Combined rail safety energy absorption structure
The multi-stage energy absorption design of the combined track safety energy absorption structure solves the problem of premature triggering of the energy absorption structure in low-speed collisions or failure in high-speed collisions in the existing technology, and achieves efficient energy absorption and structural stability at different speeds.
Patent Information
- Application Number
- CN202422970880.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-12-03
- Publication Date
- 2025-10-21
- Estimated Expiration
- 2034-12-03
AI Technical Summary
The existing rail train energy absorption structure is easily triggered prematurely in low-speed collisions or fails to effectively absorb energy in high-speed collisions. The front-end structure is prone to failure due to vertical forces, and the single design leads to insufficient adaptability and efficiency.
A combined track safety energy absorption structure is adopted, including an outer tube, an inner tube, a primary energy absorption mechanism, a secondary energy absorption mechanism and a cutting mechanism. Through the expansion of plastic square tubes, friction energy absorption and energy consumption by cutters, multi-level energy absorption is achieved and the ability to resist vertical loads is enhanced.
Stable energy absorption at various collision speeds reduces the risk of structural failure, ensures the orderliness and effectiveness of the energy absorption process, improves energy absorption efficiency, and reduces impact and damage to the train structure.
Smart Images
Figure CN223456947U_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The utility model relates to energy absorption device technical field, concretely relates to a combined track safety energy absorption structure. BACKGROUND
[0002] With the continuous rise of the overall operation speed of the rail train, the performance standard of the passive safety anti-collision system is also increasingly strict. The energy absorption structure is constantly evolving towards high stability and high energy absorption efficiency. However, the current application of energy absorption structure is mainly limited to dealing with low energy, low speed collision situation, the design is relatively single, and the collision force and the energy absorption are relatively limited.
[0003] The limitation of this design leads to that the product can only cope with limited collision scenes, and the overall energy absorption mechanism is often activated at low speed collision. The primary energy absorption device in the prior art usually relies on the damping force generated by the cement or oil pressure to absorb energy, but this mechanism has inherent defects. The size of the damping force is significantly affected by the compression speed: at low speed collision, the generated damping force is relatively small; while in high speed collision, the damping force may increase sharply, becoming a rigid body, resulting in that the rear end energy absorption process is completed, while the primary energy absorption device cannot be effectively triggered.
[0004] In addition, the front end part of the traditional energy absorption structure often extends too long, in the train collision accident, this design makes the overall structure easy to be subjected to a large vertical force in the length direction, so as to cause the front end structure to fail or even deform, and cannot orderly absorb energy as expected. SUMMARY
[0005] The utility model aims at overcoming the above technical deficiencies, and proposes a combined track safety energy absorption structure, improves the adaptability and efficiency of the energy absorption structure under various collision speeds, avoids the limitation of early triggering at low speed collision or unable to effectively absorb energy at high speed collision; at the same time, the design of the energy absorption structure is optimized, the risk of structural failure caused by vertical force in the collision due to the too long front end is reduced, and the orderliness and effectiveness of the energy absorption process are ensured.
[0006] In order to achieve the above technical purpose, the utility model adopts the following technical scheme:
[0007] The utility model provides a combined track safety energy absorption structure, which comprises:
[0008] An outer cylinder;
[0009] An inner cylinder, which is slidingly inserted into the outer cylinder;
[0010] A primary energy-absorbing mechanism, which comprises a plastic square tube, an expansion cone and a contact piece, the plastic square tube is fixed in the inner cylinder, the expansion cone is slidingly arranged in the inner cylinder, the tip of the expansion cone is embedded in the plastic square tube, and the contact piece is fixed at the end of the expansion cone away from the plastic square tube;
[0011] A secondary energy-absorbing mechanism, which is compressible in volume and is arranged in the outer cylinder, the two ends of the secondary energy-absorbing mechanism are respectively in abutment with the inner bottom wall of the outer cylinder and the inner cylinder, and
[0012] A cutting mechanism, which comprises a cutter, the cutter is fixed to the outer cylinder, and the cutter can cut the inner cylinder when the inner cylinder slides.
[0013] In some embodiments, a mounting plate is fixed on the outer cylinder, and a plurality of mounting holes are formed in the mounting plate.
[0014] In some embodiments, a displacement slot is formed in the outer cylinder, a groove corresponding to the displacement slot is formed in the outer side wall of the inner cylinder, one end of the cutter is fixed to the mounting plate, the other end of the cutter extends into the groove through the displacement slot, and the cutting edge of the cutter faces the contact piece.
[0015] In some embodiments, a fixing hole is formed in one end of the cutter, and one end of the cutter is fixed to the mounting plate through a bolt, and the bolt passes through the fixing hole.
[0016] In some embodiments, a guide groove is formed in the inner side wall of the outer cylinder, and a first protrusion matched with the guide groove is formed on the outer side wall of the inner cylinder, and the first protrusion is slidingly arranged in the guide groove.
[0017] In some embodiments, a baffle is fixed in the inner cylinder, and one end of the plastic square tube is fixed to the baffle.
[0018] In some embodiments, a clamping space is formed between the baffle and the plastic square tube, the secondary energy-absorbing mechanism comprises a plurality of honeycomb blocks and at least one thrust block, each honeycomb block is arranged in the outer cylinder along the length direction of the outer cylinder, one end of the honeycomb block closest to the inner cylinder is clamped in the clamping space, one end of the honeycomb block farthest from the inner cylinder is in abutment with the inner bottom surface of the outer cylinder, and a thrust block is arranged between two adjacent honeycomb blocks, and the thrust block is slidingly arranged in the outer cylinder.
[0019] In some embodiments, the honeycomb block is formed by bonding aluminum foil and then stretching the bonded aluminum foil, and the cross section of the honeycomb block is a regular hexagon.
[0020] In some embodiments, the thrust block comprises two thrust plates and a connecting body, the two thrust plates are fixedly connected through the connecting body, and the two thrust plates are both slidingly arranged in the outer cylinder.
[0021] In some embodiments, a second protrusion matched with the guide groove is formed on the outer side wall of the thrust plate, and the second protrusion is slidingly arranged in the guide groove.
[0022] Compared with the prior art, the combined track safety energy absorption structure has the advantages that: the primary energy absorption mechanism adopts the plastic deformation capacity and friction force of the pipe body generated in the expansion process of the thin-walled pipe to absorb energy, is not affected by speed, and can stably absorb energy in various collision scenes. At the same time, the primary energy absorption mechanism expands the internal thin-walled pipe to generate energy, and tightly fits the expanded thin-walled pipe to the inner wall of the inner cylinder, effectively supports the vertical force, makes the energy absorption structure have higher vertical load resistance, reduces the risk of structural failure caused by the vertical force in the collision due to the excessive length of the front end, ensures the orderliness and effectiveness of the energy absorption process, and in addition, the cutter can cut the inner cylinder when the inner cylinder slides, and part of the collision energy is consumed in the cutting process, which can further enhance the cutting effect. BRIEF DESCRIPTION OF DRAWINGS
[0023] Figure 1 is a perspective structural schematic view of the combined track safety energy absorption structure according to an embodiment of the utility model;
[0024] Figure 2 is Figure 1 a top view of the combined track safety energy absorption structure in
[0025] Figure 3 is Figure 2 a sectional view of section A-A in
[0026] Figure 4 is Figure 3 a local enlarged view of region B in
[0027] Figure 5 is Figure 1 an exploded view of the combined track safety energy absorption structure in
[0028] MARKED FOR EXPLANATION: 1-outer cylinder, 11-guide groove, 12-mounting plate, 121-mounting hole, 13-clearance groove, 2-inner cylinder, 21-first protrusion, 22-baffle, 23-groove, 3-primary energy absorption mechanism, 31-plastic square pipe, 32-expansion cone head, 33-contact piece, 331-linkage, 332-anti-climb tooth, 4-secondary energy absorption mechanism, 41-honeycomb block, 42-thrust block, 421-thrust plate, 4211-second protrusion, 422-connecting body, 5-cutting mechanism, 51-cutter, 511-fixing hole. DETAILED DESCRIPTION
[0029] In order to make the purpose, technical scheme and advantages of the utility model more clearly, the following will make further detailed description to the utility model combined with the drawings and examples. It should be understood that the specific examples described here are only used to explain the utility model, and are not used to limit the utility model.
[0030] In order to solve the adaptability and efficiency of energy absorption structure under multiple collision speeds, avoid the limitation that premature triggering at low speed collision or unable to effectively absorb energy at high speed collision, and optimize the design of energy absorption structure, reduce the risk of structural failure caused by vertical force in collision due to the excessive length of the front end, ensure the orderliness and effectiveness of the energy absorption process, the utility model provides a combined track safety energy absorption structure.
[0031] Please refer to Figures 1-5 , Figure 1 It is a structural schematic view of the combined track safety energy absorption structure in an embodiment of the utility model, and the combined track safety energy absorption structure comprises an outer cylinder 1, an inner cylinder 2, a primary energy absorption mechanism 3, a secondary energy absorption mechanism 4 and a cutting mechanism 5.
[0032] The inner cylinder 2 is slidably inserted into the outer cylinder 1.
[0033] The primary energy absorption mechanism 3 comprises a plastic square tube 31, an expansion cone head 32 and a contact piece 33, the plastic square tube 31 is fixed in the inner cylinder 2, the expansion cone head 32 is slidably arranged in the inner cylinder 2, the tip of the expansion cone head 32 is embedded in the plastic square tube 31, the plastic square tube 31 can be attached to the inner wall of the inner cylinder 2 after expansion through the expansion cone head 32, and the contact piece 33 is fixed to one end of the expansion cone head 32 away from the plastic square tube 31, as the first interface in contact with the external collision object.
[0034] The secondary energy absorption mechanism 4 is compressible in volume, and is arranged in the outer cylinder, and the two ends of the secondary energy absorption mechanism 4 are respectively in abutment with the inner bottom wall of the outer cylinder 1 and the inner cylinder 2.
[0035] The cutting mechanism 5 comprises a cutter 51, the cutter 51 is fixed to the outer cylinder 1, and the cutter 51 can cut the inner cylinder 2 when the inner cylinder 2 slides, and part of the collision energy is consumed in the cutting process, thereby further improving the energy absorption effect.
[0036] In use, the outer cylinder 1 is fixed to the front or rear of a train, when an external object (such as another train) collides with the contact piece 33, the collision force is transmitted to the expansion cone head 32 through the contact piece 33. The expansion cone head 32 slides along the inner cylinder 2 under the action of the collision force, and the tip gradually expands in the plastic square tube 31, causing the plastic square tube 31 to plastically deform and absorb a large amount of collision energy. As the plastic square tube 31 expands, it gradually fits the inner wall of the inner cylinder 2, further enhancing the lateral stability and energy absorption capacity of the structure. At the same time, the collision force continues to be transmitted to the inner cylinder 2, causing the inner cylinder 2 to slide or compress the secondary energy absorption mechanism 4. The secondary energy absorption mechanism 4 begins to deform under the compression of the inner cylinder 2, further absorbing collision energy. In addition, the cutter 51 can cut the inner cylinder 2 as it slides, consuming part of the collision energy during the cutting process. Through this multi-stage energy absorption design, the device can efficiently absorb energy at different speeds, while reducing the impact and damage to the train structure.
[0037] The primary energy absorption mechanism of the utility model adopts the pipe plastic deformation capacity and friction force generated during the expansion of the thin-walled pipe to absorb energy, which is not affected by speed and can stably absorb energy in various collision scenarios. At the same time, the expansion of the primary energy absorption mechanism to the internal thin-walled pipe generates energy, and the expanded thin-walled pipe is tightly fitted to the inner wall of the inner cylinder, effectively supporting the vertical force, allowing the energy absorption structure to have higher vertical load resistance, reducing the risk of structural failure caused by vertical force in collisions due to the excessive length of the front end, ensuring the orderliness and effectiveness of the energy absorption process. In addition, the cutter 51 can cut the inner cylinder 2 as it slides, consuming part of the collision energy during the cutting process, which can further enhance the cutting effect.
[0038] In one embodiment, please refer to Figures 1-3 The contact piece 33 includes a connecting rod 331 and an anti-climbing tooth 332. One end of the connecting rod 331 is fixedly connected to the end of the expansion cone head 32 away from the plastic square tube 31, and the other end of the connecting rod 331 is fixedly connected to the anti-climbing tooth 332. The tooth surface of the anti-climbing tooth 332 faces the impact direction. The design of the anti-climbing tooth 332 effectively prevents the external object from climbing during the collision, increasing the safety of the energy absorption device. The tooth surface facing the impact direction can better guide the collision force and improve the energy absorption efficiency.
[0039] In one embodiment, please refer to Figures 1-3 The outer cylinder 1 is fixedly connected to the mounting plate 12, and the mounting plate 12 is provided with a plurality of mounting holes 121. The mounting plate provides convenience for the installation of the energy absorption device, and the mounting holes can be used to conveniently fix it to the train. The increased connection strength between the energy absorption device and the train structure improves the overall safety.
[0040] In one embodiment, please refer to Figures 1-4 , the outer cylinder 1 is provided with a let slot 13, the inner cylinder 2 is provided with a groove 23 corresponding to the let slot 13, one end of the cutter 51 is fixed to the mounting plate 12, the other end of the cutter 51 extends into the groove 23 through the let slot 13, and the cutting edge of the cutter 51 faces the contact 33. After the collision, the inner cylinder 2 moves into the outer cylinder 1, and because the other end of the cutter 51 extends into the groove 23, the cutter 51 will cut the inner cylinder 2 during the movement of the inner cylinder 2.
[0041] In one embodiment, please refer to Figures 1-4 , one end of the cutter 51 is provided with a fixing hole 511, and one end of the cutter 51 is fixed to the mounting plate 12 through a bolt (not shown), and the bolt passes through the fixing hole 511.
[0042] In one embodiment, please refer to Figures 1-5 , the inner side wall of the outer cylinder 1 is provided with a guide slot 11, the outer side wall of the inner cylinder 2 is formed with a first protrusion 21 matched with the guide slot 11, and the first protrusion 21 is slidingly arranged in the guide slot 11. The cooperation of the guide slot and the first protrusion ensures the stable sliding of the inner cylinder in the outer cylinder, improves the reliability and stability of the structure, reduces the shaking of the inner cylinder during the sliding process, and is beneficial to the orderly transmission and absorption of energy.
[0043] In one embodiment, please refer to Figures 1-5 , the inner cylinder 2 is fixed with a baffle 22, and one end of the plastic square tube 31 is fixed to the baffle 22. The baffle provides a fixed support point for the plastic square tube, ensuring the stability of the plastic square tube during the expansion process.
[0044] In one embodiment, please refer to Figures 1-5 , the baffle 22 and the plastic square tube 31 form a clamping space, the secondary energy absorption mechanism 4 includes a plurality of honeycomb blocks 41 and at least one thrust block 42, each honeycomb block 41 is arranged in the outer cylinder 1 along the length direction of the outer cylinder 1, one end of the honeycomb block 41 closest to the inner cylinder 2 is clamped in the clamping space, one end of the honeycomb block 41 farthest from the inner cylinder 2 abuts against the inner bottom surface of the outer cylinder 1, and one thrust block 42 is arranged between two adjacent honeycomb blocks 41, and the thrust block 42 is slidingly arranged in the outer cylinder 1. The combination design of the honeycomb block and the thrust block realizes the multi-stage absorption and transmission of energy.
[0045] In the aluminum honeycomb structure, the maximum range of the length of the honeycomb block 41 is 500-600mm due to the constraints of production and other aspects, considering the actual product use scene, the length of the honeycomb block 41 is more than 1m, which involves the splicing between the honeycomb blocks, in the prior art, the splicing between the honeycomb blocks is mostly 2mm aluminum plate as an intermediate partition, and the bonding is achieved through glue, which will cause the instability of the impact force value, and the bonding process and the use of glue have high requirements in the production process, and the glue efficacy will weaken with time aging, and the honeycomb block will uncontrollably tear longitudinally in the collision process, and the energy absorption effect is poor. The utility model discloses a plurality of aluminum honeycomb stable energy absorption through the use of the thrust block 42 in the designated sliding groove, so that the thrust block 42 in the designated sliding groove moves stably.
[0046] In one embodiment, please refer to Figures 1-3 The honeycomb block 41 is formed by bonding aluminum foil and then stretching the bonded aluminum foil, and the cross section of the honeycomb block 41 is a regular hexagon. The honeycomb block is formed by bonding and stretching aluminum foil, and has excellent energy absorption performance and lightweight characteristics. The regular hexagonal cross section design improves the stability and energy absorption efficiency of the honeycomb block.
[0047] In one embodiment, please refer to Figures 1-5 The thrust block 42 includes two thrust plates 421 and a connecting body 422, the two thrust plates 421 are fixedly connected through the connecting body 422, and the two thrust plates 421 are slidingly arranged in the outer cylinder 1. The two thrust plates are fixedly connected through the connecting body, which improves the integrity and stability of the thrust block.
[0048] In one embodiment, please refer to Figures 1-5 A second protrusion 4211 is formed on the outer side wall of the thrust plate 421 and matches the guide groove 11, and the second protrusion 4211 is slidingly arranged in the guide groove 11. The cooperation of the second protrusion on the thrust plate and the guide groove ensures the stable sliding of the thrust block in the outer cylinder.
[0049] In order to better understand the utility model, the following will be combined with Figures 1 to 5The technical scheme of the utility model is explained in detail: in use, the outer cylinder 1 is fixed at the front or rear of a train, when an external object (such as another train) collides with the contact piece 33, the collision force is transmitted to the expansion cone head 32 through the contact piece 33. The expansion cone head 32 slides along the inner cylinder 2 under the action of the collision force, and its tip gradually expands in the plastic square tube 31, causing the plastic square tube 31 to plastically deform, absorbing a large amount of collision energy. With the expansion of the plastic square tube 31, it gradually fits the inner wall of the inner cylinder 2, further enhancing the lateral stability and energy absorption capacity of the structure. At the same time, the collision force continues to be transmitted to the inner cylinder 2, causing the inner cylinder 2 to slide in the outer cylinder 1 until the secondary energy absorption mechanism 4 is compressed, the honeycomb block 41 plastically deforms through its unique structure, further absorbing collision energy. In addition, the cutter 51 can cut the inner cylinder 2 when the inner cylinder 2 slides, which will consume part of the collision energy. Through this multi-stage energy absorption design, the device can achieve efficient energy absorption at different speeds, while reducing the impact and damage to the train structure.
[0050] The primary energy absorption mechanism of the utility model absorbs energy through the plastic deformation capacity of the tube body and friction generated during the expansion of the thin-walled tube, which is not affected by speed and can stably absorb energy in various collision scenarios. At the same time, the expansion of the internal thin-walled tube by the primary energy absorption mechanism generates energy while tightly fitting the expanded thin-walled tube to the inner wall of the inner cylinder, effectively supporting the vertical force, allowing the energy absorption structure to have higher vertical load resistance, reducing the risk of structural failure due to vertical force in collisions caused by the excessive length of the front end, ensuring the orderliness and effectiveness of the energy absorption process. In addition, the cutter 51 can cut the inner cylinder 2 when the inner cylinder 2 slides, which will consume part of the collision energy, further enhancing the cutting effect.
[0051] The above-described specific implementation of the utility model does not constitute a limitation on the scope of protection of the utility model. Any other corresponding changes and modifications made in accordance with the technical concept of the utility model should be included within the scope of protection of the claims of the utility model.
Claims
1. A combined rail safety energy absorbing structure, characterized by, include: outer cylinder; an inner cylinder, which is slidably inserted into the outer cylinder; a first-level energy absorption mechanism, comprising a plastic square tube, an expansion cone head, and a contact piece, wherein the plastic square tube is fixed in the inner tube, the expansion cone head is slidably disposed in the inner tube, the tip of the expansion cone head is embedded in the plastic square tube, and the contact piece is fixed to an end of the expansion cone head away from the plastic square tube; A secondary energy absorbing mechanism, which is compressible and disposed in the outer tube, with both ends of the secondary energy absorbing mechanism respectively abutting against the inner bottom wall of the outer tube and the inner tube, and, The cutting mechanism comprises a cutter fixed to the outer cylinder and capable of cutting the inner cylinder when the inner cylinder slides.
2. The modular rail safety energy absorption structure of claim 1, wherein, A mounting plate is fixed on the outer cylinder, and a plurality of mounting holes are formed on the mounting plate.
3. The modular rail safety energy absorption structure of claim 2, wherein, A clearance groove is provided on the outer cylinder, and a groove corresponding to the clearance groove is provided on the outer wall of the inner cylinder. One end of the cutter is fixed to the mounting plate, and the other end of the cutter passes through the clearance groove and extends into the groove, and the blade of the cutter faces the contact piece.
4. The combined rail safety energy absorbing structure according to claim 3, wherein A fixing hole is opened at one end of the cutter, and one end of the cutter is fixed to the mounting plate via a bolt, and the bolt passes through the fixing hole.
5. The modular rail crash energy management system of claim 1, wherein, A guide groove is formed on the inner side wall of the outer cylinder, and a first protrusion matched with the guide groove is formed on the outer side wall of the inner cylinder. The first protrusion is slidably arranged in the guide groove.
6. The modular rail crash energy management system of claim 5, wherein, A baffle is fixed in the inner cylinder, and one end of the plastic square tube is fixed to the baffle.
7. The modular rail crash energy management system of claim 6, wherein, A locking space is formed between the baffle and the plastic square tube. The secondary energy absorption mechanism includes a plurality of honeycomb blocks and at least one thrust block. The honeycomb blocks are arranged in sequence in the outer tube along the length direction of the outer tube. One end of the honeycomb block closest to the inner tube is locked in the locking space, and one end of the honeycomb block farthest from the inner tube abuts against the inner bottom surface of the outer tube. A thrust block is arranged between two adjacent honeycomb blocks, and the thrust block is slidably arranged in the outer tube.
8. The modular rail crash energy management system of claim 7, wherein, The honeycomb block is formed by bonding aluminum foils and then stretching the bonded aluminum foils. The cross section of the honeycomb block is a regular hexagon.
9. The modular rail crash energy management system of claim 8, wherein, The thrust block includes two thrust plates and a connector. The two thrust plates are fixedly connected via the connector, and both thrust plates are slidably disposed in the outer cylinder.
10. The modular rail crash energy management system of claim 9, wherein, A second protrusion matched with the guide groove is formed on the outer side wall of the thrust plate, and the second protrusion is slidably arranged in the guide groove.