Anti-side-rolling torsion bar device with derailment detection function

Abstract

The invention discloses an anti-side-rolling torsion bar device with a derailment detection function, and relates to the technical field of rail transit trains, the anti-side-rolling torsion bar device with the derailment detection function comprises an anti-side-rolling mounting seat and a derailment detection assembly arranged on the anti-side-rolling mounting seat; the derailment detection assembly comprises a lower connecting flange which is arranged on the anti-side-rolling mounting base, a mounting plate is arranged on the side face of the lower connecting flange, a detection travel switch is arranged on the side face of the mounting plate, and the lower end of the mounting plate is connected with a movable plate through an elastic piece. According to the anti-side-rolling torsion bar device with the derailment detection function, the derailment detection assembly is integrated on the anti-side-rolling installation base, and the technical problem that a contact type derailment detection assembly cannot be additionally installed on a middle vehicle of a marshalling train due to the fact that the middle vehicle is not provided with an obstacle detection device is solved. Compared with a traditional indirect detection mode based on axle box vibration acceleration, the derailment detection assembly has the advantages that the delay defect caused by indirect detection does not exist, and the response speed and reliability of the derailment detection assembly are effectively improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of rail transit train technology, in particular to an anti-roll torsion bar device with derailment detection function. BACKGROUND

[0002] Train derailment is one of the reasons for major accidents of trains. According to the safety requirements of domestic full-automatic driving rail transit trains, full-automatic driving rail vehicles must be equipped with obstacle detection components and derailment detection components. When obstacles and vehicles collide and vehicles derail, the train can be automatically braked in time to ensure the safety of passengers. At present, the obstacle detection device of the full-automatic driving vehicle is installed at the front end of the bogie frame at the end of the train, and the derailment detection component is installed on the obstacle detection beam.

[0003] However, when the bogie wheel derails, the obstacle detection beam contacts the track, triggering the travel switch installed thereon to brake the train. Since the vibration at the end of the bogie frame is much larger than that at the middle of the bogie, when the derailment detection travel switch is subjected to a large vibration impact, the travel switch is easily triggered, causing misjudgment. The middle vehicle bogie of the marshalling train cannot be equipped with an obstacle detection device, so it cannot be equipped with a contact type derailment detection component. Therefore, the derailment of the train is judged by the vibration acceleration of the axle box of the out-of-shape part monitoring system. Only when abnormal vibration is detected, the braking system will be triggered. This detection method has the problems of non-directness and large time delay. In addition, the abnormal vibration of the train caused by the surface corrugation of the track is also easy to trigger the braking system, causing misjudgment of the derailment detection system and leading to unreliable detection results. Therefore, an anti-roll torsion bar device with derailment detection function is proposed to solve the above problems. SUMMARY

[0004] The purpose of the present application is to provide an anti-roll torsion bar device with derailment detection function, which solves the technical problems of the middle vehicle of the marshalling train without obstacle detection device and the unreliability of the existing derailment detection system.

[0005] To achieve the above purpose, the present application provides an anti-roll torsion bar device with derailment detection function, comprising: an anti-roll mounting seat and a derailment detection component arranged on the anti-roll mounting seat.

[0006] The derailment detection component comprises a lower connecting flange arranged on the anti-roll mounting seat, a mounting plate arranged on the side surface of the lower connecting flange, and a detection travel switch arranged on the side surface of the mounting plate. The lower end of the mounting plate is connected to a moving plate through an elastic member, and the moving plate can be driven by external force to approach and abut against the detection travel switch.

[0007] Preferably, a stud is provided on the top surface of the movable plate, the stud is provided on the circumferential inner side of the elastic member, the lower end of the mounting plate is provided with an extension, the surface of the extension is provided with a mounting hole, and the upper end of the stud passes through the mounting hole and is threaded with a nut to elastically mount the movable plate on the extension.

[0008] Preferably, a detection head is provided at the lower end of the detection limit switch, and a boss is provided on the top surface of the moving plate. The boss is located directly below the detection head, and a safety gap is reserved between the boss and the detection head.

[0009] Preferably, the mounting plate has a waist-shaped mounting hole on its side, and the lower connecting flange has a first threaded hole on its side. The first fastener passes through the waist-shaped mounting hole and connects to the corresponding first threaded hole.

[0010] Preferably, a torsion bar is provided on the anti-roll mounting base, and an arc-shaped support is provided on one side of the lower connecting flange, the extension direction of the arc-shaped support being consistent with the axial direction of the torsion bar.

[0011] Preferably, the bottom surface of the anti-roll mounting base is provided with a second threaded hole, the top surface of the lower connecting flange is provided with a connecting hole, and the second fastener passes through the connecting hole and is threaded to the second threaded hole.

[0012] Preferably, stepped grooves are provided on both sides of the anti-roll mounting base, and two anti-detachment claw structures are provided on the lower connecting flange, which are respectively adapted to the corresponding stepped grooves.

[0013] Preferably, the anti-detachment claw structure is L-shaped as a whole, and the upper end of the anti-detachment claw structure overlaps the stepped groove.

[0014] Preferably, a vertical gap is reserved between the first side of the anti-detachment claw structure and the top surface of the stepped groove, and a lateral gap is reserved between the second side of the anti-detachment claw structure and the side of the anti-roll mounting seat.

[0015] Preferably, the movable plate is U-shaped, and the opening of the movable plate faces the ground.

[0016] Compared to the aforementioned background technology, the anti-roll torsion bar device with derailment detection function provided by this invention has the following beneficial effects: By integrating the derailment detection component onto the anti-roll mounting base, a key load-bearing component of the bogie frame, it effectively solves the technical problem that contact-type derailment detection components cannot be installed on the middle cars of a train due to the lack of obstacle detection devices. Furthermore, when a train wheel derails, the entire train falls vertically. After the track contacts the moving plate, it pushes the moving plate closer to and abuts against the detection limit switch, promptly triggering the train braking command. Compared to the traditional indirect detection method based on axle box vibration acceleration, it avoids the delay defects caused by indirect detection, effectively improving the response speed and reliability of the derailment detection component. Simultaneously, the derailment detection component only responds to the vertical contact action caused by derailment, effectively avoiding abnormal vibration interference caused by factors such as track surface corrugation and wear, thus preventing misjudgment and effectively improving the accuracy and stability of the derailment detection component, thereby ensuring train operation safety. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0018] Figure 1 This is a plan view of the anti-roll torsion bar device provided in an embodiment of the present invention;

[0019] Figure 2 This is a plan view of the anti-roll torsion bar device provided in an embodiment of the present invention after concealing the derailment detection component;

[0020] Figure 3 This is an assembly diagram of the anti-roll mounting base and derailment detection assembly provided in an embodiment of the present invention;

[0021] Figure 4 This is a partial cross-sectional schematic diagram of the anti-roll mounting base and derailment detection assembly provided in an embodiment of the present invention;

[0022] Figure 5 This is a partial cross-sectional view of the anti-roll mounting base and derailment detection assembly provided in an embodiment of the present invention from another angle;

[0023] Figure 6 This is a partial cross-sectional schematic diagram of the derailment detection component provided in an embodiment of the present invention;

[0024] Figure 7 for Figure 1 Enlarged diagram of point A in the middle.

[0025] Specifically, 100-Anti-roll mount; 110-Second threaded hole; 120-Stepped groove; 121-Limiting groove; 200-Derailment detection assembly; 210-Lower connecting flange; 211-Arch-shaped support; 212-Connecting hole; 213-First threaded hole; 214-Anti-fall-off claw structure; 220-Mounting plate; 221-Extension; 222-Oval mounting hole; 230-Detection limit switch; 231-Detection head; 240-First fastener; 250-Moving plate; 251-Boss; 260-Stud; 270-Spherical bearing; 280-Elastic element; 290-Second fastener; 300-Torsion bar; H-Vertical clearance; L-Transverse clearance; M-Safety clearance. Detailed Implementation

[0026] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0027] To enable those skilled in the art to better understand the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0028] like Figure 1 , Figure 2 and Figure 3 As shown, to achieve the above objectives, the present invention provides an anti-roll torsion bar device with derailment detection function, comprising: an anti-roll mounting base 100 and a derailment detection component 200 disposed on the anti-roll mounting base 100. The anti-roll mounting base 100 is disposed on the bogie frame (not shown in the figure), and the anti-roll mounting base 100 is welded to the panel (not shown in the figure) at the bottom of the side beam of the bogie frame. By integrating the derailment detection component 200 onto the anti-roll mounting base 100, a key load-bearing component of the bogie frame, the technical problem of not being able to install a contact-type derailment detection component 200 in the middle cars of the train due to the lack of obstacle detection devices is effectively solved.

[0029] The derailment detection assembly 200 includes a lower connecting flange 210 disposed on the anti-roll mount 100. The traditional upper connecting flange and the anti-roll mount 100 are integrally formed. The traditionally independently set upper connecting flange and the anti-roll mount 100 are structurally integrated by an integral forming process to improve the overall structural strength and rigidity of the anti-roll mount 100 and ensure its structural stability and reliability when subjected to complex loads during train operation.

[0030] A mounting plate 220 is provided on the side of the lower connecting flange 210, and a detection limit switch 230 is provided on the side of the mounting plate 220. The lower end of the mounting plate 220 is connected to a moving plate 250 via an elastic element 280. Preferably, the elastic element 280 is a support spring. When the train wheels derail, the entire train falls vertically. After the track contacts the moving plate 250, it pushes the moving plate 250 closer to and against the detection limit switch 230, triggering the train braking command in time. Compared with the traditional indirect detection method based on axle box vibration acceleration, there is no delay defect caused by indirect detection, effectively improving the response speed and reliability of the derailment detection component 200. It should be noted that the derailment detection component 200 only responds to the vertical contact action caused by derailment, which can effectively avoid abnormal vibration interference caused by factors such as track surface corrugation and wear, thus avoiding technical problems of misjudgment, effectively improving the accuracy and stability of the derailment detection component 200, and thus ensuring the safety of train operation.

[0031] When a train wheel derails, the entire train experiences a vertical downward displacement. The track then contacts the movable plate 250 and overcomes the elastic force of the elastic element 280, pushing the movable plate 250 towards the detection limit switch 230 until it abuts against it. Upon triggering, the detection limit switch 230 quickly sends a signal to initiate train braking. It should be noted that the distance between the movable plate 250 and the rail surface is less than the vertical drop distance of the bogie after the train wheel derails. By rationally designing the installation height of the derailment detection component 200, it is ensured that the movable plate 250 can preferentially contact the track when the train derails, thus enabling the detection limit switch 230 to be triggered normally, thereby ensuring the reliability of the derailment detection component 200.

[0032] like Figure 6 As shown, in some embodiments of the present invention, a stud 260 is provided on the top surface of the movable plate 250. The stud 260 is located on the circumferential inner side of the elastic member 280. An extension 221 is provided at the lower end of the mounting plate 220. The extension 221 is horizontally arranged and has an assembly hole on its surface. The upper end of the stud 260 passes through the assembly hole and is threaded with a nut. The elastic member 280 and the stud 260 cooperate to elastically mount the movable plate 250 on the mounting plate 220. The movement path of the movable plate 250 is limited and corrected by the stud 260 to avoid problems such as offset and jamming when the movable plate 250 moves up and down under the support of the track. This ensures that the movable plate 250 can always be directly facing the detection limit switch 230 to complete the contact action, effectively improving the action stability and detection reliability of the derailment detection component 200.

[0033] like Figure 1 and Figure 7As shown, in some specific embodiments, a detection head 231 is provided at the lower end of the detection limit switch 230. A boss 251 is provided on the top surface of the moving plate 250. The boss 251 is located directly below the detection head 231. The boss 251 protrudes from the top surface of the moving plate 250 and cooperates with the detection head 231. A safety gap M is reserved between the boss 251 and the detection head 231. By precisely controlling the size of the safety gap M, the upward elastic displacement of the moving plate 250 caused by slight track bumps, surface corrugation wear, etc. during normal train operation can be completely covered. This ensures that the boss 251 will not contact the detection head 231 during normal train operation, effectively avoiding false triggering of the detection limit switch 230 due to non-derailment factors, and improving the accuracy of derailment detection. Meanwhile, when the train derails and falls vertically while the track pusher plate 250 moves upward, the boss 251 can accurately align with the detection head 231 to complete the contact action, ensuring that the detection limit switch 230 can be triggered quickly and reliably and issue a braking command in a timely manner, thereby improving the safety of train operation.

[0034] In some embodiments of the present invention, to address the problem that the distance between the moving plate 250 and the track decreases due to wear of the train wheels during normal use, leading to false triggering of the detection limit switch 230 by factors such as slight track bumps and surface wear during normal train operation, a waist-shaped mounting hole 222 is provided on the side of the mounting plate 220. After the derailment detection component 200 is installed on the anti-roll mounting base 100, the waist-shaped mounting hole 222 extends vertically. Simultaneously, a first threaded hole 213 and a first fastener 240 are provided on the side of the lower connecting flange 210. The mounting plate 220 is connected to the corresponding first threaded hole 213 through the waist-shaped mounting hole 222. Optionally, the first fastener 240 is a bolt. By tightening the first fastener 240 and utilizing the vertical adjustment allowance of the waist-shaped mounting hole 222, the vertical height of the mounting plate 220 can be adjusted to compensate for the reduced distance between the moving plate 250 and the track caused by wear of the train wheels during normal use. This further prevents the detection limit switch 230 from being falsely triggered by slight track bumps, surface wear, or other factors during normal train operation, thus improving the reliability of the derailment detection component 200. Moreover, it eliminates the need to disassemble the entire derailment detection component 200, making adjustment convenient and effectively reducing the workload and operational difficulty of later maintenance, thereby improving the adaptability of the derailment detection component 200.

[0035] It should be noted that the length of the waist-shaped mounting hole 222 can fully cover the height adjustment requirements of the wheel within the maximum wear limit, ensuring that the distance between the moving plate 250 and the rail surface is always within the preset reasonable range throughout the entire life cycle of the train wheel, ensuring the sensitivity of the moving plate 250 in triggering the detection limit switch 230 during derailment detection, and avoiding false triggering problems caused by excessively small distance due to wheel wear.

[0036] In some embodiments of the present invention, a torsion bar 300 is provided on the anti-roll mount 100. The torsion bar 300 spans the entire bogie at the bottom of the bogie. A spherical bearing 270 is sleeved on the torsion bar 300, allowing the torsion bar 300 to rotate freely relative to the anti-roll mount 100 along its own rotation axis. When the train is traveling on a curve or encounters uneven track conditions and experiences a tendency to tilt, the torsion bar 300 can provide a reverse anti-roll torque through its own torsional deformation, effectively counteracting the force that causes the train to tilt to both sides, reducing the roll angle of the train, and maintaining a stable driving state. This ensures the smoothness and comfort of the train during operation, while also improving the safety of the train. In addition, the spherical bearing 270 can prevent stress concentration in the torsion bar 300 during torsional deformation, thereby extending the service life of the torsion bar 300 and the anti-roll mount 100.

[0037] The torsion bar 300 bears significant alternating stress at the anti-roll mount 100. To prevent the torsion bar 300 from breaking and falling off at the anti-roll mount 100 under harsh conditions, an arc-shaped support 211 is provided on one side of the lower connecting flange 210. The extension direction of the arc-shaped support 211 is consistent with the axial direction of the torsion bar 300. When the torsion bar 300 breaks and falls off, the arc-shaped support 211 can accurately support the broken and fallen torsion bar 300, effectively preventing the torsion bar 300 from falling onto the track and causing major train derailment, overturning and other major traffic safety accidents, thus improving the operational safety of the train under harsh conditions.

[0038] like Figure 2 and Figure 5As shown, in some embodiments of the present invention, the bottom surface of the anti-roll mounting base 100 is provided with a second threaded hole 110, and the top surface of the lower connecting flange 210 is provided with a connecting hole 212. The second fastener 290 passes through the connecting hole 212 and is threaded to the second threaded hole 110. Optionally, the second fastener 290 is a bolt. The assembly method of the second fastener 290 passing through the connecting hole 212 and being threaded to the second threaded hole 110 realizes the fixed connection between the lower connecting flange 210 and the anti-roll mounting base 100. It can quickly complete the disassembly and assembly of the derailment detection component 200 and the anti-roll mounting base 100. In the later maintenance, only the second fastener 290 needs to be turned to realize the disassembly and assembly of the lower connecting flange 210 and the derailment detection component 200, which effectively improves the convenience of maintenance of the overall anti-roll torsion bar device. On the other hand, the fastening characteristics of the threaded connection can ensure the stability of the connection between the lower connecting flange 210 and the anti-roll mount 100, and prevent the connection from loosening due to vibration, impact and other working conditions during train operation, so as to ensure that the derailment detection component 200 always maintains the preset installation posture and detection position.

[0039] In some embodiments of the present invention, stepped grooves 120 are symmetrically arranged on both sides of the anti-roll mount 100, and two anti-detachment claw structures 214 are symmetrically arranged on the lower connecting flange 210, each adapted to the corresponding stepped groove 120. When the first fastener 240 loosens or even falls off due to long-term vibration, fatigue, or other factors, the lower connecting flange 210 will fall down. At this time, the upper end of the anti-detachment claw structure 214 can accurately engage in the stepped groove 120 of the anti-roll mount 100, forming a mechanical limit to prevent the lower connecting flange 210 from falling off as a whole, effectively preventing the torsion bar 300 from falling onto the track due to the lower connecting flange 210 falling off, thereby avoiding the safety accident of train derailment. At the same time, it can prevent damage to the components of the lower connecting flange 210 and the derailment detection component 200 caused by falling, reducing the cost of component wear. On the other hand, by cooperating with the anti-detachment claw structure 214 and the stepped groove 120, the basic connection state of the components can still be maintained after the fastener fails, effectively improving the safety redundancy of the overall anti-roll torsion bar device.

[0040] In some embodiments, the anti-detachment claw structure 214 is generally L-shaped, and the upper end of the anti-detachment claw structure 214 overlaps with the stepped groove 120. The bending characteristics of the L-shaped structure form a stable hook-and-loop overlap effect, which ensures the contact area and stress point between the anti-detachment claw structure 214 and the stepped groove 120, improves the load-bearing capacity and limiting reliability of the anti-detachment claw structure 214, and ensures that when the first fastener 240 loosens and falls off, the anti-detachment claw structure 214 can be firmly attached to the stepped groove 120, effectively preventing the lower connecting flange 210 from falling off as a whole.

[0041] like Figure 3 and Figure 4As shown, a limiting groove 121 adapted to the upper end of the anti-detachment claw structure 214 is provided on the top surface of the stepped groove 120. When the first fastener 240 loosens and falls off, and the lower connecting flange 210 falls down, the upper end of the anti-detachment claw structure 214 can be accurately embedded in the limiting groove 121, forming a double limiting effect of "overlapping + fitting". Compared with a single overlapping structure, it can greatly improve the connection reliability between the anti-detachment claw and the stepped groove 120, effectively prevent the anti-detachment claw from slipping off the stepped groove 120 under the vibration condition of train operation, and further prevent the lower connecting flange 210 from falling off and causing the torsion bar 300 to fall onto the track, which is a safety hazard.

[0042] In some embodiments of the present invention, a vertical gap H is reserved between the first side of the anti-detachment claw structure 214 and the top surface of the stepped groove 120, and a lateral gap L is reserved between the second side of the anti-detachment claw structure 214 and the side of the anti-roll mounting seat 100. By reserving a vertical gap H between the first side of the anti-detachment claw structure 214 and the top surface of the stepped groove 120, and a lateral gap L between the second side of the anti-detachment claw structure 214 and the side of the anti-roll mounting seat 100, sufficient adaptation space is reserved for the installation operation of the lower connecting flange 210, so that the lower connecting flange 210 can be smoothly installed along the axial direction of the torsion bar 300 to complete the docking assembly with the anti-roll mounting seat 100, thereby improving the assembly convenience of the lower connecting flange 210. It should be noted that the setting of the vertical clearance H and the transverse clearance L ensures the ease of assembly of the connecting flange without affecting the overlapping fit between the anti-detachment claw structure 214 and the stepped groove 120. When the first fastener 240 becomes loose and falls off, the anti-detachment claw structure 214 can still be stably locked into the stepped groove 120 to form a reliable limit, thereby preventing the safety hazards caused by the lower connecting flange 210 falling off.

[0043] In some embodiments of the present invention, the movable plate 250 is U-shaped and the opening of the movable plate 250 faces the ground. By setting the movable plate 250 as a U-shaped hollow structure, the material usage of the movable plate 250 is reduced while ensuring that the movable plate 250 has sufficient structural strength to withstand the track jacking force. This reduces the overall weight of the derailment detection component 200 and lightens the load on the anti-roll mounting base 100 and the bogie frame, thus achieving a lightweight design of the overall anti-roll torsion bar device.

[0044] The working principle of this invention is as follows: When the train is running normally, the torsion bar 300 counteracts the body tilting tendency through its own torsional deformation, and avoids false triggering caused by the elastic displacement of the moving plate 250 through the set safety gap M; when the train wheel derails and causes the train to fall vertically, the track contacts the moving plate 250 and pushes it upward until the boss 251 abuts the detection head 231 and triggers the detection limit switch 230, which issues a braking command; at the same time, when the torsion bar 300 breaks, the arc-shaped support 211 on one side of the lower connecting flange 210 can support the detached torsion bar 300, preventing the torsion bar 300 from falling directly onto the track and causing safety accidents such as train derailment and overturning.

[0045] In summary, by integrating the derailment detection component 200 onto the anti-roll mount 100, a key load-bearing component of the bogie frame, the technical problem of not being able to install a contact-type derailment detection component 200 on the middle cars of a train due to the lack of obstacle detection devices is effectively solved. Moreover, compared with the traditional indirect detection method based on axle box vibration acceleration, it does not have the time delay defects caused by indirect detection, effectively improving the response speed and reliability of the derailment detection component 200.

[0046] It should be noted that in this specification, relational terms such as first and second are used only to distinguish one entity from several other entities, and do not necessarily require or imply any such actual relationship or order between these entities.

[0047] This article uses specific examples to illustrate the principles and implementation methods of the present invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of the present invention. It should be noted that those skilled in the art can make several improvements and modifications to the present invention without departing from the principles of the present invention, and these improvements and modifications also fall within the protection scope of the present invention.

Claims

1. An anti-roll torsion bar device with derailment detection function, characterized in that, include: Anti-roll mount (100) and derailment detection assembly (200) disposed on the anti-roll mount (100); The derailment detection assembly (200) includes: a lower connecting flange (210), which is disposed on the anti-roll mounting base (100), and a mounting plate (220) is disposed on the side of the lower connecting flange (210), and a detection limit switch (230) is disposed on the side of the mounting plate (220); and the lower end of the mounting plate (220) is connected to a movable plate (250) through an elastic element (280), and the movable plate (250) can be driven by an external force to approach and abut against the detection limit switch (230).

2. The anti-roll torsion bar device with derailment detection function according to claim 1, characterized in that, The top surface of the movable plate (250) is provided with a stud (260), the stud (260) is disposed on the inner side of the elastic member (280) in the circumferential direction, the lower end of the mounting plate (220) is provided with an extension (221), the surface of the extension (221) is provided with a mounting hole, the upper end of the stud (260) passes through the mounting hole and is threaded with a nut, so as to elastically mount the movable plate (250) on the extension (221).

3. The anti-roll torsion bar device with derailment detection function according to claim 2, characterized in that, The lower end of the detection limit switch (230) is provided with a detection head (231), and the top surface of the moving plate (250) is provided with a boss (251). The boss (251) is located directly below the detection head (231), and a safety gap (M) is reserved between the boss (251) and the detection head (231).

4. The anti-roll torsion bar device with derailment detection function according to claim 1, characterized in that, The mounting plate (220) has a waist-shaped mounting hole (222) on its side, and the lower connecting flange (210) has a first threaded hole (213) on its side. The first fastener (240) passes through the waist-shaped mounting hole (222) and connects to the corresponding first threaded hole (213).

5. The anti-roll torsion bar device with derailment detection function according to claim 4, characterized in that, A torsion bar (300) is provided on the anti-roll mounting base (100), and an arc-shaped support (211) is provided on one side of the lower connecting flange (210). The extension direction of the arc-shaped support (211) is consistent with the axial direction of the torsion bar (300).

6. A roll bar device with derailment detection function according to any one of claims 1-5, characterized in that, The bottom surface of the anti-roll mounting base (100) is provided with a second threaded hole (110), and the top surface of the lower connecting flange (210) is provided with a connecting hole (212). The second fastener (290) passes through the connecting hole (212) and is threaded to the second threaded hole (110).

7. The anti-roll torsion bar device with derailment detection function according to claim 6, characterized in that, The anti-roll mounting base (100) is provided with stepped grooves (120) on both sides, and the lower connecting flange (210) is provided with two anti-detachment claw structures (214) that are respectively adapted to the corresponding stepped grooves (120).

8. The anti-roll torsion bar device with derailment detection function according to claim 7, characterized in that, The anti-detachment claw structure (214) is L-shaped in general, and the upper end of the anti-detachment claw structure (214) overlaps the stepped groove (120).

9. The anti-roll torsion bar device with derailment detection function according to claim 8, characterized in that, A vertical gap (H) is reserved between the first side of the anti-drop claw structure (214) and the top surface of the stepped groove (120), and a lateral gap (L) is reserved between the second side of the anti-drop claw structure (214) and the side of the anti-roll mounting base (100).

10. A roll bar device with derailment detection function according to any one of claims 1-5, characterized in that, The movable plate (250) is U-shaped, and the opening of the movable plate (250) faces the ground.

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