Protective device for changing passenger into cargo based on motor train unit

Abstract

The utility model provides a passenger-to-goods protection device based on a motor train unit, which belongs to the technical field of goods shelves and comprises a rear side guardrail, two groups of side cross bars and a plurality of groups of middle cross bars. The rear side guardrail horizontally extends along a first direction; the two sets of side cross bars are arranged at the two ends of the rear side guardrail in the first direction correspondingly. The side cross bars and the rear side guardrail are detachably connected through multiple sets of first connecting pieces, and the multiple sets of first connecting pieces are arranged at intervals in the vertical direction. The multiple sets of middle transverse bars are arranged between the two sets of side transverse bars at intervals in the first direction. The middle cross bar and the rear side guard bar are detachably connected through a plurality of sets of second connecting pieces, and the second connecting pieces are arranged at intervals in the vertical direction. The passenger-to-cargo protection device based on the motor train unit can be assembled in a modularized mode and is convenient to assemble and disassemble; and cargoes can be effectively fixed, separated and stacked in order conveniently, and the stability is good.

Description

Technical Field

[0001] The utility model belongs to the technical field of shelves, and more specifically, relates to a protective device based on the conversion of passenger trains into freight trains. Background Art

[0002] Freight fixing devices are necessary facilities for rail freight vehicles to carry out logistics transportation. Their main functions are as follows: one is to facilitate the fixing, separation, and stacking of goods to prevent the movement and collapse of goods; the other is to protect the side walls and window cars of the train to prevent the goods from hitting the windows and side walls.

[0003] The layout and stability of rail vehicle freight fixing devices directly affect the efficiency of cargo loading and unloading and the safety of cargo fixing. In the prior art, the simple shelf structure used is usually a frame structure formed by welding, which is not convenient for disassembly and installation; and it is impossible to fix, separate and neatly stack the goods in a targeted manner, and the stability is poor, which is easy to cause the collapse of the goods. Utility Model Content

[0004] The purpose of the utility model is to provide a protective device based on the EMU passenger-to-freight conversion, aiming to solve the technical problems that the existing cargo fixing devices are inconvenient to disassemble and assemble, cannot effectively fix, separate and neatly stack the cargo, have poor stability, and are prone to cause cargo collapse.

[0005] In order to achieve the above-mentioned purpose, the technical solution adopted by the utility model is: to provide a protective device based on the passenger-to-freight EMU, including:

[0006] a rear side guardrail extending horizontally along a first direction;

[0007] Two groups of side cross bars are respectively arranged at two ends of the rear guardrail along the first direction; the side cross bars are detachably connected to the rear guardrail through multiple groups of first connecting members, and the multiple groups of first connecting members are arranged at intervals along the vertical direction;

[0008] A plurality of groups of middle cross bars are arranged at intervals between the two groups of side cross bars along the first direction; the middle cross bars are detachably connected to the rear side guardrails through a plurality of groups of second connecting members, and the plurality of groups of second connecting members are arranged at intervals along the vertical direction.

[0009] In a possible implementation, the rear side guardrail, the side crossbar and the middle crossbar are all connected by a plurality of connecting rods, a plurality of groups of limiting portions are arranged at intervals on the outer circumference of the connecting rod, and the limiting portions are strip-shaped structures extending along the axial direction of the connecting rod to both ends;

[0010] Wherein, the two ends of the first connecting member are respectively clamped with the limiting portion of the side cross bar and the limiting portion of the rear guardrail; one end of the second connecting member is fixed to the rear guardrail, and the other end is clamped with the limiting portion of the middle cross bar.

[0011] In some embodiments, the first connecting member includes:

[0012] Two groups of first connecting plates are arranged opposite to each other; two opposite sides of the two groups of first connecting plates are respectively connected with the limiting parts of the side cross rails and the limiting parts of the rear side guardrails;

[0013] The fixing plate is stacked on the two groups of the first connecting plates and is fixed to the two groups of the first connecting plates respectively through first threaded connectors.

[0014] Exemplarily, two groups of elongated holes are provided on the fixing plate, and the elongated holes extend in a direction perpendicular to the opposite surfaces of the two groups of the first connecting plates; one end of the first threaded connector passes through the elongated holes and is fixed in the corresponding first connecting plate.

[0015] In some embodiments, the second connecting member includes:

[0016] A second connecting plate, one end of which is clamped on the limiting portion of the middle horizontal bar;

[0017] The connecting sleeve is sleeved on the corresponding connecting rod of the rear side guardrail and is engaged with the limiting portion on the corresponding connecting rod; the connecting sleeve and the corresponding connecting rod are fixed by a second threaded connector.

[0018] In some embodiments, the two connecting rods that are perpendicular to each other and have a T-shaped structure are connected by a third connecting member;

[0019] One end of the third connecting member is sleeved and clamped on the end of one of the connecting rods and fixed by a third threaded connecting member; the other end of the third connecting member is provided with an ear plate extending radially along the third connecting member, and the ear plate is fixed to the other connecting rod.

[0020] In some embodiments, the two connecting rods that are perpendicular to each other and in a cross-shaped structure are connected by a fourth connecting member;

[0021] The fourth connecting member is sleeved and clamped on the limiting portion of one of the connecting rods and fixed by a third threaded connecting member; the fourth connecting member is clamped with the limiting portion of another connecting rod.

[0022] In some embodiments, a fifth connecting member is provided between the two connecting rods which are perpendicular to each other and in a cross-shaped structure;

[0023] The fifth connecting member is arranged obliquely to the two connecting rods, and two ends thereof are respectively engaged with the limiting portions of the corresponding connecting rods.

[0024] In a possible implementation, the protection device based on the EMU passenger-to-freight conversion further includes:

[0025] Two groups of connecting beams are correspondingly arranged at the tops of the two groups of side rails;

[0026] Two groups of connecting angle steels correspond to the two groups of side crossbars one by one, and one side of the connecting angle steels is fixed to the inner side of the corresponding side crossbar, and the other side extends horizontally toward the other group of side crossbars;

[0027] The luggage rack is sleeved on the extended side of the connecting angle steel and fixed to the connecting beam.

[0028] Exemplarily, the luggage rack is fixed to the connecting beam via a sixth connecting member, one side of the sixth connecting member is clamped to the connecting beam, and the other side is fixedly connected to the luggage rack.

[0029] Compared with the prior art, the solution shown in the embodiment of the present application is different from that in the prior art. Side cross bars are respectively provided at both ends of the rear guardrail to avoid collision between the cargo and the side walls and windows of the rail vehicle, thereby avoiding collapse and damage of the cargo and protecting the side walls and windows; multiple groups of intermediate cross bars are provided in the middle to separate the cargo in the middle, thereby facilitating the fixing, separation and neat stacking of the cargo, and improving the overall support stability; in the present application, the entire protective device based on the EMU passenger-to-freight conversion is divided into multiple different module guardrails, and they are detachably connected by providing a first connecting member and a second connecting member to facilitate the disassembly and assembly of the entire device and improve the disassembly and assembly efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0031] Figure 1 A schematic diagram of the structure of a protective device based on a passenger-to-freight EMU provided in an embodiment of the utility model;

[0032] Figure 2 For attachment Figure 1 A schematic diagram of the local enlarged structure at point A in the middle;

[0033] Figure 3 For attachment Figure 1An enlarged structural schematic diagram of the second connecting member;

[0034] Figure 4 For attachment Figure 1 A schematic diagram of the local enlarged structure at B in the middle;

[0035] Figure 5 For attachment Figure 1 A schematic diagram of the local enlarged structure at C in the middle;

[0036] Figure 6 For attachment Figure 1 A schematic diagram of the local enlarged structure at D in the middle;

[0037] Figure 7 Schematic diagram of the end structure of the connecting rod.

[0038] In the figure: 1. rear side guardrail; 2. side cross bar; 3. middle cross bar; 4. limit part; 5. first connecting piece; 51. first connecting plate; 52. fixing plate; 521. long hole; 6. second connecting piece; 61. second connecting plate; 62. connecting sleeve; 7. third connecting piece; 71. ear plate; 8. fourth connecting piece; 9. fifth connecting piece; 10. connecting beam; 11. connecting angle steel; 12. luggage rack; 13. sixth connecting piece. DETAILED DESCRIPTION

[0039] In order to make the technical problems, technical solutions and beneficial effects to be solved by the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0040] It should be noted that when an element is referred to as being "disposed on" another element, it may be directly on the other element or indirectly on the other element. It should be understood that the terms "length", "width", "upper", "lower", "front", "back", "top", "bottom", "inside", "outside" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0041] The terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present utility model, the meaning of "several" is two or more, unless otherwise clearly and specifically defined.

[0042] For the convenience of explanation, the present application adopts Figure 1 The direction indicated by the middle arrow E is the first direction.

[0043] Please also read Figures 1 to 7 Now, a protective device based on the EMU passenger-to-freight conversion provided by the utility model is described. The protective device based on the EMU passenger-to-freight conversion comprises a rear guardrail 1, two sets of side crossbars 2 and multiple sets of middle crossbars 3; the rear guardrail 1 extends horizontally along a first direction; the two sets of side crossbars 2 are respectively arranged at both ends of the rear guardrail 1 along the first direction; the side crossbars 2 and the rear guardrail 1 are detachably connected by multiple sets of first connecting members 5, and the multiple sets of first connecting members 5 are arranged at intervals along the vertical direction; the multiple sets of middle crossbars 3 are arranged at intervals between the two sets of side crossbars 2 along the first direction; the middle crossbar 3 and the rear guardrail 1 are detachably connected by multiple sets of second connecting members 6, and the multiple sets of second connecting members 6 are arranged at intervals along the vertical direction.

[0044] It should be understood that the traditional welded cargo rail is an integrated structure, which is time-consuming and labor-intensive to assemble on site and occupies a large area. In the present application, a protective device based on the passenger-to-freight conversion of EMUs is divided into several modules: a rear guardrail 1, two sets of side cross bars 2, and multiple sets of middle cross bars 3. Each module can be assembled separately first and then assembled together directly inside the rail vehicle to shorten loading and unloading time and improve assembly efficiency.

[0045] Compared with the prior art, the protective device based on passenger-to-freight train conversion provided by the utility model has the advantages that side cross bars 2 are respectively arranged at both ends of the rear guardrail 1 to avoid collision between the cargo and the side walls and windows of the rail vehicle, thereby avoiding collapse and damage of the cargo and protecting the side walls and windows; multiple groups of intermediate cross bars 3 are arranged in the middle to separate the cargo in the middle, which is convenient for fixing, separating and neatly stacking the cargo and improving the overall supporting stability; in the present application, the entire protective device based on passenger-to-freight train conversion is divided into multiple different module guardrails, and they are detachably connected by arranging a first connecting member 5 and a second connecting member 6 to facilitate the disassembly and assembly of the entire device and improve the disassembly and assembly efficiency.

[0046] See also Figure 7 In a possible implementation, the rear guardrail 1, the side crossbar 2 and the middle crossbar 3 are all connected by multiple connecting rods, and multiple groups of limiting portions 4 are arranged at intervals on the outer circumferential surface of the connecting rod, and the limiting portions 4 are strip-shaped structures with both ends extending along the axial direction of the connecting rod; wherein, the two ends of the first connecting member 5 are respectively clamped with the limiting portions 4 of the side crossbar 2 and the limiting portions 4 of the rear guardrail 1; one end of the second connecting member 6 is fixed on the rear guardrail 1, and the other end is clamped with the limiting portion 4 of the middle crossbar 3.

[0047] Optionally, the plurality of connecting rods are arranged perpendicularly or parallel to each other.

[0048] For details, please see the attached Figure 7 The end face shape of the connecting rod in the embodiment of the present invention is optionally made of aluminum profile; the above-mentioned limiting portion 4 is correspondingly arranged on the connecting rod so that the connecting rods can be assembled together through the first connecting member 5, the second connecting member 6, the third connecting member 7, the fourth connecting member 8 and the fifth connecting member 9; at the same time, the assembled connecting rods are prevented from rotating, thereby improving the stability of the connection of each connecting rod.

[0049] See also Figure 2 In some embodiments, the first connecting member 5 includes two groups of first connecting plates 51 and a fixing plate 52; the two groups of first connecting plates 51 are arranged opposite to each other; the two opposite sides of the two groups of first connecting plates 51 are respectively connected to the limiting parts 4 of the side cross bar 2 and the limiting parts 4 of the rear guardrail 1; the fixing plate 52 is superimposed on the two groups of first connecting plates 51, and is fixed to the two groups of first connecting plates 51 by first threaded connecting members.

[0050] The first connecting plates 51 are provided to respectively engage one of the connecting rods, and the two first connecting plates 51 are fixed by the fixing plate 52 to achieve connection between the two first connecting plates 51 , thereby achieving connection between the side cross rail 2 and the rear side guardrail 1 .

[0051] Optionally, the first threaded connector directly passes through the through hole on the fixing plate 52 and is fixed on the corresponding first connecting plate 51 .

[0052] See also Figure 2 Exemplarily, two groups of elongated holes 521 are provided on the fixing plate 52, and the elongated holes 521 extend in a direction perpendicular to the opposite surfaces of the two groups of first connecting plates 51; one end of the first threaded connector passes through the elongated hole 521 and is fixed in the corresponding first connecting plate 51.

[0053] By providing the long strip holes 521 , the distance between the two first connecting plates 51 can be adjusted, thereby changing the connection position between the side cross rail 2 and the rear side guardrail 1 .

[0054] Specifically, a threaded hole for connecting to the first threaded connector is provided on each first connecting plate 51. When the two first connecting plates 51 are relatively far away from or close to each other, the threaded holes on the first connecting plates 51 are aligned with different positions of the elongated holes 521, so that the first threaded connector can pass through the elongated holes 521 and be fixed in the corresponding threaded holes.

[0055] See also Figure 3In some embodiments, the second connecting member 6 includes a second connecting plate 61 and a connecting sleeve 62; one end of the second connecting plate 61 is clamped on the limiting portion 4 of the middle cross bar 3; the connecting sleeve 62 is sleeved on the corresponding connecting rod of the rear guardrail 1 and is clamped with the limiting portion 4 on the corresponding connecting rod; the connecting sleeve 62 is fixed to the corresponding connecting rod by a second threaded connecting member.

[0056] The second connecting plate 61 is used to clamp the connecting rod of the limiting middle horizontal rail 3, and the connecting sleeve 62 is used to fix the connecting rod on the rear side guardrail 1. Optionally, the second connecting plate 61 and the connecting sleeve 62 are an integrally formed structure, or the second connecting plate 61 and the connecting sleeve 62 are connected and formed by welding.

[0057] See also Figure 2 In some embodiments, two connecting rods that are perpendicular to each other and have a T-shaped structure are connected by a third connecting member 7; one end of the third connecting member 7 is sleeved and clamped on the end of one of the connecting rods and fixed by a third threaded connecting member; the other end of the third connecting member 7 is provided with an ear plate 71 extending radially along the third connecting member 7, and the ear plate 71 is fixed to the other connecting rod.

[0058] The third connecting member 7 is provided to realize the connection between the two groups of connecting rods of the T-shaped structure; specifically, the third connecting member 7 is provided with two ear plates 71, and the two ear plates 71 and the sleeve portion of the third connecting member 7 form a T-shaped structure to adapt to the T-shaped structure between the two connecting rods; during installation, the third connecting member 7 can be first sleeved on the end of one of the connecting rods, and then the two ear plates 71 can be fixed on the other connecting rod to realize the connection of the third connecting member 7.

[0059] Optionally, the ear plate 71 is connected to the connecting rod by screws or bolts.

[0060] See also Figure 4 and Figure 5 In some embodiments, two connecting rods that are perpendicular to each other and have a cross-shaped structure are connected by a fourth connecting member 8; the fourth connecting member 8 is sleeved and clamped on the limiting portion 4 of one of the connecting rods and fixed by a third threaded connecting member; the fourth connecting member 8 is clamped with the limiting portion 4 of the other connecting rod.

[0061] The fourth connecting member 8 is used for interconnecting the internal connecting rods, and is simple to operate and easy to install, and can shorten the assembly time and improve the loading and unloading effect.

[0062] See also Figure 4 and Figure 5 In some embodiments, a fifth connecting member 9 is provided between two connecting rods that are perpendicular to each other and have a cross-shaped structure; the fifth connecting member 9 is arranged obliquely to the two connecting rods, and both ends are respectively engaged with the limiting portions 4 of the corresponding connecting rods.

[0063] The fifth connecting member 9 is provided to support between two mutually perpendicular connecting rods in an inclined direction, thereby improving the supporting stability between the connecting rods and preventing the cargo from collapsing.

[0064] It should be noted that the first threaded connector, the second threaded connector and the third threaded connector used in the present application can be selected from one or more structures such as screws, bolts or studs, nuts, etc., and the specific ones can be selected according to actual needs.

[0065] See also Figure 6 In a possible implementation, a protective device based on the passenger-to-freight EMU also includes two groups of connecting beams 10, two groups of connecting angle steels 11 and a luggage rack 12; the two groups of connecting beams 10 are correspondingly arranged at the tops of the two groups of side cross bars 2; the two groups of connecting angle steels 11 correspond one-to-one to the two groups of side cross bars 2, and one side of the connecting angle steel 11 is fixed to the inner side of the corresponding side cross bar 2, and the other side extends horizontally toward the other group of side cross bars 2; the luggage rack 12 is sleeved on the extended side of the connecting angle steel 11 and fixed to the connecting beam 10.

[0066] A connecting beam 10 is provided to improve the support stability of the top of the side cross bar 2; and a connecting angle steel 11 is fixed to the side cross bar 2 on one side and supported on the bottom of the luggage rack 12 on the other side to improve the support stability of the luggage rack 12.

[0067] Specifically, the connecting beam 10 is selected from the following Figure 6 In the aluminum profile structure shown in the figure, a plurality of position limiting installation grooves are arranged on the connecting beam 10 , and the plurality of position limiting installation grooves are arranged at intervals along the circumference of the connecting beam 10 .

[0068] See also Figure 6 Exemplarily, the luggage rack 12 is fixed to the connecting beam 10 via a sixth connecting member 13 , one side of the sixth connecting member 13 is clamped to the connecting beam 10 , and the other side is fixedly connected to the luggage rack 12 .

[0069] The sixth connecting member 13 is provided to fix the luggage rack 12 and the connecting beam 10. Specifically, the sixth connecting member 13 has a right-angle structure, one side of which is provided with a protrusion suitable for passing through and limiting in the installation groove of the connecting beam 10, and the other side is used for fixing with the luggage rack 12 and the connecting angle steel 11.

[0070] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A protective device based on passenger-to-freight EMU conversion, characterized in that: include: A rear guardrail (1) extending horizontally along a first direction; Two groups of side cross bars (2) are respectively arranged at two ends of the rear guardrail (1) along the first direction; the side cross bars (2) and the rear guardrail (1) are detachably connected via a plurality of groups of first connecting members (5), and the plurality of groups of first connecting members (5) are arranged at intervals along the vertical direction; and A plurality of sets of middle cross bars (3) are arranged at intervals between the two sets of side cross bars (2) along the first direction; the middle cross bars (3) are detachably connected to the rear guardrails (1) via a plurality of sets of second connecting members (6), and the plurality of sets of second connecting members (6) are arranged at intervals along the vertical direction.

2. A protective device based on passenger-to-freight conversion of EMUs as claimed in claim 1, characterized in that: The rear side guardrail (1), the side crossbar (2) and the middle crossbar (3) are all connected by a plurality of connecting rods, and a plurality of groups of limiting portions (4) are arranged at intervals on the outer peripheral surface of the connecting rod, and the limiting portions (4) are strip-shaped structures extending along the axial direction of the connecting rod to both ends; Wherein, the two ends of the first connecting member (5) are respectively clamped with the limiting portion (4) of the side cross rail (2) and the limiting portion (4) of the rear guardrail (1); one end of the second connecting member (6) is fixed to the rear guardrail (1), and the other end is clamped with the limiting portion (4) of the middle cross rail (3).

3. A protective device based on passenger-to-freight conversion of EMU as claimed in claim 2, characterized in that: The first connecting member (5) comprises: Two groups of first connecting plates (51) are arranged opposite to each other; two opposite sides of the two groups of first connecting plates (51) are respectively connected to the limiting parts (4) of the side crossbar (2) and the limiting parts (4) of the rear guardrail (1); The fixing plate (52) is stacked on the two groups of the first connecting plates (51) and is fixed to the two groups of the first connecting plates (51) respectively by means of first threaded connectors.

4. A protective device based on passenger-to-freight conversion of EMU as claimed in claim 3, characterized in that: Two groups of elongated holes (521) are provided on the fixing plate (52), and the elongated holes (521) extend in a direction perpendicular to the opposite surfaces of the two groups of the first connecting plates (51); one end of the first threaded connector passes through the elongated hole (521) and is fixed in the corresponding first connecting plate (51).

5. A protective device based on passenger-to-freight conversion of EMU as claimed in claim 2, characterized in that: The second connecting member (6) comprises: A second connecting plate (61), one end of which is clamped on the limiting portion (4) of the middle horizontal rail (3); A connecting sleeve (62) is sleeved on a corresponding connecting rod of the rear guardrail (1) and is engaged with the limiting portion (4) on the corresponding connecting rod; the connecting sleeve (62) and the corresponding connecting rod are fixed via a second threaded connector.

6. A protective device based on passenger-to-freight conversion of EMUs as claimed in claim 2, characterized in that: The two connecting rods which are perpendicular to each other and have a T-shaped structure are connected via a third connecting member (7); One end of the third connecting member (7) is sleeved and clamped on the end of one of the connecting rods and fixed by a third threaded connecting member; the other end of the third connecting member (7) is provided with an ear plate (71) extending radially along the third connecting member (7), and the ear plate (71) is fixed to the other connecting rod.

7. A protective device based on passenger-to-freight conversion of EMU as claimed in claim 2, characterized in that: The two connecting rods which are perpendicular to each other and have a cross-shaped structure are connected via a fourth connecting member (8); The fourth connecting member (8) is sleeved and clamped on the limiting portion (4) of one of the connecting rods and fixed by a third threaded connecting member; the fourth connecting member (8) is clamped with the limiting portion (4) of another connecting rod.

8. A protective device based on passenger-to-freight conversion of EMUs as claimed in claim 2, characterized in that: A fifth connecting member (9) is provided between the two connecting rods which are perpendicular to each other and have a cross-shaped structure; The fifth connecting member (9) is arranged obliquely to the two connecting rods, and both ends are respectively engaged with the corresponding limiting portions (4) of the connecting rods.

9. A protective device based on passenger-to-freight conversion of EMU as claimed in claim 1, characterized in that: The protective device based on the EMU passenger-to-freight conversion also includes: Two groups of connecting beams (10) are correspondingly arranged at the tops of the two groups of side rails (2); Two groups of connecting angle steels (11) correspond one to one with the two groups of side crossbars (2), and one side of the connecting angle steels (11) is fixed to the inner side of the corresponding side crossbar (2), and the other side extends horizontally toward the other group of side crossbars (2); The luggage rack (12) is sleeved on the extended side of the connecting angle steel (11) and is fixed to the connecting beam (10).

10. A protection device based on passenger-to-freight conversion of EMU as claimed in claim 9, characterized in that: The luggage rack (12) and the connecting beam (10) are fixed via a sixth connecting member (13); one side of the sixth connecting member (13) is clamped to the connecting beam (10), and the other side is fixedly connected to the luggage rack (12).

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