Anti-collision device and railway vehicle

Abstract

The utility model relates to an anti-collision device and a railway vehicle, the anti-collision device comprises a fixing piece, the fixing piece comprises a fixing cylinder and a fixing plate connected with the fixing cylinder; the movable part comprises a movable cylinder matched with the fixed cylinder and an end plate connected to the movable cylinder, and the movable cylinder and the fixed cylinder form a moving pair; the damper is arranged in the movable cylinder and the fixed cylinder, one end of the damper is detachably connected to the movable cylinder through a first hinge piece, and the other end of the damper is detachably connected to the fixed cylinder through a second hinge piece; the spring is arranged on the movable cylinder and / or the fixed cylinder in a sleeving mode, and the two ends of the spring abut against the movable part and the fixed part respectively; according to the anti-collision device, the energy absorption effect can be achieved in the collision process, the impact force generated by collision is effectively reduced, and a vehicle can be better protected; and the structure of the anti-collision device is more optimized, and installation, disassembly and replacement of the internal damper are very convenient.

Description

Technical Field

[0001] This utility model relates to the field of rail transit equipment technology, specifically to a collision avoidance device and a rail vehicle. Background Technology

[0002] Suspended rail transit systems, also known as elevated rail trains, are a new type of urban rail transit system. Similar to traditional urban rail transit systems, they are mainly used in densely populated urban areas to transport passengers or goods. In recent years, suspended rail transit systems have developed rapidly. Existing suspended rail transit systems typically include tracks, vehicles mounted on the tracks (referred to as locomotives or railcars), and cars connected to the vehicles and suspended below the tracks. The tracks are usually erected in the air, forming a cavity for the vehicles to run through. The vehicles are placed inside the cavity and travel along the tracks, thereby propelling the cars below forward.

[0003] To protect vehicles and tracks and improve safety and reliability, protective structures are typically installed on vehicles. These structures take various forms, such as vehicle stability structures and derailment prevention structures. One such protective structure is the anti-collision bar. For example, Chinese Patent CN 212098858 U discloses an anti-collision bar for a track system. This bar features an elastic mechanism and is installed at the end of the vehicle. When the vehicle collides with the track at a curve, the anti-collision bar contacts the track first, allowing the elastic mechanism to act as a buffer, preventing rigid collisions and thus avoiding damage to the track or vehicle. However, this type of anti-collision bar has two drawbacks. First, the elastic mechanism relies on a spring for buffering. Springs only provide cushioning during the initial collision; at higher vehicle speeds, leading to more severe collisions with the track or other vehicles, the impact force can easily be transmitted to the vehicle, causing damage and failing to provide adequate protection. Second, existing anti-collision bars present challenges in terms of installation and replacement of the elastic mechanism, which urgently need to be addressed. Utility Model Content

[0004] The first aspect of this utility model is to solve the above-mentioned technical problems by providing an anti-collision device that not only provides a better buffering effect but also absorbs energy during a collision, effectively reducing the impact force generated by the collision and thus better protecting the vehicle. Furthermore, the structure of this anti-collision device is optimized, making it very easy to install and replace. The main concept is as follows:

[0005] A collision avoidance device includes a fixing member comprising a fixing cylinder and a fixing plate connected to the fixing cylinder; a movable member comprising a movable cylinder adapted to the fixing cylinder and an end plate connected to the movable cylinder, the movable cylinder and the fixing cylinder forming a sliding pair; a damper disposed within the movable cylinder and the fixing cylinder, one end of the damper being detachably connected to the movable cylinder via a first hinge, and the other end of the damper being detachably connected to the fixing cylinder via a second hinge; and a spring sleeved on the movable cylinder and / or the fixing cylinder, the two ends of the spring abutting against the movable member and the fixing member respectively. In this design, springs provide cushioning and resetting; dampers not only cushion impacts but also effectively absorb collision energy, thus reducing the impact force and even eliminating the force transmitted to the vehicle, effectively protecting it and minimizing damage. By placing the damper within a movable and fixed cylinder, forming a sliding pair, and connecting both ends of the damper to the movable and fixed cylinders respectively, the internal damper is protected, and the interaction between the movable and fixed cylinders guides its movement, ensuring the impact force driving the damper is roughly aligned with its length. This results in better energy absorption and improved vehicle protection during collisions. Furthermore, the detachable connection of the damper's two ends to the movable and fixed cylinders via first and second hinges facilitates installation and removal, simplifying future maintenance.

[0006] Preferably, the side wall of the movable cylinder is provided with two opposing first limiting holes; the first hinge member includes a rod, a head connected to the rod, and a nut, the rod having an external thread adapted to the nut; the rod of the first hinge member passes through the first limiting holes and exits the movable cylinder, and is locked to the movable cylinder by the nut; one end of the damper is connected to the rod of the first hinge member; the side wall of the fixed cylinder is provided with two opposing second limiting holes; the second hinge member includes a rod, a head connected to the rod, and a nut, the rod having an external thread adapted to the nut; the rod of the second hinge member passes through the second limiting holes and exits the fixed cylinder, and is locked to the fixed cylinder by the nut; one end of the damper is connected to the rod of the second hinge member. This design allows for a detachable connection through the cooperation of the limiting holes, hinge members, and damper, resulting in a more optimized structure and easier installation and removal of the damper.

[0007] The second aspect of this invention addresses the problem of quickly positioning and installing a damper at the center of a movable cylinder. Further, it includes two first spacer sleeves of equal length, each cylindrical in shape. The two spacer sleeves are respectively fitted onto the rod portion of the first hinge member and located on either side of the damper. One spacer sleeve is positioned between the damper and the head of the first hinge member, while the other is positioned between the damper and the nut. In this solution, tightening the nut simultaneously compresses both spacer sleeves, effectively limiting and constraining the position of the damper's end within the movable cylinder. This allows for quick and efficient positioning of the damper at the center of the movable cylinder, while also stably limiting and constraining it, preventing radial sliding along the movable cylinder. This facilitates better buffering and energy absorption during collisions, thus better protecting the rail vehicle.

[0008] Furthermore, it includes two second spacer sleeves, both of the same length, with a cylindrical structure. The two spacer sleeves are respectively fitted onto the rod portion of the second hinge member and located on either side of the damper. One spacer sleeve is located between the head of the damper and the second hinge member, while the other spacer sleeve is located between the damper and the nut. In this design, tightening the nut simultaneously compresses both spacer sleeves, effectively limiting and constraining the position of the damper end within the fixed cylinder. This allows for quick and efficient positioning of the damper in the middle of the fixed cylinder, while also stably limiting and constraining the damper, preventing radial sliding along the fixed cylinder. This facilitates better buffering and energy absorption during collisions, thus better protecting the rail vehicle.

[0009] Preferably, one of the first spacer sleeves has its two ends abutting against the head of the damper and the head of the first hinge, respectively, and the other two spacer sleeves have its two ends abutting against the damper and the nut, respectively; one of the second spacer sleeves has its two ends abutting against the head of the damper and the head of the second hinge, respectively, and the other two spacer sleeves have its two ends abutting against the damper and the nut, respectively.

[0010] Furthermore, a washer is provided between the nut and the side wall of the movable cylinder; a washer is provided between the head of the first hinge and the side wall of the movable cylinder, and two first spacer sleeves abut against the washer respectively. This is so that the radial position of the first spacer sleeve is limited and constrained by the cooperation between the washer and the first spacer sleeve.

[0011] Furthermore, a washer is provided between the nut and the side wall of the fixed cylinder; a washer is provided between the head of the second hinge and the side wall of the fixed cylinder, and two second spacer sleeves are respectively fitted onto the washer. This is so that the radial position of the second spacer sleeve is limited and constrained by the cooperation between the washer and the second spacer sleeve.

[0012] The third aspect of this invention addresses the problem of avoiding rigid collisions. Further, it includes an energy-absorbing structure comprising an energy-absorbing hole and a vulnerable component adapted to the hole. The energy-absorbing hole is constructed within a movable or fixed cylinder, and the vulnerable component is disposed within the fixed or movable cylinder, inserted into the energy-absorbing hole. The vulnerable component is designed to be damaged under the compression of the movable or fixed cylinder. Thus, through the mutual compression between the energy-absorbing hole and the vulnerable component, and the damage process of the vulnerable component, a portion of the impact force from the collision is effectively released, thereby effectively reducing or even eliminating the impact force acting on the rail vehicle, and achieving a better protective effect.

[0013] Preferably, the movable cylinder has energy-absorbing holes on its side, arranged along the length of the movable cylinder. The fixed cylinder has vulnerable parts adapted to the energy-absorbing holes on its side, and the vulnerable parts are inserted into the energy-absorbing holes. When the anti-collision device is compressed, the end of the energy-absorbing hole contacts and squeezes the vulnerable parts, causing the vulnerable parts to break before the movable cylinder, thereby achieving a better buffering and energy-absorbing effect.

[0014] Furthermore, the end of the energy-absorbing hole corresponding to the vulnerable part is constructed with a sharp structure. This effectively reduces the contact area between the energy-absorbing hole and the vulnerable part, thus making it more likely to damage the vulnerable part.

[0015] Furthermore, the energy-absorbing structure includes multiple vulnerable components, each arranged at intervals along the length of the fixed cylinder. After a collision, the ends of the energy-absorbing holes can sequentially contact and crush each vulnerable component, achieving a multi-stage buffering and energy absorption effect, which is more conducive to releasing the impact force and providing better protection.

[0016] Furthermore, the outer side of the movable cylinder has a first limiting part; the outer side of the fixed cylinder has a second limiting part, and the two ends of the spring abut against the first limiting part and the second limiting part respectively.

[0017] Preferably, both the first limiting part and the second limiting part are constructed in a ring shape. This provides more stable support for the spring and allows the spring to be inserted between the first and second limiting parts in any orientation, making it more convenient.

[0018] Preferably, the end of the fixed cylinder facing away from the fixed plate is inserted into the movable cylinder, forming a sliding pair with the movable cylinder.

[0019] Preferably, the movable cylinder is a cylindrical cylinder; the fixed cylinder is a cylindrical cylinder.

[0020] Furthermore, the fixing plate is configured with a connecting portion to facilitate the fixing of the fastener to the rail vehicle.

[0021] Preferably, the connecting part includes multiple through holes, each of which is arranged along the circumference of the fixed cylinder.

[0022] Preferably, the damper is a viscous damper.

[0023] Preferably, the spring is a compression spring.

[0024] The fourth aspect of this invention addresses the problem of avoiding rigid collisions. Furthermore, it includes a rubber pad, which is detachably mounted on the outer side of the end plate. The rubber pad can buffer and absorb shock during a collision, thus preventing rigid impacts.

[0025] A rail vehicle includes a vehicle body, the vehicle body including a frame and running wheels disposed on both sides of the frame; at least one end of the frame is equipped with the anti-collision device.

[0026] Preferably, the anti-collision devices are detachably installed at both ends of the vehicle frame. This allows them to reduce the impact force of a collision at both ends of the rail vehicle, thereby better protecting the rail vehicle.

[0027] Preferably, the end of the frame has a mounting surface adapted to the fixing plate, and the mounting surface has a mounting portion adapted to the connecting portion. The fixing plate is fixed to the frame by fasteners that adapt to the connecting portion and the mounting portion. This facilitates the installation and removal of the anti-collision device.

[0028] Compared with the prior art, the anti-collision device and rail vehicle provided by this utility model can not only play a better buffering role, but also play an energy absorption role during the collision, effectively reducing the impact force generated by the collision and helping to better protect the vehicle; in addition, the structure of this anti-collision device is more optimized, which makes it very convenient to install, disassemble and replace the internal damper. Attached Figure Description

[0029] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this utility model and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0030] Figure 1 This is a schematic diagram of the anti-collision device provided in Embodiment 1 of this utility model.

[0031] Figure 2 for Figure 1 The main view.

[0032] Figure 3 for Figure 2 Sectional view at point AA.

[0033] Figure 4 This is a schematic diagram of the anti-collision device provided in Embodiment 2 of this utility model.

[0034] Figure 5 for Figure 4 Sectional view at point BB.

[0035] Figure 6 This is a schematic diagram of the anti-collision device provided in Embodiment 3 of this utility model.

[0036] Figure 7 This is a partial cross-sectional view of an anti-collision device provided in Embodiment 3 of this utility model.

[0037] Figure 8 This is a partial cross-sectional view of another anti-collision device provided in Embodiment 3 of this utility model.

[0038] Figure 9 This is a front view of a rail vehicle provided in Embodiment 4 of this utility model.

[0039] Figure 10 This is a side view of a rail vehicle provided in Embodiment 4 of this utility model.

[0040] Explanation of markings in the diagram:

[0041] Anti-collision device 1; Fixing component 2, fixing plate 21, through hole 22, fixing cylinder 23, second limiting hole 24, second limiting part 25, second spacer sleeve 26; Movable component 3, end plate 31, movable cylinder 32, first limiting hole 33, first limiting part 34, rubber pad 35, countersunk hole 36, first spacer sleeve 37; Damper 4, connecting hole 41; First hinge component 51, second hinge component 52, head 53, rod part 54, nut 55; Spring 6; Fastener 71, washer 72; Energy absorption structure 8, energy absorption hole 81, vulnerable part 82; Vehicle body 9, frame 91, mounting surface 92, mounting hole 93, running wheel 94. Detailed Implementation

[0042] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The components of the embodiments of the present invention described and shown in the accompanying drawings can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the present invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0043] Example 1

[0044] This embodiment provides an anti-collision device, including a movable part 3, a fixed part 2, a damper 4, and a spring 6, wherein, as shown... Figures 1-3 As shown, the fixing component 2 includes a fixing cylinder 23 and a fixing plate 21. One end of the fixing cylinder 23 is connected to the fixing plate 21. The fixing plate 21 preferably adopts a plate-like structure. The fixing cylinder 23 can be perpendicular to the fixing plate 21, such as... Figures 1-3 As shown; the fixing plate 21 is constructed with a connecting part so that the fixing member 2 can be easily fixed to the vehicle frame 91 through the connecting part, such as Figure 10 As shown. In implementation, the connecting part can have various embodiments. For example, the connecting part can be a plurality of through holes 22, threaded holes, or slots constructed in the fixing plate 21, or it can be a stud, an existing quick-connect coupling, etc., constructed in the fixing plate 21. For example, such as... Figures 1-3 As shown, the fixing plate 21 is a rectangular plate with four through holes 22. The fixing cylinder 23 is welded to the middle position of the fixing plate 21, and the four through holes 22 are arranged along the circumference of the fixing cylinder 23.

[0045] like Figures 1-3 As shown, the movable component 3 includes a movable cylinder 32 and an end plate 31. One end of the movable cylinder 32 is connected to the end plate 31. The end plate 31 preferably adopts a plate-like structure, and can preferably be a circular plate. The movable cylinder 32 is welded to the end plate 31, and the end plate 31 is perpendicular to the movable cylinder 32. Figures 1-3 As shown, this design is more conducive to load-bearing. The movable cylinder 32 is constructed to fit the fixed cylinder 23, allowing the movable cylinder 32 and the fixed cylinder 23 to form a sliding pair. In practice, the shape of the movable cylinder 32 is adapted to the shape of the fixed cylinder 23. For example, when the fixed cylinder 23 is cylindrical, the movable cylinder 32 is also cylindrical; when the fixed cylinder 23 is square, the movable cylinder 32 is also square. Both the movable cylinder 32 and the fixed cylinder 23 are constructed as hollow structures. To enable the movable cylinder 32 and the fixed cylinder 23 to form a sliding pair, in one embodiment, the external dimensions (e.g., outer diameter) of the movable cylinder 32 can be constructed to be less than or equal to the internal dimensions (e.g., inner diameter) of the fixed cylinder 23, allowing the movable cylinder 32 to be inserted into the fixed cylinder 23 and to move relative to the fixed cylinder 23. The fixed cylinder 23 serves as a guide for the movement of the movable cylinder 32. In another embodiment, the internal dimensions (e.g., inner diameter) of the movable cylinder 32 can be configured to be greater than or equal to the external dimensions (e.g., outer diameter) of the fixed cylinder 23, so that the fixed cylinder 23 can be inserted into the movable cylinder 32, and the movable cylinder 32 can move relative to the fixed cylinder 23. The fixed cylinder 23 serves as a guide for the movement of the movable cylinder 32, ensuring that the movable component 3 moves strictly in a straight line under the action of external force. As an example, such as Figures 1-3 As shown, in this embodiment, both the movable cylinder 32 and the fixed cylinder 23 are cylindrical.

[0046] In implementation, the damper 4 can be an existing rod-shaped damper 4, with connection holes 41 at both ends of the damper 4, such as... Figures 1-3 As shown, for example, in this embodiment, the damper 4 is a viscous damper 4, such as the VFD-NL series viscous damper 4.

[0047] In this embodiment, the damper 4 is disposed inside the movable cylinder 32 and the fixed cylinder 23, such as Figures 1-3 As shown, one end of the damper 4 is rotatably connected to the first hinge 51, which is disposed on the movable cylinder 32, as... Figures 1-3 As shown, in implementation, the first hinge 51 is preferably arranged in a direction perpendicular to the length direction of the movable cylinder 32, for example, as Figures 1-3 As shown, the first hinge 51 is arranged radially along the movable cylinder 32; for easy assembly, the side wall of the movable cylinder 32 is provided with two oppositely arranged first limiting holes 33. During assembly, the first hinge 51 passes through one of the first limiting holes 33, the connecting hole 41 of the damper 4 and the other first limiting hole 33 in sequence, so that the first hinge 51 can be constrained to the movable cylinder 32 through the first limiting hole 33, and one end of the damper 4 is constrained to the first hinge 51.

[0048] Similarly, the other end of the damper 4 is connected to the second hinge 52, which is disposed on the fixed cylinder 23, such as... Figures 1-3 As shown, in implementation, the second hinge 52 is preferably arranged in a direction perpendicular to the length direction of the fixed cylinder 23, for example, as Figures 1-3 As shown, the second hinge 52 is arranged radially along the fixed cylinder 23. For ease of assembly, the side wall of the fixed cylinder 23 is provided with two opposing second limiting holes 24. During assembly, the second hinge 52 passes sequentially through one of the second limiting holes 24, the connecting hole 41 of the damper 4, and the other second limiting hole 24, so that the second hinge 52 can be constrained to the fixed cylinder 23 through the second limiting holes 24, and one end of the damper 4 is constrained to the second hinge 52. Figures 1-3 As shown.

[0049] In implementation, the first hinge 51 may include a pin, screw, or bolt, etc. Similarly, the second hinge 52 may also include a pin, screw, or bolt, etc. As an example, in this embodiment, both the first hinge 51 and the second hinge 52 include a bolt and a nut 55. The bolt includes a head 53 and a rod 54 connected to the head 53. The rod 54 is configured with external threads, and the nut 55 is threaded onto the external threads. Thus, the corresponding hinge (first hinge 51 or second hinge 52) can be locked using the nut 55, achieving a more stable and reliable locking of the damper 4.

[0050] Since the movable cylinder 32 and the fixed cylinder 23 form a sliding pair, and the damper 4 is disposed inside the movable cylinder 32 and the fixed cylinder 23, with both ends of the damper 4 connected to the movable cylinder 32 and the fixed cylinder 23 respectively, not only are the movable cylinder 32, the fixed cylinder 23 and the damper 4 connected as one unit, but when the movable cylinder 32 moves toward the fixed cylinder 23 under the action of the collision impact force, it can synchronously compress the damper 4, and the impact force driving the damper 4 is basically consistent with the length direction of the damper 4 (or the length direction of the movable cylinder 32 and the fixed cylinder 23), so that the damper 4 can play a better role in buffering and absorbing energy, which is more conducive to protecting the vehicle during the collision.

[0051] In implementation, spring 6 is sleeved on the movable cylinder 32 and / or the fixed cylinder 23. Spring 6 is a compression spring, with its two ends abutting against the movable member 3 and the fixed member 2, respectively. When the movable cylinder 32 moves towards the fixed cylinder 23 under the impact force, spring 6 can be compressed synchronously to provide a better buffering effect. In one embodiment, one end of spring 6 can abut against the end plate 31 of the movable member 3, and the other end abuts against the fixing plate 21 of the fixed member 2. In this embodiment, the outer side of the movable cylinder 32 has a first limiting part 34, and correspondingly, the outer side of the fixed cylinder 23 has a second limiting part 25. The two ends of spring 6 abut against the first limiting part 34 and the second limiting part 25, respectively. In implementation, the first limiting part 34 and the second limiting part 25 can be constructed as ring structures, such as... Figures 1-3 As shown, this design provides more stable support for the spring 6 and allows the spring 6 to be inserted between the first limiting part 34 and the second limiting part 25 in any orientation, making it more convenient. Furthermore, the spring 6 can also serve a reset function, allowing the anti-collision device 1 to be reused if it is not damaged in an impact.

[0052] Initially (i.e., before a collision occurs), the spring 6 can be in a compressed state, at which time the distance between the first limiting part 34 and the second limiting part 25 is at its maximum. When a collision occurs, the movable part 3 moves in the direction closer to the fixed part 2, and the distance between the first limiting part 34 and the second limiting part 25 gradually decreases, so that the spring 6 is further compressed, and the damper 4 is also compressed synchronously.

[0053] In this embodiment, the first limiting part 34 is constructed at one end of the movable cylinder 32 away from the end plate 31, such as... Figures 1-3 As shown, it is easier to produce and manufacture.

[0054] In a more refined embodiment, the end plate 31 of the movable component 3 is further provided with a rubber pad 35. The rubber pad 35 can buffer and dampen shocks during collisions, preventing rigid impacts. In implementation, the rubber pad 35 is detachably installed on the end plate 31 for easy installation and replacement. For example, the rubber pad 35 can be fixed to the end plate 31 with adhesive; or, for example, the rubber pad 35 can be fixed to the end plate 31 using fasteners 71. Figures 1-3 As shown, the end plate 31 has multiple through holes 22. Correspondingly, the rubber pad 35 has multiple countersunk holes 36 that are adapted to the through holes 22. During assembly, the rubber pad 35 can be securely fixed to the end plate 31 by fasteners 71 that are adapted to the countersunk holes 36 and the through holes 22. At this time, the fasteners 71 are bolt pairs.

[0055] In implementation, the thickness of the rubber pad 35 can be determined according to actual needs, and usually the thickness of the rubber pad 35 is greater than the thickness of the end plate 31; in implementation, the shape of the rubber pad 35 is adapted to fit the end plate 31, such as... Figures 1-3 As shown, the rubber pad 35 has a cylindrical structure.

[0056] Example 2

[0057] The main difference between this embodiment 2 and embodiment 1 is that the anti-collision device 1 provided in this embodiment further includes two first spacer sleeves 37. The two first spacer sleeves 37 are of the same length, and the first spacer sleeves 37 are constructed in a cylindrical shape. Figure 4 and Figure 5 As shown, the inner diameter of the first spacer sleeve 37 is greater than or equal to the outer diameter of the first hinge member 51, and the outer diameter of the first spacer sleeve 37 is less than or equal to the diameter of the first limiting hole 33; in one embodiment, the first hinge member 51 includes a rod portion 54, a head 53 connected to the rod portion 54, and a nut 55. The rod portion 54 is configured with an external thread, and the nut 55 is connected to the external thread; the first spacer sleeves 37 are respectively sleeved on the rod portion 54 of the first hinge member 51 and located on both sides of the damper 4, wherein one of the first spacer sleeves 37 is located between the head 53 and the damper 4. Between the dampers 4, another first spacer sleeve 37 is located between the nut 55 and the damper 4. By tightening the nut 55, the two first spacer sleeves 37 are pressed together, thereby effectively limiting and constraining the position of the end of the damper 4 in the movable cylinder 32. This can quickly and efficiently position the damper 4 in the middle position of the movable cylinder 32, and can also stably limit and constrain the damper 4, preventing the damper 4 from sliding radially along the movable cylinder 32. This is beneficial for achieving better buffering and energy absorption during a collision, and better protecting the vehicle.

[0058] Specifically, such as Figure 4 and Figure 5As shown, a washer 72 is also provided between the bolt head 53 and the movable cylinder 32 in the first hinge member 51. The first spacer sleeve 37 on this side abuts against the washer 72 and the damper 4. At the same time, a washer 72 is also provided between the nut 55 and the movable cylinder 32 in the first hinge member 51. Figure 4 and Figure 5 As shown, the first spacer sleeve 37 on this side abuts against the gasket 72 and the damper 4.

[0059] In practice, the head 53 of the first hinge 51 can be fixedly connected to the rod 54, in which case the entire head 53 and the rod 54 constitute a bolt; the head 53 of the first hinge 51 can also be threadedly connected to the rod 54, in which case the rod 54 is a double-ended screw.

[0060] Similarly, in this embodiment, the anti-collision device 1 also includes two second spacer sleeves 26, the two second spacer sleeves 26 having the same length, and the second spacer sleeves 26 having a cylindrical structure, such as... Figure 4 and Figure 5 As shown, the inner diameter of the second spacer sleeve 26 is greater than or equal to the outer diameter of the second hinge member 52, and the outer diameter of the second spacer sleeve 26 is less than or equal to the diameter of the second limiting hole 24; in one embodiment, the second hinge member 52 includes a rod portion 54, a head 53 connected to the rod portion 54, and a nut 55. The rod portion 54 is configured with external threads, and the nut 55 is connected to the rod portion 54 through the external threads; two second spacer sleeves 26 are respectively sleeved on the rod portion 54 of the second hinge member 52 and located on both sides of the damper 4, with one second spacer sleeve 26 located at the head 54. Between the nut 55 and the damper 4, another second spacer sleeve 26 is located between the nut 55 and the damper 4. By tightening the nut 55, the two second spacer sleeves 26 are pressed together, thereby effectively limiting and constraining the position of the end of the damper 4 in the fixed cylinder 23. This can quickly and efficiently position the damper 4 in the middle position of the fixed cylinder 23, and can also stably limit and constrain the damper 4, preventing the damper 4 from sliding radially along the fixed cylinder 23. This is beneficial for achieving better buffering and energy absorption during a collision, and better protecting the vehicle.

[0061] Specifically, such as Figure 4 and Figure 5 As shown, a washer 72 is also provided between the bolt head 53 and the fixed cylinder 23 in the second hinge 52. The second spacer sleeve 26 on this side abuts against the washer 72 and the damper 4. At the same time, a washer 72 is also provided between the nut 55 and the movable cylinder 32 in the second hinge 52. Figure 4 and Figure 5As shown, the second spacer sleeve 26 on this side abuts against the gasket 72 and the damper 4. Similarly, in implementation, the head 53 of the second hinge 52 can be fixedly connected to the rod 54, in which case the entire head 53 and the rod 54 constitute a bolt; the head 53 of the second hinge 52 can also be threadedly connected to the rod 54, in which case the rod 54 is a double-ended screw.

[0062] The anti-collision device 1 provided in this embodiment, by configuring the first spacer sleeve 37 and the second spacer sleeve 26, can ensure that the damper 4 is located at the center of the movable cylinder 32 and the fixed cylinder 23. This not only makes the assembly simpler and more convenient, but also makes the buffering and energy absorption effects more stable during use.

[0063] Example 3

[0064] To achieve a better buffering and energy absorption effect, the main difference between this embodiment 3 and the above-mentioned embodiments 1 or 2 is that the anti-collision device 1 provided in this embodiment is also provided with an energy absorption structure 8. The energy absorption structure 8 includes an energy absorption hole 81 and a vulnerable part 82 adapted to the energy absorption hole 81. The energy absorption hole 81 is constructed in the movable cylinder 32 or the fixed cylinder 23. Correspondingly, the vulnerable part 82 is disposed in the fixed cylinder 23 or the movable cylinder 32, and the vulnerable part 82 is inserted into the energy absorption hole 81. When the collision causes the movable cylinder 32 to move in the direction close to the fixed cylinder 23, the energy absorption hole 81 and the vulnerable part 82 move relative to each other synchronously, and the end of the energy absorption hole 81 can contact and squeeze the vulnerable part 82. When the set squeezing force is reached, the vulnerable part 82 is damaged. Thus, through the mutual squeezing of the energy absorption hole 81 and the vulnerable part 82 and the damage process of the vulnerable part 82, part of the impact force brought by the collision can be effectively released, thereby effectively reducing or even eliminating the impact force acting on the vehicle, and thus achieving a better protection effect.

[0065] For example, such as Figure 6 and Figure 7 As shown, the movable cylinder 32 is provided with energy-absorbing holes 81 on its side, and the energy-absorbing holes 81 are arranged along the length direction of the movable cylinder 32, such as... Figure 6 and Figure 7 As shown, the side of the fixed cylinder 23 is provided with a vulnerable part 82 adapted to the energy absorption hole 81. In this embodiment, the vulnerable part 82 can preferably be a cylindrical pin. The vulnerable part 82 is inserted into the energy absorption hole 81. When the anti-collision device 1 is compressed, the end of the energy absorption hole 81 contacts and squeezes the vulnerable part 82. By controlling the diameter or material of the pin, the pin is damaged before the movable cylinder 32 during the collision, thereby achieving a better buffering and energy absorption effect.

[0066] In implementation, the end of the energy-absorbing hole 81 corresponding to the vulnerable part 82 can be constructed as a sharp structure, such as... Figure 8 As shown, this can effectively reduce the contact area between the energy-absorbing hole 81 and the vulnerable part 82, thus making it more likely to damage the vulnerable part 82.

[0067] In implementation, the number of energy-absorbing holes 81 in the energy-absorbing structure 8 can be determined according to actual needs. One or multiple energy-absorbing holes 81 can be configured. When multiple energy-absorbing holes 81 are configured, they can be evenly arranged along the circumference of the movable cylinder 32. In implementation, the number of vulnerable parts 82 within the energy-absorbing holes 81 can be determined according to actual needs. One or multiple vulnerable parts 82 can be configured within the energy-absorbing hole 81. When multiple vulnerable parts 82 are configured, they are spaced apart along the length of the fixed cylinder 23, such as... Figure 8 As shown, this allows the end of the energy-absorbing hole 81 to sequentially contact and crush each vulnerable component 82 after a collision, achieving a multi-stage buffering and energy absorption effect, which is more conducive to releasing the impact force and providing better protection.

[0068] In actual use, the spring 6, damper 4 and energy-absorbing structure 8 of this anti-collision device 1 can work together to gradually release the impact force brought about by the collision, effectively reduce or even eliminate the impact force acting on the vehicle, thereby achieving the purpose of protecting the vehicle.

[0069] Example 4

[0070] This embodiment provides a vehicle capable of running on a track, including a vehicle body 9 and any of the anti-collision devices 1 described in the above embodiments. The anti-collision device 1 is installed at the end of the vehicle body 9. For example, in implementation, the anti-collision device 1 is installed at both the front and rear ends of the vehicle body 9. Figure 9 and Figure 10 As shown, this is to reduce the kinetic energy of a collision at both ends of the vehicle, thereby better protecting the vehicle.

[0071] In implementation, the vehicle body 9 can be a vehicle (or locomotive) from an existing rail transit system. For example, the vehicle body 9 includes a frame 91, a drive module mounted on the frame 91, etc. The drive module includes a drive power source and two sets of wheels 94. The drive power source can be a gasoline engine or an electric motor, etc. Each set of wheels 94 includes at least two wheels 94, and the two sets of wheels 94 are respectively located on both sides of the frame 91. Figure 9 and Figure 10 As shown, the entire vehicle body 9 is supported by at least four traveling wheels 94; the driving power is connected to the traveling wheels 94, and during operation, the traveling wheels 94 on both sides contact the track and run along the track.

[0072] To facilitate installation and disassembly, in this embodiment, the front and rear ends of the frame 91 are respectively provided with mounting surfaces 92 adapted to the fixing plate 21. The mounting surfaces 92 contain mounting portions adapted to the connecting parts. During assembly, the fixing plate 21 of the fixing member 2 can be fixed to the frame 91 by fasteners 71 that adapt to the connecting parts and mounting portions. When the connecting part uses a through hole 22, a threaded hole, or a strip hole, the mounting portion is a matching mounting hole 93, such as... Figure 9 and Figure 10 As shown, the fastener 71 can be a matching bolt or bolt set. When the connecting part uses a stud, the mounting part is a mounting hole 93 that matches the stud, and the fastener 71 can be a nut 55 that matches the stud. When the connecting part uses a female quick-connect coupling, the mounting part is a male quick-connect coupling, with the female coupling matching the male coupling; examples will not be provided here.

[0073] The above description is only a specific embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this utility model should be included within the protection scope of this utility model.

Claims

1. A collision avoidance device, characterized in that, Includes a fixing component, which includes a fixing cylinder and a fixing plate connected to the fixing cylinder; The movable component includes a movable cylinder adapted to a fixed cylinder and an end plate connected to the movable cylinder, wherein the movable cylinder and the fixed cylinder form a sliding pair; A damper is disposed inside a movable cylinder and a fixed cylinder. One end of the damper is detachably connected to the movable cylinder via a first hinge, and the other end of the damper is detachably connected to the fixed cylinder via a second hinge. as well as A spring, wherein the spring is sleeved on a movable cylinder and / or a fixed cylinder, and the two ends of the spring abut against the movable part and the fixed part respectively.

2. The anti-collision device according to claim 1, characterized in that, The side wall of the movable cylinder is provided with two opposing first limiting holes; the first hinge member includes a rod, a head connected to the rod, and a nut, the rod having an external thread adapted to the nut; the rod of the first hinge member passes through the first limiting holes and is locked to the movable cylinder by the nut; one end of the damper is connected to the rod of the first hinge member. The side wall of the fixed cylinder is provided with two opposing second limiting holes; the second hinge member includes a rod, a head connected to the rod, and a nut, the rod having an external thread adapted to the nut; the rod of the second hinge member passes through the second limiting holes and is locked to the fixed cylinder by the nut; one end of the damper is connected to the rod of the second hinge member.

3. The anti-collision device according to claim 2, characterized in that, It also includes two first spacer sleeves, which are of the same length and are cylindrical in shape. The two first spacer sleeves are respectively fitted onto the rod of the first hinge member and are located on both sides of the damper. One first spacer sleeve is located between the damper and the head of the first hinge member, and the other first spacer sleeve is located between the damper and the nut. It also includes two second spacer sleeves, both of the same length, which are cylindrical in shape. The two second spacer sleeves are respectively fitted onto the rod of the second hinge member and located on both sides of the damper. One second spacer sleeve is located between the head of the damper and the second hinge member, and the other second spacer sleeve is located between the damper and the nut.

4. The anti-collision device according to claim 3, characterized in that, One of the first spacer sleeves has its two ends abutting against the head of the damper and the first hinge respectively, while the other first spacer sleeve has its two ends abutting against the damper and the nut respectively. One of the second spacer sleeves has its two ends abutting against the head of the damper and the second hinge, respectively, while the other two spacer sleeves have their two ends abutting against the damper and the nut, respectively.

5. The anti-collision device according to claim 4, characterized in that, A washer is provided between the nut and the side wall of the movable cylinder; a washer is provided between the head of the first hinge and the side wall of the movable cylinder, and the two first spacer sleeves abut against the washer respectively. And / or, a washer is provided between the nut and the side wall of the fixed cylinder; a washer is provided between the head of the second hinge and the side wall of the fixed cylinder, and the second spacer sleeves are respectively fitted onto the washer.

6. The anti-collision device according to claim 1, characterized in that, It also includes an energy-absorbing structure, which includes an energy-absorbing hole and a vulnerable part adapted to the energy-absorbing hole. The energy-absorbing hole is constructed in a movable cylinder or a fixed cylinder, and the vulnerable part is disposed in a fixed cylinder or a movable cylinder and inserted into the energy-absorbing hole. The vulnerable part is used to be damaged under the squeezing action of the movable cylinder or the fixed cylinder.

7. The anti-collision device according to claim 6, characterized in that, The end of the energy-absorbing hole corresponding to the vulnerable part has a sharp structure; And / or, the energy-absorbing structure includes multiple vulnerable components, each of which is arranged at intervals along the length of the fixed cylinder.

8. The anti-collision device according to claim 1, characterized in that, The movable cylinder has a first limiting part on its outer side; the fixed cylinder has a second limiting part on its outer side, and the two ends of the spring abut against the first limiting part and the second limiting part, respectively. The first limiting part is constructed in a ring shape; the second limiting part is constructed in a ring shape.

9. The anti-collision device according to any one of claims 1-8, characterized in that, The damper used is a viscous damper; The spring used is a compression spring; One end of the fixed cylinder that faces away from the fixed plate is inserted into the movable cylinder, and together with the movable cylinder, they form a sliding pair. The movable cylinder is a cylindrical shape; The fixing cylinder is a cylindrical shape; The fixing plate has a connecting part; It also includes a rubber pad, which is detachably mounted on the outside of the end plate.

10. A rail vehicle comprising a vehicle body, the vehicle body including a frame and wheels disposed on both sides of the frame; at least one end of the frame is equipped with an anti-collision device as described in any one of claims 1-9.

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