Front stop mechanism for train

Abstract

The utility model relates to the technical field of train backstops, in particular to a front backstop mechanism for a train, which comprises a backstop brake box, a circular opening is arranged at the bottom end of the backstop brake box, a top disc is movably arranged on the inner side of the circular opening in a penetrating manner, and a traction plate is fixedly mounted at the upper end of the top disc. A plurality of limiting sleeves are annularly connected to the lower surface of the top disc, a connecting column is fixedly connected to the bottom end of the top disc, an ejector rod is fixedly connected to the bottom end of the connecting column, a reinforcing frame is annularly and fixedly connected to the bottom end of the stop brake box, and sliding grooves are formed in the two ends of the inner wall of the stop brake box; and rotating rods are rotationally arranged on the inner sides of the sliding grooves, a speed control roller is jointly connected between the two rotating rods, and a central empty barrel is fixedly connected between the multiple reinforcing frames, so that when the train runs, automatic parking is facilitated after a brake system breaks down, rails can be cleaned, and the overall stopping effect is further improved.

Description

Technical Field

[0001] The utility model relates to the technical field of train stoppers, in particular to a front stopper mechanism for trains. Background Art

[0002] A front stopper for trains involves various designs and applications, aiming to improve the safety and comfort of train operation. It includes a stopper piece of the train controller. Installation holes are provided at both inner ends of the stopper piece and are fixed by installation bolts. Particularly, a fastening hole is also provided in the middle of the inner side of the stopper piece. Through the design of the fastening screw and the fastening hole, it is convenient to fix the sleeve rod inside the connecting hole on the sector gear, avoiding the loosening of the fit during long-term use, thereby improving the firmness of the fixation.

[0003] Currently, the existing front stopper mechanism for trains has the following deficiencies: the driving routes of each train are not fixed, and the route differences are large. Slope curves consume the braking system relatively much, and each train is operated remotely by external personnel. There are often phenomena such as brake failure or damage during long-term use of the train, resulting in accidents and long-term occupation of the transportation track section. Therefore, a front stopper mechanism for trains is designed to solve this problem. Summary of the Utility Model

[0004] The purpose of the utility model is to solve the deficiencies existing in the prior art, and a front stopper mechanism for trains is proposed, which is beneficial for the train to stop on a small slope, can clean the adsorbed substances on the track, prevent rust, and further improve the overall stopping quality.

[0005] In order to achieve the above purpose, the utility model adopts the following technical scheme:

[0006] Design a front stopper mechanism for trains, including a stopper braking box. A circular opening is provided at the bottom end of the stopper braking box. A top plate is inserted and movably arranged inside the circular opening. A traction plate is fixedly installed at the upper end of the top plate. A plurality of limiting sleeves are annularly connected to the lower surface of the top plate. A connecting column is fixedly connected to the bottom end of the top plate. A top rod is fixedly connected to the bottom end of the connecting column. A reinforcing frame is annularly and fixedly connected to the bottom end of the stopper braking box. Chutes are provided at both ends of the inner wall of the stopper braking box. Rotating rods are rotatably arranged inside the chutes. A speed control drum is jointly connected between the two rotating rods. A central hollow barrel is fixedly connected between the plurality of reinforcing frames. A plurality of slots are annularly provided on the outer surface of the central hollow barrel. A T-shaped moving block is slidably arranged inside the slot. One end of the T-shaped moving block is fixedly connected to an extension plate. A braking rod is rotatably connected to the bottom end of the extension plate. A short rod is jointly rotatably connected to the outer surfaces of the extension plate and the braking rod.

[0007] Preferably, a plurality of inner rods are annularly and equidistantly arranged on the inner side of the central hollow barrel. A pressing disc is fixedly sleeved on the outer surface of the inner rod. A strong spring corresponding to the pressing disc is sleeved on the outer surface of the inner rod. The bottom end of the central hollow barrel is fixedly connected with a ring sleeve. The ring sleeve is movably arranged in an interpenetrating manner with the top rod. One end of the T-shaped moving block is fixedly connected with an auxiliary braking rod.

[0008] Preferably, an installation clamping block is fixedly connected to the bottom end of the top rod. A brake pad is arranged inside the installation clamping block. The top rod passes through the installation clamping block and is fixedly connected with the brake pad. All the plurality of auxiliary braking rods pass through the installation clamping block and are connected with the brake pad. Balls rotatably connected with a limiting sleeve are respectively arranged at one ends of the braking rods.

[0009] Preferably, a cleaning brush piece is arranged at one end of the installation clamping block. An insertion block is fixedly connected to one end of the reinforcing frame in an inserted manner. A plurality of limiting rods inserted with the insertion block are fixedly connected to the upper end of the installation clamping block.

[0010] Preferably, a column is fixedly connected to the middle of the bottom end of the traction plate. The traction plate is obliquely installed through the column. An inclined baffle is obliquely arranged inside the stop brake box. Two telescopic rods are fixedly connected to the upper surface of the inclined baffle. The telescopic rods are arranged in an interpenetrating manner with the upper wall of the stop brake box. A limiting card sleeve is welded on the outer surface of the telescopic rod. A return spring is sleeved on the outer surface of the telescopic rod. A hydraulic push rod is fixedly connected horizontally inside the stop brake box. The extending end of the hydraulic push rod is fixedly connected with an arc-shaped push plate.

[0011] A front stop mechanism for a train proposed by the present utility model has the beneficial effects that:

[0012] By controlling the hydraulic push rod to open from an external controller, after the hydraulic push rod opens, its extending end pushes the arc-shaped push plate to move towards the speed control roller and pushes the speed control roller to the maximum position. At this time, the inclined baffle drives the telescopic rod to rise and simultaneously compresses the return spring. So that after the hydraulic push rod resets, the inclined baffle resets and pushes the speed control roller to reset, ensuring that the train can fully park. As the installation clamping block slides outside the railway track, it can drive the cleaning brush piece to clean the residues on the railway track to prevent derailment.

[0013] Compared with the existing technology, the structure of the present utility model is reasonable, has strong practicability, is beneficial to adjusting the movement amplitude of the magnetic rod type selective train stop to improve the applicable effect of exercisers, can prevent the displacement of equipment, has good stability, and further improves the overall exercise quality. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 It is a schematic diagram of the overall structure of a front stop mechanism for a train proposed by the present utility model;

[0015] Figure 2 For the present utility model Figure 1 Medium side view structure diagram;

[0016] Figure 3 For the present utility model Figure 1 Overall sectional view structure diagram;

[0017] Figure 4 For the present utility model Figure 1 Sectional view structure diagram of the stop brake box;

[0018] Figure 5 For the present utility model Figure 2 Structure diagram at position A;

[0019] Figure 6 For the present utility model Figure 4 Structure diagram at position B

[0020] Figure 7 For the present utility model Figure 4 Structure diagram at position C.

[0021] In the figure: 1, stop brake box; 2, circular opening; 3, brake rod; 4, insertion block; 5, limiting rod; 551, parking linkage assembly; 552, central through assembly; 553, auxiliary brake assembly; 554, parking assembly; 555, reset assembly; 556, control stability assembly; 6, mounting block; 7, cleaning brush; 8, reinforcement frame; 9, ring sleeve; 10, ejector rod; 14, speed control roller; 15, rotating rod; 16, arc-shaped push plate; 17, hydraulic push rod; 18, traction plate; 19, inclined baffle; 20, top plate; 21, central hollow barrel; 22, brake pad; 23, limiting sleeve; 24, connecting column; 25, slot; 27, short rod; 28, T-shaped moving block; 29, telescopic rod; 30, reset spring; 31, limiting clamping sleeve; 32, pressing plate; 33, extension plate; 34, inner rod; 35, auxiliary brake rod; 36, strong spring. Detailed implementation manners

[0022] Next, the technical solutions in the embodiments of the present utility model will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present utility model. Obviously, the described embodiments are only a part of the embodiments of the present utility model, rather than all of the embodiments.

[0023] Refer to Figures 1-7, a front stop mechanism for a train, including a stop brake box 1. A circular opening 2 is provided at the bottom end of the stop brake box 1. A top plate 20 is inserted and movably arranged inside the circular opening 2. A traction plate 18 is fixedly installed at the upper end of the top plate 20. A plurality of limiting sleeves 23 are annularly connected to the lower surface of the top plate 20. A connecting column 24 is fixedly connected to the bottom end of the top plate 20. A top rod 10 is fixedly connected to the bottom end of the connecting column 24. A reinforcing frame 8 is annularly and fixedly connected to the bottom end of the stop brake box 1. Chutes are provided at both ends of the inner wall of the stop brake box 1. Rotating rods 15 are rotatably arranged inside the chutes. A speed control roller 14 is jointly connected between the two rotating rods 15. A central hollow barrel 21 is fixedly connected between a plurality of reinforcing frames 8. A plurality of slots 25 are annularly provided on the outer surface of the central hollow barrel 21. A T-shaped moving block 28 is slidably arranged inside the slot 25. One end of the T-shaped moving block 28 is fixedly connected to an extension plate 33. A brake rod 3 is rotatably connected to the bottom end of the extension plate 33. A short rod 27 is jointly rotatably connected to the outer surfaces of the extension plate 33 and the brake rod 3.

[0024] Specifically, a plurality of inner rods 34 are annularly and equidistantly arranged inside the central hollow barrel 21. A pressing plate 32 is fixedly sleeved on the outer surface of the inner rod 34. A strong spring 36 corresponding to the pressing plate 32 is sleeved on the outer surface of the inner rod 34. A ring sleeve 9 is fixedly connected to the bottom end of the central hollow barrel 21. The ring sleeve 9 is inserted and movably arranged with the top rod 10. One end of the T-shaped moving block 28 is fixedly connected to an auxiliary brake rod 35. An installation clamping block 6 is fixedly connected to the bottom end of the top rod 10. A brake pad 22 is arranged inside the installation clamping block 6. The top rod 10 passes through the installation clamping block 6 and is fixedly connected to the brake pad 22. A plurality of auxiliary brake rods 35 all pass through the installation clamping block 6 and are connected to the brake pad 22. Spherical balls rotatably connected to the limiting sleeves 23 are respectively arranged at one end of the brake rod 3.

[0025] Specifically, a cleaning brush piece 7 is arranged at one end of the installation clamping block 6. An inserting block 4 is inserted and fixedly connected to one end of the reinforcing frame 8. A plurality of limiting rods 5 inserted with the inserting block 4 are fixedly connected to the upper end of the installation clamping block 6. A column is fixedly connected to the middle of the bottom end of the traction plate 18. The traction plate 18 is obliquely installed through the column. An inclined baffle 19 is obliquely arranged inside the stop brake box 1. Two telescopic rods 29 are fixedly connected to the upper surface of the inclined baffle 19. The telescopic rods 29 are inserted with the upper wall of the stop brake box 1. A limiting card sleeve 31 is welded on the outer surface of the telescopic rod 29. A return spring 30 is sleeved on the outer surface of the telescopic rod 29. A hydraulic push rod 17 is fixedly connected horizontally inside the stop brake box 1. An arc-shaped push plate 16 is fixedly connected to the extending end of the hydraulic push rod 17.

[0026] Working principle: When the user of the utility model uses this device, in the case of overspeeding and the train brake failure, the speed control roller 14 arranged inside the stop brake box 1 will move in the opposite direction as the speed increases, and the speed control roller 14 drives the rotating rod 15 to roll and slide in the slide groove when it moves, so it first conflicts with the traction plate 18, and the traction plate 18 drives the top plate 20 to move downward under the pressure of the speed control roller 14, and the top plate 20 drives the connecting column 24 to move downward after it drops, and the connecting column 24 drives the top rod 10 to drop after it moves, thereby driving the central empty barrel 21 to move in the installation block 6, and the central empty barrel 21 is in close contact with the rail, thereby increasing friction to prevent the train from losing control and stalling, and at the same time, after the top plate 20 drops, it drives multiple brake rods 3 to rotate and squeeze each other in the limiting sleeve 23, and the brake rod 3 drives the extension plate 33 to slide downward in the slot 25 after it drops under the action of pressure, and the maximum rotation angle is guaranteed according to the limitation of the short rod 27 during sliding. After the T-shaped moving block 28 is lowered, the inner rod 34 is driven to be lowered, and the inner rod 34 is driven to squeeze and lower the strong spring 36 after the movement, and the auxiliary brake rod 35 is driven to be lowered after the inner rod 34 is lowered. After the auxiliary brake rod 35 is lowered, it can also drive the brake pad 22 to move, thereby ensuring the stability of the friction between the brake pad 22 and the rail and improving the braking effect. When the user wants to stop completely on the slope section, the user controls the hydraulic push rod 17 from the external controller to open. After the hydraulic push rod 17 is opened, the extended end pushes the arc push plate 16 to move toward the speed control roller 14 and pushes the speed control roller 14 to the maximum position. At this time, the oblique baffle 19 drives the telescopic rod 29 to rise, and at the same time squeezes and compresses the reset spring 30, so that after the hydraulic push rod 17 is reset, the oblique baffle 19 is reset to push the speed control roller 14 to reset, thereby ensuring that the train can be completely parked. As the mounting block 6 slides outside the rail, it can drive the cleaning brush 7 to clean the debris on the rail to prevent derailment.

[0027] The above description is only a preferred specific implementation manner of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can make equivalent replacements or changes within the technical scope disclosed by the present invention according to the technical scheme and the utility model concept of the present invention, which should be covered by the protection scope of the present invention.

Claims

1. A front stop mechanism for a train, comprising a stop brake box (1), characterized in that: The bottom end of the stop brake box (1) is provided with a circular opening (2), the inner side of the circular opening (2) is movably provided with a top plate (20), the upper end of the top plate (20) is fixedly provided with a traction plate (18), the lower surface of the top plate (20) is annularly connected with a plurality of limiting sleeves (23), the bottom end of the top plate (20) is fixedly connected with a connecting column (24), the bottom end of the connecting column (24) is fixedly connected with a top rod (10), the bottom end of the stop brake box (1) is annularly fixedly connected with a reinforcement frame (8), the inner wall of the stop brake box (1) is provided with sliding grooves at both ends, and the inner wall of the sliding grooves is provided with a plurality of limiting sleeves (23) at the lower surface of the top plate (20 ... and the inner wall of the stop brake box (1) is provided with a plurality of limiting sleeves (23) at the lower surface of the top plate (20), and the inner wall of the stop brake box (1) is provided with a plurality of limiting sleeves (23) at the lower surface of the top plate (20), and the inner wall of the stop brake box (1) is provided with a plurality of limiting sleeves (23) at the lower surface of the top plate (20), and the inner wall of the stop brake box (1) is provided with a plurality of limiting sleeves (23) at the lower surface of the top plate (20), and the inner wall of the stop brake box (1) is provided A rotating rod (15) is rotatably arranged on each side, a speed-controlling roller (14) is commonly connected between the two rotating rods (15), a central empty barrel (21) is fixedly connected between the plurality of reinforcement frames (8), a plurality of grooves (25) are annularly provided on the outer surface of the central empty barrel (21), a T-shaped moving block (28) is slidably arranged on the inner side of the groove (25), one end of the T-shaped moving block (28) is fixedly connected to an extension plate (33), the bottom end of the extension plate (33) is rotatably connected to a brake rod (3), and a short rod (27) is rotatably connected to the outer surface of the extension plate (33) and the brake rod (3).

2. A front stop mechanism for a train according to claim 1, characterized in that: A plurality of inner rods (34) are equidistantly arranged in a circular shape on the inner side of the central hollow barrel (21); a lower pressure plate (32) is fixedly mounted on the outer surface of the inner rod (34); a strong spring (36) corresponding to the lower pressure plate (32) is mounted on the outer surface of the inner rod (34); a ring sleeve (9) is fixedly connected to the bottom end of the central hollow barrel (21); the ring sleeve (9) and the top rod (10) are movably arranged to be interlaced with each other; and an auxiliary brake rod (35) is fixedly connected to one end of the T-shaped moving block (28).

3. A front stop mechanism for a train according to claim 2, characterized in that: The bottom end of the push rod (10) is fixedly connected to a mounting block (6), a brake pad (22) is arranged on the inner side of the mounting block (6), the push rod (10) passes through the mounting block (6) and is fixedly connected to the brake pad (22), a plurality of auxiliary brake rods (35) pass through the mounting block (6) and are connected to the brake pad (22), and one end of the brake rod (3) is respectively provided with a ball rotatably connected to the limiting sleeve (23).

4. A front stop mechanism for a train according to claim 3, characterized in that: One end of the installation block (6) is provided with a cleaning brush (7), one end of the reinforcement frame (8) is interlaced and fixedly connected with an interlaced block (4), and the upper end of the installation block (6) is fixedly connected with a plurality of limit rods (5) interlaced with the interlaced blocks (4).

5. The front stop mechanism for a train according to claim 1, characterized in that: A column is fixedly connected to the middle part of the bottom end of the traction plate (18), and the traction plate (18) is installed obliquely through the column. An oblique baffle (19) is obliquely arranged inside the stop brake box (1), and two telescopic rods (29) are fixedly connected to the upper surface of the oblique baffle (19). The telescopic rods (29) are interlaced with the upper wall of the stop brake box (1). A limiting sleeve (31) is welded to the outer surface of the telescopic rod (29), and a return spring (30) is sleeved on the outer surface of the telescopic rod (29). A hydraulic push rod (17) is transversely fixedly connected to the inside of the stop brake box (1), and the protruding end of the hydraulic push rod (17) is fixedly connected to the arc push plate (16).

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