Train butt joint buffering auxiliary device and train adjusting equipment
By using a combination of a striker, a guide barrel and a buffer member in the train docking buffer auxiliary device, the collision problem caused by inertial force during the train docking process is solved, the stability and safety of the docking process are achieved, and the convenience of the device is improved.
Patent Information
- Application Number
- CN202421825154.X
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-07-30
- Publication Date
- 2025-05-30
- Estimated Expiration
- 2034-07-30
AI Technical Summary
During the train docking process, due to the existence of inertia force, the new front or carriage will continue to move after the driving force disappears, resulting in too close or even collisions, affecting the stability and safety of docking.
A train docking buffer auxiliary device is designed, including a striker, a guide barrel and a buffer member. The striker is penetrated into the guide barrel and is opposite to the buffer member. The buffer member extends and contracts along the central axis of the guide barrel to absorb impact force and convert it into potential energy storage to realize buffering of the striker.
Through the expansion and relaxation of the buffer member, the impact force generated by train movement can be effectively absorbed, avoid collisions during train docking, ensure stability and safety, and facilitate reset and reuse of the device after docking is completed.
Smart Images
Figure CN222921569U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of train maintenance and adjustment devices, and more specifically, to a train docking buffer auxiliary device and a train adjustment device. Background Art
[0002] During the operation of a train, due to reasons such as changes in the running direction or adjustment of the number of carriages, it is usually necessary to replace the new locomotive or dock the carriages. During the replacement of the new locomotive or the connection of the carriages, the new locomotive and the carriage or the carriages will approach each other, and finally the distance between the two will meet the connection requirements, completing the replacement of the new locomotive or the docking of the carriages.
[0003] However, when driving the new locomotive and the carriage or the carriages to approach each other by applying driving force, due to the existence of inertia force, after the driving force disappears, the new locomotive or the carriage will still continue to move a certain distance, which is likely to cause the distance between the new locomotive and the carriage or the carriages to be too close or even collide, having an adverse impact on the stability and safety of the replacement of the new locomotive or the docking of two carriages. Summary of the Utility Model
[0004] The problem solved by the utility model is how to ensure the stability and safety during the train docking process.
[0005] To solve the above problems, the utility model provides a train docking buffer auxiliary device and a train adjustment device.
[0006] In a first aspect, the utility model provides a train docking buffer auxiliary device, including a striker, a guide cylinder, and a buffer member. The striker is used to be installed at the end of one train. The guide cylinder is a hollow structure with one end open and is used to be installed at the end of another train. The buffer member is arranged inside the guide cylinder. The striker penetrates into the guide cylinder through the open end of the guide cylinder and abuts against the buffer member inside the guide cylinder. The buffer member is used to expand and contract along the central axis direction of the guide cylinder.
[0007] Optionally, the buffer member includes a first magnet and a second magnet. The first magnet and the second magnet are arranged at intervals along the central axis direction of the guide cylinder. The first magnet abuts against the striker and repels the second magnet.
[0008] Optionally, the magnetism of the two opposite ends of the first magnet and the second magnet is the same, and the magnetism of the two opposite ends is the same; the second magnet is provided with a through hole, and the first magnet is used to reciprocate through the through hole under force, and the buffer also includes a reset member, which is drivingly connected to the first magnet. After the first magnet is forced to pass through the through hole, the reset member is used to drive the first magnet to move toward the through hole and pass through the through hole.
[0009] Optionally, a reset groove extending along the central axis direction of the guide cylinder is provided on the side wall of the guide cylinder, and the reset member is slidably installed on the reset groove. The reset member is connected to the first magnet and is used to receive force to drive the first magnet to move toward the through hole.
[0010] Optionally, the buffer component further includes a cushion block, and the cushion block is located on a side of the second magnet facing away from the first magnet, and there is at least one cushion block.
[0011] Optionally, the train docking buffer auxiliary device also includes a first connecting member and a second connecting member, the striker is installed on the first connecting member, the guide cylinder is installed on the second connecting member, and the first connecting member and the second connecting member are respectively used to be installed on the opposite ends of the two trains.
[0012] Optionally, there are multiple firing pins and multiple guide cylinders, and the multiple firing pins are evenly distributed on the first connecting member, and the multiple guide cylinders are evenly distributed on the second connecting member.
[0013] Optionally, there are multiple buffer components, and the multiple buffer components are stacked in sequence along the central axis direction of the guide cylinder.
[0014] Optionally, the buffer also includes a guide shell, a movable seat and a movable rod, the guide shell is provided with a guide groove, the first magnet is slidably installed in the guide groove, the second magnet is fixed in the guide groove, the movable seat is located outside the guide shell and is connected to the movable rod, the movable rod penetrates into the guide shell and is connected to the first magnet, and the movable seat is used to drive the first magnet to move toward the second magnet through the movable rod.
[0015] In a second aspect, the utility model provides a train regulating device, comprising the train docking buffer auxiliary device as described above.
[0016] The beneficial effects of the train docking buffer auxiliary device of the present utility model are as follows: A train docking buffer auxiliary device is composed of a striker, a guiding cylinder, and a buffer member. Among them, the guiding cylinder is a hollow structure with one end open, and the buffer member is located inside the guiding cylinder. The striker can penetrate into the guiding cylinder through the open end of the guiding cylinder and then abut against the buffer member. The buffer member can expand and contract along the central axis direction of the guiding cylinder. With such a setting, when the striker is forced to move towards the inside of the guiding cylinder, the impact force of the striker can be transmitted to the buffer member, and the buffer member can absorb the impact force by contracting and convert it into potential energy for storage, thereby achieving buffering of the striker. When the force on the striker is released, the buffer member can release the stored potential energy to achieve relaxation, thereby driving the striker to reset; on this basis, the striker is installed at the end of one train, and the guiding cylinder is installed at the end of another train. After the trains are docked and approach each other, the striker and the guiding cylinder can be respectively installed on the trains. As the trains continue to move, the striker can be forced to move to compress the buffer member, and the buffer member can absorb the impact force generated by the movement of the trains through the striker and convert it into potential energy for storage, thereby effectively buffering the docking of the trains, avoiding excessive movement or even collision of the trains, and ensuring the stability and safety during the train docking process. At the same time, after the trains are docked, only the striker and the guiding cylinder need to be removed respectively, and the buffer member can release the stored potential energy to relax, thereby driving the striker to reset, which is convenient for use in subsequent train docking processes and effectively improves the usability of the train docking buffer auxiliary device. BRIEF DESCRIPTION OF THE DRAWINGS
[0017] Figure 1 is a schematic structural diagram of the train docking buffer auxiliary device in an embodiment of the present utility model;
[0018] Figure 2 is Figure 1 an enlarged schematic view of A shown in
[0019] Figure 3 is Figure 1 a sectional structure diagram from the perspective of B shown in
[0020] Figure 4 is Figure 3 an enlarged schematic view of C shown in
[0021] Figure 5 is an overlapping schematic view of the buffer member in an embodiment of the present utility model.
[0022] DESCRIPTION OF THE REFERENCE NUMERALS:
[0023] 1, striker; 2, guiding cylinder; 21, reset groove; 3, buffer member; 31, first magnet; 32, second magnet; 321, through hole; 33, reset member; 34, cushion block; 35, guiding shell; 351, guiding groove; 36, moving seat; 37, moving rod; 4, first connecting member; 5, second connecting member. DETAILED DESCRIPTION OF THE EMBODIMENTS
[0024] To make the above objects, features, and advantages of the present utility model more obvious and understandable, the following will describe in detail the specific embodiments of the present utility model with reference to the accompanying drawings. Although some embodiments of the present utility model are shown in the drawings, it should be understood that the present utility model can be implemented in various forms and should not be construed as limited to the embodiments described herein. On the contrary, these embodiments are provided to more thoroughly and completely understand the present utility model. It should be understood that the drawings and embodiments of the present utility model are only for exemplary purposes and are not used to limit the protection scope of the present utility model.
[0025] In the accompanying drawings, the Z-axis represents the vertical direction, that is, the up and down position, and the positive direction of the Z-axis represents the upper side, and the negative direction of the Z-axis represents the lower side; the X-axis in the accompanying drawings represents the horizontal direction and is designated as the front and back position, and the positive direction of the X-axis represents the front side, and the negative direction of the X-axis represents the back side; the Y-axis in the accompanying drawings represents the left and right position, and the positive direction of the Y-axis represents the right side, and the negative direction of the Y-axis represents the left side. At the same time, it should be noted that the meanings represented by the foregoing Z-axis, Y-axis, and X-axis are only for facilitating the description of the present utility model 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 construed as a limitation to the present utility model.
[0026] The term "comprising" and its variants used herein are open-ended, that is, "including but not limited to"; the term "based on" is "at least partially based on"; the term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments"; the term "optionally" means "optional embodiment". The relevant definitions of other terms will be given in the following description. It should be noted that the concepts such as "first" and "second" mentioned in the present utility model are only used to distinguish different devices, modules, or units, and are not used to limit the order or interdependence of the functions performed by these devices, modules, or units.
[0027] It should be noted that the modifications of "one" and "multiple" mentioned in the present utility model are illustrative rather than restrictive. Those skilled in the art should understand that unless clearly specified otherwise in the context, it should be understood as "one or more".
[0028] Such as Figure 1 and Figure 3As shown in the figure, an embodiment of the present utility model provides a train docking buffer auxiliary device, which includes a striker 1, a guide cylinder 2, and a buffer member 3. The striker 1 is used to be installed at the end of one train. The guide cylinder 2 is a hollow structure with an open end and is used to be installed at the end of another train. The buffer member 3 is arranged inside the guide cylinder 2. The striker 1 penetrates into the guide cylinder 2 through the open end of the guide cylinder 2 and abuts against the buffer member 3 inside the guide cylinder 2. The buffer member 3 is used to expand and contract along the central axis direction of the guide cylinder 2.
[0029] Specifically, as Figure 1 shown, the central axis direction of the guide cylinder 2 is the Z-axis direction; the cross-sectional shape of the guide cylinder 2 is circular. Of course, the cross-sectional shape of the guide cylinder 2 can also be polygonal, etc. Correspondingly, the striker 1 is a columnar structure, and its cross-sectional shape is the same as that of the guide cylinder 2; the buffer member 3 can be a hydraulic damper, which can absorb energy through the flow and compression of hydraulic oil inside the damper. It can also be an airbag buffer device, such as an airbag buffer, which can absorb energy by the expansion and compression of the inflated airbag during collision. It can also be a magnetorheological and electrorheological buffer device, such as a magnetorheological damper, which can adjust the damping force and absorb energy by the change of the viscosity of the magnetorheological fluid under the action of a magnetic field. It can also be a mechanical buffer device, such as a spring buffer, which can absorb and buffer the collision energy by the elastic deformation of the spring; the end of the train can be the end of the locomotive or the end of the carriage.
[0030] In this embodiment, as Figure 1 and Figure 3As shown, a striker 1, a guide cylinder 2 and a buffer member 3 are provided to form a train docking buffer auxiliary device, wherein the guide cylinder 2 is a hollow structure with an opening at one end, and the buffer member 3 is located in the guide cylinder 2, and the striker 1 can penetrate into the guide cylinder 2 through the open end of the guide cylinder 2, and then abut against the buffer member 3, and the buffer member 3 can be extended and retracted along the central axis direction of the guide cylinder 2. In this way, when the striker 1 is forced to move toward the inside of the guide cylinder 2, the impact force of the striker 1 can be transmitted to the buffer member 3, and the buffer member 3 can absorb the impact force by contraction and convert it into potential energy storage, thereby achieving buffering of the striker 1, and when the force on the striker 1 is released, the buffer member 3 can release the stored potential energy to achieve relaxation, thereby driving the striker 1 to reset; on this basis, the striker 1 is installed at the end of a train, and the guide cylinder 2 is installed at the end of the train. The guide cylinder 2 is installed at the end of the other train. After the trains are docked and approached, the striker 1 and the guide cylinder 2 can be installed on the train respectively. As the train continues to move, the striker 1 can be moved by force to compress the buffer 3, and the buffer 3 can absorb the impact force generated by the movement of the train through the striker 1 and convert it into potential energy storage, thereby effectively buffering the docking of the trains, avoiding excessive movement of the trains or even collisions, and ensuring the stability and safety of the train docking process. At the same time, after the train docking is completed, it is only necessary to remove the striker 1 and the guide cylinder 2 respectively, and the buffer 3 can release the stored potential energy to relax, thereby pushing the striker 1 to reset, which is convenient for use in the subsequent train docking process, effectively improving the convenience of use of the train docking buffer auxiliary device.
[0031] Alternatively, if Figure 3 and Figure 4 As shown, the buffer member 3 includes a first magnet 31 and a second magnet 32 . The first magnet 31 and the second magnet 32 are spaced apart along the central axis direction of the guide cylinder 2 . The first magnet 31 abuts against the striker 1 and repels the second magnet 32 .
[0032] Specifically, the first magnet 31 and the second magnet 32 are both magnets; the first magnet 31 and the second magnet 32 repel each other, and the magnetic polarity of the end of the first magnet 31 facing the second magnet 32 can be the same as the magnetic polarity of the end of the second magnet 32 facing the first magnet 31, for example, both are N poles or both are S poles. The magnetic induction intensity of the first magnet 31 and the second magnet 32 can be adjusted, thereby adjusting the size of the repulsive force between the first magnet 31 and the second magnet 32.
[0033] In this optional embodiment, if Figure 3 and Figure 4As shown, a first magnet 31 and a second magnet 32 are provided to form a buffer member 3. Among them, the first magnet 31 and the second magnet 32 are arranged at intervals along the central axis direction of the guide cylinder 2, and the first magnet 31 and the second magnet 32 repel each other. With this arrangement, the repulsive force between the first magnet 31 and the second magnet 32 can keep the first magnet 31 and the second magnet 32 spaced apart when the buffer member 3 is not subject to external force. At the same time, the first magnet 31 abuts against the firing pin 1. With this arrangement, when the firing pin 1 is impacted and moves towards the inside of the guide cylinder 2, it can push the first magnet 31 towards the second magnet 32. Under the action of the impact force, the distance between the first magnet 31 and the second magnet 32 decreases, that is, the impact force transmitted by the firing pin 1 to the first magnet 31 does work to overcome the repulsive force between the first magnet 31 and the second magnet 32. The impact force is absorbed by the buffer member 3 and converted into potential energy stored between the first magnet 31 and the second magnet 32, realizing the buffering effect. After the impact force on the firing pin 1 disappears, the potential energy stored in the buffer member 3 is released, and the first magnet 31 moves away from the second magnet 32 under the action of the repulsive force, thereby pushing the firing pin 1 to move along the central axis direction of the guide cylinder 2 to realize the reset of the firing pin 1.
[0034] Optionally, as Figure 1 , Figure 2 and Figure 4 shown, the magnetic properties of the opposite end portions of the first magnet 31 and the second magnet 32 are the same, and the magnetic properties of the opposite end portions are the same; a through hole 321 is provided on the second magnet 32, and the first magnet 31 is used to pass through the through hole 321 reciprocally under force. The buffer member 3 further includes a reset member 33, and the reset member 33 is drivingly connected to the first magnet 31. After the first magnet 31 passes through the through hole 321 under force, the reset member 33 is used to drive the first magnet 31 to move towards the through hole 321 and pass through the through hole 321.
[0035] Specifically, the upper end of the first magnet 31 is the N pole, and the lower end is the S pole, while the upper end of the second magnet 32 is the S pole, and the lower end is the N pole; the first magnet 31 and the second magnet 32 are coaxial corresponding rotary body structures. As Figure 4 shown, among them, the first magnet 31 is cylindrical, the second magnet 32 is an annular structure and a through hole 321 is formed at the rotation center. The radial dimension of the through hole 321 is greater than or equal to the radial dimension of the first magnet 31; the reset member 33 can be an airbag that realizes driving by inflating and deflating, or a magnetic member that realizes the disappearance and restoration of magnetism to drive the first magnet 31 by energizing and de-energizing, or a manual moving member that passes through the guide cylinder 2, and the first magnet 31 is driven to reset by the force movement of the manual moving member.
[0036] In this optional embodiment, as Figure 4As shown, the magnetic properties of the opposite ends of the first magnet 31 and the second magnet 32 are set to be the same, and the magnetic properties of the opposite ends are also the same. At the same time, a through hole 321 is provided on the second magnet 32 for the first magnet 31 to pass through reciprocally under force. With this setting, the first magnet 31 and the second magnet 32 repel each other at the initial position. When the striker 1 is pushed by force to move the first magnet 31 towards the second magnet 32, the buffer member 3 can absorb the impact force through the striker 1 and convert it into potential energy for storage. As the striker 1 continues to move under force, the first magnet 31 penetrates into the through hole 321 on the second magnet 32. At this time, the impact force does the most work, and the potential energy stored between the first magnet 31 and the second magnet 32 reaches the maximum, achieving the best buffer effect during the docking of the train, and the purpose of buffering has been achieved. If the striker 1 continues to move and causes the first magnet 31 to pass through the through hole 321, the first magnet 31 and the second magnet 32 still repel each other. The first magnet 31 continues to move downward under the action of the impact force of the striker 1 and the repulsive force of the second magnet 32. At this time, the potential energy stored between the first magnet 31 and the second magnet 32 is released, avoiding the adverse impact of the stored potential energy on the structure of the buffer member 3 and ensuring the service life of the buffer member 3; on this basis, as Figure 1 and Figure 2 shown, a reset member 33 is provided which is drivingly connected to the first magnet 31. Among them, after the first magnet 31 passes through the through hole 321 under force, the reset member 33 is used to drive the first magnet 31 to move towards the through hole 321 and pass through the through hole 321. In this way, after the docking of the train is completed, the reset member 33 can be used to drive the first magnet 31 to pass through the through hole 321 again. Under the repulsive force of the second magnet 32 on the first magnet 31, the first magnet 31 can move back to its original position, thereby restoring the buffering function of the buffer member 3 and at the same time pushing the striker 1 back to its original position, facilitating the use in subsequent train docking processes.
[0037] Optionally, as Figure 1 and Figure 2 shown, a reset groove 21 extending along the central axis direction of the guide cylinder 2 is provided on the side wall of the guide cylinder 2. The reset member 33 is slidably installed on the reset groove 21. The reset member 33 is connected to the first magnet 31 and is used to drive the first magnet 31 to move towards the through hole 321 under force.
[0038] Specifically, as Figure 1 and Figure 2 shown, the reset groove 21 penetrates through the wall of the guide cylinder 2. The reset member 33 passes through the reset groove 21 and extends to the outside of the guide cylinder 2. The reset groove 21 extends linearly along the axial direction of the guide cylinder 2.
[0039] In this optional embodiment, as Figure 1 and Figure 2As shown, a reset groove 21 extending along the central axis direction of the guide cylinder 2 is provided on the side wall of the guide cylinder 2, and a reset member 33 is slidably installed on the reset groove 21. The reset member 33 is connected to the first magnet 31 and can be forced to move along the reset groove 21, thereby driving the first magnet 31 to move toward the through hole 321. In this way, after the first magnet 31 is impacted by the striker 1 from the initial position and passes through the through hole 321, the reset member 33 can be moved. Under the limiting effect of the reset groove 21, the reset member 33 can stably drive the first magnet 31 to pass through the through hole 321 again and move to the initial position, thereby realizing the reset of the first magnet 31, restoring the buffering function of the buffer member 3, and at the same time pushing the striker 1 to reset, which is convenient for use in the subsequent train docking process.
[0040] Alternatively, if Figure 4 As shown, the buffer member 3 further includes a cushion block 34 . The cushion block 34 is located on a side of the second magnet 32 facing away from the first magnet 31 . There is at least one cushion block 34 .
[0041] In this optional embodiment, if Figure 4 As shown, at least one pad 34 is arranged on the side of the second magnet 32 facing away from the first magnet 31, so that the minimum distance between the pad 34 and the second magnet 32 can be changed by changing the number of the pads 34. In this way, when the minimum distance between the pad 34 and the second magnet 32 is smaller than the distance between the first magnet 31 and the second magnet 32, after the first magnet 31 passes through the through hole 321 and abuts against the pad 34, part of the potential energy stored between the first magnet 31 and the second magnet 32 is not released, so that the buffer 3 can store part of the elastic energy, reduce the impact force released by the buffer 3, and reduce the impact force transmitted to the train through the buffer 3 and the guide cylinder 2.
[0042] Alternatively, if Figure 1 As shown, the train docking buffer auxiliary device also includes a first connecting member 4 and a second connecting member 5, the striker 1 is installed on the first connecting member 4, the guide cylinder 2 is installed on the second connecting member 5, and the first connecting member 4 and the second connecting member 5 are respectively used to be installed on the opposite ends of the two trains.
[0043] Specifically, Figure 1 As shown, the first connector 4 and the second connector 5 are both connecting plates, and the plate surface of the connecting plate can be a flat surface or a curved surface. The first connector 4 and the second connector 5 can be directly fitted and fixed to the end of the train, or a detachable connection with the end of the train can be achieved through the curved surface on the connecting plate.
[0044] In this optional embodiment, in order to ensure that the contact area between the guide cylinder 2 or the striker 1 and the end of the train meets the buffering requirements, as Figure 1As shown, a first connecting member 4 and a second connecting member 5 are also provided. Among them, the striker 1 is installed on the first connecting member 4, and the guide cylinder 2 is installed on the second connecting member 5. The first connecting member 4 can be installed on the end of one train, and the second connecting member 5 can be installed on the end of another train. Thus, the contact area between the guide cylinder 2 and the striker 1 and the train is increased through the first connecting member 4 and the second connecting member 5. Therefore, when the impact force is constant, the pressure generated between the guide cylinder 2 and the striker 1 and the train is reduced, ensuring the structural stability of the train docking buffer auxiliary device.
[0045] Optionally, as Figure 1 shown, there are multiple strikers 1 and multiple guide cylinders 2. The multiple strikers 1 are evenly distributed on the first connecting member 4, and the multiple guide cylinders 2 are evenly distributed on the second connecting member 5.
[0046] In this alternative embodiment, in order to improve the buffering performance of the train docking buffer auxiliary device, as Figure 1 shown, both the striker 1 and the guide cylinder 2 are provided in multiple numbers. Among them, the multiple strikers 1 are evenly distributed on the first connecting member 4, and the multiple guide cylinders 2 are evenly distributed on the second connecting member 5. Thus, the buffering performance of the train docking buffer auxiliary device is effectively improved by increasing the number of mutually cooperating strikers 1 and guide cylinders 2.
[0047] Optionally, as Figure 4 and Figure 5 shown, there are multiple buffer members 3, and the multiple buffer members 3 are stacked in sequence along the central axis direction of the guide cylinder 2.
[0048] In this alternative embodiment, in order to further improve the buffering performance of the train docking buffer auxiliary device, as Figure 1 shown, multiple buffer members 3 are provided inside a single guide cylinder 2. Among them, the multiple buffer members 3 are stacked in sequence along the central axis direction of the guide cylinder 2. In this way, when the striker 1 moves towards the inside of the guide cylinder 2, segmented buffering can be carried out through the multiple buffer members 3, effectively improving the buffering performance of the train docking buffer auxiliary device.
[0049] Optionally, as Figure 4 and Figure 5 shown, the buffer member 3 further includes a guide housing 35, a moving seat 36, and a moving rod 37. A guide groove 351 is provided inside the guide housing 35. The first magnet 31 is slidably installed in the guide groove 351, and the second magnet 32 is fixed in the guide groove 351. The moving seat 36 is located outside the guide housing 35 and is connected to the moving rod 37. The moving rod 37 penetrates into the guide housing 35 and is connected to the first magnet 31. The moving seat 36 is used to drive the first magnet 31 to move towards the second magnet 32 through the moving rod 37.
[0050] Specifically, as Figure 4 and Figure 5As shown, the cross-sectional shapes of the guide housing 35, the moving seat 36, the moving rod 37, the first magnet 31, and the second magnet 32 are all circular; the reset member 33 passes through the reset groove 21 and is connected to the moving seat 36 or the moving rod 37.
[0051] In this alternative embodiment, as Figure 4 and Figure 5 shown, a housing structure of the buffer member 3 is formed by the guide housing 35, the moving seat 36, and the moving rod 37. Among them, a guide groove 351 is provided in the guide housing 35, the first magnet 31 is slidably installed in the guide groove 351, the second magnet 32 is fixedly installed in the guide groove 351, the moving seat 36 is located outside the guide housing 35 and is connected to the moving rod 37, the moving rod 37 penetrates into the guide housing 35 and is connected to the first magnet 31, and the moving seat 36 can be forced to drive the first magnet 31 to move towards the second magnet 32 through the moving rod 37. With such a setting, when the buffer member 3 is impacted, the impact force is first transmitted to the moving seat 36, and the moving seat 36 transmits the impact force to the first magnet 31 through the moving rod 37. Under the limiting action of the guide housing 35 and the guide groove 351, the first magnet 31 can stably move towards the second magnet 32 to achieve the purpose of buffering.
[0052] The embodiment of the present utility model further provides a train adjustment device, including the above-mentioned train docking buffer auxiliary device.
[0053] The beneficial effects of the train adjustment device in this embodiment compared with the prior art are the same as those of the above-mentioned train docking buffer auxiliary device, and will not be elaborated here.
[0054] Although the present utility model is disclosed as above, the protection scope of the present utility model is not limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present utility model, and these changes and modifications will all fall within the protection scope of the present utility model.
Claims
1. A train docking buffer auxiliary device, characterized in that: The invention comprises a striker (1), a guide cylinder (2) and a buffer (3), wherein the striker (1) is used to be installed at the end of a train, the guide cylinder (2) is a hollow structure with one end open and is used to be installed at the end of another train, the buffer (3) is arranged in the guide cylinder (2), the striker (1) penetrates into the guide cylinder (2) through the open end of the guide cylinder (2) and abuts against the buffer (3) in the guide cylinder (2), and the buffer (3) is used to extend and retract along the central axis direction of the guide cylinder (2).
2. The train docking buffer auxiliary device according to claim 1, characterized in that: The buffer member (3) comprises a first magnet (31) and a second magnet (32), the first magnet (31) and the second magnet (32) being arranged at intervals along the central axis direction of the guide cylinder (2), the first magnet (31) abutting against the striker (1) and repelling the second magnet (32).
3. The train docking buffer auxiliary device according to claim 2, characterized in that: The two opposite ends of the first magnet (31) and the second magnet (32) have the same magnetism, and the two opposite ends have the same magnetism; the second magnet (32) is provided with a through hole (321), and the first magnet (31) is used to reciprocate through the through hole (321) under force; the buffer (3) also includes a reset member (33), and the reset member (33) is drivingly connected to the first magnet (31); after the first magnet (31) is forced to pass through the through hole (321), the reset member (33) is used to drive the first magnet (31) to move toward the through hole (321) and pass through the through hole (321).
4. The train docking buffer auxiliary device according to claim 3, characterized in that: A reset groove (21) extending along the central axis direction of the guide cylinder (2) is provided on the side wall of the guide cylinder (2); the reset member (33) is slidably mounted on the reset groove (21); and the reset member (33) is connected to the first magnet (31).
5. The train docking buffer auxiliary device according to claim 3, characterized in that: The buffer member (3) further comprises a cushion block (34), wherein the cushion block (34) is located on a side of the second magnet (32) facing away from the first magnet (31), and there is at least one cushion block (34).
6. The train docking buffer auxiliary device according to any one of claims 1 to 5, characterized in that: It also includes a first connecting member (4) and a second connecting member (5), the striker (1) is mounted on the first connecting member (4), the guide cylinder (2) is mounted on the second connecting member (5), and the first connecting member (4) and the second connecting member (5) are respectively used to be mounted on the opposite ends of the two trains.
7. The train docking buffer auxiliary device according to claim 6, characterized in that: There are a plurality of the striker (1) and the guide cylinder (2), wherein the plurality of strikers (1) are evenly distributed on the first connecting member (4), and the plurality of guide cylinders (2) are evenly distributed on the second connecting member (5).
8. The train docking buffer auxiliary device according to any one of claims 1 to 5, characterized in that: There are a plurality of buffer components (3), and the plurality of buffer components (3) are stacked in sequence along the central axis direction of the guide cylinder (2).
9. The train docking buffer auxiliary device according to any one of claims 2 to 5, characterized in that: The buffer member (3) further comprises a guide shell (35), a movable seat (36) and a movable rod (37); a guide groove (351) is provided in the guide shell (35); the first magnet (31) is slidably mounted in the guide groove (351); the second magnet (32) is fixed in the guide groove (351); the movable seat (36) is located outside the guide shell (35) and is connected to the movable rod (37); the movable rod (37) penetrates into the guide shell (35) and is connected to the first magnet (31); the movable seat (36) is used to drive the first magnet (31) to move toward the second magnet (32) via the movable rod (37).
10. A train regulating device, characterized in that: It comprises the train docking buffer auxiliary device as described in any one of claims 1 to 9.