Anti-striking device for transponder

Abstract

The utility model relates to the technical field of anti-striking supports, in particular to an anti-striking device for a transponder, which comprises a support body, the support body comprises a front-end anti-collision part and a rear-end mounting part which are sequentially connected, and the front-end anti-collision part is higher than the rear-end mounting part and forms a structure with a raised front end and a groove at the rear end. The support body is provided with a front-end anti-collision part and a rear-end installation part, the front-end anti-collision part is used for preventing falling objects of a train from hitting the transponder, and the rear-end installation part is used for fixedly installing the transponder. Due to the fact that the front-end anti-collision part is higher than the rear-end installation part to form a structure with the front portion higher than the rear portion, the front-end anti-collision part can block falling objects falling from a train and prevent the falling objects from colliding with a transponder of the rear-end installation part, the transponder is effectively protected, and it is guaranteed that the transponder operates stably and reliably.

Description

Technical Field

[0001] This utility model relates to the field of anti-impact bracket technology, and in particular to an anti-impact device for transponders. Background Technology

[0002] Transponder equipment is an important piece of electrical equipment for railway operations. It can effectively transmit C2-level train operation information and meet the needs of trains for information such as speed, track gradient, curve radius, and large-number turnouts during operation.

[0003] With the recent increase in extreme weather events, especially the impact of snow and ice disasters in northern China, many high-speed trains are carrying large amounts of ice and snow from north to south. During operation, the ice and snow covering the train bodies begin to melt, and when the adhesion of the ice and snow weakens, it easily detaches. Since the trains travel at speeds of up to 300 km / h, the transponders, located beneath the train body, are particularly vulnerable when ice detaches. The weight of the detached ice pieces varies, and they can impact the transponders beside the tracks, causing significant impact and affecting their normal operation. Impact from ice and snow can easily lead to malfunctions, ranging from minor damage to the transponder and its tail cable, causing equipment failure, to more serious issues such as the transponder tilting, shifting, or breaking. Once the transponder malfunctions, it disrupts the normal operation of the system and significantly interferes with train operations. Utility Model Content

[0004] The technical problem to be solved by this utility model is: in order to solve the problem that existing transponders are located under the vehicle body, and falling ice blocks will hit the transponders next to the track, causing equipment failure, and in severe cases, even causing the transponder equipment to tilt, shift, or break due to the impact, causing great interference to the traffic order. A transponder anti-impact device is now provided.

[0005] The technical solution adopted by this utility model to solve its technical problem is: a transponder anti-impact device, including a bracket body, the bracket body including a front anti-impact part and a rear mounting part connected in sequence, the height of the front anti-impact part is higher than that of the rear mounting part and forms a structure of front protrusion and rear groove, the front anti-impact part is used to block falling objects from the train from hitting the transponder, and the rear mounting part is used to fix the transponder.

[0006] The front end of the anti-collision section has a conical arc surface extending from one end to the other along the train's direction of travel. The smaller end of the conical arc surface is located at the end of the support body furthest from the rear mounting section. Compared to existing technologies, this solution mounts the transponder on the rear mounting section of the support body. Because the height of the front anti-collision section is higher than that of the rear mounting section, forming a front-high-rear-low structure, the front anti-collision section can block falling objects from the train, preventing them from impacting the transponder at the rear mounting section. This effectively protects the transponder and ensures its stable and reliable operation. Furthermore, the conical arc surface and streamlined design of the front anti-collision section disperse the impact force when ice and snow strike, reducing resistance and minimizing the impact force on the support body.

[0007] To prevent the front-end impact protection unit from shifting relative to the transponder upon impact, thus avoiding a collision, in some preferred embodiments, a gap is maintained between the front-end impact protection unit and the transponder installed in the rear-end mounting section. This gap prevents the bracket body from colliding with the transponder when it shifts relative to the transponder. By maintaining a gap between the front-end impact protection unit and the transponder in the rear-end mounting section, the gap can prevent the front-end impact protection unit from shifting relative to the transponder upon impact, thus avoiding a collision.

[0008] To prevent the transponder from being unable to receive signals at the bottom, thus affecting its normal operation, in some preferred embodiments, the upper surface of the rear mounting portion is provided with a recessed groove. This groove is used to prevent interference with the transponder's signal reception. By providing a groove at the bottom, the design ensures sufficient space for the transponder to receive signals, guaranteeing stable and reliable signal reception at the bottom of the transponder.

[0009] Because the transponder signal structure height varies across different road sections, in order to ensure stable and reliable signal reception by the transponders, some preferred implementation methods also include raising blocks, which are installed on the bottom surface of the support body. The raising blocks are added according to the on-site requirements for the transponder signal height.

[0010] To ensure the installation of the shim block and the bracket body, in some preferred embodiments, the bottom of the bracket body is provided with a positioning groove, and the top of the shim block is provided with a positioning block, the positioning block and the positioning groove are matched, and the positioning block is set in the positioning groove.

[0011] In some preferred embodiments, the bracket body is provided with a first through hole, and the shim block is provided with a second through hole corresponding to the first through hole. The first through hole and the second through hole form a first mounting hole for fixing the anti-impact bracket.

[0012] In some preferred embodiments, the first through hole is provided in a plurality of forms, wherein a portion of the first through hole is located in the front anti-impact portion.

[0013] In some preferred embodiments, the rear mounting portion has a second mounting hole for mounting a transponder.

[0014] In some preferred embodiments, the support body is made of modified reinforced nylon material. Modified reinforced nylon material has excellent impact resistance and toughness, improving the impact resistance of the support.

[0015] The beneficial effects of this utility model are as follows: When the transponder anti-impact device of this utility model is used, the transponder is installed on the rear mounting part of the bracket body. Since the height of the front anti-impact part is higher than that of the rear mounting part, forming a front-high and rear-low structure, the front anti-impact part can block falling objects from the train and prevent them from hitting the transponder at the rear mounting part, thus effectively protecting the transponder and ensuring stable and reliable operation of the transponder. At the same time, the front end of the front anti-impact part is designed with a conical arc surface and a streamlined shape. When ice and snow hit, the impact force can be dispersed and some resistance can be reduced, reducing the impact force on the bracket body. This avoids the problem of existing transponders being located under the vehicle body, where falling ice blocks can hit the transponder next to the track, causing equipment failure. In severe cases, it can even cause the transponder to tilt, shift, or break after being hit, causing great interference to the train operation. Attached Figure Description

[0016] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0017] Figure 1 This is a three-dimensional structural schematic diagram of the present invention;

[0018] Figure 2 This is the front view of this utility model;

[0019] Figure 3 This is the left view of this utility model;

[0020] Figure 4 This is a bottom view of the present invention;

[0021] Figure 5 yes Figure 2 Sectional view of AA;

[0022] Figure 6 This is a diagram showing the state of this utility model in use.

[0023] In the figure: 1. Bracket body, 2. Front anti-collision part, 3. Rear mounting part, 4. Transponder, 5. Curved surface, 6. Second mounting hole, 7. Groove, 8. Elevating block, 9. Positioning block, 10. Positioning groove, 11. First through hole, 12. Second through hole. Detailed Implementation

[0024] The present invention will be further described in detail below with reference to the embodiments:

[0025] This utility model is not limited to the following specific embodiments. Those skilled in the art can implement this utility model using various other specific embodiments based on the disclosed content. Any modifications or alterations to the design structure and concept of this utility model fall within its protection scope. It should be noted that, unless otherwise specified, the embodiments and features described in this utility model can be combined with each other.

[0026] In the description of this utility model, it should be understood that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, features defined with "first," "second," etc., may explicitly or implicitly include one or more of that feature. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more.

[0027] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0028] like Figure 1-6As shown, a transponder anti-impact device includes a bracket body 1 and a shim block 8. The bracket body 1 includes a front anti-impact part 2 and a rear mounting part 3 connected in sequence. The height of the front anti-impact part 2 is higher than that of the rear mounting part 3, forming a structure with a front protrusion and a rear groove. When the transponder 4 is installed in the rear mounting part 3, the height of the front anti-impact part 2 is higher than that of the transponder 4. Therefore, the front anti-impact part 2 has the function of blocking falling objects from the train from hitting the transponder 4. The rear mounting part 3 is used to fix the transponder 4. The shim block 8 is set on the bottom surface of the bracket body 1.

[0029] The front anti-collision part 2 has a tapered arc surface 5 at one end along the direction of train travel, with the small end of the tapered arc surface 5 located at the end of the bracket body 1 away from the rear mounting part 3.

[0030] A gap is left between the front anti-collision part 2 and the transponder 4 installed in the rear mounting part 3. This gap is used to prevent the bracket body 1 from colliding with the transponder 4 when it is displaced relative to the transponder 4.

[0031] The upper surface of the rear mounting part 3 is provided with a recessed groove 7, which is used to prevent interference with the transponder 4 in receiving signals.

[0032] The bottom of the bracket body 1 is provided with a positioning groove 9, and the top of the shim block 8 is provided with a positioning block 10. The positioning block 9 and the positioning groove 10 are matched, and the positioning block 9 is set in the positioning groove 10.

[0033] The bracket body 1 is provided with a first through hole 11, and the shim block 8 is provided with a second through hole 12 corresponding to the first through hole 11. The first through hole 11 and the second through hole 12 form a first mounting hole for fixing the anti-impact bracket. In this embodiment, there are three first through holes 11. Of course, there can be three, two, four or more first through holes 11. Two of the first through holes 11 are located on the front anti-impact part 2, and the other first through hole 11 is located on the rear mounting part 3. The rear mounting part 3 is provided with a second mounting hole 6 for mounting the transponder 4.

[0034] The support body 1 is made of modified reinforced nylon material and is integrally injection molded.

[0035] When installing the above-mentioned transponder anti-impact device, firstly, depending on the signal receiving height of the transponder 4, it is selected whether to add or not to add a shim block 8. When it is necessary to add a shim block 8, the positioning block 10 on the shim block 8 is matched with the positioning groove 9 on the bracket body 1 and placed on the road surface for installation. At the same time, the first through hole 11 and the second through hole 12 correspond to form the first mounting hole. The anti-impact bracket is fixed on the road surface by passing screws through the first mounting hole. Then, the transponder 4 is fixed on the rear mounting part 3 by the second screw.

[0036] During use, when the train approaches the anti-impact bracket at high speed and ice blocks fall off the train and impact the front anti-impact part 2, the streamlined design of the arc surface 5 of the front anti-impact part 2 disperses some of the impact force of the ice blocks and protects the transponder 4 on the rear mounting part 3, ensuring that the transponder 4 operates stably and reliably.

[0037] The above description, based on the preferred embodiments of this utility model, provides inspiration. Those skilled in the art can make various changes and modifications without departing from the technical concept of this utility model. The technical scope of this utility model is not limited to the contents of the specification but must be determined according to the claims.

Claims

1. A transponder anti-impact device, comprising a support body (1), characterized in that: The bracket body (1) includes a front anti-collision part (2) and a rear mounting part (3) connected in sequence. The height of the front anti-collision part (2) is higher than that of the rear mounting part (3) and forms a structure with a front protrusion and a rear groove. The front anti-collision part (2) is used to prevent falling objects from the train from hitting the transponder (4). The rear mounting part (3) is used to fix the transponder (4). The front anti-collision part (2) has a tapered arc surface (5) at one end along the train's forward direction, with the small end of the tapered arc surface (5) located at the end of the bracket body (1) away from the rear mounting part (3).

2. The transponder anti-damage device according to claim 1, characterized in that: There is a gap between the front anti-collision part (2) and the transponder (4) installed in the rear mounting part (3). This gap is used to prevent the bracket body (1) from colliding with each other when it is displaced relative to the transponder (4).

3. The transponder anti-damage device according to claim 1, characterized in that: The upper surface of the rear mounting part (3) is provided with a recessed groove (7), which is used to prevent interference with the transponder (4) in receiving signals.

4. The transponder anti-damage device according to claim 1, characterized in that: It also includes a shim block (8), which is disposed on the bottom surface of the support body (1).

5. The transponder anti-damage device according to claim 4, characterized in that: The bottom of the support body (1) is provided with a positioning groove (10), and the top of the shim block (8) is provided with a positioning block (9). The positioning block (9) and the positioning groove (10) are matched, and the positioning block (9) is set in the positioning groove (10).

6. The transponder anti-damage device according to claim 5, characterized in that: The bracket body (1) is provided with a first through hole (11), and the shim block (8) is provided with a second through hole (12) corresponding to the first through hole (11). The first through hole (11) and the second through hole (12) form a first mounting hole for fixing the anti-impact bracket.

7. The transponder anti-damage device according to claim 6, characterized in that: The first through hole (11) is provided in several parts, and a portion of the first through hole (11) is located in the front anti-collision part (2).

8. The transponder anti-damage device according to claim 1, characterized in that: The rear mounting part (3) is provided with a second mounting hole (6) for mounting the transponder (4).

9. The transponder anti-damage device according to claim 1, characterized in that: The support body (1) is made of modified reinforced nylon material.

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