Secondary buffering car stop for small rail train

Abstract

The utility model discloses a small rail train secondary buffer car stop which comprises a base, clamping blocks are fixedly connected to the periphery of the bottom of the base, the clamping blocks are clamped to a rail, sliding rods are symmetrically arranged at the top of the base, the two ends of each sliding rod are fixed to the top of the base through first fixing blocks, and sliding blocks are slidably connected to the surfaces of the two sliding rods. The sliding block is connected to the base in a sliding mode, sliding holes are symmetrically formed in one end of the sliding block, a first-stage buffering mechanism used for the small rail train is installed in the sliding holes, and a second-stage buffering mechanism used for the small rail train is installed at the other end of the sliding block. The impact force generated in the operation process of the small train is effectively absorbed, the damage caused by collision is reduced, and the accidents that the train is damaged and passengers are injured due to collision are reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of track trains, in particular to a secondary buffer stopper for track trains. Background Art

[0002] The rail train is designed according to the traditional train and is mainly used for transportation or amusement parks. When the rail train needs to stop on the railway track, it is difficult to stop within the prescribed braking distance due to its large inertia, so it is usually equipped with a car stopper.

[0003] The patent document with announcement number CN220924122U discloses a multi-stage buffer track train stopper, including a track, a first mounting frame is installed on the top front side of the track, a connecting plate is processed on the bottom of the first mounting frame, a connecting groove is opened on the front surface of the connecting plate, and sliding blocks are processed on the left and right sides of the inside of the connecting groove, and T-slots are opened on the left and right bottoms of the first mounting frame, and a U-shaped connecting piece is connected inside the connecting groove, and a pressure plate is connected to the front side of the lower end of the U-shaped connecting piece; a limiting block is connected to the right side of the inside of the U-shaped connecting piece, and the right side of the limiting block passes through the U-shaped connecting piece and is connected to the second buffer spring, and the other end of the second buffer spring is respectively connected to the second mounting frame, and the right end surfaces of the second mounting frame are respectively installed with fixing plates, and the surfaces of the fixing plates are respectively connected to support rods.

[0004] The above-mentioned multi-stage buffer track train stopper can solve the corresponding technical problems, but in the process of use, it is difficult to effectively absorb the impact force generated by the train during operation, and there is still room for improvement.

[0005] Therefore, a secondary buffer stopper for a track train is proposed. Utility Model Content

[0006] The utility model aims to provide a secondary buffer stopper for a track train, so as to solve the technical problem that the track train generates impact force during use, as proposed in the above background technology.

[0007] To achieve the above-mentioned purpose, the utility model provides the following technical solutions: a secondary buffer stopper for a rail train, comprising a base, the bottom of the base is fixedly connected with clamping blocks, the clamping blocks are clamped on the track, the top of the base is symmetrically provided with sliding rods, the two ends of the sliding rods are fixed to the top of the base through a fixed block, the surfaces of the two sliding rods are slidably connected with sliders, one end of the slider is symmetrically provided with sliding holes, a primary buffer mechanism for the rail train is installed in the sliding hole, and the other end of the slider is installed with a secondary buffer mechanism for the rail train.

[0008] A slider is slidably connected on the base, and a primary buffer mechanism and a secondary buffer mechanism are respectively arranged at both ends of the slider, which can effectively absorb the impact force generated by the small train during operation, reduce the damage caused by the collision, and greatly reduce the probability of vehicle damage and passenger injury accidents caused by collision.

[0009] As a further solution of the utility model, the primary buffer mechanism includes a sliding column, which slides in a sliding hole, a push plate is also slidably connected in the sliding hole, a spring is installed between the push plate and the sliding column, and an energy absorption box is installed at one end of the sliding column. The elastic working ability of the spring is used to provide a primary buffering capacity for the impact brought by the rail train, and its deceleration process is controlled to ensure smooth parking. The energy absorption box is set at one end of the sliding column, which can absorb the collision energy through its own deformation when a collision occurs, thereby reducing the impact of the collision on the vehicle and passengers.

[0010] As a preferred solution of the utility model, the energy absorption box is made of aluminum alloy. Due to its good thermal conductivity, it can ensure that when absorbing energy, it can quickly transfer the energy to the outside in the form of heat energy, avoiding the danger of local overheating and explosion, so as to buffer the early collision of the track train.

[0011] As a preferred solution of the utility model, one end of the push plate is fixedly connected to a screw rod, which is threaded on one side of the slider, and a hand wheel is installed on the end of the screw rod to drive the screw rod to rotate, thereby moving the push plate in the slide hole, and then adjusting the elastic working capacity of the spring, so that small trains of different models and load capacities can be adjusted to a suitable deceleration degree when approaching the car blocker.

[0012] As a preferred solution of the utility model, the secondary buffer mechanism includes a fixed block 2 and a hydraulic shock absorber. The fixed block 2 is fixed on the top of the base, and the hydraulic shock absorber is installed between the fixed block 2 and the slider. The hydraulic shock absorber is used to perform secondary buffering on the impact brought by the rail train, further reducing the impact force of the rail train and ensuring smooth parking.

[0013] As a further preferred embodiment of the present invention, two fixing bolts are screwed to the top of the base, and the bottoms of the fixing bolts are connected to the track, so that the device is stably fixed on the track, thereby withstanding the impact force brought by the track train.

[0014] Compared with the prior art, the beneficial effect of the secondary buffer stopper for a rail train provided by the utility model is that by slidingly connecting the slider on the base and respectively arranging a primary buffer mechanism and a secondary buffer mechanism at both ends of the slider, the impact force generated by the train during operation can be effectively absorbed, the damage caused by the collision can be reduced, and the probability of accidents such as vehicle damage and passenger injury caused by the collision can be greatly reduced. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for use in the embodiments are briefly introduced below. Obviously, the drawings described below are only examples of the embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0016] Figure 1 It is a schematic diagram of the structure of an embodiment of the utility model;

[0017] Figure 2 It is a cross-sectional structural schematic diagram of an embodiment of the utility model;

[0018] Figure 3 It is a schematic diagram of the component decomposition structure of an embodiment of the utility model.

[0019] Figure numerals: 1. base; 101. clamping block; 2. track; 3. slider; 301. sliding hole; 302. sliding rod; 303. fixed block one; 4. primary buffer mechanism; 401. sliding column; 402. energy absorption box; 403. spring; 404. push plate; 405. screw; 406. hand wheel; 5. secondary buffer mechanism; 501. fixed block two; 502. hydraulic shock absorber; 6. fixing bolt. DETAILED DESCRIPTION

[0020] In order to make the purpose, technical solution and advantages of the embodiments of the present invention more clear, the embodiments of the present invention are further described in detail 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.

[0021] In the description of the embodiments of the present invention, it should be understood that the terms "upper", "lower", "front", "back", "inside", "outside", etc. indicate directions or positional relationships based on the directions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the embodiments of the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore should not be understood as a limitation on the embodiments of the present invention.

[0022] In the description of the embodiments of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installation", "connection" and "connection" should be understood in a broad sense. For example, it can be a fixed connection, an integral connection, or a detachable connection; it can be the internal connection of two components; it can be directly connected or indirectly connected through an intermediate medium. For ordinary technicians in this field, the specific meanings of the above terms in the embodiments of the present invention can be understood according to specific circumstances.

[0023] See also Figure 1-Figure 3 As shown, an embodiment of the utility model is a secondary buffer stopper for a rail train, comprising a base 1, the bottom of the base 1 is fixedly connected with a clamping block 101, the clamping block 101 is clamped on the track 2, the top of the base 1 is symmetrically provided with sliding rods 302, the two ends of the sliding rods 302 are fixed to the top of the base 1 through a fixing block 303, the surfaces of the two sliding rods 302 are slidably connected with a slider 3, one end of the slider 3 is symmetrically provided with a sliding hole 301, a primary buffer mechanism 4 for a rail train is installed in the sliding hole 301, and the other end of the slider 3 is installed with a secondary buffer mechanism 5 for a rail train.

[0024] See also Figure 2 , 3 As shown, the primary buffer mechanism 4 includes a slide post 401, which slides in the slide hole 301, and a push plate 404 is also slidably connected in the slide hole 301, a spring 403 is installed between the push plate 404 and the slide post 401, and an energy absorption box 402 is installed at one end of the slide post 401. By setting the primary buffer mechanism 4, sliding the slide post 401 in the slide hole 301, and installing the spring 403 between the push plate 404 and the slide post 401, the elastic working ability of the spring 403 can be used to play a primary buffering capacity for the impact brought by the rail sightseeing train, control its deceleration process, and ensure smooth parking, and an energy absorption box 402 is set at one end of the slide post 401, which can absorb the collision energy through its own deformation when a collision occurs, thereby reducing the impact of the collision on the vehicle and passengers.

[0025] The energy absorption box 402 is made of aluminum alloy. Due to its good thermal conductivity, it can ensure that it can quickly transfer energy to the outside in the form of heat energy when absorbing energy, avoiding local overheating and explosion hazards, so as to cushion the early collision of the rail train.

[0026] One end of the push plate 404 is fixedly connected to a screw rod 405, which is screwed to one side of the slider 3. A hand wheel 406 is installed at the end of the screw rod 405. The screw rod 405 rotates to move the push plate 404 in the slide hole 301. The elastic working capacity of the spring 403 can be adjusted so that rail sightseeing trains of different models and load capacities can be adjusted to a suitable deceleration degree when approaching the car blocker.

[0027] See also Figure 3 As shown, the secondary buffer mechanism 5 includes a second fixed block 501 and a hydraulic shock absorber 502, wherein the second fixed block 501 is fixed to the top of the base 1, and the hydraulic shock absorber 502 is installed between the second fixed block 501 and the slider 3. The hydraulic shock absorber 502 can be used to perform secondary buffering on the impact caused by the rail sightseeing train, further reduce the impact force of the rail sightseeing train, and ensure a smooth parking.

[0028] The hydraulic shock absorber 502 is common knowledge and will not be described in detail here.

[0029] Among them, two fixing bolts 6 are screwed on the top of the base 1, and the bottom of the fixing bolts 6 is connected to the track 2, so that the device can be stably fixed on the track 2 to withstand the impact force brought by the track train.

[0030] When the embodiment of the utility model is used, the device is installed on the track 2 and fixed by the fixing bolts 6. When the track train fails to brake in time due to an emergency, its primary buffer mechanism 4, under the action of the spring 403, performs primary buffering on the track train. When the impact force cannot be completely offset, the secondary buffer mechanism 5 immediately plays a role to further mitigate the impact. It can effectively absorb the impact force generated by the track train during operation to reduce the damage caused by the collision.

[0031] In the embodiment of the utility model, a slider 3 is slidably connected to the base 1, and a primary buffer mechanism 4 and a secondary buffer mechanism 5 are respectively arranged at both ends of the slider 3, which effectively absorb the impact force generated by the small train during operation, reduce the damage caused by the collision, and greatly reduce the probability of vehicle damage and passenger injury accidents caused by the collision.

[0032] The above shows and describes the basic principles of the present invention. The above are only preferred embodiments of the present invention and are not intended to limit the present invention. The above embodiments and descriptions in the specification are only intended to illustrate the principles of the present invention. Without departing from the scope of the present invention, any modifications, equivalent substitutions and improvements made within the spirit and scope of the present invention should be included in the protection scope of the present invention.

Claims

1. A secondary buffer stopper for a rail train, characterized in that: The invention comprises a base (1), wherein the bottom of the base (1) is fixedly connected with a clamping block (101) around the periphery, the clamping block (101) is clamped on a track (2), the top of the base (1) is symmetrically provided with sliding rods (302), the two ends of the sliding rods (302) are fixed to the top of the base (1) through a fixing block (303), the surfaces of the two sliding rods (302) are slidably connected with a slider (3), one end of the slider (3) is symmetrically provided with a sliding hole (301), a primary buffer mechanism (4) for a track train is installed in the sliding hole (301), and the other end of the slider (3) is installed with a secondary buffer mechanism (5) for a track train.

2. A secondary buffer stopper for a rail train according to claim 1, characterized in that: The primary buffer mechanism (4) comprises a sliding column (401), the sliding column (401) slides in the sliding hole (301), a push plate (404) is also slidably connected in the sliding hole (301), a spring (403) is installed between the push plate (404) and the sliding column (401), and an energy absorption box (402) is installed at one end of the sliding column (401).

3. A secondary buffer stopper for a rail train according to claim 2, characterized in that: The energy absorption box (402) is made of aluminum alloy.

4. A secondary buffer stopper for a rail train according to claim 2, characterized in that: One end of the push plate (404) is fixedly connected to a screw rod (405), the screw rod (405) is screwed to one side of the slider (3), and a hand wheel (406) is installed at the end of the screw rod (405).

5. A secondary buffer stopper for a rail train according to claim 1, characterized in that: The secondary buffer mechanism (5) comprises a second fixed block (501) and a hydraulic shock absorber (502), wherein the second fixed block (501) is fixed on the top of the base (1), and the hydraulic shock absorber (502) is installed between the second fixed block (501) and the sliding block (3).

6. A secondary buffer stopper for a rail train according to any one of claims 1 to 5, characterized in that: Two fixing bolts (6) are screwed onto the top of the base (1), and the bottoms of the fixing bolts (6) are connected to the track (2).

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