Rail transit anti-collision device

Abstract

The utility model provides a rail transit anti-collision device, and relates to the technical field of rail transit safety. The anti-collision beam detection device is used for solving the technical problems that in the prior art, an anti-collision beam collision sensitivity threshold value is difficult to select, and an anti-collision beam detection device is difficult to overhaul. A rail transit anti-collision device comprises a vehicle head and the like, fixing plates are installed on the two sides of the vehicle head, a plurality of connecting terminals are fixedly connected to the two fixing plates, a plurality of first electric wires are arranged between the two fixing plates in a penetrating mode, the two ends of the first electric wires are connected with the connecting terminals in parallel, and a third electric wire is sleeved with a sleeve. The two ends of the sleeve are fixedly connected with connecting ends. The third electric wire is broken through collision, at the moment, the second electric wire transmits a signal to the brake controller to make anti-collision early warning preparation, the first electric wire is disconnected during continuous collision, the connecting terminals on the two sides are completely disconnected, then the brake controller controls a subway to conduct emergency braking, and the effect of graded detection of collision is achieved.

Description

Technical Field

[0001] The utility model provides a rail transit anti-collision device, which relates to the technical field of rail transit safety. Background Art

[0002] Subway vehicles have now become an important part of urban transportation. With the development of technology, a large number of driverless subway vehicles have appeared. Compared with manned vehicles, driverless vehicles can reduce the driver's workload and improve the efficiency of subway operation. However, there are certain risks in the use of automatic driving, and certain equipment needs to be added to cooperate with the use of driverless subway vehicles. Among them, there is a risk in the use of unmanned subway systems. When a subway vehicle collides with an obstacle, if it is a manned vehicle, the driver can stop in time, but the unmanned vehicle cannot judge. There may be a device that automatically stops the unmanned subway vehicle after colliding with an obstacle, which is the anti-collision system of the subway vehicle.

[0003] The existing passive anti-collision system has a complex structural design. Considering the stability of subway vehicles and the particularity of the operating environment, it is necessary to install a larger structural part in front of the vehicle. In order to ensure the reliable operation of the anti-collision system, the impact force threshold needs to be adjusted. When the impact force between the obstacle and the anti-collision beam exceeds the threshold, it is judged that an obstacle has collided and the vehicle is emergency braked. When the impact force between the obstacle and the anti-collision beam is less than the threshold, it is judged to be normal. Considering the actual application situation, the selection of the threshold is very difficult. If the threshold is set too small, it is easy to misdetect the collision. If it is set too large, it cannot be detected when a slight collision occurs. In addition, the existing anti-collision device requires users to frequently apply external force to simulate external force collision to determine whether the anti-collision sensor is normal, which brings a huge workload to maintenance and affects maintenance efficiency.

[0004] Therefore, it is necessary to provide a rail transit anti-collision device that can detect collisions in a graded manner. Utility Model Content

[0005] In order to overcome the shortcomings of the prior art in that it is difficult to select the impact sensitivity threshold of the anti-collision beam and the anti-collision beam detection device is difficult to repair, the utility model provides a rail transit anti-collision device that can detect collisions in a graded manner, and can directly check whether the detection device is intact through appearance.

[0006] Compared with the original detection device that needs to apply external force for detection, the detection equipment in the utility model can judge by the degree of damage of the external wire. If the wire is disconnected or damaged, it means maintenance is needed. If the wire is not damaged, the maintenance time can be extended.

[0007] In order to achieve the above-mentioned purpose, the embodiment of the utility model provides the following technical solutions: a rail transit anti-collision device, including a car head and a fixed plate, fixed plates are installed on both sides of the car head, and also include a first wire, a second wire, a connecting terminal, a connecting end, a sleeve, a third wire, a first mounting frame and a brake controller, a plurality of connecting terminals are fixedly connected to the two fixed plates, a plurality of first wires are commonly passed through the two fixed plates, both ends of the first wire are connected in parallel with the connecting terminals, a sleeve is sleeved on the outside of the third wire, both ends of the sleeve are fixedly connected with the connecting end, the sleeve is clamped with the connecting terminals on the two fixed plates through the connecting end, a first mounting frame is installed in the car head, a brake controller is installed on the first mounting frame, second wires are fixedly connected on both sides of the brake controller, and the second wire is fixedly connected to each connecting terminal.

[0008] More preferably, it further comprises a crossbeam mounted on the two fixed plates, a baffle is mounted on the crossbeam, a guide rod is slidably arranged on the crossbeam, and a buffer rubber block is sleeved on the guide rod.

[0009] More preferably, the baffle is made of highly elastic rubber material.

[0010] More preferably, it also includes a guide inclined plate installed on the front of the vehicle, a material shifting rack is slidably arranged on the guide inclined plate, wedge blocks are fixedly connected on both sides of the material shifting rack, guide grooves are opened on both sides of the inner wall of the front of the vehicle, the wedge blocks are slidably connected to the guide grooves, and an early warning trigger is installed in the guide groove.

[0011] More preferably, it also includes a second mounting frame installed on both sides of the front of the vehicle, the first mounting seat and the second mounting seat are installed on the second mounting frame, a second clamping rod is slidably arranged in the second mounting seat, an elastic member is fixedly connected between the second clamping rod and the second mounting seat, the first clamping rod is commonly penetrated on the front of the vehicle, the fixing plate and the second mounting frame, the second clamping rod can pass through the first clamping rod, and the second clamping rod is clamped with the first mounting seat.

[0012] More preferably, protective sleeves are installed on both sides of the material diverter frame.

[0013] Compared with the prior art, the anti-collision device provided by the embodiment of the utility model has the following advantages: 1. The third wire is broken by the impact, and the second wire transmits a signal to the brake controller to prepare for anti-collision warning. When the impact continues, the first wire is disconnected, and the connection terminals on both sides are completely disconnected, so that the brake controller controls the subway to perform emergency braking, thereby achieving the effect of graded impact detection.

[0014] 2. The baffle and the buffer rubber block can reduce the impact on the front of the vehicle. When the impact is large, the buffer rubber block slides along the cross beam to the side close to the front of the vehicle through the guide rod to achieve the effect of buffering the impact.

[0015] 3. Use the material shifting rack to shovel foreign objects on the track to both sides. When the foreign objects are large and heavy, the material shifting rack will slide upward along the guide inclined plate. At the same time, the material shifting rack will slide upward along the guide groove through the wedge block, and the warning trigger will be pressed through the wedge block to send a warning to the car, so as to achieve the effect of clearing foreign objects and warning.

[0016] 4. The first clamping rod is passed through the second mounting frame, the fixing plate and the vehicle head in sequence, and the second clamping rod is pushed through the first clamping rod by the elastic member and is clamped with the first mounting seat to fix and limit the first clamping rod, thereby achieving a more stable connection between the fixing plate and the vehicle head. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is a three-dimensional structural schematic diagram of the utility model.

[0018] Figure 2 It is a schematic diagram of the three-dimensional cross-sectional structure of the fixing plate, the first electric wire and the second electric wire of the utility model.

[0019] Figure 3 For this utility model Figure 2 Enlarged view of point A in the middle.

[0020] Figure 4 The utility model is a three-dimensional cross-sectional structural schematic diagram of the guide rod, the buffer rubber block and the baffle.

[0021] Figure 5 It is a three-dimensional cross-sectional structural schematic diagram of the vehicle head, the guide inclined plate and the material shifting rack of the utility model.

[0022] Figure 6 For this utility model Figure 5 Enlarged view of point B in the middle.

[0023] Figure 7 It is a three-dimensional cross-sectional structural schematic diagram of the vehicle head, the fixing plate and the second mounting frame of the utility model.

[0024] Figure 8 For this utility model Figure 7 Enlarged view of point C in the middle.

[0025] The markings of the components in the accompanying drawings are as follows: 1. car head, 2. fixing plate, 3. first electric wire, 4. second electric wire, 5. connecting terminal, 6. connecting end, 7. sleeve, 8. third electric wire, 9. first mounting frame, 10. brake controller, 11. crossbeam, 12. guide rod, 13. buffer rubber block, 14. baffle, 15. guide inclined plate, 16. material feeding rack, 17. wedge block, 1701, early warning trigger, 18. guide groove, 19. second mounting frame, 20. first mounting seat, 21. second mounting seat, 22. elastic member, 23. first clamping rod, 24. second clamping rod, 25. protective cover. DETAILED DESCRIPTION

[0026] The technical solutions in the embodiments of the present invention are described clearly and completely below. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0027] Embodiment 1: A rail transit anti-collision device, comprising a vehicle head and a fixing plate, see Figure 1-Figure 3 As shown, a fixing plate 2 is installed on both sides of the front of the vehicle 1 by bolt connection, and also includes a first electric wire 3, a second electric wire 4, a connecting terminal 5, a connecting end 6, a sleeve 7, a third electric wire 8, a first mounting frame 9 and a brake controller 10. Three connecting terminals 5 distributed up and down are fixedly connected to the two fixing plates 2 by bolt connection. Three first electric wires 3 are passed through the two fixing plates 2. Both ends of the first electric wire 3 are connected in parallel with the connecting terminals 5. The third electric wire 8 is externally sleeved with a sleeve 7 for protection. Both ends of the sleeve 7 are fixedly connected with the connecting end 6. The sleeve 7 is clamped with the connecting terminals 5 on the two fixing plates 2 through the connecting end 6. The connecting end 6 and the connecting terminal 5 can conduct electricity. A first mounting frame 9 is installed in the front of the vehicle 1 by bolt connection. A brake controller 10 for controlling emergency braking is installed on the first mounting frame 9 by bolt connection. Second electric wires 4 are fixedly connected to both sides of the brake controller 10, and the second electric wires 4 are fixedly connected to each connecting terminal 5.

[0028] When the front of the car 1 collides, the collision object first contacts the sleeve 7. When the impact force is large, the sleeve 7 and the third wire 8 are broken. At this time, the connecting terminals 5 on both sides are disconnected. At this time, the signal is transmitted to the brake controller 10 through the second wire 4 to prepare for anti-collision warning. When the collision continues, the collision object breaks the first wire 3. At this time, the connecting terminals 5 on the two fixed plates 2 are completely disconnected, and then the signal is transmitted to the brake controller 10 through the second wire 4. The brake controller 10 controls the subway to perform emergency braking; when the broken third wire 8 needs to be replaced, the connecting ends 6 at both ends of the sleeve 7 of the new third wire 8 can be snapped into the connecting terminals 5 on both sides.

[0029] Example 2: Based on Example 1, refer to Figure 4 As shown, it also includes a crossbeam 11 installed at the bottom of the two fixed plates 2 in a converging manner, and a baffle 14 is installed on the front side of the crossbeam 11 by welding. The baffle 14 is made of highly elastic rubber material and can better buffer impact. A guide rod 12 is laterally slidably arranged at the lower part of the crossbeam 11, and a buffer rubber block 13 for buffering impact is sleeved on the guide rod 12.

[0030] When the front of the vehicle 1 collides, the baffle 14 and the buffer rubber block 13 can reduce the impact on the front of the vehicle 1. When the impact force is large, the buffer rubber block 13 slides along the cross beam 11 to the side close to the front of the vehicle 1 through the guide rod 12 for buffering.

[0031] See also Figure 5 and Figure 6 As shown, it also includes a guide inclined plate 15 installed on the front side of the bottom of the front of the vehicle 1 by bolt connection, and a material removal rack 16 for shoveling away foreign objects on the track is obliquely slidably arranged on the guide inclined plate 15, and wedge blocks 17 are fixedly connected on both sides of the material removal rack 16 by welding, and guide grooves 18 are opened on both sides of the inner wall of the front of the vehicle 1, and the wedge blocks 17 are slidably connected to the guide grooves 18, and an early warning trigger 1701 is installed in the guide grooves 18 by bolt connection.

[0032] When there is a foreign object on the track, the material dispensing rack 16 will shovel the foreign object to both sides to prevent the foreign object from causing damage to the bottom of the car. When the foreign object is large and heavy, the material dispensing rack 16 will slide obliquely upward along the guide inclined plate 15. At the same time, the material dispensing rack 16 slides obliquely upward along the guide groove 18 through the wedge block 17, and presses the early warning trigger 1701 through the wedge block 17. The early warning trigger 1701 sends an early warning to the inside of the car, prompting the crew to pay attention to the emergency and take countermeasures, while avoiding the material dispensing rack 16 from breaking. After passing over the foreign object, the material dispensing rack 16 slides obliquely downward along the guide inclined plate 15 under the influence of gravity.

[0033] See also Figure 7 and Figure 8 As shown, it also includes a second mounting frame 19 installed on both sides of the front of the vehicle 1 by means of bolt connection, and a first mounting seat 20 and a second mounting seat 21 are installed on the second mounting frame 19 by means of bolt connection, a second clamping rod 24 is arranged in a transverse sliding manner in the second mounting seat 21, and an elastic member 22 is fixedly connected between the second clamping rod 24 and the second mounting seat 21 by means of welding, and a first clamping rod 23 for reinforcing the connection is commonly penetrated on the front of the vehicle 1, the fixing plate 2 and the second mounting frame 19, and the second clamping rod 24 can penetrate to lock the first clamping rod 23, and the second clamping rod 24 is clamped with the first mounting seat 20.

[0034] When the fixing plate 2 needs to be reinforced, the second clamping rod 24 is pulled to slide into the second mounting seat 21. At this time, the elastic member 22 is compressed and deformed by the force to make the second clamping rod 24 disengage from the clamping connection with the first mounting seat 20, and then the first clamping rod 23 is passed through the second mounting frame 19, the fixing plate 2 and the front of the vehicle 1 in sequence, and then the second clamping rod 24 is loosened. At this time, the elastic member 22 pushes the second clamping rod 24 to pass through the first clamping rod 23 and clamp with the first mounting seat 20 to fix and limit the first clamping rod 23, and the connection between the fixing plate 2 and the front of the vehicle 1 is made more stable through the first clamping rod 23.

[0035] See also Figure 1 As shown, both sides of the material shifting frame 16 are equipped with protective sleeves 25 by bolt connection. The protective sleeves 25 can reduce unnecessary wear of the material shifting frame 16 and increase the service life of the material shifting frame 16.

[0036] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the utility model, rather than to limit it. Although the utility model has been described in detail with reference to the aforementioned embodiments, ordinary technicians in this field should understand that they can still modify the technical solutions recorded in the aforementioned embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not make the essence of the corresponding technical solution deviate from the scope of the technical solution of the embodiments of the utility model.

Claims

1. A rail transit anti-collision device, comprising a locomotive head and a fixing plate, wherein fixing plates (2) are installed on both sides of the locomotive head (1), wherein: The invention also comprises a first electric wire (3), a second electric wire (4), a connecting terminal (5), a connecting end head (6), a sleeve (7), a third electric wire (8), a first mounting frame (9) and a brake controller (10). The two fixing plates (2) are fixedly connected with a plurality of connecting terminals (5). The two fixing plates (2) are provided with a plurality of first electric wires (3). Both ends of the first electric wires (3) are connected in parallel with the connecting terminals (5). The third electric wire (8) is sleeved with a sleeve (7) on the outside. Both ends of the sleeve (7) are fixedly connected with the connecting end head (6). The sleeve (7) is clamped with the connecting terminals (5) on the two fixing plates (2) through the connecting end head (6). The first mounting frame (9) is installed in the front of the vehicle (1). The brake controller (10) is installed on the first mounting frame (9). Both sides of the brake controller (10) are fixedly connected with second electric wires (4). The second electric wires (4) are fixedly connected with each connecting terminal (5).

2. A rail transit anti-collision device according to claim 1, characterized in that: It also comprises a crossbeam (11) mounted on the two fixed plates (2), a baffle (14) being mounted on the crossbeam (11), a guide rod (12) being slidably arranged on the crossbeam (11), and a buffer rubber block (13) being sleeved on the guide rod (12).

3. A rail transit anti-collision device according to claim 1, characterized in that: The invention also comprises a guide inclined plate (15) mounted on the vehicle head (1), a material shifting frame (16) being slidably arranged on the guide inclined plate (15), wedge blocks (17) being fixedly connected to both sides of the material shifting frame (16), guide grooves (18) being provided on both sides of the inner wall of the vehicle head (1), the wedge blocks (17) being slidably connected to the guide grooves (18), and an early warning trigger (1701) being installed in the guide grooves (18).

4. A rail transit anti-collision device according to claim 1, characterized in that: The vehicle also comprises a second mounting frame (19) mounted on both sides of the vehicle head (1), a first mounting seat (20) and a second mounting seat (21) being mounted on the second mounting frame (19), a second clamping rod (24) being slidably arranged in the second mounting seat (21), an elastic member (22) being fixedly connected between the second clamping rod (24) and the second mounting seat (21), a first clamping rod (23) being commonly penetrated on the vehicle head (1), the fixing plate (2) and the second mounting frame (19), the second clamping rod (24) being able to penetrate the first clamping rod (23), and the second clamping rod (24) being clamped with the first mounting seat (20).

5. A rail transit anti-collision device according to claim 3, characterized in that: Protective covers (25) are installed on both sides of the material shifting frame (16).

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