. In particular, in emergency situations such as sudden braking, it can quickly sense and transmit signals. The control board receives the signal of the acceleration sensor, determines whether it is necessary to activate the non-contact buffer part and / or the contact buffer part according to a preset acceleration threshold, and controls their actions to achieve the best buffering effect.

[0029] Working principle: When the vehicle 1 is in normal driving state, the contact buffer part maintains a stable fixation on the CT host 11, and the non-contact buffer part is in a standby state. In the case of emergency braking, the acceleration sensor detects the signal of the vehicle 1 decelerating sharply, and transmits this signal to the control board. According to the received signal, the control board first activates the contact buffer part to make it respond quickly and initially absorb the impact energy. With the further transmission of the impact energy, when the contact buffer part approaches its buffering limit, the non-contact buffer part is activated to continue to absorb the remaining impact energy, ensuring that the CT host 11 is not damaged. Or in the case of emergency braking, when the acceleration generated has exceeded the threshold when the non-contact buffer part is started, the contact buffer part and the non-contact buffer part are started synchronously to buffer the energy consumption of the CT host 11 step by step. Therefore, this scheme can generate multi-level buffering for the CT host 11 when the vehicle 1 brakes suddenly and generates an acceleration exceeding the rated deceleration. In this way, the inertial energy caused by the emergency braking can be effectively consumed. The CT host 11 is not easy to collide with the inner wall of the vehicle 1, ensuring the integrity of the appearance of the CT host 11 and the internal parts are not damaged, reducing the property loss of the hospital.

[0030] Furthermore, the contact buffer portion includes a support portion 9 wrapped around the CT host 11, the support portion 9 is filled with a fluid 8, and a wire 13 connected to the power supply of the vehicle 1 is provided in the fluid 8. When the vehicle 1 is driving normally, the control board controls the wire 13 to be connected to the power supply, and the fluid 8 is in a fixed state. The support portion 9 plays a fixing role for the CT host 11. When the vehicle 1 brakes suddenly, when the acceleration value detected by the acceleration sensor exceeds a first threshold value, the control board controls the wire 13 to be disconnected from the power supply, and the fluid 8 quickly changes from a fixed state to a liquid state, and the support portion 9 provides buffering protection for the CT host 11.

[0031] The specific buffering principle of the contact buffer part: the support part 9 is a structure surrounding the CT mainframe 11, which is used to provide support and fixation for the CT mainframe 11 during the driving process of the vehicle 1. The support part 9 is filled with a special fluid 8. This fluid 8 can change its physical state (such as from solid to liquid) under certain conditions. The fluid 8 is provided with a wire 13 connected to the power supply of the vehicle 1. The wire 13 is connected or disconnected with the power supply under the control of the control board. The wire 13 is a bare copper wire. When the vehicle 1 is driving normally: the control board controls the wire 13 to remain connected to the power supply of the vehicle 1. Due to the electric field generated by the current, the fluid 8 remains in a fixed state, which enables the support part 9 to firmly fix the CT mainframe 11. When the vehicle 1 brakes suddenly: the acceleration sensor monitors the acceleration change of the vehicle 1 in real time. When the detected acceleration value exceeds the preset first threshold value, the acceleration sensor transmits a signal to the control board. After receiving the signal, the control board quickly controls the wire 13 to be disconnected from the power supply. After the current in the wire 13 is disconnected, the fluid 8 loses the effect of the electric field and quickly changes from a fixed state to a liquid state (or a state with lower viscosity), so that the support part 9 becomes an elastic support part 9. This state change enables the support part 9 to absorb the impact energy of the CT host 11 during sudden braking, thereby providing effective buffer protection for the CT host 11. By controlling the on and off of the wire 13, the rapid change of the state of the fluid 8 is achieved, so as to quickly respond to emergency situations such as sudden braking. The change of the state of the fluid 8 can absorb a large amount of impact energy and effectively reduce the impact on the CT host 11 during sudden braking. Combined with the use of the acceleration sensor and the control board, intelligent control of the buffer system is realized, and the reliability and safety of the system are improved.

[0032] Furthermore, the support portion 9 is an annular body made of a flexible material, and the annular body is adapted to the shape of the CT host 11. Specifically, the bottom of the CT host 11 is a structure similar to a rectangular block, and the annular body is adapted to the shape of the rectangular block, and is also a rectangular ring shape, so that the wrapping of the CT host 11 is stronger, and the stability of the CT host 11 in the vehicle 1 is better during normal driving.

[0033] Furthermore, the annular body is made of rubber material and has a receiving cavity inside for filling the fluid 8 .

[0034] Furthermore, the fluid 8 is a suspension formed by mixing gypsum powder, lime powder, carbon powder, olive oil and water.

[0035] Furthermore, the non-contact buffer portion includes a first electromagnet plate 12 and a second electromagnet plate 14 located in the driving direction of the vehicle 1, the first electromagnet plate 12 is fixed on the side wall of the CT mainframe 11, and the second electromagnet plate 14 is fixed on the base 2, and the contact buffer portion is located between the first electromagnet plate 12 and the second electromagnet plate 14, and the polarity of the first electromagnet plate 12 and the second electromagnet is the same. When the vehicle 1 is driving normally, the first electromagnet plate 12 and the second electromagnet plate 14 are powered off. When the vehicle 1 brakes suddenly, when the acceleration value detected by the acceleration sensor exceeds the second threshold, the first electromagnet plate 12 and the second electromagnet plate 14 are powered on.

[0036] The specific working principle of the non-contact buffer part: the first electromagnetic plate 12 is fixed on the right side wall of the CT mainframe 11. As a part of the non-contact buffer mechanism, the second electromagnetic plate 14 is fixed on the base 2, opposite to the first electromagnetic plate 12. The contact buffer part is located between the first electromagnetic plate 12 and the second electromagnetic plate 14. The polarities of the first electromagnetic plate 12 and the second electromagnetic plate 14 are set to be the same. When power is turned on, the first electromagnetic plate 12 and the second electromagnetic plate 14 will repel each other, thereby generating a non-contact buffer force.

[0037] Working principle: When the vehicle 1 is driving normally, the first electromagnet plate 12 and the second electromagnet plate 14 are both in a power-off state, so no electromagnetic force is generated between them. The CT host 11 is mainly supported, fixed and buffered by the contact buffer part. When the vehicle 1 brakes suddenly, the acceleration sensor monitors the acceleration change of the vehicle 1 in real time. When the detected acceleration value exceeds the preset second threshold value (this threshold value is usually higher than the first threshold value to ensure that the non-contact buffer part is activated only in more urgent situations), the acceleration sensor transmits the signal to the control board. After receiving the signal, the control board quickly controls the first electromagnet plate 12 and the second electromagnet plate 14 to be energized. Since the two electromagnet plates have the same polarity, they will generate mutually repulsive electromagnetic force after power-on. This repulsive force will form a non-contact buffer layer to further absorb impact energy and protect the CT host 11 from damage. The non-contact buffering realizes non-contact buffering protection through electromagnetic force, avoiding the mechanical wear and noise that may be caused by the traditional contact buffering. Combined with the contact buffering part, it forms a multi-level buffering system, which can provide more comprehensive protection under impacts of different intensities. Combined with the use of acceleration sensors and control boards, it realizes intelligent control of the buffering system and improves the response speed and accuracy of the system.

[0038] Furthermore, a third electromagnet plate 10 and a fourth electromagnet plate 7 are provided on opposite sides of the first electromagnet plate 12 and the second electromagnet plate 14. The third electromagnet plate 10 is fixed to the side wall of the CT mainframe 11, and the fourth electromagnet plate 7 is arranged relatively spaced from the third electromagnet plate 10. The third electromagnet plate 10 and the fourth electromagnet plate 7 have opposite polarities and are in a powered state.

[0039] Specifically, the first electromagnet plate 12 is fixed on the right side wall of the CT mainframe 11, opposite to the second electromagnet plate 14.

[0040] The second electromagnet plate 14 is fixed on the base 2, opposite to the first electromagnet plate 12. When braking suddenly, the first electromagnet plate 12 and the second electromagnet plate 14 are energized and generate repulsive force. The third electromagnet plate 10 is fixed on the left side wall of the CT mainframe 11. The fourth electromagnet plate 7 is arranged relatively spaced from the third electromagnet plate 10. The third electromagnet plate 10 and the fourth electromagnet plate 7 have opposite polarities and are always energized. Normal driving state: The third electromagnet plate 10 and the fourth electromagnet plate 7 remain energized. Since they have opposite polarities, a continuous attraction will be generated between them. This attraction may be used to help stabilize the CT mainframe 11 and reduce vibration or shaking when the vehicle 1 is driving normally. The first electromagnet plate 12 and the second electromagnet plate 14 are in a power-off state and do not generate electromagnetic force. Emergency braking state: When the acceleration sensor detects that the vehicle 1 brakes suddenly and the acceleration value exceeds the preset second threshold value, the control board will respond quickly to energize the first electromagnet plate 12 and the second electromagnet plate 14. Since the first and second electromagnet plates 14 have the same polarity, a repulsive force will be generated between them, providing non-contact buffer protection for the CT host 11. At the same time, the attraction between the third and fourth electromagnet plates 7 still exists to offset part of the inertia force of the CT host 11 in the driving direction. By combining the repulsive force and the attractive force, the system provides more comprehensive protection for the CT host 11.

[0041] Furthermore, a universal wheel 5 is provided at the bottom of the CT mainframe 11, and a semicircular groove 3 adapted to the universal wheel 5 is provided on the base 2. The universal wheel 5 is located in the semicircular groove 3, and the universal wheel 5 of the CT mainframe 11 is pushed into the semicircular groove 3 along the driving direction of the vehicle 1.

[0042] Specifically, Figure 1 As shown, the universal wheel 5 is installed at the bottom of the CT mainframe 11, allowing the CT mainframe 11 to move in multiple directions in the horizontal plane, so that the CT mainframe 11 can be moved to the outside of the vehicle 1 for use. The semicircular groove 3 is designed on the base 2, and the shape matches the universal wheel 5, which is used to receive and limit the movement range of the universal wheel 5. Align the universal wheel 5 at the bottom of the CT mainframe 11 with the semicircular groove 3 on the base 2, and push it into the groove along the driving direction of the vehicle 1 (or the predetermined installation direction).

[0043] After the universal wheel 5 enters the semicircular groove 3, its range of motion is limited within the track of the groove, thereby achieving the initial positioning of the CT host 11 in the vehicle 1. When the CT host 11 is placed on the base 2 and the universal wheel 5 is completely embedded in the semicircular groove 3, the CT host 11 obtains good stability. The design of the groove helps to prevent unnecessary shaking or displacement of the CT host 11 during driving.

[0044] Furthermore, a baffle 4 for limiting the movement of the CT host 11 along the driving direction of the vehicle 1 is provided on the side of the semicircular groove 3 . The baffle 4 is U-shaped, and its opening is opposite to the driving direction of the vehicle 1 .

[0045] Specifically, Figure 2 As shown, the baffle 4 is U-shaped, and its opening is opposite to the driving direction of the vehicle 1, which means that the baffle 4 spans the side of the semicircular groove 3 to form a backward barrier to prevent the CT host 11 from accidentally moving in the driving direction of the vehicle 1. If the CT host 11 attempts to move in the driving direction of the vehicle 1, the baffle 4 will serve as a physical barrier to prevent it from moving further. The combination of the baffle 4 and the semicircular groove 3 provides double protection for the CT host 11: the semicircular groove 3 limits the lateral movement of the universal wheel 5, and the baffle 4 limits the movement of the CT host 11 in the driving direction of the vehicle 1. This design makes the CT host 11 more stable and safe inside the vehicle 1. If the baffle 4 is broken by the CT host 11 during emergency braking, the contact buffer and the non-contact buffer are needed to play a buffering and energy-dissipating role.

[0046] Furthermore, an elastic limiting rod 6 for limiting the movement of the CT host 11 along the driving direction of the vehicle 1 is provided at the open end of the baffle 4. The elastic limiting rod 6 is composed of a cross bar 601 and a vertical rod 602. The vertical rod 602 is fixed at both ends of the cross bar 601. The cross bar 601 is slidably connected to the baffle 4. The baffle 4 is provided with a slide groove 15 for allowing the cross bar 601 to slide vertically. The vertical rod 602 passes through the base 2 downward. A spring 603 is sleeved on the vertical rod 602. A clamping plate 604 located below the base 2 is provided at the bottom end of the vertical rod 602. When the spring 603 is in a natural state, the height of the cross bar 601 does not exceed the transverse center line of the universal wheel 5.

[0047] Specifically, Figure 3 and Figure 4As shown, the cross bar 601 is the main part of the elastic limiting rod 6, which is slidably connected with the slide groove 15 of the baffle 4, allowing the cross bar 601 to move in the vertical direction, and the vertical rod 602 is fixed at both ends of the cross bar 601 and penetrates the base 2 downward. The vertical rod 602 not only provides support for the cross bar 601, but also forms a connection with the base 2 through a spring 603 and a clamping plate 604. The cross bar 601 and the vertical rod 602 are both round rods. The baffle 4 is provided with a vertical slide groove 15, and the slide groove 15 is a U-shaped groove, allowing the cross bar 601 to slide vertically therein. A spring 603 is sleeved on the vertical rod 602, and the spring 603 is located between the top of the base 2 and the bottom of the cross bar 601. The function of the spring 603 is to provide elastic force so that the cross bar 601 can be maintained at a specific position when not subjected to external force. A clamping plate 604 is provided at the bottom end of the vertical rod 602, and the clamping plate 604 is located at the base 2 At the bottom, the card plate 604 is fixedly connected to the vertical rod 602 to limit the position of the vertical rod 602 below the base 2 to prevent it from falling off. When the CT mainframe 11 is pushed into the semicircular groove 3 along the driving direction of the vehicle 1, the universal wheel 5 will contact the cross bar 601. As the CT mainframe 11 is further pushed in, the universal wheel 5 will apply a downward force to the cross bar 601, so that the cross bar 601 moves downward along the slide groove 15 and compresses the spring 603. When the CT mainframe 11 is completely pushed into the semicircular groove 3 and the universal wheel 5 is located at the bottom of the groove, the cross bar 601 slides upward under the action of the spring 603 to block the universal wheel 5 from moving backward. When the spring 603 is in a natural state, the height of the cross bar 601 does not exceed the horizontal center line of the universal wheel 5, so that it is convenient for the universal wheel 5 to press the cross bar 601 downward, thereby facilitating the CT mainframe 11 to be pushed into the semicircular groove 3.

[0048] The above description is only a preferred embodiment of the present invention and does not limit the present invention in any form. According to the technical essence of the present invention, within the spirit and principles of the present invention, any simple modification, equivalent replacement and improvement made to the above embodiment still falls within the protection scope of the technical solution of the present invention.

Claims

1. A vehicle-mounted CT system, comprising a vehicle-mounted CT host (11), characterized in that: The vehicle further comprises a multi-stage buffer mechanism installed at the bottom of the CT host (11), the multi-stage buffer mechanism comprising a base (2) installed in the vehicle compartment, a non-contact buffer portion being provided on the base (2), a contact buffer portion being provided between the non-contact buffer portion and the CT host (11), the contact buffer portion being fixed to the CT host (11) when the vehicle (1) is running normally, the non-contact buffer portion and the contact buffer portion both being used to buffer energy consumption step by step during sudden braking, and the response time of the non-contact buffer portion being delayed or synchronized with the response time of the contact buffer portion, an acceleration sensor connected to a control panel being provided in the vehicle compartment, and the control panel controlling the actions of the non-contact buffer portion and the contact buffer portion; The contact buffer portion includes a support portion (9) wrapped around the circumference of the CT host (11), the support portion (9) is filled with a fluid (8), and a wire (13) connected to the power supply of the vehicle (1) is provided in the fluid (8). When the vehicle (1) is running normally, the control panel controls the wire (13) to be connected to the power supply, the fluid (8) is in a fixed state, and the support portion (9) plays a fixing role on the CT host (11). When the vehicle (1) brakes suddenly, when the acceleration value detected by the acceleration sensor exceeds a first threshold value, the control panel controls the wire (13) to be disconnected from the power supply, the fluid (8) quickly changes from a fixed state to a liquid state, and the support portion (9) provides buffer protection for the CT host (11); The non-contact buffer portion includes a first electromagnet plate (12) and a second electromagnet plate (14) located in the direction of travel of the vehicle (1), the first electromagnet plate (12) being fixed on the side wall of the CT host (11), and the second electromagnet plate (14) being fixed on the base (2), the contact buffer portion being located between the first electromagnet plate (12) and the second electromagnet plate (14), the first electromagnet plate (12) and the second electromagnet having the same polarity, when the vehicle (1) is traveling normally, the first electromagnet plate (12) and the second electromagnet plate (14) are powered off, and when the vehicle (1) brakes suddenly, the acceleration value detected by the acceleration sensor exceeds a second threshold value, the first electromagnet plate (12) and the second electromagnet plate (14) are powered on.

2. The vehicle-mounted CT system according to claim 1, characterized in that: The support portion (9) is an annular body made of a flexible material, and the annular body is adapted to the shape of the CT main unit (11).

3. The vehicle-mounted CT system according to claim 2, characterized in that: The annular body is made of rubber material and has an accommodating cavity inside for filling a fluid (8).

4. The vehicle-mounted CT system according to claim 1, characterized in that: The fluid (8) is a suspension formed by mixing gypsum powder, lime powder, carbon powder, olive oil and water.

5. The vehicle-mounted CT system according to claim 1, characterized in that: A third electromagnet plate (10) and a fourth electromagnet plate (7) are provided on opposite sides of the first electromagnet plate (12) and the second electromagnet plate (14); the third electromagnet plate (10) is fixed to the side wall of the CT main unit (11); the fourth electromagnet plate (7) is spaced apart from the third electromagnet plate (10); the third electromagnet plate (10) and the fourth electromagnet plate (7) have opposite polarities and are in an energized state.

6. The vehicle-mounted CT system according to claim 1, characterized in that: The bottom of the CT main unit (11) is provided with a universal wheel (5), and the base (2) is provided with a semicircular groove (3) adapted to the universal wheel (5). The universal wheel (5) is located in the semicircular groove (3), and the universal wheel (5) of the CT main unit (11) is pushed into the semicircular groove (3) along the driving direction of the vehicle (1).

7. The vehicle-mounted CT system according to claim 6, characterized in that: A baffle (4) for limiting the movement of the CT main unit (11) along the travel direction of the vehicle (1) is provided on the side of the semicircular groove (3); the baffle (4) is U-shaped, and its opening is opposite to the travel direction of the vehicle (1).

8. The vehicle-mounted CT system according to claim 7, characterized in that: The open end of the baffle (4) is provided with an elastic limiting rod (6) for limiting the movement of the CT main unit (11) along the driving direction of the vehicle (1). The elastic limiting rod (6) is composed of a horizontal rod (601) and a vertical rod (602). The vertical rod (602) is fixed to both ends of the horizontal rod (601). The horizontal rod (601) is slidably connected to the baffle (4). The baffle (4) is provided with a sliding groove (15) for allowing the horizontal rod (601) to slide vertically. The vertical rod (602) passes through the base (2) downward. A spring (603) is sleeved on the vertical rod (602). A clamping plate (604) located below the base (2) is provided at the bottom end of the vertical rod (602). When the spring (603) is in a natural state, the height of the horizontal rod (601) does not exceed the horizontal center line of the universal wheel (5).

Images