Contact type obstacle detection device and railway vehicle

Abstract

The utility model discloses a contact type obstacle detection device which comprises the components of adjusting plates which are arranged at an interval along the transverse direction and are respectively used for mounting at two end parts of a framework, and each adjusting plate is provided with a transverse waist-shaped hole which extends along the transverse direction; the detection beam comprises two end sections and a middle section, and the two end sections are slidably arranged at the two ends of the middle section in a sleeving mode respectively; the two plate springs are arranged in one-to-one correspondence with the two adjusting plates and the two end sections, the first ends of the plate springs are connected with the corresponding end sections, the second ends of the plate springs are provided with vertical kidney-shaped holes extending in the vertical direction, and detachable first fasteners are arranged between the vertical kidney-shaped holes and the transverse kidney-shaped holes in a penetrating mode; and the second end part of the plate spring is connected with the corresponding adjusting plate. The rail vehicle obstacle detection device can meet the obstacle detection requirements of rail vehicles with different component end part distances and heights and meet the different vehicle limit requirements.

Description

Technical Field

[0001] The utility model relates to the technical field of rail transit vehicles, and more specifically, to a contact type obstacle detection device. In addition, the utility model also relates to a rail vehicle comprising the contact type obstacle detection device. Background Art

[0002] The contact obstacle detection device has the effect of reducing the risk of collision between rail vehicles and obstacles on the track. The contact obstacle detection device is usually installed at the end of the rail vehicle frame. It mainly includes components such as detection beams and sensors. When the detection beam contacts the obstacle, the sensor is triggered to generate a signal and transmit it to the electrical system. The electrical system disconnects the rail vehicle braking safety circuit, causing the rail vehicle to take emergency braking to ensure the safety of rail vehicle operation, thereby improving the safety of passengers' travel.

[0003] It should be noted that in order to ensure the safe operation of rail vehicles on the line, rail vehicles and their devices, such as contact obstacle detection devices, are not allowed to exceed the prescribed vehicle limits. Vehicle limits usually include two limits in width and height. The width limit means that it cannot exceed the boundary requirements on both sides of the line, and the height limit means that the height of the detection beam from the track is within the required height range.

[0004] The detection beam in the existing contact obstacle detection device adopts an integral structure and is integrally arranged at the end of the rail vehicle frame through a connecting component, resulting in that the length of the detection beam cannot be adjusted, and cannot meet the obstacle detection requirements of rail vehicles with different frame end spacings, and cannot meet the requirements of different width direction limits; in addition, it also results in that the height of the detection beam from the track cannot be adjusted, and cannot meet the obstacle detection requirements of rail vehicles with different heights, and cannot meet the requirements of different height direction limits. Therefore, the existing contact obstacle detection device cannot meet the obstacle detection requirements of rail vehicles with different component end spacings and heights, and cannot meet the requirements of different vehicle limits.

[0005] In summary, how to provide a contact obstacle detection device that can adapt to the obstacle detection needs of rail vehicles with different component end spacing and heights, and adapt to different vehicle clearance requirements. Utility Model Content

[0006] In view of this, an object of the present utility model is to provide a contact type obstacle detection device, which can adapt to the obstacle detection requirements of rail vehicles with different component end spacings and heights, and adapt to different vehicle clearance requirements.

[0007] Another object of the utility model is to provide a rail vehicle comprising the contact type obstacle detection device.

[0008] In order to achieve the above purpose, the utility model provides the following technical solutions:

[0009] A contact obstacle detection device, comprising:

[0010] An adjustment plate, wherein two adjustment plates are arranged at intervals in the transverse direction and are respectively used to be installed at two ends of the frame, and the adjustment plates are provided with transverse waist-shaped holes extending in the transverse direction;

[0011] The detection beam comprises two end sections and a middle section, wherein the two end sections are slidably mounted on two ends of the middle section respectively;

[0012] Leaf spring, the two leaf springs are arranged in one-to-one correspondence with the two adjustment plates and the two end sections, the first end of the leaf spring is connected to the corresponding end section, the second end of the leaf spring is provided with a vertical waist-shaped hole extending along the vertical direction, and a detachable first fastener is passed between the vertical waist-shaped hole and the transverse waist-shaped hole to connect the second end of the leaf spring with the corresponding adjustment plate.

[0013] Preferably, the adjustment plate is detachably mounted on a mounting seat for mounting at the end of a component, and a contact sensor is provided on the mounting seat at a preset distance from the first end of the leaf spring, for contacting the first end of the leaf spring when the detection beam contacts an obstacle, and sending an emergency braking signal to the train.

[0014] Preferably, the end surfaces of the second end of the leaf spring opposite to the adjustment plate are each provided with matching engaging teeth.

[0015] Preferably, the first end of the leaf spring is detachably connected to the corresponding end segment via a connecting assembly.

[0016] Preferably, the connecting assembly includes an upper transfer body and a lower transfer body, the first end of the upper transfer body is connected to the first end of the leaf spring, the first end of the lower transfer body is connected to the end section, and the second end of the upper transfer body and the second end of the lower transfer body are clamped via a dovetail groove structure.

[0017] Preferably, the first end of the upper transition body is detachably connected to the first end of the leaf spring via a second fastener, and / or the first end of the lower transition body is detachably connected to the end section via a third fastener.

[0018] Preferably, the end section is provided with a groove protruding toward its interior, the lower transition body is inserted into the groove and its first end is arranged at the bottom of the groove through the third fastener, and the second end of the lower transition body passes through the notch of the groove and extends out of the end section.

[0019] Preferably, the cross sections of the end section and the middle section are both concave-shaped.

[0020] Preferably, the two ends of the middle section are respectively inserted into the two end sections, and the opposite ends of the two end sections are provided with a plurality of first adjustment holes along their length direction, and the two ends of the middle section are provided with a plurality of second adjustment holes along its length direction, which are arranged one-to-one with the plurality of first adjustment holes on the adjacent end sections, and a fourth fastener passes through the first adjustment hole and the second adjustment hole to fix the middle section and the end section.

[0021] A rail vehicle, comprising any one of the contact-type obstacle detection devices described above.

[0022] The contact obstacle detection device provided by the utility model comprises two adjustment plates, two leaf springs and a detection beam, wherein the detection beam adopts a split detection beam composed of a middle section and two end sections, and the two end sections can be slidably sleeved on the two ends of the middle section respectively, so that the length of the detection beam can be adjusted; the first end and the second end of the leaf spring are respectively connected to the end section and the adjustment plate, and a transverse waist-shaped hole is arranged on the adjustment plate, and a vertical waist-shaped hole is arranged on the second end of the leaf spring close to the adjustment plate, and a first fastener passes through the vertical waist-shaped hole and the transverse waist-shaped hole, so that the leaf spring and the detection beam connected thereto can be detachably installed on the rail vehicle frame, so that the length and installation position of the detection beam can be conveniently adjusted. In this way, on the one hand, the length of the detection beam can be adjusted to meet the installation requirements of rail vehicles with different frame end spacings. On the other hand, when the frame end spacing is constant, the height of the detection beam can be adjusted by adjusting the installation position of the first fastener in the vertical waist-shaped hole to meet the installation requirements of rail vehicles with different heights. In addition, when the frame end spacing is constant, the installation position of the first fastener in the horizontal waist-shaped hole and the length of the detection beam can be adjusted at the same time according to the boundary requirements on both sides of the line to meet the requirements of different width direction limits. Therefore, the present application can meet the obstacle detection requirements of rail vehicles with different component end spacings and heights, as well as meet the requirements of different vehicle limits. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings in the following description are only embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying creative work.

[0024] Figure 1 A schematic diagram of the structure of the contact obstacle detection device provided by the utility model;

[0025] Figure 2A top view of the contact obstacle detection device provided by the utility model;

[0026] Figure 3 for Figure 2 Section view at AA;

[0027] Figure 4 It is a schematic diagram of the assembly of the leaf spring provided by the utility model;

[0028] Figure 5 A schematic diagram of the structure of the lower adapter provided by the utility model;

[0029] Figure 6 A schematic diagram of the structure of the upper adapter provided by the utility model;

[0030] Figure 7 A schematic diagram of the structure of the leaf spring provided by the utility model;

[0031] Figure 8 A schematic diagram of the structure of the end section provided by the utility model;

[0032] Fig. 9 A schematic diagram of the structure of the middle section provided by the utility model;

[0033] Fig.10 This is a structural schematic diagram of the adjustment plate provided by the utility model.

[0034] Reference numerals:

[0035] 1-mounting seat; 2-support plate; 3-adjustment plate; 4-lateral waist-shaped hole; 5-leaf spring; 6-vertical waist-shaped hole; 7-first fastener; 8-contact sensor; 9-upper adapter; 10-second fastener; 11-lower adapter; 12-fourth fastener; 13-detection beam; 14-groove; 15-dovetail groove protrusion; 16-dovetail groove body; 17-baffle; 18-first adjustment hole; 19-second adjustment hole; 20-engaging teeth; 21-nylon sleeve; 22-pad; 131-middle section; 132-end section. DETAILED DESCRIPTION

[0036] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0037] The core of the utility model is to provide a contact type obstacle detection device, which can adapt to the obstacle detection requirements of rail vehicles with different component end spacings and heights, and adapt to different vehicle clearance requirements.

[0038] Another core of the utility model is to provide a rail vehicle including the above-mentioned contact obstacle detection device.

[0039] It should be noted that, in this embodiment, the horizontal direction refers to a direction perpendicular to the extension of the track line, and the vertical direction refers to a direction perpendicular to the track plane.

[0040] Please refer to Figure 1 The present application provides a contact obstacle detection device, comprising an adjustment plate 3, a detection beam 13 and a leaf spring 5. The two adjustment plates 3 are arranged at intervals in the transverse direction and are respectively used to be installed at the two ends of the frame, and the adjustment plates 3 are provided with transverse waist-shaped holes extending in the transverse direction; the detection beam 13 includes two end sections 132 and a middle section 131, and the two end sections 132 can be slidably sleeved on the two ends of the middle section 131; the two leaf springs 5 ​​are arranged in a one-to-one correspondence with the two adjustment plates 3 and the two end sections 132, the first end of the leaf spring 5 is connected to the corresponding end section 132, the second end of the leaf spring 5 is provided with a vertical waist-shaped hole 6 extending in the vertical direction, and a detachable first fastener 7 is passed between the vertical waist-shaped hole 6 and the transverse waist-shaped hole to connect the second end of the leaf spring 5 with the corresponding adjustment plate 3.

[0041] It should be noted that the end of the rail vehicle frame has two installation ends arranged in the transverse direction, and the two adjustment plates 3 are respectively installed on the two installation ends. Figure 1 As shown, the detection beam 13 is a split detection beam 13 composed of a middle section 131 and two end sections 132. The two end sections 132 are slidably mounted on both ends of the middle section 131. Even if the length of the detection beam 13 is adjustable, each end section 132 is connected to the adjustment plate 3 through a leaf spring 5 to install the detection beam 13 on the rail vehicle frame. Figure 1 and Fig.10 As shown, the adjustment plate 3 is provided with a transverse waist-shaped hole 4 extending in the transverse direction. Figure 1 and Figure 7 As shown, a vertical waist-shaped hole 6 extending vertically is provided at the second end of the leaf spring 5 near the adjusting plate 3. The first fastener 7 can be a bolt, which is passed through the vertical waist-shaped hole 6 and the transverse waist-shaped hole 4 to achieve a detachable connection between the leaf spring 5 and the adjusting plate 3, thereby facilitating the adjustment of the length and installation position of the detection beam 13.

[0042] The contact obstacle detection device using the above-mentioned structure can, on the one hand, adapt to the installation requirements of rail vehicles with different frame end spacings by adjusting the length of the detection beam 13. On the other hand, when the frame end spacing is constant, the height of the detection beam 13 can be adjusted by adjusting the installation position of the first fastener 7 in the vertical waist-shaped hole 6, so as to adapt to the installation requirements of rail vehicles with different heights. When the height of the rail vehicle is constant, the height of the detection beam 13 can be adjusted according to the height requirement of the detection beam 13 from the track to adapt to the requirements of different height direction limits. In addition, when the frame end spacing is constant, the installation position of the first fastener 7 in the horizontal waist-shaped hole 4 and the length of the detection beam 13 can be adjusted at the same time according to the boundary requirements on both sides of the line to adapt to the requirements of different width direction limits. Therefore, the present application can adapt to the obstacle detection requirements of rail vehicles with different component end spacings and heights, as well as the requirements of different vehicle limits, thereby greatly improving the adaptability of the present application.

[0043] Optionally, the number of transverse waist-shaped holes 4, vertical waist-shaped holes 6 and first fasteners 7 provided in the present application is not limited, and multiple transverse waist-shaped holes 4 can be arranged in a rectangular shape on the adjustment plate 3. Correspondingly, multiple vertical waist-shaped holes 6 correspond one by one to multiple transverse waist-shaped holes 4, and are arranged in a rectangular shape on the second end of the leaf spring 5. The transverse waist-shaped holes 4 in each column of transverse waist-shaped holes 4 and the vertical waist-shaped holes 6 in each corresponding column of vertical waist-shaped holes 6 are both pierced with fasteners to enhance the firmness of the connection between the leaf spring 5 and the adjustment plate 3, which is beneficial to improving the structural stability of the detection beam 13.

[0044] Considering the specific implementation method of transmitting obstacle signals in this application, based on the above embodiments, please refer to Figure 1 and Figure 4 The adjusting plate 3 is detachably mounted on a mounting seat 1 for mounting at the end of a component, and a contact sensor 8 is provided on the mounting seat 1 at a preset distance from the first end of the leaf spring 5, which is used to touch the first end of the leaf spring 5 when the detection beam 13 contacts an obstacle and send an emergency braking signal to the train.

[0045] Specifically, mounting seats 1 are provided on both mounting ends of the rail vehicle frame, and bolt holes are provided on the mounting seats 1 corresponding to the transverse waist-shaped holes 4. The first fastener 7 can pass through the vertical waist-shaped holes 6, the transverse waist-shaped holes 4 and the bolt holes in sequence to install the adjustment plate 3 and the leaf spring 5 together on the mounting seat 1, and the adjustment plate 3 and the mounting seat 1 are detachably connected to facilitate the overall disassembly and assembly of the device. The contact sensor 8 is provided on the mounting seat 1 and is provided close to the first end of the leaf spring 5 at a preset distance. It should be noted that the leaf spring 5 has a certain elastic deformation ability. In this way, when an obstacle touches the detection beam 13, the leaf spring 5 is deformed and touches the contact sensor 8. The contact sensor 8 sends an emergency braking signal to the train, so that the train takes emergency braking to ensure the safe operation of the rail vehicle.

[0046] Optionally, the leaf spring 5 adopts a U-shaped bent plate structure with stable performance, safety and reliability, which is beneficial to improving the structural stability of the detection beam 13.

[0047] Also, optional, please refer to Figure 4 The mounting base 1 is located at both sides of the second end of the leaf spring 5 and is integrally provided with two support plates 2, the two support plates 2 are symmetrical and horizontally arranged, and the contact sensor 8 is installed on the two support plates 2 to ensure that the contact sensor 8 is stably installed.

[0048] In order to further enhance the firmness of the connection between the leaf spring 5 and the adjusting plate 3, based on the above embodiment, please refer to Figure 4 The second end of the leaf spring 5 and the end surface opposite to the adjusting plate 3 are each provided with a matching engaging tooth 20. Specifically, as Figure 7 As shown, a plurality of first racks arranged vertically are provided on the end surface of the second end of the leaf spring 5 facing the adjusting plate 3, such as Fig.10 As shown, a plurality of second racks arranged vertically are provided on the end face of the adjusting plate 3 facing the second end of the leaf spring 5, and the second end of the leaf spring 5 and the opposite end face of the adjusting plate 3 are meshed and locked by the first rack and the second rack, so as to enhance the firmness of the connection between the leaf spring 5 and the adjusting plate 3, and effectively prevent the leaf spring 5 from sliding, so as to ensure that the height of the detection beam 13 from the track meets the requirements.

[0049] In order to facilitate the subsequent disassembly and replacement of the detection beam 13 , the first end of the leaf spring 5 is detachably connected to the corresponding end section 132 via a connecting assembly.

[0050] Among them, please refer to Figure 4 The connecting assembly includes an upper transfer body 9 and a lower transfer body 11. The first end of the upper transfer body 9 is connected to the first end of the leaf spring 5, the first end of the lower transfer body 11 is connected to the end section 132, and the second end of the upper transfer body 9 and the second end of the lower transfer body 11 are clamped by a dovetail groove structure.

[0051] Specifically, the first end of the upper adapter body 9 is connected to the first end of the leaf spring 5, such as Figure 6 As shown, the second end of the upper adapter body 9 is integrally provided with a dovetail groove protrusion 15, and the first end of the lower adapter body 11 is connected to the end section 132, as shown in FIG. Figure 5 As shown, the second end of the lower adapter body 11 is integrally provided with a dovetail groove body 16, and the dovetail groove protrusion 15 is adapted to be snap-connected with the dovetail groove body 16, so that the detection beam 13 is installed on the leaf spring 5 using the dovetail groove structure with high fit, good reliability and easy disassembly, thereby ensuring the structural stability of the detection beam 13 while facilitating the disassembly and assembly of the detection beam 13.

[0052] For further information, please refer to Figures 4 to 6The dovetail groove body 16 and the dovetail groove protrusion 15 are both of a structure that is wide at the bottom and narrow at the top. In order to facilitate the connection between the dovetail groove protrusion 15 and the dovetail groove body 16, the dovetail groove body 16 is provided with two notches, the first notch is located on the top surface of the lower adapter body 11, and the second notch is located on the side of the lower adapter body 11. The dovetail groove protrusion 15 is inserted into the dovetail groove body 16 through the second notch, and a detachable baffle 17 is provided on the same side of the lower adapter body 11 and the second notch to facilitate the dovetail groove protrusion 15 to slide out of the dovetail groove body 16, thereby firmly connecting the detection beam 13 to the leaf spring 5.

[0053] In order to reduce the welding process of the contact obstacle detection device of the present application and save processing time, on the basis of the above embodiments, the first end of the upper adapter body 9 is detachably connected to the first end of the leaf spring 5 through the second fastener 10, and / or the first end of the lower adapter body 11 is detachably connected to the end section 132 through a third fastener.

[0054] Specifically, Figure 6 and Figure 7 As shown, the first end of the upper adapter body 9 is provided with bolt holes arranged in a triangle, and correspondingly, the first end of the leaf spring 5 is also provided with bolt holes arranged in a triangle, and the second fastener 10 is a bolt, which passes through the bolt holes on the upper adapter body 9 and the first end of the leaf spring 5 in sequence to lock the two, that is, the upper adapter body 9 and the first end of the leaf spring 5 are detachably connected, which is convenient for disassembly and replacement of the upper adapter body 9. In addition, the third fastener can also be a bolt, which is passed between the first end of the lower adapter body 11 and the end section 132, that is, the lower adapter body 11 is detachably connected with the end section 132, which is convenient for disassembly and replacement of the lower adapter body 11 or the detection beam 13.

[0055] In order to save the installation space of the lower adapter 11, based on the above embodiment, please refer to Figure 4 and Figure 8 The end section 132 is provided with a groove 14 protruding toward the inside thereof, the lower transfer body 11 is inserted into the groove 14 and its first end is arranged at the groove bottom of the groove 14 through a third fastener, and the second end of the lower transfer body 11 passes through the notch of the groove 14 and extends out of the end section 132. In this way, the lower transfer body 11 can be partially placed in the groove 14 of the end section 132 to save the installation space of the lower transfer body 11, thereby reducing the redundant height of the detection beam 13 from the track, and effectively ensuring that the height of the detection beam 13 from the track meets the requirements.

[0056] Considering the specific implementation method of realizing the adjustable length of the detection beam 13, based on the above embodiment, please refer to Figure 2 , Figure 8 and Fig. 9, the two ends of the middle section 131 are respectively inserted into the two end sections 132, and the opposite ends of the two end sections 132 are provided with a plurality of first adjustment holes 18 along the length direction thereof, and the two ends of the middle section 131 are provided with a plurality of second adjustment holes 19 corresponding to the plurality of first adjustment holes 18 on the adjacent end sections 132 along the length direction thereof, and the fourth fastener 12 passes through the first adjustment holes 18 and the second adjustment holes 19 to fix the middle section 131 and the end sections 132. In this way, if it is necessary to adjust the length of the detection beam 13, the fourth fastener 12 is removed, and any one end section 132 or both end sections 132 are simultaneously moved along the middle section 131 until the detection beam 13 is adjusted to the required length, and then the two end sections 132 are respectively locked to the two ends of the middle section 131 by the fourth fastener 12. It should be noted that the number of the first adjustment holes 18 and the second adjustment holes 19 is set according to the required maximum length of the detection beam 13.

[0057] Optional, please refer to Figure 3 A nylon sleeve 21 is provided between the middle section 131 and the end section 132. The fourth fastener 12 is a bolt, which is screwed into the nylon sleeve 21, which is beneficial to improving the service life of the bolt. In addition, the end of the bolt is screwed onto the end section 132 through a nut, and a pad 22 is provided between the nut and the end section 132 to protect the end section 132 from being squeezed and damaged.

[0058] In order to further reduce the redundant height of the detection beam 13 from the track and enhance the structural stability of the detection beam 13, based on the above embodiment, please refer to Figure 4 , Figure 8 and Fig. 9 The cross-sections of the end section 132 and the middle section 131 are both in a concave shape, which can increase the contact area between the middle section 131 and the end section 132, which is conducive to the firm connection between the middle section 131 and the end section 132, thereby enhancing the structural stability of the detection beam 13. In addition, a space is left at the bottom of the concave-shaped end section 132, which is convenient for installing and hiding the third fastener, preventing the third fastener from leaking out and occupying additional vertical installation space, and a space is also left between the concave-shaped middle section 131 and the end section 132, which is convenient for installing and hiding the fourth fastener 12, preventing the fourth fastener 12 from leaking out and occupying additional vertical installation space, thereby saving the vertical installation space of the fasteners, thereby reducing the redundant height of the detection beam 13 from the track.

[0059] In addition to the above-mentioned contact type obstacle detection device, the present invention also provides a rail vehicle including the contact type obstacle detection device disclosed in the above-mentioned embodiment. For the structures of other parts of the rail vehicle, please refer to the prior art and will not be described in detail herein.

[0060] It should be noted that, in this specification, relational terms such as first and second are merely used to distinguish one entity from other entities, but do not necessarily require or imply any actual relationship or order between these entities.

[0061] The various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0062] The above is a detailed introduction to a contact obstacle detection device and a rail vehicle provided by the utility model. This article uses specific examples to illustrate the principle and implementation method of the utility model. The description of the above embodiment is only used to help understand the method and core idea of ​​the utility model. It should be pointed out that for ordinary technicians in this technical field, without departing from the principle of the utility model, the utility model can also be improved and modified, and these improvements and modifications also fall within the scope of protection of the claims of the utility model.

Claims

1. A contact obstacle detection device, characterized in that: include: An adjustment plate (3), wherein two adjustment plates (3) are arranged at intervals in the transverse direction and are respectively used to be installed at two ends of the frame, and the adjustment plates (3) are provided with transverse waist-shaped holes extending in the transverse direction; The detection beam (13) comprises two end sections (132) and a middle section (131), wherein the two end sections (132) are slidably mounted on two ends of the middle section (131); A leaf spring (5), wherein the two leaf springs (5) are arranged in one-to-one correspondence with the two adjustment plates (3) and the two end sections (132); the first end of the leaf spring (5) is connected to the corresponding end section (132); the second end of the leaf spring (5) is provided with a vertical waist-shaped hole (6) extending vertically; a detachable first fastener (7) is passed between the vertical waist-shaped hole (6) and the transverse waist-shaped hole to connect the second end of the leaf spring (5) to the corresponding adjustment plate (3).

2. The contact obstacle detection device according to claim 1, characterized in that: The adjustment plate (3) is detachably mounted on a mounting seat (1) for mounting on an end of a component, and a contact sensor (8) is provided on the mounting seat (1) at a preset distance from the first end of the leaf spring (5), for contacting the first end of the leaf spring (5) when the detection beam (13) contacts an obstacle, and sending an emergency braking signal to the train.

3. The contact obstacle detection device according to claim 1, characterized in that: The second end of the leaf spring (5) and the end surface opposite to the adjustment plate (3) are each provided with matching engaging teeth (20).

4. The contact obstacle detection device according to claim 1, characterized in that: The first end of the leaf spring (5) is detachably connected to the corresponding end section (132) via a connecting assembly.

5. The contact obstacle detection device according to claim 4, characterized in that: The connecting assembly comprises an upper transfer body (9) and a lower transfer body (11), wherein the first end of the upper transfer body (9) is connected to the first end of the leaf spring (5), the first end of the lower transfer body (11) is connected to the end section (132), and the second end of the upper transfer body (9) and the second end of the lower transfer body (11) are clamped together via a dovetail groove structure.

6. The contact obstacle detection device according to claim 5, characterized in that: The first end of the upper transfer body (9) is detachably connected to the first end of the leaf spring (5) via a second fastener (10), and / or the first end of the lower transfer body (11) is detachably connected to the end section (132) via a third fastener.

7. The contact obstacle detection device according to claim 6, characterized in that: The end section (132) is provided with a groove (14) protruding toward the inside thereof, the lower transition body (11) is inserted into the groove (14) and its first end is arranged at the bottom of the groove (14) through the third fastener, and the second end of the lower transition body (11) passes through the notch of the groove (14) and protrudes out of the end section (132).

8. The contact obstacle detection device according to claim 1, characterized in that: The cross sections of the end section (132) and the middle section (131) are both concave in shape.

9. The contact obstacle detection device according to claim 1, characterized in that: The two ends of the middle section (131) are respectively inserted into the two end sections (132); the opposite ends of the two end sections (132) are provided with a plurality of first adjustment holes (18) along their length direction; the two ends of the middle section (131) are provided with a plurality of second adjustment holes (19) along their length direction, which are arranged one-to-one corresponding to the plurality of first adjustment holes (18) on the adjacent end sections (132); and a fourth fastener (12) passes through the first adjustment holes (18) and the second adjustment holes (19) to fix the middle section (131) and the end sections (132).

10. A rail vehicle, characterized in that: The rail vehicle comprises the contact obstacle detection device according to any one of claims 1 to 9 above.

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