Rail-mounted transport vehicle and anti-collision device thereof

Abstract

The invention discloses a rail-mounted transport vehicle and an anti-collision device thereof, and relates to the technical field of rail-mounted transport vehicles. The anti-collision device of the rail type transport vehicle comprises a vehicle body, a mounting frame, a piston rod and an anti-collision plate, the mounting frame is arranged at the front end of the vehicle body, a plurality of first grooves are formed in the mounting frame at intervals, the first grooves penetrate through one side of the mounting frame, second grooves are formed in the first grooves, exhaust pipes are arranged in the second grooves, and the piston rod is arranged on the piston rod. One end of the exhaust pipe penetrates through the groove bottom of the second groove and extends out of the mounting frame, the piston rods correspond to the first grooves one to one and are arranged in the first grooves in a sliding mode, and the ends, located in the first grooves, of the piston rods are in sealing fit with the side walls of the first grooves; the anti-collision plate is arranged on the side, away from the mounting frame, of the piston rod. According to the anti-collision device of the rail-mounted transport vehicle, flexible conversion of impact energy can be achieved, impact peak force can be effectively reduced, and rebounding or secondary collision of the vehicle is avoided.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transport vehicles, and in particular to a rail transport vehicle and an anti-collision device thereof. Background Art

[0002] With the continuous improvement of industrial automation and intelligence, rail-mounted transport vehicles have been widely used in multiple industries such as mining, ports, logistics and warehousing due to their high efficiency, stability and strong carrying capacity. These vehicles usually need to operate in complex and changing environments, such as narrow tracks, changeable weather conditions and possible obstacles. These factors have put higher requirements on the safety performance of the vehicles. In order to improve the safety of rail-mounted transport vehicles, the anti-collision capability of the transport vehicles must be improved.

[0003] In related technologies, the anti-collision technology of rail transport vehicles mainly relies on traditional mechanical buffer devices and simple sensor warning systems. Mechanical buffer devices such as spring buffers and hydraulic buffers can absorb collision energy to a certain extent, but their buffering effect is often limited by the physical properties of the buffering material, and it is difficult to achieve flexible conversion and precise control of impact energy. When a collision occurs, these devices often cannot effectively reduce the peak impact force, which can easily cause the vehicle to rebound or a secondary collision, thereby exacerbating the consequences of the accident. Traditional sensor warning systems are mostly based on single sensors such as ultrasonic sensors and infrared sensors. Their detection range and accuracy are limited, especially in complex environments such as rainy and foggy weather and insufficient light. The false alarm rate and missed alarm rate are high, making it difficult to provide timely and accurate collision warnings. Summary of the Invention

[0004] The present invention aims to solve one of the technical problems in the related art at least to a certain extent.

[0005] To this end, an embodiment of the present invention proposes a rail-type transport vehicle anti-collision device, which can achieve flexible conversion of impact energy and effectively reduce the peak impact force, thereby avoiding rebound or secondary collision of the vehicle.

[0006] An embodiment of the present invention further provides a rail-type transport vehicle.

[0007] The anti-collision device for a rail-mounted transport vehicle according to an embodiment of the present invention comprises:

[0008] body;

[0009] a mounting frame, the mounting frame being disposed at the front end of the vehicle body, the mounting frame being provided with a plurality of first slots spaced apart along a first direction, the first slots extending along a second direction perpendicular to the first direction and penetrating a side of the mounting frame, a second slot extending along a third direction being provided within the first slot, an exhaust pipe being provided within the second slot, the flow cross-sectional area of the air inlet of the exhaust pipe being adjustable, the other end of the exhaust pipe penetrating the bottom of the second slot and extending out of the mounting frame;

[0010] a piston rod, the piston rod being arranged in a one-to-one correspondence with the first groove and being slidably disposed in the first groove, wherein one end of the piston rod located in the first groove is in sealing engagement with a side wall of the first groove;

[0011] An anti-collision plate is arranged on a side of the piston rod away from the mounting frame.

[0012] The anti-collision device for rail-mounted transport vehicles of the embodiment of the present invention can realize flexible conversion of impact energy and effectively reduce the peak impact force, thereby avoiding rebound or secondary collision of the vehicle.

[0013] In some embodiments, a cylinder is provided in a one-to-one correspondence with the first groove, and the cylinder is connected to an air pipe, and the other end of the air pipe is connected to the corresponding first groove.

[0014] In some embodiments, a limiting ring is provided on a side of the first groove away from the vehicle body, and one end of the piston rod disposed in the first groove is engaged with the limiting ring in the second direction.

[0015] In some embodiments, a sealing plate is fixedly provided at the air inlet end of the exhaust pipe, the cross-section of the sealing plate is fan-shaped and the corresponding central angle is not greater than 180°, and an adjustment plate is rotatably provided on the side of the sealing plate away from the first groove, the cross-section of the adjustment plate is fan-shaped, and the sum of the angle of the circular angle corresponding to the cross-section of the sealing plate and the angle of the central angle corresponding to the cross-section of the adjustment plate is not less than 360°.

[0016] In some embodiments, it includes a support frame and a drive motor, the support frame is fixedly arranged on the exhaust pipe and forms an exhaust channel for air to pass through between the support frame and the side wall of the exhaust pipe, the drive motor is fixedly arranged on the support frame, and the output end of the drive motor is fixedly connected to the adjustment plate.

[0017] In some embodiments, it includes an electrically connected camera, a laser radar, a processor, a controller and a battery, the controller is electrically connected to the drive motor and the cylinder respectively, the camera is used to collect image information and transmit it to the processor, the laser radar is used to collect distance information and transmit it to the processor, the processor is used to analyze the received information and send the processing results to the controller, and the controller is used to control the operation of the cylinder and the drive motor.

[0018] In some embodiments, a protective frame is included, and a protective cover that can be opened and closed is provided on the protective frame. The camera, the laser radar, the processor, the controller and the battery are arranged in the protective frame, and a transparent frame is provided on the protective cover corresponding to the camera and the laser radar.

[0019] In some embodiments, a buffer plate is included, which is fixed to a side of the anti-collision plate close to the vehicle body, and the buffer plate is used to undergo plastic deformation at the front end of the vehicle body when a collision occurs.

[0020] In some embodiments, the anti-collision plate is arranged at an angle, and a first mounting plate and a second mounting plate are fixedly connected to the anti-collision plate, the first mounting plate is fixedly connected to the piston rod, the second mounting plate is fixedly connected to the buffer plate, and the other end of the buffer plate is fixedly connected to the vehicle body.

[0021] The rail-mounted transport vehicle of the embodiment of the present invention includes the rail-mounted transport vehicle anti-collision device of any one of the above-mentioned embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 It is a schematic structural diagram of a rail-mounted transport vehicle anti-collision device according to an embodiment of the present invention.

[0023] Figure 2 It is a schematic diagram of the connection of the anti-collision plate in the anti-collision device of the rail-type transport vehicle according to an embodiment of the present invention.

[0024] Figure 3 It is a schematic diagram of the connection between the mounting frame and the piston rod in the anti-collision device for a rail-mounted transport vehicle according to an embodiment of the present invention.

[0025] Figure 4 Schematic diagram of the installation of the exhaust pipe in the anti-collision device of the rail-mounted transport vehicle according to an embodiment of the present invention.

[0026] Reference numerals:

[0027] Car body 1;

[0028] Mounting frame 2; first slot 21; second slot 22;

[0029] Piston rod 3;

[0030] Anti-collision plate 4; first mounting plate 41; second mounting plate 42;

[0031] Exhaust pipe 5; sealing plate 51; regulating plate 52;

[0032] Cylinder 6; Gas pipe 61;

[0033] Support frame 7;

[0034] Drive motor 8;

[0035] Protective frame 9; protective cover 91; transparent frame 92;

[0036] Buffer plate 10. DETAILED DESCRIPTION

[0037] The embodiments of the present invention are described in detail below, and examples of the embodiments are shown in the accompanying drawings. The embodiments described below with reference to the accompanying drawings are exemplary and intended to be used to explain the present invention, but should not be understood as limiting the present invention.

[0038] like Figure 1 、 Figure 2 、 Figure 3 and Figure 4 As shown, the anti-collision device for a rail-type transport vehicle according to an embodiment of the present invention includes a vehicle body 1, a mounting frame 2, a piston rod 3, and an anti-collision plate 4. The mounting frame 2 is provided at the front end of the vehicle body 1, with the width direction of the vehicle body 1 being defined as a first direction and the length direction of the vehicle body 1 being defined as a second direction. A plurality of first grooves 21 are provided on the mounting frame 2 at intervals along the first direction. The first grooves 21 extend along a second direction perpendicular to the first direction and penetrate the mounting frame 2. A second groove 22 extending along a third direction is provided within the first groove 21. An exhaust pipe 5 is provided within the second groove 22. One end of the exhaust pipe 5 penetrates the bottom of the second groove 22 and extends out of the mounting frame 2. The piston rod 3 is provided in a one-to-one correspondence with the first groove 21 and is slidably provided in the first groove 21. The end of the piston rod 3 located in the first groove 21 is sealed with the side wall of the first groove 21. The anti-collision plate 4 is provided on the side of the piston rod 3 away from the mounting frame 2.

[0039] When the rail-type transport vehicle anti-collision device of the embodiment of the present invention is in use, the anti-collision plate 4 contacts the obstacle and is driven to move toward the vehicle body 1 under the action of the impact force. The piston rod 3 moves in the first groove 21 to compress the gas to form a gas buffer system. At the same time, part of the gas in the first groove 21 is discharged through the exhaust pipe 5, which can realize the flexible conversion and absorption of impact energy, thereby effectively reducing the impact peak force, avoiding vehicle rebound, and improving collision safety.

[0040] The anti-collision device for rail-mounted transport vehicles of the embodiment of the present invention can realize flexible conversion of impact energy and effectively reduce the peak impact force, thereby avoiding rebound or secondary collision of the vehicle.

[0041] Optionally, the third direction is perpendicular to both the first direction and the second direction, that is, the third direction is the height direction of the vehicle body 1, so that the exhaust pipe 5 passes through the ground of the second groove 22 in the vertical direction, so that the gas discharged from the exhaust pipe 5 is sprayed to the ground to avoid damage to other personnel or equipment, which is safe and reliable.

[0042] Optionally, one end of the exhaust pipe 5 extending out of the protective frame 9 is set in a conical shape, and the cross-sectional diameter decreases in the direction away from the first groove 21. By setting the exhaust end of the exhaust pipe 5 to be conical, the exhaust speed of the exhaust pipe 5 is further limited, thereby increasing the buffering capacity of the device.

[0043] Optionally, two or three first grooves 21 are provided.

[0044] Optionally, two, three or four exhaust pipes 5 are provided. The plurality of exhaust pipes 5 can increase the adjustment range of the gas discharge speed in the first tank 21 , thereby facilitating precise control to ensure effective buffering of the gas in the first tank 21 .

[0045] In some embodiments, as Figure 3 As shown, it includes cylinders 6 arranged in one-to-one correspondence with the first grooves 21 , and the cylinders 6 are connected to air pipes 61 , and the other end of the air pipes 61 is connected to the corresponding first grooves 21 .

[0046] The gas cylinder 6 and the gas pipe 61 are provided, and gas can be delivered to the corresponding first groove 21 through the gas cylinder 6, thereby adjusting the gas pressure in the first groove 21 to improve the maximum buffering capacity of the device when in use.

[0047] In some embodiments, a limiting ring is provided on a side of the first groove 21 away from the vehicle body 1 , and one end of the piston rod 3 disposed in the first groove 21 is stopped and engaged with the limiting ring in the second direction.

[0048] Specifically, a piston head is provided at the end of the piston rod 3, and the piston head cooperates with a limit ring to prevent the piston rod 3 from falling out of the first groove 21 when the piston rod 3 is reset. A sealing gas ring is provided on the peripheral side of the piston head, and the sealing between the piston head and the groove wall of the first groove 21 is improved by the sealing gas ring. At the same time, when gas is transported into the first groove 21 through the cylinder 6, the piston rod 3 is driven to move to achieve the reset of the piston rod 3, and the operation is convenient.

[0049] In some embodiments, as Figure 4 As shown, a sealing plate 51 is fixedly provided at the air inlet end of the exhaust pipe 5, the cross section of the sealing plate 51 is fan-shaped and the corresponding central angle is not greater than 180°, and an adjusting plate 52 is rotatably provided on the side of the sealing plate 51 away from the first groove 21, the cross section of the adjusting plate 52 is fan-shaped, and the sum of the angle of the circular angle corresponding to the cross section of the sealing plate 51 and the angle of the central angle corresponding to the cross section of the adjusting plate 52 is not less than 360°.

[0050] Specifically, a sealing plate 51 is fixedly provided at the end of the exhaust pipe 5 to partially block the air inlet of the exhaust pipe 5, so that a through hole is formed at the end of the exhaust pipe 5. The adjusting plate 52 is rotatably arranged on the side of the sealing plate 51 away from the first slot 21. By rotating the adjusting plate 52, the blocking area of the through hole can be adjusted, and the flow cross-sectional area of the air inlet of the exhaust pipe 5 and the gas discharge speed in the first slot 21 can be adjusted, thereby forming controllable damping, realizing the conversion of kinetic energy into thermal energy, and adjusting the buffering capacity of the device.

[0051] In some embodiments, as Figure 4 As shown, it includes a support frame 7 and a drive motor 8. The support frame 7 is fixedly arranged on the exhaust pipe 5 and forms an exhaust channel for air to pass through between the support frame 7 and the side wall of the exhaust pipe 5. The drive motor 8 is fixedly arranged on the support frame 7, and the output end of the drive motor 8 is fixedly connected to the adjustment plate 52.

[0052] Specifically, the support frame 7 includes a plurality of ribs fixedly connected to the exhaust pipe 5 and a support rod fixed at the center of the plurality of ribs. The drive motor 8 is fixedly set on the support rod, and the adjustment plate 52 is fixedly set on the output shaft of the drive motor 8. The drive motor 8 can adjust the position of the adjustment plate 52 in real time according to the impact speed to dynamically change the air path resistance, forming a pneumatic flexible buffering protection mechanism, reducing the peak impact force by more than 60%, while avoiding vehicle rebound, and convenient operation.

[0053] In some embodiments, it includes an electrically connected camera, a laser radar, a processor, a controller and a battery. The controller is electrically connected to the drive motor 8 and the cylinder 6 respectively. The camera is used to collect image information and transmit it to the processor. The laser radar is used to collect distance information and transmit it to the processor. The processor is used to analyze the received information and send the processing results to the controller. The controller is used to control the operation of the cylinder 6 and the drive motor 8.

[0054] Specifically, the vehicle body 1 is provided with a front, a camera, a laser radar, a processor, a controller and a battery are arranged on the front and electrically connected through wires. At the same time, the controller is electrically connected to the drive motor 8 and the cylinder 6 respectively. The battery provides power for the device. The data processor has a built-in processing chip to process the received data in real time. When an obstacle is detected, the brake device is linked to the communication to achieve graded deceleration (the first-level warning deceleration is 0.8m / s 2 , Level 2 emergency braking 2.5m / s 2 ), it can still maintain a detection accuracy of more than 90% in rainy and foggy weather, reducing the false alarm rate by 60% compared with the traditional single sensor solution, and generate an anti-collision signal, adjust the air pressure output of the cylinder 6, and control the opening of the adjustment plate 52 through the drive motor 8 to prepare for anti-collision.

[0055] As the transport vehicle travels on the track, cameras and lidar continuously scan the track environment ahead. The cameras capture high-definition images, while the lidar measures the distance and outline of obstacles. This data is transmitted in real time to a data processor, which fuses the visual and lidar data to analyze the obstacle's position, speed, and collision risk. If an obstacle is detected within the warning range (e.g., within 200 meters), the system immediately triggers the collision avoidance mechanism. Based on the data processing results, the controller sends control instructions to the cylinder 6 and drive motor 8. The drive motor 8 rotates the adjustment plate 52, adjusting the flow cross-sectional area of the exhaust pipe 5's air inlet, thereby changing the damping strength. The cylinder 6 dynamically adjusts the air pressure based on the obstacle's approach speed, ensuring that the anti-collision plate 4 has the appropriate buffering capacity to cope with collisions of varying impact intensities.

[0056] Through the setting of cameras, lidar, batteries, controllers, data processors and displacement sensors, an intelligent environmental perception and control system has been built, which can monitor the track environment in real time, accurately analyze collision risks, intelligently adjust buffer parameters, and work in coordination with the vehicle braking system, thereby achieving the effects of early warning, precise protection, and intelligent anti-collision management.

[0057] Optionally, a displacement sensor electrically connected to the data processor is included. The displacement sensor monitors the displacement changes of the vehicle during the collision in real time and feeds back the data to the data processor and the controller. The controller fine-tunes the operating parameters of the cylinder 6 and the drive motor 8 according to the real-time data to optimize the buffering effect, ensure smooth deceleration of the vehicle, and prevent secondary collisions or rebounds.

[0058] In some embodiments, as Figure 1 As shown, it includes a protective frame 9, on which is provided an openable and closable protective cover 91, a camera, a laser radar, a processor, a controller and a battery are arranged in the protective frame 9, and a transparent frame 92 is provided on the protective cover 91 corresponding to the camera and the laser radar.

[0059] Specifically, the protective frame 9 is set on the front of the vehicle and serves as the load-bearing body. The protective cover 91 is stamped from aluminum alloy to protect the internal laser radar and camera from erosion by rain and flying stones. The transparent frame 92 is made of tempered glass (transmittance ≥ 92%, impact resistance grade IK10), providing a distortion-free observation window for the camera and laser radar.

[0060] By providing a protective frame 9 and a protective cover 91, protection of the camera, lidar, processor, controller and battery is achieved, thereby ensuring the accuracy and safe operation of the data measured by the monitoring device and increasing the service life of the device.

[0061] In some embodiments, as Figure 1 and Figure 2As shown, it includes a buffer plate 10, which is fixed to the side of the anti-collision plate 4 close to the vehicle body 1. The buffer plate 10 is used to undergo plastic deformation at the front end of the vehicle body 1 when a collision occurs.

[0062] When a collision occurs, the anti-collision plate 4, as a primary contact component, directly bears the collision impact. Its rigid material transmits the impact force to the buffer plate 10 at the rear. The buffer plate 10 undergoes progressive plastic deformation under the action of the impact force, converts the impact kinetic energy into deformation energy, and provides rigid support when the buffer plate 10 is completely crushed. By using the buffer plate 10, the peak impact force can be reduced by 40%-50% when a collision occurs, achieving the effect of graded dissipation of impact energy, preventing stress concentration, and protecting the integrity of the main structure of the vehicle body 1.

[0063] In some embodiments, as Figure 1 and Figure 2 As shown, the anti-collision plate 4 is set at an angle, and a first mounting plate 41 and a second mounting plate 42 are fixedly connected to the anti-collision plate 4. The first mounting plate 41 is fixedly connected to the piston rod 3, and the second mounting plate 42 is fixedly connected to the buffer plate 10. The other end of the buffer plate 10 is fixedly connected to the vehicle body 1.

[0064] By providing the first mounting plate 41 and the second mounting plate 42 , the connection strength between the anti-collision plate 4 and the piston rod 3 and the buffer plate 10 is increased, which facilitates installation and fixation to ensure reliability in the event of a collision.

[0065] Optionally, both sides of the buffer plate 10 are detachably connected to the anti-collision plate 4 and the vehicle body 1 by bolts.

[0066] The following describes a rail-type transport vehicle according to an embodiment of the present invention.

[0067] The rail-mounted transport vehicle of the embodiment of the present invention includes the rail-mounted transport vehicle anti-collision device of any one of the above-mentioned embodiments.

[0068] The rail transport vehicle of the embodiment of the present invention can achieve flexible conversion of impact energy and effectively reduce the peak impact force, thereby avoiding rebound or secondary collision of the vehicle, and improving the safety protection performance of the rail transport vehicle.

[0069] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like to indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0070] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of such features. In the description of the present invention, "plurality" means at least two, such as two, three, etc., unless otherwise specifically defined.

[0071] In the present invention, unless otherwise specified or limited, the terms "installed," "connected," "connect," "fixed," etc. should be understood in a broad sense. For example, they can refer to fixed connection, detachable connection, or integration; mechanical connection, electrical connection, or communication; direct connection or indirect connection through an intermediate medium; internal communication between two elements or interaction between two elements, unless otherwise specified. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0072] In the present invention, unless otherwise expressly specified or limited, when a first feature is "above" or "below" a second feature, it may mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediary. Furthermore, when a first feature is "above," "above," or "above" a second feature, it may mean that the first feature is directly above or diagonally above the second feature, or simply means that the first feature is at a higher level than the second feature. When a first feature is "below," "below," or "below" a second feature, it may mean that the first feature is directly below or diagonally below the second feature, or simply means that the first feature is at a lower level than the second feature.

[0073] In the description of this specification, the reference terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" mean that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification and features of different embodiments or examples without contradiction.

[0074] Although the embodiments of the present invention have been shown and described above, it will be understood that the above embodiments are exemplary and are not to be construed as limitations on the present invention. A person skilled in the art may change, modify, replace and modify the above embodiments within the scope of the present invention.

Claims

1. A rail transport vehicle anti-collision device, characterized in that: include: body; a mounting frame, the mounting frame being disposed at the front end of the vehicle body, the mounting frame being provided with a plurality of first slots spaced apart along a first direction, the first slots extending along a second direction perpendicular to the first direction and penetrating a side of the mounting frame, a second slot extending along a third direction being provided within the first slot, an exhaust pipe being provided within the second slot, the flow cross-sectional area of the air inlet of the exhaust pipe being adjustable, the other end of the exhaust pipe penetrating the bottom of the second slot and extending out of the mounting frame; a piston rod, the piston rod being arranged in a one-to-one correspondence with the first groove and being slidably disposed in the first groove, wherein one end of the piston rod located in the first groove is in sealing engagement with a side wall of the first groove; An anti-collision plate is arranged on a side of the piston rod away from the mounting frame.

2. The anti-collision device for rail-type transport vehicles according to claim 1, characterized in that: It includes cylinders arranged in a one-to-one correspondence with the first grooves, the cylinders are connected to air pipes, and the other ends of the air pipes are connected to the corresponding first grooves.

3. The anti-collision device for rail-type transport vehicles according to claim 2, characterized in that: A limiting ring is provided on a side of the first groove away from the vehicle body, and one end of the piston rod provided in the first groove is stopped and engaged with the limiting ring in the second direction.

4. The anti-collision device for rail-type transport vehicles according to claim 2, characterized in that: A sealing plate is fixedly provided at the air inlet end of the exhaust pipe, the cross-section of the sealing plate is fan-shaped and the corresponding central angle is not greater than 180°, and an adjustment plate is rotatably provided on the side of the sealing plate away from the first groove, the cross-section of the adjustment plate is fan-shaped, and the sum of the angle of the circular angle corresponding to the cross-section of the sealing plate and the angle of the central angle corresponding to the cross-section of the adjustment plate is not less than 360°.

5. The anti-collision device for rail-type transport vehicles according to claim 4, characterized in that: It includes a support frame and a drive motor. The support frame is fixedly arranged on the exhaust pipe and forms an exhaust channel for air to pass through between the support frame and the side wall of the exhaust pipe. The drive motor is fixedly arranged on the support frame, and the output end of the drive motor is fixedly connected to the adjustment plate.

6. The anti-collision device for rail-type transport vehicles according to claim 5, characterized in that: It includes an electrically connected camera, a laser radar, a processor, a controller and a battery. The controller is electrically connected to the drive motor and the cylinder respectively. The camera is used to collect image information and transmit it to the processor. The laser radar is used to collect distance information and transmit it to the processor. The processor is used to analyze the received information and send the processing results to the controller. The controller is used to control the operation of the cylinder and the drive motor.

7. The anti-collision device for rail-type transport vehicles according to claim 6, characterized in that: It includes a protective frame with an openable and closable protective cover. The camera, the laser radar, the processor, the controller and the battery are arranged in the protective frame, and a transparent frame is provided on the protective cover corresponding to the camera and the laser radar.

8. The anti-collision device for a rail-type transport vehicle according to any one of claims 1 to 7, characterized in that: The buffer plate comprises a buffer plate fixedly arranged on a side of the anti-collision plate close to the vehicle body, and is used for plastic deformation at the front end of the vehicle body when a collision occurs.

9. The anti-collision device for rail-type transport vehicles according to claim 8, characterized in that: The anti-collision plate is arranged at an angle, and a first mounting plate and a second mounting plate are fixedly connected to the anti-collision plate, the first mounting plate is fixedly connected to the piston rod, the second mounting plate is fixedly connected to the buffer plate, and the other end of the buffer plate is fixedly connected to the vehicle body.

10. A rail transport vehicle, characterized in that: The invention comprises the anti-collision device for a rail transport vehicle according to any one of claims 1 to 9.

Images