Anti-collision buffer device for rail transit engineering vehicle

Abstract

The utility model discloses an anti-collision buffer device for a rail transit engineering vehicle, belongs to the technical field of rail transit, and solves the problems that when a buffer plate of an existing device is subjected to external pressure, a guide rod is pushed to move towards the engineering vehicle, the contact area between the guide rod and the engineering vehicle is small, the engineering vehicle is easy to damage, and a limiting column is clamped in a limiting hole, so that the engineering vehicle cannot be damaged. The device comprises a connecting frame, a first buffering mechanism is installed on the right side of the connecting frame, second buffering mechanisms are symmetrically arranged on the two sides of the connecting frame, and the impact force generated by collision can be buffered at the same time through the first buffering mechanism and the second buffering mechanisms; the first buffering mechanism is installed on the protection plate, the situation that an engineering truck is damaged by assemblies in the first buffering mechanism is avoided, the limiting rod is pushed outwards through the inclined face of the buffering seat, the inclined face of the buffering seat cannot clamp the limiting rod, and therefore the limiting rod cannot be extruded by the inclined face of the buffering seat to be broken.

Description

Technical Field

[0001] The utility model relates to the technical field of rail transportation, in particular to an anti-collision buffer device for a rail transportation engineering vehicle. Background Art

[0002] A rail transit engineering vehicle is a special vehicle that runs on rail transit and tows cargo boxes, locomotives and vehicles with track faults. In order to reduce the impact force during a vehicle collision, an anti-collision buffer device is installed on the head of the rail transit engineering vehicle.

[0003] After searching, the patent application number is 202222717391.1 In the application, a collision prevention and buffer device for rail transit engineering vehicles is disclosed, including a connecting frame, a connecting block, a connecting rod, a first spring, a buffer plate, a guide rod and a cleaning mechanism, a connecting block is connected to the middle position on the right side of the connecting frame, both front and rear sides of the right part of the connecting frame are rotatably connected to the connecting rod, the right bracket of the connecting rod is rotatably connected to the buffer plate, the middle position on the left side of the buffer plate is also connected to the connecting block, a first spring is connected between the two connecting blocks, both left sides of the front and rear parts of the buffer plate are connected to the guide rod, the guide rods are slidably connected to the connecting frame, the guide rods are provided with limit holes, and the connecting frame is provided with a cleaning mechanism;

[0004] Although the anti-collision buffer device of the rail transit engineering vehicle can gradually reduce the collision force when the engineering vehicle collides through the cooperation of the buffer plate, the first spring, the connecting rod and the guide rod, thereby achieving the effect of protecting the engineering vehicle from collision and buffering, when the buffer plate of the anti-collision buffer device of the rail transit engineering vehicle is subjected to external pressure, it will push the guide rod to move toward the engineering vehicle. The contact area between the guide rod and the vehicle is small, which can easily damage the engineering vehicle, and the limit column is stuck in the limit hole, which can easily cause the limit column to break.

[0005] Therefore, we proposed an anti-collision buffer device for rail transit engineering vehicles. Utility Model Content

[0006] In view of the deficiencies in the prior art, the utility model provides an anti-collision buffer device for rail transit engineering vehicles, which solves the problem that when the buffer plate of the prior device is subjected to external pressure, it will push the guide rod to move in the direction of the engineering vehicle, the contact area between the guide rod and the engineering vehicle is small, which can easily damage the engineering vehicle, and the limit column is stuck in the limit hole, which can easily cause the limit column to break.

[0007] To achieve the above objectives, the utility model is implemented through the following technical solutions: a rail transit engineering vehicle anti-collision buffer device, comprising a connecting frame, a first buffer mechanism is installed on the right side of the connecting frame, and second buffer mechanisms are symmetrically arranged on both sides of the connecting frame;

[0008] The connecting frame includes a U-shaped protective plate, and U-shaped fixing plates are arranged at both ends of the protective plate. The two ends of the protective plate are fixedly installed at the middle of the inner wall of the fixing plate. The two ends of the fixing plate are fixedly installed with connecting blocks, and the four corners of the side of the connecting block are provided with mounting holes;

[0009] The first buffer mechanism includes a mounting plate fixedly installed in the middle of the inner wall of the protective plate, a buffer seat with an isosceles trapezoidal cross-section is arranged on the right side of the mounting plate, symmetrically distributed telescopic rods are fixedly installed on the upper and lower ends of the right side of the mounting plate, and the end of the telescopic rod away from the mounting plate is fixedly installed on the buffer seat, and a first spring is arranged on the right side surface of the mounting plate, and connecting plates are fixedly installed on both ends of the first spring, and the connecting plates are respectively fixedly installed on the side walls of the mounting plate and the buffer seat.

[0010] Preferably, a clearance hole is provided on the left side wall of the buffer seat, and the end of the telescopic rod away from the mounting plate is fixedly mounted on the right side wall of the clearance hole, the depth of the clearance hole is greater than the length of the telescopic rod when it is fully retracted, and the diameter of the clearance hole is greater than the diameter of the telescopic rod, wherein when the buffer seat is moved toward one side of the mounting plate under external pressure, the first spring and the telescopic rod will contract, and then absorb the external pressure through the deformation of the first spring.

[0011] Preferably, three first springs are provided in total, and the three first springs are distributed in a linear array in the middle of the right side of the mounting plate, wherein the three first springs absorb external pressure at the same time to improve the buffering effect.

[0012] Preferably, a buffer pad made of rubber is fixedly installed in the middle of the right side of the buffer seat, wherein the buffer pad can absorb part of the external pressure without scratching the external vehicle.

[0013] Preferably, a mounting hole is opened in the middle of the front and rear sides of the protective plate, and the second buffer mechanism includes a limit rod movably mounted inside the mounting hole, and a limit plate is fixedly mounted on one end of the limit rod located outside the protective plate, and one end of the second spring is fixedly mounted on the side wall of the limit plate close to the limit rod, and the other end of the second spring is fixedly mounted on the side wall of the protective plate, wherein when the limit rod moves to the outside of the protective plate, the second spring will be stretched.

[0014] Preferably, one end of the limit rod located inside the protective plate is fitted with the inclined surface of the buffer seat, wherein when the buffer seat moves toward the inside of the protective plate, the inclined surface of the buffer seat will contact the end of the limit rod, and then push the limit rod to move outside the protective plate. At this time, the second spring is stretched, and further buffering can be performed by the second spring.

[0015] The utility model provides an anti-collision buffer device for a rail transit engineering vehicle. It has the following beneficial effects:

[0016] The anti-collision buffer device for rail transit engineering vehicles can buffer the impact force generated by the collision at the same time through the first buffer mechanism and the second buffer mechanism. By installing the first buffer mechanism on the protective plate, it is avoided that the components in the first buffer mechanism contact with the engineering vehicle during the buffering process, thereby causing damage to the engineering vehicle. The limit rod is pushed outward by the inclined surface of the buffer seat, and the inclined surface of the buffer seat will not jam the limit rod, so the limit rod will not be squeezed by the inclined surface of the buffer seat to cause fracture, which is beneficial to increasing the service life of the second buffer mechanism. It solves the problem that when the buffer plate of the existing device is subjected to external pressure, it will push the guide rod to move in the direction of the engineering vehicle, the contact area between the guide rod and the engineering vehicle is small, which is easy to damage the engineering vehicle, and the limit column is clamped in the limit hole, which is easy to cause the limit column to break. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is a schematic diagram of the structure of the utility model;

[0018] Figure 2 This is a schematic diagram of the structure of the connecting frame of the utility model;

[0019] Figure 3 This is a schematic diagram of the structure of the second buffer mechanism of the utility model;

[0020] Figure 4 It is a schematic diagram of the disassembled structure of the first buffer mechanism of the utility model.

[0021] In the figure: 1. connecting frame; 11. protective plate; 12. fixing plate; 13. connecting block; 14. mounting hole; 2. first buffer mechanism; 21. mounting plate; 22. buffer seat; 23. clearance hole; 24. telescopic rod; 25. first spring; 26. connecting plate; 27. buffer pad; 3. second buffer mechanism; 31. limit rod; 32. limit plate; 33. second spring. DETAILED DESCRIPTION

[0022] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0023] Embodiment 1:

[0024] like Figure 1-4As shown: it includes a connecting frame 1, a first buffer mechanism 2 is installed on the right side of the connecting frame 1, and a second buffer mechanism 3 is symmetrically arranged on both sides of the connecting frame 1, the connecting frame 1 includes a "U"-shaped protective plate 11, and two ends of the protective plate 11 are provided with a "U"-shaped fixing plate 12, and the two ends of the protective plate 11 are fixedly installed on the middle part of the inner wall of the fixing plate 12, and the two ends of the fixing plate 12 are fixedly installed with a connecting block 13, and the four corners of the side of the connecting block 13 are provided with mounting holes, and the first buffer mechanism 2 includes a mounting plate 21 fixedly installed in the middle part of the inner wall of the protective plate 11, and a buffer seat 22 with an isosceles trapezoidal cross-section is arranged on the right side of the mounting plate 21, and symmetrically distributed telescopic rods 24 are fixedly installed on the upper and lower ends of the right side of the mounting plate 21, and the end of the telescopic rod 24 away from the mounting plate 21 is fixedly installed on the buffer seat 22, and a first spring 25 is arranged on the right side of the mounting plate 21, and both ends of the first spring 25 are fixedly installed There is a connecting plate 26, which is fixedly mounted on the side walls of the mounting plate 21 and the buffer seat 22 respectively. A clearance hole 23 is opened on the left wall of the buffer seat 22. The end of the telescopic rod 24 away from the mounting plate 21 is fixedly mounted on the right wall of the clearance hole 23. The depth of the clearance hole 23 is greater than the length of the telescopic rod 24 when it is fully retracted. The diameter of the clearance hole 23 is greater than the diameter of the telescopic rod 24. There are three first springs 25 in total, and the three first springs 25 are distributed in a linear array in the middle of the right side of the mounting plate 21. A rubber buffer pad 27 is fixedly mounted in the middle of the right side of the buffer seat 22. The impact force generated by the collision can be buffered at the same time by the first buffer mechanism 2 and the second buffer mechanism 3. By installing the first buffer mechanism 2 on the protective plate 11, it is avoided that the components in the first buffer mechanism 2 contact with the engineering vehicle during the buffering process, thereby causing damage to the engineering vehicle.

[0025] Embodiment 2:

[0026] like Figure 1-3 As shown: a mounting hole 14 is opened in the middle of the front and rear sides of the protective plate 11, and the second buffer mechanism 3 includes a limit rod 31 movably mounted inside the mounting hole 14, and a limit plate 32 is fixedly installed on one end of the limit rod 31 located outside the protective plate 11, and one end of the second spring 33 is fixedly installed on the side wall of the limit plate 32 close to the limit rod 31, and the other end of the second spring 33 is fixedly installed on the side wall of the protective plate 11, and the end of the limit rod 31 located inside the protective plate 11 is in contact with the inclined surface of the buffer seat 22, and the limit rod 31 is pushed outward by the inclined surface of the buffer seat 22. The inclined surface of the buffer seat 22 will not jam the limit rod 31, so the limit rod 31 will not be squeezed by the inclined surface of the buffer seat 22 and cause it to break, which is beneficial to increase the service life of the second buffer mechanism 3.

[0027] Working principle and use process of the utility model: When the anti-collision buffer device of the rail transit engineering vehicle is used, the bolts are used to pass through the mounting holes on the connecting block 13, and then the connecting frame 1 is installed on the engineering vehicle. When an external vehicle collides with the engineering vehicle, the external vehicle first contacts the buffer pad 27, and then pushes the buffer seat 22 to move to the inside of the protective plate 11. At this time, the telescopic rod 24 and the first spring 25 are both compressed. The impact force generated by the collision can be absorbed by the compression deformation of the first spring 25. At the same time, when the buffer seat 22 moves to the inside of the protective plate 11, the first spring 25 is compressed and deformed. When moving, the side wall of the buffer seat 22 will also contact the end of the limit rod 31, thereby squeezing the limit rod 31 outward, and then the second spring 33 will be stretched. The deformation of the second spring 33 can further absorb the impact force generated by the collision, and the inclined surface of the buffer seat 22 will not jam the limit rod 31, so the limit rod 31 will not be squeezed by the inclined surface of the buffer seat 22 and break. The first buffer mechanism 2 can be installed through the protective plate 11 to prevent the components on the first buffer mechanism 2 from contacting the engineering vehicle and causing damage to the engineering vehicle.

[0028] The above shows and describes the basic principles and main features of the utility model and the advantages of the utility model. For those skilled in the art, it is obvious that the utility model is not limited to the details of the above exemplary embodiments, and can be implemented in other specific forms without departing from the spirit or basic features of the utility model. Therefore, no matter from which point of view, the embodiments should be regarded as exemplary and non-restrictive. The scope of the utility model is limited by the attached claims rather than the above description, and it is intended to include all changes within the meaning and scope of the equivalent elements of the claims. Any figure mark in the claims should not be regarded as limiting the claims involved.

[0029] In addition, it should be understood that although the present specification is described according to implementation modes, not every implementation mode contains only one independent technical solution. This description of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment may also be appropriately combined to form other implementation modes that can be understood by those skilled in the art.

Claims

1. A collision avoidance and buffer device for a rail transit engineering vehicle, characterized in that: It comprises a connecting frame (1), a first buffer mechanism (2) is installed on the right side of the connecting frame (1), and second buffer mechanisms (3) are symmetrically arranged on both sides of the connecting frame (1); The connecting frame (1) comprises a U-shaped protective plate (11), and two U-shaped fixing plates (12) are arranged at both ends of the protective plate (11), and the two ends of the protective plate (11) are fixedly mounted on the middle part of the inner wall of the fixing plate (12), and the two ends of the fixing plate (12) are fixedly mounted with connecting blocks (13), and the four corners of the side of the connecting block (13) are provided with mounting holes; The first buffer mechanism (2) comprises a mounting plate (21) fixedly mounted on the middle part of the inner wall of the protective plate (11); a buffer seat (22) having an isosceles trapezoidal cross section is arranged on the right side of the mounting plate (21); symmetrically distributed telescopic rods (24) are fixedly mounted on the upper and lower ends of the right side of the mounting plate (21); one end of the telescopic rod (24) away from the mounting plate (21) is fixedly mounted on the buffer seat (22); a first spring (25) is arranged on the right side surface of the mounting plate (21); connecting plates (26) are fixedly mounted on both ends of the first spring (25); and the connecting plates (26) are fixedly mounted on the side walls of the mounting plate (21) and the buffer seat (22), respectively.

2. The anti-collision buffer device for rail transit engineering vehicles according to claim 1, characterized in that: A clearance hole (23) is provided on the left side wall of the buffer seat (22); one end of the telescopic rod (24) away from the mounting plate (21) is fixedly mounted on the right side wall of the clearance hole (23); the depth of the clearance hole (23) is greater than the length of the telescopic rod (24) when it is fully retracted; and the diameter of the clearance hole (23) is greater than the diameter of the telescopic rod (24).

3. The anti-collision buffer device for rail transit engineering vehicles according to claim 1, characterized in that: A total of three first springs (25) are provided, and the three first springs (25) are distributed in a linear array in the middle of the right side of the mounting plate (21).

4. The anti-collision buffer device for rail transit engineering vehicles according to claim 1, characterized in that: A rubber cushion (27) is fixedly mounted in the middle of the right side of the buffer seat (22).

5. The anti-collision buffer device for rail transit engineering vehicles according to claim 1, characterized in that: A mounting hole (14) is provided in the middle of the front and rear sides of the protective plate (11); the second buffer mechanism (3) comprises a limit rod (31) movably mounted inside the mounting hole (14); a limit plate (32) is fixedly mounted on one end of the limit rod (31) located outside the protective plate (11); one end of a second spring (33) is fixedly mounted on the side wall of the limit plate (32) close to the limit rod (31); and the other end of the second spring (33) is fixedly mounted on the side wall of the protective plate (11).

6. The anti-collision buffer device for rail transit engineering vehicles according to claim 5, characterized in that: One end of the limiting rod (31) located inside the protective plate (11) is in contact with the inclined surface of the buffer seat (22).

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