Friction wheel locomotive track anti-collision pier

Abstract

The utility model discloses a friction wheel locomotive track anti-collision pier which comprises a trapezoid pier, a plurality of rubber vibration absorption pads and lateral fences, the rubber vibration absorption pads are arranged on the vertical face, facing a track, of the trapezoid pier, the lateral fences are arranged on the two sides of the trapezoid pier, and the rubber vibration absorption pads are arranged on the vertical face, facing the track, of the trapezoid pier. The upper ends of the lateral fences are fixed to the trapezoidal piers, and the lower ends of the lateral fences are connected to stand columns on the two sides of the track. The utility model has the advantages that the plurality of trapezoidal steel brackets can be connected into an integral trapezoidal pier through the transversely arranged I-shaped steel frame body, so that the steel structure consumption is reduced; the rubber vibration absorption pad arranged on the I-shaped steel frame body can absorb collision energy, and collision loss is reduced; under the condition that the trapezoidal pier is not stably connected with the track foundation, the lateral fences on the two sides are connected with the trapezoidal pier and the stand columns, so that pulling force can be provided for the trapezoidal pier, and long-distance sliding after collision is avoided.

Description

Technical Field

[0001] The utility model relates to the technical field of rail transportation, in particular to a friction wheel locomotive track anti-collision pier. Background Art

[0002] The track end safety device refers to a safety protection device installed at the very end of the track line. Its main function is to prevent the train from running out of the end of the track line and ensure the safety of train operation.

[0003] Track end safety devices are mainly divided into two types: mechanical and electronic:

[0004] 1. Mechanical safety devices: including track pedals, buffers, etc., which use mechanical principles to reduce the impact force and speed of the train, thereby protecting the safety of the train.

[0005] 2. Electronic safety devices: These mainly include infrared, microwave, and radar detection devices, which sense the train's movement through radio signals, thereby controlling the train to stop or slow down.

[0006] These are all active speed reduction devices, but when these end-of-track safety devices fail or are improperly controlled, collisions or derailments can occur. Currently, the most common physical barrier is the installation of stone piers, but these piers lack effective connection to the track foundation. At high speeds, locomotives can directly strike the piers, causing derailments.

[0007] Therefore, those skilled in the art are in urgent need of a crash pier device that can absorb collision energy and effectively prevent locomotive derailment. Summary of the Invention

[0008] The purpose of the utility model is to provide a friction wheel locomotive track crash pier in view of the deficiencies of the above-mentioned prior art. The crash pier absorbs collision energy by arranging rubber vibration-absorbing pads on the front of the trapezoidal pier, and improves the anti-collision ability of the trapezoidal pier by arranging lateral guardrails on both sides of the track and connecting the trapezoidal pier with the columns on both sides of the track, thereby preventing the friction wheel locomotive from slipping off the track.

[0009] The purpose of this utility model is achieved by the following technical solutions:

[0010] A friction wheel locomotive track crash pier, characterized in that the track crash pier includes a trapezoidal pier, a rubber vibration absorbing pad and a lateral guardrail, the number of the rubber vibration absorbing pads is several and they are arranged on the vertical facade of the trapezoidal pier facing the track, the lateral guardrails are arranged on both sides of the trapezoidal pier, the upper end of the lateral guardrail is fixed to the trapezoidal pier, and the lower end of the lateral guardrail is connected to the columns on both sides of the track.

[0011] The trapezoidal pier is composed of a number of trapezoidal steel supports arranged at intervals, and the adjacent trapezoidal steel supports are connected and fixed by a number of I-beam frames. The upper and lower I-beam frames are provided on the vertical facade of the trapezoidal pier facing the track, and the upper and lower I-beam frames are provided on the inclined surface of the trapezoidal pier facing away from the track.

[0012] The rubber vibration absorbing pad is fixed on the two I-beam frames on the vertical facade of the trapezoidal pier.

[0013] Four columns embedded in the soil or track foundation are arranged at longitudinal intervals on both sides of the track, and the lateral guardrails on each side are composed of four tie rods, wherein: the upper end of the first tie rod is connected to the I-beam frame located at the upper part of the vertical facade of the trapezoidal pier, and the lower end is connected to the column farthest from the trapezoidal pier; the upper end of the second tie rod is connected to the I-beam frame located at the upper part of the inclined surface of the trapezoidal pier, and the lower end is connected to the column second farthest from the trapezoidal pier; the upper end of the third tie rod is connected to the I-beam frame located at the lower part of the vertical facade of the trapezoidal pier, and the lower end is connected to the column third farthest from the trapezoidal pier; the upper end of the fourth tie rod is connected to the I-beam frame located at the lower part of the inclined surface of the trapezoidal pier, and the lower end is connected to the column closest to the trapezoidal pier.

[0014] The upper end of the tie rod is connected to the side of the I-beam frame by welding, and the lower end of the tie rod is connected to the vertical pole by bolts.

[0015] The advantages of the utility model are as follows: a plurality of trapezoidal steel supports can be connected into an integral trapezoidal pier through a transversely arranged I-beam frame, thereby reducing the amount of steel structure used; the rubber vibration-absorbing pads arranged on the I-beam frame can absorb collision energy and reduce collision losses; in the case where the trapezoidal pier lacks a stable connection with the track foundation, by connecting the lateral guardrails on both sides with the trapezoidal pier and the columns, tension can be provided for the trapezoidal pier to avoid long-distance sliding after being hit. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 This is a plan view of the anti-collision pier for the friction wheel locomotive track in the utility model;

[0017] Figure 2 It is a side view of the friction wheel locomotive track anti-collision pier in the utility model. DETAILED DESCRIPTION

[0018] The features of the present invention and other related features are further described in detail below with reference to the accompanying drawings and embodiments to facilitate understanding by those skilled in the art:

[0019] like Figure 1-2The marks in the figure are: trapezoidal pier 1, I-beam frame 2, rubber vibration-absorbing pad 3, track 4, lateral guardrail 5, tie rod 5a, tie rod 5b, tie rod 5c, tie rod 5d, column 6, column 6a, column 6b, column 6c, column 6d.

[0020] Example: Figure 1 、 2 As shown, this embodiment specifically relates to a friction wheel locomotive track crash pier, which includes a trapezoidal pier 1, an I-beam frame 2, a rubber vibration-absorbing pad 3, a lateral guardrail 5 and a column 6, wherein the trapezoidal pier 1 is arranged at the end of the track 4, and the lateral guardrail 5 is set between the trapezoidal pier 1 and the column 6 to connect them so as to fix their position, and the rubber vibration-absorbing pad 3 is in two groups and is arranged on the vertical facade of the trapezoidal pier 1 facing the track 4.

[0021] like Figure 1 、 2 As shown, the trapezoidal pier 1 in this embodiment is composed of several groups of spaced-apart trapezoidal steel supports, each group of which is connected to form a whole by several transverse I-beam frames 2. Specifically, upper and lower I-beam frames 2 are provided on the vertical surface of the trapezoidal pier 1 facing the track 4, and upper and lower I-beam frames 2 are provided on the inclined surface of the trapezoidal pier 1 facing away from the track 4. The I-beam frames 2 are specifically composed of two I-beams. There are two groups of rubber vibration-absorbing pads 3, which are fixed to the upper and lower I-beam frames 2 on the vertical surface of the trapezoidal pier 1. When a friction wheel locomotive collides, the rubber vibration-absorbing pads 3 can first absorb some of the impact energy, so it is necessary to ensure that the rubber vibration-absorbing pads 3 have a certain thickness.

[0022] like Figure 1 、 2As shown, in this embodiment, four columns 6 are arranged at longitudinal intervals on both sides of the track 4, namely column 6a, column 6b, column 6c, and column 6d. The columns 6 are implanted in the soil or in the foundation under the track and have high stability. The two ends of the lateral guardrail 5 are respectively connected to the I-beam frame 2 and the column 6 on the trapezoidal pier 1. Specifically, the lateral guardrail 5 on each side includes four tie rods, namely tie rod 5a, tie rod 5b, tie rod 5c, and tie rod 5d, among which: the upper end of the tie rod 5a is connected to the I-beam frame 2 located at the upper part of the vertical facade of the trapezoidal pier 1, and the lower end is connected to the column 6a farthest from the trapezoidal pier 1; the upper end of the tie rod 5b is connected to the I-beam frame 2 located at the upper part of the inclined surface of the trapezoidal pier 1, and the lower end is connected to the column 6b second farthest from the trapezoidal pier 1; the upper end of the tie rod 5c is connected to the I-beam frame 2 located at the lower part of the vertical facade of the trapezoidal pier 1, and the lower end is connected to the column 6c third farthest from the trapezoidal pier 1; the upper end of the tie rod 5d is connected to the I-beam frame located at the lower part of the inclined surface of the trapezoidal pier, and the lower end is connected to the column 6d closest to the trapezoidal pier 1. The connection of the lateral guardrails 5 to the trapezoidal pier 1 not only effectively provides lateral barriers, but also provides longitudinal connections for the trapezoidal pier 1. When a friction wheel locomotive collides, the lateral guardrails 5 and the columns 6 can provide effective longitudinal tension to prevent the trapezoidal pier 1 from being knocked away and causing a derailment accident of the friction wheel locomotive.

[0023] The advantages of the utility model are as follows: a plurality of trapezoidal steel supports can be connected into an integral trapezoidal pier through a transversely arranged I-beam frame, thereby reducing the amount of steel structure used; the rubber vibration-absorbing pads arranged on the I-beam frame can absorb collision energy and reduce collision losses; in the case where the trapezoidal pier lacks a stable connection with the track foundation, by connecting the lateral guardrails on both sides with the trapezoidal pier and the columns, tension can be provided for the trapezoidal pier to avoid long-distance sliding after being hit.

Claims

1. A friction wheel locomotive track anti-collision pier, characterized in that The track crash barrier includes a trapezoidal pier, a rubber vibration-absorbing pad and a lateral guardrail. The rubber vibration-absorbing pads are provided in a plurality of numbers and are arranged on the vertical facade of the trapezoidal pier facing the track. The lateral guardrails are arranged on both sides of the trapezoidal pier. The upper ends of the lateral guardrails are fixed to the trapezoidal pier, and the lower ends of the lateral guardrails are connected to the columns on both sides of the track.

2. The friction wheel locomotive track crash pier according to claim 1, characterized in that The trapezoidal pier is composed of a number of trapezoidal steel supports arranged at intervals, and the adjacent trapezoidal steel supports are connected and fixed by a number of I-beam frames. The upper and lower I-beam frames are provided on the vertical facade of the trapezoidal pier facing the track, and the upper and lower I-beam frames are provided on the inclined surface of the trapezoidal pier facing away from the track.

3. The friction wheel locomotive track crash pier according to claim 2, characterized in that The rubber vibration absorbing pad is fixed on the two I-beam frames on the vertical facade of the trapezoidal pier.

4. The friction wheel locomotive track crash pier according to claim 2, characterized in that Four columns embedded in the soil or track foundation are arranged at longitudinal intervals on both sides of the track, and the lateral guardrails on each side are composed of four tie rods, wherein: the upper end of the first tie rod is connected to the I-beam frame located at the upper part of the vertical facade of the trapezoidal pier, and the lower end is connected to the column farthest from the trapezoidal pier; the upper end of the second tie rod is connected to the I-beam frame located at the upper part of the inclined surface of the trapezoidal pier, and the lower end is connected to the column second farthest from the trapezoidal pier; the upper end of the third tie rod is connected to the I-beam frame located at the lower part of the vertical facade of the trapezoidal pier, and the lower end is connected to the column third farthest from the trapezoidal pier; the upper end of the fourth tie rod is connected to the I-beam frame located at the lower part of the inclined surface of the trapezoidal pier, and the lower end is connected to the column closest to the trapezoidal pier.

5. The friction wheel locomotive track crash pier according to claim 4, characterized in that The upper end of the tie rod is connected to the side of the I-beam frame by welding, and the lower end of the tie rod is connected to the column by bolts.

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