Flatcar

Abstract

The invention discloses a flatcar in the technical field of logistics transportation, the flatcar comprises a car body, a partition piece and an anti-collision assembly, the partition piece and the anti-collision assembly are arranged on the periphery of the car body, the partition piece has a first state and a second state, in the first state, the partition piece is located at a storage position and located below the upper surface of the car body or flush with the upper surface of the car body, and in the second state, the partition piece is located at a storage position. And the blocking piece is located at the working position, at least part of the blocking piece protrudes out of the upper surface of the vehicle body, and when the anti-collision assembly is collided, the anti-collision assembly drives the blocking piece to enter the second state. The anti-collision assembly can control the blocking piece to enter the second state through the electric driving device or the mechanical driving mechanism. The technical problems that an existing device is tedious in operation and large in manual labor intensity are solved, the fence can be automatically lifted after the anti-collision structure of the flatcar is collided, operation is easy, and the labor intensity is low.

Description

Technical Field

[0001] The present invention relates to the technical field of logistics and transportation, and in particular to a flat car. Background Art

[0002] In modern industrial production and logistics, flat cars, with their high efficiency, convenience, and large load capacity, have become essential equipment for material handling in workshops, warehouses, docks, and other places. In conjunction with ground tracks, these flat cars enable precise and stable material transportation, significantly improving transportation efficiency and safety.

[0003] However, when a flat car collides with surrounding objects, the cargo on the flat car is likely to tip over or slide toward the side of the collision due to inertia, causing damage to the cargo.

[0004] Chinese utility model patent publication number CN213676917U discloses a trackless steering electric flat car, comprising a car body and a crash plate. Hydraulic rods are fixedly mounted at the four corners of the car body, and connecting columns are fixedly mounted on top of the hydraulic rods. A storage slot is provided on the top of the car body, and a folding fence is fixedly mounted inside the storage slot. The top of the folding fence is connected to the connecting column via a connecting piece. Before the flat car is operated, the hydraulic rod is lifted, driving the connecting column to rise, thereby controlling the folding fence to unfold and form a protective fence. The crash plate is provided on the right side of the car body, and its elastic shock-absorbing function is achieved by a mechanism consisting of a fixed column, a limit block, a first spring, a slider, a telescopic rod, a second spring, and a transmission rod.

[0005] While the above solution provides basic protection by raising the folding fence and utilizing the anti-collision plate to absorb collision energy, its protection mechanism has significant limitations. Specifically, the design separates the fence protection function from the anti-collision system, failing to achieve coordinated coordination between the two. The folding fence remains raised throughout the flatcar operation, which not only increases system energy consumption but also requires additional hydraulic operation to retract and lower the fence after reaching the transport destination. This results in a cumbersome operation process, frequent manual intervention, and significantly increases the operator's workload. Summary of the Invention

[0006] In order to solve the technical problems of the prior art in that the operation is complicated and the manual labor intensity is high, the present invention provides a flat car with an anti-collision structure that can automatically raise the fence when hit, making the operation simple and the labor intensity low.

[0007] The technical solution adopted by the present invention to solve its technical problem is: A flatbed car includes a car body, a barrier, and an anti-collision assembly. The barrier and the anti-collision assembly are both arranged around the car body. The barrier has a first state and a second state. In the first state, the barrier is in a stowed position, below or flush with the upper surface of the car body. In the second state, the barrier is in an operating position, at least partially protruding from the upper surface of the car body. When the anti-collision assembly is impacted, the anti-collision assembly drives the barrier to enter the second state. The anti-collision assembly can control the barrier to enter the second state via an electric drive device or a mechanical drive mechanism.

[0008] Furthermore, a mechanical transmission mechanism is provided between the barrier and the anti-collision assembly, and after being impacted, the anti-collision assembly drives the barrier to enter the second state through the mechanical transmission mechanism.

[0009] Furthermore, the barrier is connected to the side of the vehicle body by rotating around a horizontal axis parallel to the side of the vehicle body, and the anti-collision component is installed on the side of the vehicle body in a sliding manner in a direction perpendicular to the rotation axis of the barrier. The sliding anti-collision component drives the barrier to rotate through a mechanical transmission mechanism after being hit. A limiting structure is provided on the vehicle body, and the limiting structure contacts or is connected to the barrier to limit its continued rotation when the barrier is in the second state. The anti-collision component approaches the center of the vehicle body in a direction perpendicular to the rotation axis of the barrier, so that the barrier switches from the first state to the second state, and the anti-collision component moves away from the center of the vehicle body in a direction perpendicular to the rotation axis of the barrier, so that the barrier switches from the second state to the first state.

[0010] Furthermore, the anti-collision component includes: The bottom plate is arranged horizontally, and a slide groove is provided on the side of the vehicle body, and the bottom plate slides in cooperation with the slide groove; The load-bearing bar is fixed on the side of the bottom plate away from the vehicle body; A limit block is fixed on the bottom plate on the side opposite to the load-bearing column; The side wall of the slide is provided with a limiting groove which is slidably matched with the limiting block.

[0011] Furthermore, an elastic component is provided between the anti-collision component and the inner end surface of the slide groove, and the elastic component acts on the anti-collision component and the inner end surface of the slide groove respectively.

[0012] Furthermore, the elastic component is a rubber block.

[0013] Furthermore, a receiving groove is provided on the edge of the upper surface of the vehicle body, and the barrier is completely received in the receiving groove in the first state.

[0014] Furthermore, the mechanical transmission mechanism includes: The rotating shaft is located in the receiving groove, the central axis direction of the rotating shaft is parallel to the length direction of the receiving groove, the two ends of the rotating shaft are respectively connected to the vehicle body for rotation, and the blocking member is fixedly installed on the rotating shaft; The shift block is fixed on the rotating shaft, and the shift block and the blocking member are arranged in a ring-shaped manner around the central axis of the rotating shaft; A transmission rod, wherein the first end of the transmission rod is connected to the anti-collision component, and the second end of the transmission rod is movably connected to or in contact with the shift block.

[0015] Furthermore, the first end of the transmission rod is hinged to the anti-collision assembly, and the second end of the transmission rod is movably connected to the shift block. When the anti-collision assembly is at the end of its sliding stroke, the relative positions of the transmission rod, the shift block and the rotating shaft form a rigid constraint on the rotation of the rotating shaft. The rigid constraint prevents the barrier from continuing to rotate in the original rotation direction from the second state, that is, the rigid constraint serves as a limiting structure.

[0016] Furthermore, a T-shaped slide groove is provided on the shift block, the length direction of the T-shaped slide groove is perpendicular to the rotating shaft, and a T-shaped slider is hinged on the second end of the transmission rod, and the T-shaped slider is slidably connected to the T-shaped slide groove.

[0017] Furthermore, the vehicle body has protrusions at both ends of the storage slot in the length direction, the protrusions extend upward perpendicular to the upper surface of the vehicle body, the side walls of the protrusions are fixedly embedded with bearings, and the ends of the rotating shaft are rotatably matched with the bearings.

[0018] Furthermore, the barrier member is a strip plate.

[0019] Furthermore, an electric drive device is included. When the anti-collision component is hit, the anti-collision component controls the barrier member to switch from the first state to the second state through the electric drive device.

[0020] The beneficial effects of the present invention are: The present invention significantly reduces the complexity of operation and the intensity of manual labor by designing the motion mechanism of the anti-collision component and the barrier. Compared with the traditional solution of independently setting up the hydraulic drive mechanism, the folding fence remains in a raised state during the operation of the flat car, which not only increases the energy consumption of the system, but also requires additional operation of the hydraulic device to retract and lower the fence after reaching the transportation destination. When the anti-collision component is hit, the present invention receives this signal and automatically drives the barrier to at least partially protrude from the upper plane of the vehicle body to achieve the purpose of blocking the moving goods on the surface of the vehicle body, which greatly improves its intelligent driving performance. There is no need to raise the fence throughout the entire process. When it is not hit, the barrier remains in a retracted state. It also eliminates the step of manually operating the hydraulic drive system to raise and lower the folding fence, reducing the complexity of operation and the intensity of workers' labor.

[0021] When driven by a mechanical transmission mechanism, the kinetic energy absorbed by the anti-collision assembly during a collision is fully utilized, achieving efficient energy conversion and utilization. Specifically, when the anti-collision assembly is impacted, the mechanical transmission mechanism leverages the kinetic energy of the anti-collision assembly to drive the barrier to at least partially protrude from the upper surface of the vehicle body, effectively blocking cargo moving on the vehicle surface. When the anti-collision assembly is not impacted, the barrier can be completely retracted into the vehicle body, below or flush with the upper surface, ensuring convenient loading and unloading operations and preventing the barrier from interfering with loading and unloading. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 This is a schematic structural diagram of the flat car of the present invention installed on the track; Figure 2 yes Figure 1 Schematic diagram of the explosion structure; Figure 3 It is a structural diagram of the anti-collision component; Figure 4 This is a bottom view from the bottom of the vehicle body; Figure 5 This is a schematic diagram of a flat car installed on a track (part of the car body is hidden to show the coordination between the shaft and the shift block); Figure 6 yes Figure 5 A partial enlarged view of middle A; Figure 7 yes Figure 6 A partial enlarged view of B in the middle; Marked in the figure are: 1-car body, 2-blocking member, 3-anti-collision component, 31-bottom plate, 32-load-bearing bar, 33-limiting block, 4-slide groove, 5-limiting groove, 6-elastic component, 7-storage groove, 8-rotating shaft, 9-shift block, 10-transmission rod, 11-protrusion, 12-T-shaped slide groove, 13-T-shaped slider, 14-avoidance hole. DETAILED DESCRIPTION

[0023] In order to make the objectives, technical solutions and advantages of the embodiments of the present application more clear, the present invention is further described below with reference to the accompanying drawings.

[0024] First of all, it needs to be stated that the technical solutions of the embodiments of the present application are clearly and completely described. The described embodiments are part of the embodiments of the present application and are not limitations of the present invention. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making any creative work are within the scope of protection of this application.

[0025] In the description of the present invention, it should be understood that the orientations or positional relationships indicated by terms such as "first", "second", "upper", "lower", "left", "right", "inner", "outer", "axial" or "radial" are based on the orientations or positional relationships shown in the accompanying drawings and are only for the convenience of describing the present invention, rather than for indicating or implying that the device or element referred to must have a specific orientation structure and operation, and therefore cannot be understood as a limitation on the present invention.

[0026] Reference Figures 1 to 7 , the present invention provides a flat car.

[0027] Flatcar is an important equipment used for material handling in workshops, warehouses, docks and other places. Generally speaking, it includes electric trackless flatcars, electric rail flatcars, manual flatcars, electric traction flatcars, etc.

[0028] like Figure 1 and Figure 2 As shown, in some embodiments, a flat car is provided, including a car body 1, a barrier 2 and an anti-collision assembly 3, the barrier 2 and the anti-collision assembly 3 are both arranged around the car body 1, and the barrier 2 has a first state and a second state. In the first state, the barrier 2 is in a storage position, and the barrier 2 is below or flush with the upper surface of the car body 1. In the second state, the barrier 2 is in a working position, and the barrier 2 at least partially protrudes from the upper surface of the car body 1. When the anti-collision assembly 3 is hit, the anti-collision assembly 3 drives the barrier 2 to enter the second state.

[0029] The anti-collision component 3 can control the barrier 2 to enter the second state through an electric drive device or a mechanical drive mechanism.

[0030] Taking the electric drive device as an example, a collision sensor is installed on the anti-collision component 3. The type can be a pressure sensor (to detect impact pressure), an acceleration sensor (to detect instantaneous impact) or an infrared or laser ranging sensor (to detect the displacement of the anti-collision component 3). The signal is transmitted to the control unit via wired or wireless means; the control unit is used to receive the sensor signal and output control instructions to the actuator.

[0031] The actuator includes an electromagnet drive mechanism, an electric push rod mechanism, and an air cylinder or hydraulic cylinder mechanism. The electromagnet drive mechanism is specifically designed as follows: a permanent magnet is fixed at the bottom of the barrier 2, and an electromagnet is provided at the corresponding position of the vehicle body 1. When triggered, power is supplied to the electromagnet, and the permanent magnet is attracted to make the barrier 2 pop up to the second state. The electric push rod mechanism is specifically designed as follows: the push rod base is hinged to the vehicle body 1, and the push rod end is connected to the barrier 2. After triggering, the push rod extends straight out to push the barrier 2 to the second state. The air cylinder or hydraulic cylinder mechanism is specifically designed as follows: an air pump or a hydraulic pump drives the cylinder body to move, pushing the barrier 2 to the second state. A reset mechanism can also be provided, such as using a spring reset (after the actuator is powered off, the spring pulls the barrier 2 back to its position), or through reverse movement of the actuator (such as the electric push rod retracts, driving the barrier 2 to retract).

[0032] Taking the mechanical drive mechanism as an example, there are at least four embodiments.

[0033] As an embodiment: the barrier 2 can be rotated around a horizontal axis parallel to the side of the vehicle body 1 and is connected to the side of the vehicle body 1. The anti-collision component 3 is installed on the side of the vehicle body 1 in a sliding manner along a direction perpendicular to the rotation axis of the barrier 2. When the anti-collision component 3 is hit, the anti-collision component 3 slides. The anti-collision component 3 is connected to a transmission rod 10, and the transmission rod 10 pushes the barrier 2 to rotate to the second state.

[0034] As an embodiment: the anti-collision component 3 is installed on the side of the vehicle body 1 in a sliding manner perpendicular to the rotation axis of the barrier 2. The anti-collision component 3 is connected with an inclined wedge block, which has a first inclined wedge surface. A matching groove is vertically opened on the vehicle body 1. The barrier 2 is slidably fitted in the matching groove. The barrier 2 can slide in the up and down directions of the vehicle body 1. The bottom of the barrier 2 has a second inclined wedge surface that matches the first inclined wedge surface. When the anti-collision component 3 slides due to impact, it drives the inclined wedge block to slide horizontally, thereby driving the barrier 2 to move upward, pushing the barrier 2 to the second state.

[0035] As an embodiment: the barrier 2 can be rotated around a horizontal axis parallel to the side of the vehicle body 1 and connected to the side of the vehicle body 1, a sliding block is provided and fixedly connected to the anti-collision component 3, a sliding groove is provided in the vehicle body 1 to slide with the sliding block, the sliding block slides horizontally, and the sliding direction is perpendicular to the rotation axis of the barrier 2, and a connecting rod is also provided, one end of the connecting rod is hinged to the slider, and the other end is hinged to the lower part of the barrier 2. When the anti-collision component 3 slides due to impact, it drives the sliding block to slide horizontally, and then the connecting rod pushes the barrier 2 to rotate to the second state.

[0036] As an embodiment: the barrier 2 can be rotated around a horizontal axis parallel to the side of the vehicle body 1 and is connected to the side of the vehicle body 1. A gear is fixed on the rotating shaft 8 of the barrier 2. A rack is horizontally arranged in the vehicle body 1. The length direction of the rack is perpendicular to the rotation axis of the barrier 2. The rack is engaged with the gear. When the anti-collision component 3 is hit, the anti-collision component 3 slides horizontally, driving the rack to move, and then driving the gear to rotate, so that the barrier 2 rotates to the second state.

[0037] like Figure 1 and Figure 2 As shown, in some embodiments, an implementation method is provided for converting the impact energy of the anti-collision component 3 after a collision into the active protective force of the barrier 2, which is used to drive the barrier 2 to limit the cargo on the upper surface of the vehicle body 1, specifically: The barrier 2 is connected to the side of the vehicle body 1 by rotating around a horizontal axis parallel to the side of the vehicle body 1; The anti-collision component 3 is slidably mounted on the side of the vehicle body 1 in a direction perpendicular to the rotation axis of the barrier 2; After being hit, the anti-collision component 3 slides and drives the barrier 2 to rotate through the mechanical transmission mechanism; The vehicle body 1 is provided with a limiting structure, which contacts or is connected to the barrier 2 and is used to limit the barrier 2 from further rotating when the barrier 2 is in the second state; The anti-collision component 3 approaches the center of the vehicle body 1 in a direction perpendicular to the rotation axis of the barrier 2, so that the barrier 2 switches from the first state to the second state. The anti-collision component 3 moves away from the center of the vehicle body 1 in a direction perpendicular to the rotation axis of the barrier 2, so that the barrier 2 switches from the second state to the first state.

[0038] The barrier 2 is connected to the side of the vehicle body 1 and rotates about a horizontal axis parallel to the side of the vehicle body 1. When controlled by a mechanical transmission mechanism, it is preferred that the barrier 2 rotate about the horizontal axis and tilt toward the side away from the cargo. When the anti-collision assembly 3 slides to the end of its sliding, the barrier 2 cannot continue to rotate. This allows the barrier 2 to block the cargo after being struck by the cargo. It also facilitates the provision of a limiting protrusion (not shown) on the vehicle body 1 to limit the rotation of the barrier 2. If the barrier 2 is set to rotate in the opposite direction to the above-mentioned direction, when the cargo hits the barrier 2, the barrier 2 will reset due to the impact of the cargo, and the cargo will easily slide off. Of course, to avoid this problem, a limiting structure can also be provided to prevent the barrier 2 from resetting. When an electric drive device is used, there is no need to consider the rotation direction of the barrier 2. This is because after the barrier 2 rotates to the specified position, the electric drive device can maintain the second state of the barrier 2 by relying on its own structural characteristics. For example, a pneumatic cylinder, a hydraulic cylinder or an electric push rod will not shrink autonomously without an action command, and the second state of the barrier 2 can be maintained.

[0039] Figure 1 、 Figure 5 、 Figure 6 and Figure 7 As shown, the barrier 2 can be formed as a strip plate or a strip fence. For a rotational connection, a rotating shaft 8 can be provided on the side of the vehicle body 1, with the barrier 2 fixedly mounted on the rotating shaft 8. A bearing (not shown) is embedded in the vehicle body 1, with both ends of the rotating shaft 8 inserted into the inner race of the bearing, thereby enabling the barrier 2 to be rotationally connected to the side of the vehicle body 1. Alternatively, a hinge seat can be provided on the side of the vehicle body 1, with a U-shaped groove defined in the hinge seat. A lug plate is welded to the barrier 2, which is inserted into the U-shaped groove. A pin passes through the hinge seat and the lug plate, and the end of the pin is locked with a cotter pin, thereby enabling the barrier 2 to be rotationally connected to the side of the vehicle body 1. Alternatively, an axial hole can be provided in the side wall of the vehicle body 1, with a self-lubricating copper sleeve pressed into the hole. A stepped shaft extends from the end of the barrier 2, with the smaller diameter section of the stepped shaft inserted into the copper sleeve. A dustproof gasket is provided between the larger diameter section of the stepped shaft and the outer wall of the vehicle body 1, or other rotational connection structures can be used.

[0040] like Figure 1 and Figure 2 As shown, the anti-collision component 3 is installed on the side of the vehicle body 1 in a sliding fit along a direction perpendicular to the rotation axis of the barrier 2. For the sliding fit, a guide rail slide groove type sliding fit can be selected. For example, a T-shaped slide groove is opened on the side of the vehicle body 1, and the anti-collision component 3 is installed with a T-shaped slider to match the T-shaped slide groove; or a slide groove 4 is opened on the side of the vehicle body 1 in a direction perpendicular to the side wall of the vehicle body 1, and the anti-collision component 3 has a fitting part inserted into the slide groove 4 for sliding fit, or other sliding fit structures; the anti-collision component 3 can be a sidebar + sliding fit part well known in the market, or it can be an anti-collision plate + sliding fit part. The anti-collision component 3 here is mainly to absorb the impact force of the collision, and can be slidably fitted with the side of the vehicle body 1. This embodiment does not specifically limit its specific structure.

[0041] For the sliding reset of the anti-collision component 3, manual reset can be used, or an elastic structural member can be provided for reset.

[0042] As for the limiting structure, a mechanical transmission mechanism can be relied upon as the limiting structure. When the anti-collision component 3 is at the end of its sliding stroke, the rigid constraint of the mechanical transmission mechanism on the barrier 2 prevents the barrier 2 from continuing to rotate along the original rotation direction from the second state, which is beneficial to the pulling effect of the mechanical transmission mechanism on the barrier 2 and limits the barrier 2. A limiting protrusion (not shown) can also be provided on the vehicle body 1. When the barrier 2 rotates to the second state, the limiting protrusion (not shown) contacts the barrier 2 to limit the continued rotation of the barrier 2. The limiting protrusion (not shown) can be provided as an elastic limiting protrusion (not shown), or a spring or rubber block can be provided on the side of the limiting protrusion (not shown) facing the barrier 2 to absorb the rotational impact force of the barrier 2.

[0043] Figures 1 to 4As shown, in some embodiments, a preferred structure of the anti-collision component 3 includes: The bottom plate 31 is arranged horizontally. A slide groove 4 is provided on the side of the vehicle body 1. The bottom plate 31 slides in cooperation with the slide groove 4. The sliding cooperation here can refer to the sliding cooperation of the guide rail slide groove in the above embodiment, or the surface of the bottom plate 31 directly contacts and slides with the inner wall of the slide groove 4. The load-bearing bar 32 is fixed on the side of the bottom plate 31 away from the vehicle body 1; The limit block 33 is fixed on the bottom plate 31 on the side opposite to the load-bearing bar 32; Figures 1 to 4 As shown, the sidewall of the chute 4 is provided with a limiting groove 5 that slidably cooperates with the limiting block 33 to prevent the bottom plate 31 from falling out of the chute 4. The limiting groove 5 here does not need to pass through the bottom surface of the bottom plate 31. Preferably, the limiting groove 5 directly passes through the sidewall of the chute 4 to the bottom surface of the bottom plate 31. This facilitates the installation of the limiting block 33 on the bottom plate 31. The limiting block 33 can be installed after the bottom plate 31 is inserted into the chute 4, for example, by welding or bolting.

[0044] Figures 1 to 4 As shown, in some embodiments, an elastic component 6 is provided between the anti-collision component 3 and the inner end surface of the slide 4, and the elastic component 6 acts on the anti-collision component 3 and the inner end surface of the slide 4 respectively. To absorb the excess rotational impact force of the anti-collision component 3, the elastic component 6 can be a rubber block or a spring, or a combination of a spring and a guide column. For example, one end of the guide column is fixed to the inner end surface of the slide 4, and the other end is inserted into the anti-collision component 3 and slides with the anti-collision component 3. A spring is provided on the guide column, which can not only absorb the excess rotational impact force of the anti-collision component 3, but also be used for sliding guidance of the anti-collision component 3. The elastic component 6 can also serve as a reset mechanism after the anti-collision component 3 slides, and is used to reset the anti-collision component 3 to its initial position. As for the setting of the rubber block, it can be set to multiple, and multiple rubber blocks are arranged in a straight line and spaced apart on the inner end surface of the slide 4.

[0045] like Figure 1 As shown, in some embodiments, a receiving groove 7 is provided on the edge of the upper surface of the vehicle body 1, and the barrier 2 is completely stored in the receiving groove 7 in the first state. In addition to the storage method of this embodiment, the barrier 2 can also be directly placed on the side of the vehicle body 1. In this way, the receiving groove 7 is not required, and the barrier 2 can also be located below or flush with the upper surface of the vehicle body 1 in the first state.

[0046] like Figures 5 to 7 As shown, in some embodiments, a preferred structure of the mechanical transmission mechanism includes: The rotating shaft 8 is located in the receiving groove 7. The central axis direction of the rotating shaft 8 is parallel to the length direction of the receiving groove 7. Both ends of the rotating shaft 8 are rotatably connected to the vehicle body 1. The barrier member 2 is fixedly mounted on the rotating shaft 8. The shift block 9 is fixedly mounted on the rotating shaft 8. The shift block 9 and the barrier member 2 are arranged in an annular manner around the central axis of the rotating shaft 8. The arrangement of the shift block 9 and the barrier member 2 can be understood as staggered installation. In this way, when the shift block 9 rotates, the shift block 9 does not extend above the upper surface of the vehicle body 1, while the barrier member 2 at least partially protrudes from the upper surface of the vehicle body 1. The transmission rod 10 has a first end connected to the anti-collision assembly 3, such as a fixed connection or hinged connection, and a second end movably connected to or in contact with the shift block 9. The movable connection between the second end of the transmission rod 10 and the shift block 9 includes a sliding connection or hinged connection. When the first end of the transmission rod 10 is hinged to the anti-collision assembly 3, the second end of the transmission rod 10 is movably connected to the shift block 9. When the anti-collision assembly 3 is at the end of its sliding stroke and the barrier 2 is in the second state, the transmission rod 10 can engage the shift block 9 to restrict further rotation of the barrier 2. When the first end of the transmission rod 10 is fixedly connected to the anti-collision assembly 3 and the second end of the transmission rod 10 is in contact with the shift block 9, the limiting structure at this time is a limiting protrusion (not shown) provided on the vehicle body 1. When the barrier 2 rotates to the second state, the limiting protrusion (not shown) contacts the barrier 2, thereby restricting the barrier 2 from rotating in the original direction from the second state.

[0047] like Figure 2 、 Figure 5 、 Figure 6 and Figure 7 As shown, an avoidance hole 14 can be opened on the side of the vehicle body 1, and the transmission rod 10 passes through the avoidance hole 14. The first end of the transmission rod 10 is connected to the anti-collision component 3, and the second end of the transmission rod 10 is movably connected or in contact with the shift block 9; the part of the anti-collision component 3 inserted in the slide groove 4 is connected to the transmission rod 10, so there is no need to open an additional avoidance hole 14.

[0048] In some embodiments, it is preferred that the first end of the transmission rod 10 is hinged to the anti-collision component 3, and the second end of the transmission rod 10 is movably connected to the shift block 9, that is, hinged or slidingly connected. When the anti-collision component 3 is at the end of its sliding stroke, the relative positions of the transmission rod 10, the shift block 9 and the rotating shaft 8 form a rigid constraint on the rotation of the rotating shaft 8. The rigid constraint prevents the barrier 2 from continuing to rotate in the original rotation direction from the second state, that is, the rigid constraint acts as a limiting structure at this time.

[0049] like Figures 5 to 7 As shown, in some embodiments, preferably, a T-shaped slot 12 is provided on the shift block 9, the length direction of the T-shaped slot 12 is perpendicular to the rotating shaft 8, and a T-shaped slider 13 is hinged to the second end of the transmission rod 10, and the T-shaped slider 13 is slidably connected to the T-shaped slot 12. Figure 7It is shown that the T-shaped slider 13 is fixedly connected to the second end of the transmission rod 10, but this embodiment preferably adopts a hinge. When a fixed connection is adopted, the T-shaped slider 13 is slidingly connected to the T-shaped slide groove 12, which can also realize the conversion of the linear motion of the anti-collision component 3 into the rotational motion of the barrier 2.

[0050] like Figures 5 to 7 As shown, in some embodiments, the vehicle body 1 has protrusions 11 at both ends of the storage groove 7 in the length direction. The protrusions 11 extend upward perpendicular to the upper surface of the vehicle body 1. The side walls of the protrusions 11 are fixedly embedded with bearings (not shown), and the ends of the rotating shaft 8 are rotatably engaged with the bearings.

Claims

1. A flat car, comprising a car body (1), a baffle (2) and an anti-collision assembly (3), wherein the baffle (2) and the anti-collision assembly (3) are arranged around the car body (1), and characterized in that: The barrier member (2) has a first state and a second state. In the first state, the barrier member (2) is in a storage position, and the barrier member (2) is located below or flush with the upper surface of the vehicle body (1). In the second state, the barrier member (2) is in a working position, and the barrier member (2) at least partially protrudes from the upper surface of the vehicle body (1). When the anti-collision component (3) is hit, the anti-collision component (3) drives the barrier member (2) to enter the second state.

2. The flat car according to claim 1, characterized in that A mechanical transmission mechanism is provided between the barrier member (2) and the anti-collision assembly (3); after being impacted, the anti-collision assembly (3) drives the barrier member (2) into the second state via the mechanical transmission mechanism.

3. The flat car according to claim 2, characterized in that: The barrier member (2) is rotatably connected to the circumference of the vehicle body (1) around a horizontal axis parallel to the circumference of the vehicle body (1); The anti-collision component (3) is installed on the peripheral side of the vehicle body (1) in a sliding manner in a direction perpendicular to the rotation axis of the barrier (2); The anti-collision component (3) slides after being hit and drives the barrier (2) to rotate through a mechanical transmission mechanism; A limiting structure is provided on the vehicle body (1), the limiting structure being in contact with or connected to the barrier member (2) and being used to limit the barrier member (2) from continuing to rotate when it is in the second state; The anti-collision component (3) approaches the center of the vehicle body (1) in a direction perpendicular to the rotation axis of the barrier (2), causing the barrier (2) to switch from the first state to the second state; the anti-collision component (3) moves away from the center of the vehicle body (1) in a direction perpendicular to the rotation axis of the barrier (2), causing the barrier (2) to switch from the second state to the first state.

4. The flat car according to claim 1, wherein: The anti-collision component (3) includes: A bottom plate (31) is provided horizontally, a slide groove (4) is provided on the side of the vehicle body (1), and the bottom plate (31) and the slide groove (4) are slidably matched; A load-bearing bar (32) is fixedly arranged on a side of the bottom plate (31) away from the vehicle body (1); A limit block (33) is fixedly provided on the bottom plate (31) on the side opposite to the load-bearing bar (32); A limiting groove (5) is provided on the side wall of the slide groove (4) and is slidably engaged with the limiting block (33).

5. The flat car according to claim 4, characterized in that: An elastic component (6) is provided between the anti-collision component (3) and the inner end surface of the slide groove (4), and the elastic component (6) acts on the anti-collision component (3) and the inner end surface of the slide groove (4) respectively.

6. The flat car according to claim 1, characterized in that: A receiving groove (7) is provided on the edge of the upper surface of the vehicle body (1), and the barrier member (2) is completely received in the receiving groove (7) in the first state.

7. The flat car according to claim 6, characterized in that: The mechanical transmission mechanism includes: A rotating shaft (8) is located in the receiving groove (7), the central axis direction of the rotating shaft (8) is parallel to the length direction of the receiving groove (7), both ends of the rotating shaft (8) are respectively connected to the vehicle body (1), and the barrier member (2) is fixedly mounted on the rotating shaft (8); A shift block (9) is fixedly mounted on the rotating shaft (8), and the shift block (9) and the barrier member (2) are arranged in an annular manner around the central axis of the rotating shaft (8); A transmission rod (10), wherein a first end of the transmission rod (10) is connected to the anti-collision component (3), and a second end of the transmission rod (10) is movably connected to or in contact with the shift block (9).

8. The flat car according to claim 7, characterized in that: The first end of the transmission rod (10) is hinged to the anti-collision component (3), and the second end of the transmission rod (10) is movably connected to the shift block (9). When the anti-collision component (3) is located at the end of its sliding stroke, the relative positions of the transmission rod (10), the shift block (9) and the rotating shaft (8) form a rigid constraint on the rotation of the rotating shaft (8), and the rigid constraint prevents the barrier member (2) from continuing to rotate in the original rotation direction from the second state.

9. The flat car according to claim 8, characterized in that The shift block (9) is provided with a T-shaped slide groove (12), the length direction of the T-shaped slide groove (12) is perpendicular to the rotating shaft (8), and the second end of the transmission rod (10) is hinged with a T-shaped slider (13), and the T-shaped slider (13) is slidably connected to the T-shaped slide groove (12).

10. The flat car according to claim 7, characterized in that: The vehicle body (1) has protrusions (11) at both ends of the receiving groove (7) in the length direction. The protrusions (11) extend upward perpendicularly to the upper surface of the vehicle body (1). A bearing is fixedly embedded in the side wall of the protrusion (11), and the end of the rotating shaft (8) is rotatably matched with the bearing.

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