Independent cab apron structure of railway vehicle

Abstract

In order to solve the problems that an existing railway vehicle cab apron composition is complex in structure, tedious in installation, inconvenient to maintain and overhaul and the like, the utility model provides a railway vehicle independent cab apron structure which comprises a cab apron face body, a multi-connecting-rod mechanism and a cab apron installation base. The gangway foot plate face body comprises a plurality of gangway foot plate leaves which are arranged in an up-down staggered landing edge mode in the width direction and boundary beams which are arranged in a landing edge mode with the head gangway foot plate leaf and the tail gangway foot plate leaf A plurality of multi-connecting-rod mechanisms are installed below the cab apron face body side by side, each multi-connecting-rod mechanism comprises a plurality of diamonds formed by hinging four connecting rods and single rods hinged to the diamonds respectively, and each four connecting rod is composed of two short rods and two long rods with the length two times larger than that of the corresponding short rod. The number of hinge points on the connecting line of the center points of the rhombus is the same as the total number of the gangway foot plate leaves and the edge beams and is in one-to-one correspondence with the gangway foot plate leaves and the edge beams; the hinge points are hinged with the corresponding gangway foot plate leaves or the edge beams; the two end faces of the edge beam are provided with cab apron installation bases connected with a vehicle body in a clamped mode. The device can be directly mounted on a vehicle body, and is quick and convenient to disassemble and assemble.

Description

TECHNICAL FIELD

[0001] The utility model relates to a rail vehicle, concretely relates to a rail vehicle independent crossing plate structure. BACKGROUND

[0002] The crossing plate composition is a component for connecting the ground between two adjacent carriages of a rail vehicle. The existing crossing plate composition structure is relatively complex. The crossing plate body is composed of an I-beam and side beams arranged at both ends of the I-beam. The crossing plate body itself is a rigid structure and does not deform. The crossing plate body is provided with a sliding frame at both ends. The sliding frame is provided with guide wheels at both ends. The guide wheels can slide in the sliding way of the vehicle body. When the two carriages move relative to each other during the operation of the vehicle, the crossing plate body also moves relative to the bottom surface of the two car bodies, so that the bottom surface of the car body cooperates with and intersects with the crossing plate body. The car body needs to leave a large space to adapt to the movement of the crossing plate composition. The disadvantage is that the structure of the crossing plate composition and the auxiliary matching parts are more, and the installation structure of the car body becomes very complex, the installation is complicated, the labor is wasted, the efficiency is low, the maintenance and repair are inconvenient, the repair cost is high, and the overall weight is heavy, which is contrary to the demand of reducing the weight of the existing train. SUMMARY

[0003] To solve the above problems, the utility model provides a rail vehicle independent crossing plate composition structure which is simple in installation relationship with the car body, high in dismounting efficiency, convenient in maintenance and repair, high in strength and cost-saving.

[0004] The rail vehicle independent crossing plate composition structure comprises a crossing plate surface body, a plurality of connecting rod mechanisms and a crossing plate mounting seat. The crossing plate surface body comprises a plurality of crossing plate leaves arranged in an upper and lower staggered manner along the width direction and a side beam arranged at the first and last crossing plate leaves. A plurality of connecting rod mechanisms are installed side by side below the crossing plate surface body. Each connecting rod mechanism comprises a plurality of rhombuses connected by four connecting rods and a single rod hinged to each rhombus. The four connecting rods are composed of two short rods and two long rods with a length twice that of the short rods. The long rods are located at the intersection of adjacent rhombuses. The single rod passes through the center of the rhombus and is parallel to any side of the rhombus. The number of hinge points on the connecting line of the center points of the rhombuses is the same as the total number of the crossing plate leaves and the side beams, and each hinge point is hinged to the corresponding crossing plate leaf or side beam. The side beam is provided with a crossing plate mounting seat for clamping the car body at both ends.

[0005] Further, two connecting rod mechanisms are arranged side by side below the crossing plate surface body along the length direction. The side beam is provided with a support seat at both ends. One end of the support seat is fixedly connected to the side beam, and the other end is in contact with the lower surface of the crossing plate leaf. The two connecting rod mechanisms arranged side by side provide support for the crossing plate surface body, and the support seat also provides effective support for the edge of the crossing plate leaf, thereby increasing the rigidity of the crossing plate leaf and reducing the deformation under load.

[0006] Further, the hinge point is hinged in the following way: the pin shaft is screwed with one of the two intersecting connecting rods and is in clearance fit with the other connecting rod; or the pin shaft end extends out of the lower surface of the connecting rod and an open pin is inserted into the pin hole at the end of the pin shaft; or the pin shaft end extends out of the lower surface of the connecting rod and an anti-rotation plate is arranged at the slot of the pin shaft end, and the anti-rotation plate is fixed on the connecting rod. The above-mentioned hinge ways are selected according to the thickness of the hinge point and the installation space. The first way is suitable for the hinge point with large thickness because the pin shaft does not need to extend out of the connecting rod; the second way is suitable for the hinge point with large installation space; and the third way is suitable for the hinge point with small installation space.

[0007] Further, the hinge point outside the connecting point line of the multi-connecting rod mechanism is hinged in the following way: the pin shaft is screwed with one of the two intersecting connecting rods and is in clearance fit with the other connecting rod. The thickness of the intersection of the two connecting rods is large, and the pin shaft does not need to extend out of the connecting rod, so this hinge way is selected.

[0008] Further, a heavy elastic pin is inserted between the screwing connecting rod and the pin shaft in the hinge way, so as to play a reinforcing role and prevent hidden troubles caused by loosening of the threads between the pin shaft and the connecting rod.

[0009] Further, the hinge point between the two adjacent multi-connecting rod mechanisms is hinged in the following way: the pin shaft end extends out of the lower surface of the connecting rod and an anti-rotation plate is arranged at the slot of the pin shaft end, and the anti-rotation plate is fixed on the connecting rod. The installation space of the hinge point is small, so this hinge way is selected.

[0010] Further, the hinge point on the single rod is hinged in the following way: the pin shaft end extends out of the lower surface of the connecting rod and an open pin is inserted into the pin hole at the end of the pin shaft. The installation space of the hinge point on the single rod is large, so this hinge way is more suitable.

[0011] Further, a nylon support plate is arranged on the connecting rod below the middle bridge plate page, and the nylon support plate is fixed between the connecting rod and the bridge plate page and touches the lower surface of the bridge plate page, so as to further support the middle bridge plate page.

[0012] Further, the end of the multi-connecting rod mechanism at both ends is provided with a connecting rod mounting seat, and the multi-connecting rod mechanism is fixedly connected with the side beam through the connecting rod mounting seat. The fixed installation of the multi-connecting rod mechanism is completed.

[0013] Further, the bridge plate page is 5 pieces, and the multi-connecting rod mechanism is 2. The sum of the two side beams and the number of hinge points on the connecting point line of the multi-connecting rod are both 7, and at this time the independent bridge plate structure is firm.

[0014] The independent ferry structure for rail vehicles described in the present invention has an entire ferry assembly that is clamped in the support of the transition plate on the vehicle body through a mounting seat. Each ferry leaf and side beam in the ferry structure moves with the vehicle body, converting the relative position of the entire ferry body and the vehicle body in the prior art into a relative displacement between the ferry leaf and the side beam in the ferry structure. The movement of the vehicle body is transmitted to the side beam through the mounting seat, forming a thrust or a pull on the side beam, causing the connecting rod installed on the side beam to be compressed or stretched, thereby driving the relevant ferry leaves and side beams connected to the connecting rod to move relative to each other. The independent ferry assembly structure for rail vehicles described in the present invention can be directly installed on the vehicle body through the mounting seat, and is quick and convenient to assemble and disassemble, thereby avoiding the need for a large space on the vehicle body to adapt to the movement of the ferry assembly and simplifying the complex structure and coordination of the ferry assembly and the vehicle body. The present invention has a simple installation relationship with the vehicle body, is easy to install, has high efficiency in assembling and disassembling, is simple and firm, and is easy to maintain, thus saving labor and reducing the degree of installation expertise. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 It is a structural schematic diagram of the top surface of the independent ferry structure of the rail vehicle described in the utility model.

[0016] Figure 2 It is a structural schematic diagram of the bottom surface of the independent ferry structure of the rail vehicle described in the utility model.

[0017] Figure 3 It is a schematic diagram of the structure of the multi-link mechanism of the independent ferry structure of the rail vehicle described in the utility model when viewed from above.

[0018] Figure 4 It is a schematic diagram of the structure of the multi-link mechanism of the independent ferry structure of the rail vehicle described in the utility model when viewed from above.

[0019] The following are marked in the figure:

[0020] 1-ferry leaf; 2-four-link; 3-single rod; 4-side beam; 5-support seat; 6-ferry mounting seat; 7-pin; 8-nylon support plate; 9-connecting rod mounting seat; 10-anti-rotation plate; 11-cotter pin; 12-heavy-duty elastic pin; 13-threaded pin. DETAILED DESCRIPTION

[0021] The following combination Figures 1 to 4 The component structure of the independent ferry of the rail vehicle of the utility model is described in detail.

[0022] The independent rail vehicle ferry structure of the utility model comprises a ferry surface body, a multi-link mechanism and a ferry mounting seat.

[0023] like Figures 1 to 4As shown, the apron face body includes five apron pages 1 arranged in staggered edge along the width direction, and the edge beams 4 arranged in edge along the first and last apron pages 1.

[0024] Two multi-link mechanisms are installed in parallel along the length direction below the apron face body. Each multi-link mechanism is composed of three rhombuses formed by two identical four-link mechanisms 2 and three single rods 3 hinged on the rhombuses. The four-link mechanism 2 is composed of two short rods and two long rods, the length of the long rod is twice that of the short rod, and the four short rods and four long rods are hinged to form a multi-link mechanism of three rhombuses, with the long rods located at the intersection of adjacent rhombuses; the single rod 3 is parallel to any link rod in the rhombus through the center of the rhombus. The number of hinge points on the center line of the multi-link mechanism is 7, which is the same as and corresponds to the total number of apron pages 1 and edge beams. These hinge points are hinged with their corresponding apron pages 2 or edge beams 4. The two end faces of the edge beam 4 are provided with apron mounting seats 6 for clamping the vehicle body.

[0025] Two multi-link mechanisms are arranged in parallel along the length direction below the apron face body; the inner side of the two end portions of the edge beam 4 is provided with a support seat 5, one end of which is fixedly connected with the edge beam 4, and the other end is a flat surface, which only contacts the lower surface of the apron page 1 without being fixed. The two parallel multi-link mechanisms provide support for the apron face body, and the support seat also provides effective support for the edge of the apron page, thereby increasing the rigidity of the apron page and reducing the deformation under load.

[0026] A nylon support plate 8 is provided on the link below the middle apron page 1, which is fixed between the link and the apron page and contacts the lower surface of the apron page. Thus, it further supports the middle apron page.

[0027] The hinge mode of the hinge point outside the center line of the multi-link mechanism is that the threaded pin shaft 13 is screwed with one of the two intersecting links, and gap fits with the other link. The thickness of the intersection of the two links here is larger, and the pin shaft does not need to protrude out of the link, so this hinge mode is selected. A heavy-duty elastic pin 12 is inserted between the screwed link and the threaded pin shaft 13. Thus, it plays a reinforcing role to prevent the thread between the pin shaft and the link from loosening and causing hidden troubles.

[0028] The hinge mode of the hinge point between the two adjacent multi-link mechanisms is that the pin shaft 7 protrudes out of the lower surface of the link and is provided with an anti-rotation plate 10 at the end slot of the pin shaft 7, which is fixed on the link. The installation space of the hinge point here is very small, so this hinge mode is selected.

[0029] The hinge mode of the hinge point on the single rod 3 is that the end of the pin shaft 7 protrudes out of the lower surface of the link and an open pin 11 is inserted into the pin hole at the end of the pin shaft 7. The hinge point on the single rod 3 has a larger installation space, so this hinge mode is more suitable.

[0030] The end of the multi-link mechanism at both ends is provided with a link mounting seat 9, and the multi-link mechanism is fixedly connected with the side beam 4 through the link mounting seat 9.

[0031] The track vehicle independent transition plate structure, the whole transition plate is clamped in the support of the transition plate of the vehicle body through the mounting seat, and the relative position between the whole transition plate body and the vehicle body in the prior art is changed into the relative displacement between the transition plate leaf and the side beam in the transition plate structure. The movement of the vehicle body is transmitted to the side beam through the mounting seat, and a pushing force or a pulling force is formed on the side beam, so that the link installed on the side beam is compressed or stretched, thereby driving the relative transition plate leaf and the side beam connected with the link to move relative to each other. The track vehicle independent transition plate structure can be directly installed on the vehicle body through the mounting seat, and is quickly and conveniently disassembled, thereby avoiding the need for a large space on the vehicle body to adapt to the movement of the transition plate and simplifying the complex structure and cooperation of the transition plate and the vehicle body. The structure of the utility model has the advantages of simple installation relationship with the vehicle body, convenient installation, high disassembly and assembly efficiency, simplicity, firmness, convenient maintenance, saved labor and reduced installation professional degree. The contact between the upper surface and the lower surface of the transition plate leaf can provide effective support for the edge of the transition plate leaf, increase the rigidity of the transition plate leaf and reduce the bearing deformation.

[0032] The above is only a preferred embodiment of the utility model, and is not intended to limit the utility model in other forms. Any skilled person in the art can modify or change the above disclosed technical content to obtain equivalent embodiments. However, any simple modification, equivalent change and modification of the above embodiments without departing from the technical solution of the utility model and according to the technical essence of the utility model still belongs to the protection scope of the technical solution of the utility model.

Claims

1. A rail vehicle independent sponson structure, characterized by: The utility model provides a kind of movable bridge, including apron face main body, multiple connecting rod mechanism, apron mounting seat;Apron face main body includes the staggered edge arrangement of several apron leaves along the width direction upper and lower, and the edge beam of the edge arrangement of the first and last two apron leaves;Apron face main body below parallel installation several multiple connecting rod mechanisms, each multiple connecting rod mechanism includes the several rhombus of four connecting rods hinged and the single rod respectively hinged on each rhombus, the four connecting rods are made of two short rods and two long rods with 2 times the length of short rod, long rod is located at the intersection of adjacent rhombus, and the single rod is through rhombus center, parallel to any side of rhombus;The hinge point quantity on the connecting line of the rhombus center point is same with the total number of apron leaf and edge beam and one-to-one correspondence, and these hinge points are hinged between corresponding apron leaf or edge beam;Edge beam two end faces are equipped with apron mounting seat with vehicle body clamping.

2. The rail vehicle independent sponson structure of claim 1, wherein: Two multiple connecting rod mechanisms are arranged in parallel along the length direction below the apron face main body;Supporting seat is arranged at the both ends of the edge beam, one end of the supporting seat is fixedly connected with the edge beam, and the other end upper surface is in contact with the lower surface of the apron leaf.

3. The rail vehicle independent sponson structure according to claim 1 or 2, characterized in that: The hinge mode of the hinge point is that the pin shaft is screwed with one of the two intersecting connecting rods, and gap-fitted with the other connecting rod;Or the pin shaft end extends out of the lower surface of the connecting rod and is inserted into the split pin in the pin hole at the end of the pin shaft;Or the pin shaft end extends out of the lower surface of the connecting rod and is provided with an anti-rotation plate at the slot at the end of the pin shaft, and the anti-rotation plate is fixed on the connecting rod.

4. The rail vehicle independent sponson structure of claim 3, wherein: The hinge mode of the hinge point outside the center point connecting line of the multiple connecting rod mechanism is that the pin shaft is screwed with one of the two intersecting connecting rods, and gap-fitted with the other connecting rod.

5. The rail vehicle independent sponson structure of claim 4, wherein: Heavy elastic pins are inserted between the screw-connected connecting rod and the pin shaft in the hinge mode.

6. The rail vehicle independent sponson structure of claim 3, wherein: The hinge mode of the hinge point between the two adjacent multiple connecting rod mechanisms is that the pin shaft end extends out of the lower surface of the connecting rod and is provided with an anti-rotation plate at the slot at the end of the pin shaft, and the anti-rotation plate is fixed on the connecting rod.

7. The rail vehicle independent sponson structure of claim 3, wherein: The hinge mode of the hinge point on the single rod is that the pin shaft end extends out of the lower surface of the connecting rod and is inserted into the split pin in the pin hole at the end of the pin shaft.

8. The rail vehicle independent sponson structure according to claim 1 or 2 or 4 or 5 or 6 or 7, characterized in that: A nylon support plate is arranged on the connecting rod below the apron leaf in the middle, and the nylon support plate is fixed between the connecting rod and the apron leaf and in contact with the lower surface of the apron leaf.

9. The rail vehicle independent sponson structure according to claim 1 or 2 or 4 or 5 or 6 or 7, characterized in that: The end of the multiple connecting rod mechanism at both ends is provided with a connecting rod mounting seat, and the multiple connecting rod mechanism is fixedly connected with the edge beam through the connecting rod mounting seat.

10. The rail vehicle independent sponson structure according to claim 1 or 2 or 4 or 5 or 6 or 7, characterized in that: The apron leaf is 5 pieces, and the multiple connecting rod mechanism is 2.

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