Railway vehicle flexible car stop

Abstract

The utility model relates to the technical field of railway vehicle safe operation, and discloses a railway vehicle flexible car stop which comprises a mounting frame, fixing plates are fixedly connected to the periphery of the bottom of the mounting frame respectively, speed reduction assemblies are arranged at the bottoms of the fixing plates, a buffer is arranged at the top of the mounting frame, and a baffle is fixedly connected to the outer portion of the buffer. An adjusting assembly is arranged in the baffle; the speed reduction assembly comprises a connecting plate, the connecting plate is fixedly connected to the bottom of the fixing plate, a cushion block is fixedly connected to the bottom of the connecting plate, two damping rails are connected to the outer portion of the cushion block through first bolts, and railway lines are arranged at the opposite positions of the two damping rails. According to the utility model, a railway line is clamped by the damping rail, so that strong friction force generated by the first friction plate and the second friction plate brakes a vehicle from the bottom. The magnitude of the friction force is in direct proportion to the impact force of the vehicle, so that the kinetic energy of the vehicle can be effectively consumed, and the speed of the vehicle can be reduced within a short distance.

Description

Technical Field

[0001] This utility model relates to the field of railway vehicle safety operation technology, and in particular to a flexible stop device for railway vehicles. Background Technology

[0002] As a highly efficient and high-capacity mode of transportation, railways are constantly expanding their networks and increasing train speeds and loads. Preventing vehicles from running off the tracks in specific areas (such as stations and dead-end tracks) is a crucial aspect of ensuring railway operational safety. Car stops, as safety devices in the middle of the railway track, dissipate the kinetic energy of vehicles within a safe range, preventing them from running off the tracks and causing serious accidents such as derailments and collisions.

[0003] Existing railway vehicle stoppers mainly use rubber buffers and other methods to reduce vehicle impact. In terms of braking, some mechanical stopping devices are used to contact the vehicle's wheels or body to achieve deceleration and braking. The mechanical stopping devices are achieved through a simple rigid linkage combination. Because this structure lacks adaptive adjustment capability, it cannot dynamically change the contact angle and pressure between the friction pads and the track under conditions such as uneven track surface, vibration caused by vehicle impact, and wear of the friction pads themselves, making it difficult to maintain an ideal contact state between the friction pads and the track. Utility Model Content

[0004] To overcome the above shortcomings, this utility model provides a flexible rail stop for railway vehicles, aiming to improve the problem in the prior art where the structure lacks adaptive adjustment capability, and cannot dynamically change the contact angle and pressure between the friction plate and the track under conditions such as uneven track surface, vibration caused by vehicle impact, and wear of the friction plate itself.

[0005] To achieve the above objectives, the present invention adopts the following technical solution: a flexible stop for railway vehicles, including a mounting frame, with fixed plates fixedly connected to the bottom four sides of the mounting frame, a deceleration component provided at the bottom of the fixed plates, a buffer provided at the top of the mounting frame, a baffle fixedly connected to the outside of the buffer, and an adjustment component provided inside the baffle.

[0006] The deceleration assembly includes a connecting plate, which is fixedly connected to the bottom of a fixed plate. A pad is fixedly connected to the bottom of the connecting plate. Two damping rails are connected to the outside of the pad by a first bolt. A railway line is arranged at the relative position of the two damping rails.

[0007] As a further description of the above technical solution:

[0008] The adjustment assembly includes two damping rods, the output ends of which are fixedly connected to the inside of the buffer plate. A vertical rod is fixedly connected to the top of the mounting bracket. A movable block is slidably connected to the outside of the vertical rod. A diagonal brace is rotatably connected inside the movable block. The end of the diagonal brace away from the movable block is rotatably connected to the outside of the buffer plate. A buffer spring is sleeved on the outside of the vertical rod.

[0009] As a further description of the above technical solution:

[0010] The two damping rails are connected to the bottom of the connecting plate by a second bolt.

[0011] As a further description of the above technical solution:

[0012] The pad and the damping rail are respectively fixedly connected to the outside of the first friction plate and the second friction plate.

[0013] As a further description of the above technical solution:

[0014] The first friction plate and the second friction plate are attached to the outside of the railway line.

[0015] As a further description of the above technical solution:

[0016] One end of the buffer spring is fixedly connected to the bottom of the movable block, and the other end of the buffer spring is fixedly connected to the top of the mounting bracket.

[0017] As a further description of the above technical solution:

[0018] The two damping rods are fixedly connected inside the baffle, and the damping rods are located on both sides of the buffer.

[0019] As a further description of the above technical solution:

[0020] The buffer is fixedly connected to a buffer plate at the end away from the baffle.

[0021] This utility model has the following beneficial effects:

[0022] 1. In this utility model, the damping rail clamps the railway line, causing the strong friction generated by the first and second friction plates to brake the vehicle from the bottom. The magnitude of this friction is proportional to the impact force of the vehicle, which can effectively consume the vehicle's kinetic energy, enabling the vehicle to decelerate within a short distance, avoiding the vehicle from running off the track due to brake failure, and greatly improving the safety and reliability of railway transportation.

[0023] 2. In this utility model, the damping rod generates a damping force opposite to the direction of vehicle movement when transmitting impact force through the buffer plate, which precisely adjusts the vehicle deceleration process, ensuring smooth and uniform deceleration. In addition, the buffer spring generates a reverse elastic force to offset the impact force, disperse and absorb energy, effectively absorb and transform the initial impact force of the vehicle, significantly reduce the impact speed of the vehicle, avoid serious inertial damage to the vehicle due to sudden stop, and protect the structural integrity of the vehicle and the safety of internal equipment. Attached Figure Description

[0024] Figure 1 This is a three-dimensional schematic diagram of a flexible rail stop for railway vehicles proposed in this utility model;

[0025] Figure 2 This is a schematic diagram of the damping rail of a flexible stop for railway vehicles proposed in this utility model;

[0026] Figure 3 This is a schematic diagram of the damping rod of a flexible stop for railway vehicles proposed in this utility model.

[0027] Legend:

[0028] 1. Mounting bracket; 2. Fixing plate; 3. Deceleration assembly; 31. Connecting plate; 32. Pad block; 33. First bolt; 34. Damping rail; 35. Second bolt; 36. First friction plate; 37. Second friction plate; 4. Railway line; 5. Buffer; 6. Baffle; 7. Adjustment assembly; 71. Damping rod; 72. Upright pole; 73. Movable block; 74. Diagonal brace; 75. Buffer spring; 8. Buffer plate. Detailed Implementation

[0029] The technical solutions of the present utility model 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 utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0030] Reference Figures 1-2 An embodiment of this utility model is provided: a flexible stop for railway vehicles, including a mounting frame 1, with fixed plates 2 fixedly connected to the bottom four sides of the mounting frame 1, a deceleration component 3 provided at the bottom of the fixed plates 2, a buffer 5 provided at the top of the mounting frame 1, a baffle 6 fixedly connected to the outside of the buffer 5, and an adjustment component 7 provided inside the baffle 6.

[0031] The deceleration assembly 3 includes a connecting plate 31, which is fixedly connected to the bottom of the fixing plate 2 to ensure the stability of the deceleration assembly 3 after installation. A pad 32 is fixedly connected to the bottom of the connecting plate 31, and two damping rails 34 are connected to the outside of the pad 32 by a first bolt 33. This ensures that the first friction plate 36 and the second friction plate 37 can fit tightly and evenly on the railway line 4, improving the friction braking effect. When the impact force of the vehicle is transmitted to the pad 32, its elastic properties can absorb some of the energy. The two damping rails 34 are positioned opposite each other on the railway line 4 and are connected to the bottom of the connecting plate 31 by a second bolt 35. When the vehicle impacts the stop, the damping rails 34 can quickly clamp the railway line 4 under the impact force. The connection method of the second bolt 35 ensures the secure installation of the damping rails 34 on the bottom of the connecting plate 31, while allowing for a certain degree of fine adjustment to adapt to the installation requirements of different specifications of railway lines 4. The pad 32 and the damping rail 34 are respectively fixedly connected to the outside of the first friction plate 36 and the second friction plate 37. The first friction plate 36 and the second friction plate 37 are attached to the outside of the railway line 4. The second friction plate 37 is in close contact with the railway line 4 and works together with the first friction plate 36 to generate greater friction force, so that the vehicle can decelerate smoothly and avoid damage to the vehicle or injury to personnel due to excessive deceleration.

[0032] Reference Figures 1-3 The adjustment assembly 7 includes two damping rods 71, the output ends of which are fixedly connected to the inside of the buffer plate 8. The damping mechanism inside the damping rods 71 ​​can generate corresponding damping force according to the magnitude of the impact force, precisely controlling the movement of the buffer plate 8 and further dissipating the vehicle's kinetic energy. A vertical rod 72 is fixedly connected to the top of the mounting bracket 1. A movable block 73 is slidably connected to the outside of the vertical rod 72. A diagonal brace 74 is rotatably connected inside the movable block 73. The end of the diagonal brace 74 away from the movable block 73 is rotatably connected to the outside of the buffer plate 8, providing vertical guidance and support for the movable block 73. This assembly can withstand the various forces generated by the movable block 73 during vehicle impact, ensuring that the movable block 73 can slide smoothly on the vertical rod 72.

[0033] A buffer spring 75 is fitted onto the outside of the upright 72. One end of the buffer spring 75 is fixedly connected to the bottom of the movable block 73, and the other end is fixedly connected to the top of the mounting bracket 1. When a vehicle impacts, the buffer spring 75 is compressed. Utilizing its own elastic properties, the buffer spring 75 converts the vehicle's kinetic energy into elastic potential energy and stores it. At the same time, it generates an elastic force in the opposite direction to the impact force, which counteracts the impact force and further disperses and absorbs the impact force.

[0034] Two damping rods 71 ​​are fixedly connected inside the baffle 6. The damping rods 71 ​​are located on both sides of the buffer 5. The buffer 5 is fixedly connected to a buffer plate 8 at the end away from the baffle 6. The impact force of the buffer plate 8 is converted into the internal force of the diagonal brace 74 and the sliding potential energy of the movable block 73, thereby dispersing and absorbing part of the impact force, and working together with the damping rods 71 ​​and the buffer 5.

[0035] Working principle: When the vehicle contacts the baffle 6, the two damping rails 34 clamp the railway line 4, so that the first friction plate 36 and the second friction plate 37 are in close contact with the railway line 4. The impact force of the vehicle causes the entire vehicle stop to tend to move along the railway line 4. At this time, a strong friction force is generated between the first friction plate 36 and the second friction plate 37 and the railway line 4. This friction force further consumes the kinetic energy of the vehicle and decelerates and brakes the vehicle from the bottom. Through multiple buffering and deceleration effects, the vehicle is safely stopped at the vehicle stop, preventing the vehicle from running off the track or causing a more serious accident.

[0036] When a railway vehicle approaches the stop, it first contacts the buffer plate 8, which receives the impact force and transmits it to the buffer 5. Simultaneously, the damping rod 71 receives the force from the buffer plate 8, and its internal damping structure generates damping force, further dissipating the vehicle's kinetic energy and slowing it down. At the same time, the diagonal brace 74 swings at an angle, causing the movable block 73 to slide downwards along the upright 72. The buffer spring 75 is compressed to disperse and absorb the impact force, working in conjunction with the buffer 5 and damping rod 71 to buffer and slow the vehicle, reducing damage to both the vehicle and the stop itself.

[0037] Finally, it should be noted that the above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Although the present utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A flexible car stop for a railway vehicle comprising a mounting bracket (1), characterised in that: The mounting frame (1) bottom four around fixedly connected with the fixed plate (2), the fixed plate (2) bottom is provided with deceleration assembly (3), the mounting frame (1) top is provided with buffer (5), the buffer (5) outside fixedly connected with baffle (6), the baffle (6) inside is provided with adjusting assembly (7); The deceleration assembly (3) includes a connecting plate (31), the connecting plate (31) is fixedly connected to the bottom of the fixed plate (2), the connecting plate (31) bottom fixedly connected with pad (32), the pad (32) outside is connected with two damping rails (34) through first bolt (33), two the damping rails (34) are provided with railway line (4) in opposite positions.

2. A railway car flexible derail according to claim 1 wherein: The adjusting assembly (7) includes two damping rods (71), two the damping rod (71) output fixedly connected inside the buffer plate (8), the mounting frame (1) top fixedly connected with vertical rod (72), the vertical rod (72) outside slidingly connected with movable block (73), the movable block (73) inside rotatably connected with inclined strut (74), the inclined strut (74) away from movable block (73) one end rotatably connected outside the buffer plate (8), the vertical rod (72) outside is provided with buffer spring (75).

3. A railway car flexible derail according to claim 1 wherein: Two the damping rails (34) are connected to the bottom of the connecting plate (31) through the second bolt (35).

4. A railway car flexible derail according to claim 1 wherein: The pad (32) and damping rail (34) outside are fixedly connected with first friction plate (36) and second friction plate (37) respectively.

5. A railway car flexible derail according to claim 4 wherein: The first friction plate (36) and second friction plate (37) are attached to the outside of the railway line (4).

6. A railway car flexible derail according to claim 2 wherein: One end of the buffer spring (75) is fixedly connected to the bottom of the movable block (73), and the other end of the buffer spring (75) is fixedly connected to the top of the mounting frame (1).

7. A railway car flexible derail according to claim 2 wherein: Two the damping rod (71) is fixedly connected inside the baffle (6), the damping rod (71) is located on both sides of the buffer (5).

8. A railway car flexible derail according to claim 1 wherein: The buffer (5) is fixedly connected with the buffer plate (8) away from the baffle (6) one end.

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