Rail car

Abstract

The utility model discloses a rail car, relates to the technical field of rail cars, and solves the technical problem that a car sliding accident cannot be avoided when a control system fails and cannot run normally or an operator does not respond in time in the prior art, the rail car comprises a car basket, and two first fixing plates are arranged on the lower portion of the car basket. The two first fixing plates are arranged in the length direction of the two sides of the lower portion of the basket correspondingly, and two wheel assemblies are rotationally arranged between the two first fixing plates in a penetrating mode. The lower portion of the basket is rotationally connected with a first clamping block through a connecting assembly, two rails are correspondingly arranged on the lower portion of the wheel assembly, grooves are formed in the two rails in the length direction, and fourth clamping blocks matched with the first clamping block are arranged on the grooves. The anti-sliding device aims at achieving the purposes that when the rail car moves in the reverse direction, the first clamping block is clamped by the fourth clamping block, reverse movement is effectively prevented, and the tackle risk of the rail car caused by accidental reverse movement is avoided.

Description

TECHNICAL FIELD

[0001] The utility model belongs to the technical field of rail car, specifically relates to a rail car. BACKGROUND

[0002] The rail car is a kind of vehicle for transporting materials or personnel on preset track, it is widely used in tunnel, mine, factory, construction site and other scenes, can realize efficient, safe point-to-point transportation on fixed path, the driving mode of rail car can be divided into motor-driven power rail car or manually propelled rail car, for the rail car running on the slope, when the rail car loses driving force, it often generates reverse sliding due to self-weight, i.e.

[0003] But the existing brake device needs operator to trigger and needs power drive, such as brake of electric or hydraulic drive, brake action is executed after receiving electric signal, this kind of method seriously depends on the operation of people and the normal operation of control system, when control system fails to operate normally or operator does not react in time, it cannot avoid the occurrence of the accident of rail car, therefore, at present, there lacks a kind of auxiliary brake buffer structure, which can provide an additional safety brake mode on the basis of normal control system brake mode of rail car. UTILITY MODEL CONTENTS

[0004] To solve the above technical problems, the utility model provides a kind of rail car, basket lower part is provided with two first fixed plates, is arranged along the length direction of basket two sides, provides stable support base, the rotary connection of connecting assembly and first clamping block, in combination with the fourth clamping block on track groove, realize one-way motion control, when rail car advances, first clamping block can relatively rotate, will not hinder movement, when rail car reverses, first clamping block is clamped by fourth clamping block, effectively prevent reverse movement, avoid the risk of rail car skid caused by accidental reverse, fourth clamping block is arranged on groove, can make first clamping block accurate clamping, to brake in time when reversing.

[0005] The technical scheme adopted by the utility model is as follows:

[0006] The utility model provides a rail car, including the basket of rail car, the lower part of basket is provided with two first fixed plate, two first fixed plate is along the length direction of two sides of the lower part of basket respectively is provided with two groups of wheel assembly through the rotation of two first fixed plate between, the lower part of basket is rotatably connected with first clamping piece through connecting component, the lower part of wheel assembly is correspondingly provided with two tracks, is provided with the recess along the length direction of two tracks, is provided with the fourth clamping piece with first clamping piece cooperation on the recess, when the basket is in the state of advancing, first clamping piece can relatively rotate, when the basket is in the state of reversing, first clamping piece is clamped by the fourth clamping piece.

[0007] Adopt above technical scheme, the lower part of basket is provided with two first fixed plate, and is arranged along the length direction of two sides of basket, provides stable support foundation, the rotatable connection of connecting component and first clamping piece, in combination with the fourth clamping piece on the recess of track, realize unidirectional motion control, when rail car advances, first clamping piece can relatively rotate, will not hinder movement, when rail car reverses, first clamping piece is clamped by the fourth clamping piece, effectively prevent reverse movement, avoid the risk of rail car slipping car caused by accidental reverse, the fourth clamping piece is set on the recess, can make first clamping piece accurate clamping, thereby can brake in time when reversing.

[0008] Preferably, the connecting component comprises a buffer assembly, the buffer assembly is arranged on the lower part of the basket, the lower part of the two ends of the buffer assembly is symmetrically provided with an extension assembly, the extension assembly comprises a second connecting rod, a connecting block and a third connecting rod connected in sequence from top to bottom, the second connecting rod and the connecting block form an L shape, the third connecting rod is arranged on the lower edge of the connecting block close to the track, the side of the third connecting rod away from the track is rotatably connected with the first clamping piece through a second connecting shaft, and the third connecting rod and the first clamping piece are provided with a stop block assembly matched with each other so as to limit the first clamping piece when the first clamping piece is clamped by the fourth clamping piece.

[0009] Adopting the above technical scheme, the setting of the buffer assembly can buffer the vibration received by the basket when the rail car reverses due to the clamping of the first clamping piece by the fourth clamping piece, the second connecting rod, the connecting block and the third connecting rod form a Z-shaped structure, which facilitates the smooth cooperation and clamping of the first clamping piece and the fourth clamping piece, the stop block assembly is arranged to limit the first clamping piece when the first clamping piece is clamped by the fourth clamping piece, preventing the first clamping piece from rotating in the reverse direction, and the third connecting rod is rotatably connected with the first clamping piece through the second connecting shaft, so that the first clamping piece can rotate to generate an angle when advancing, thereby moving forward.

[0010] Preferably, the first clamping piece and the fourth clamping piece are both triangular, the fourth clamping piece is provided with a plurality of fourth clamping pieces, and the plurality of fourth clamping pieces are uniformly distributed on the track; the sharp corner of the first clamping piece is arranged downward, and the upper end sharp corner of the fourth clamping piece is arranged toward the advancing direction of the basket.

[0011] By adopting the technical scheme, the first clamping block and the fourth clamping block are both triangular in design, which facilitates mutual cooperation and firm clamping when the rail car reverses, the fourth clamping block is provided with a plurality of clamping blocks and is uniformly distributed on the track, which ensures that the rail car can be clamped in time when reversing at any position, and the coverage range is improved, the first clamping block is provided with a sharp corner facing downward and the fourth clamping block is provided with a sharp corner facing the forward direction, which reduces the forward motion resistance and facilitates rapid mutual cooperation and clamping when reversing.

[0012] Preferably, the stop block assembly is arranged on the side of the third connecting rod and the first clamping block close to the forward direction, the stop block assembly comprises a second clamping block and a third clamping block, the second clamping block is arranged on the side of the third connecting rod away from the track, and the third clamping block is arranged on the edge of the first clamping block and below the second clamping block.

[0013] By adopting the technical scheme, the stop block assembly is arranged on the side of the third connecting rod and the first clamping block close to the forward direction, which ensures that the first clamping block cannot rotate counterclockwise, the second clamping block is arranged on the side of the third connecting rod away from the track, and the third clamping block is arranged on the edge of the first clamping block and below the second clamping block, forming an upper and lower cooperation mechanical stop structure, which limits the rotation angle of the first clamping block, and this arrangement can improve the clamping firmness when the rail car reverses and will not interfere with the clockwise rotation of the first clamping block when advancing.

[0014] Preferably, the buffer assembly comprises a second fixed plate, a first connecting rod and an elastic member, both ends of the second fixed plate are fixed with the first fixed plate on the corresponding side, the first connecting rod is arranged along the length direction of the second fixed plate, and the first connecting rod 4 is connected with the second fixed plate through the elastic member; long strip-shaped openings are arranged on the first fixed plates on both sides respectively, both ends of the first connecting rod penetrate through the openings, and both ends of the first connecting rod are fixed with the top ends of the corresponding second connecting rods respectively.

[0015] By adopting the technical scheme, the first connecting rod is arranged along the length direction of the second fixed plate and connected with the second fixed plate through the elastic member, the first connecting rod moves forward and backward in the long strip-shaped opening, thereby absorbing impact energy and reducing the vibration of the basket, both ends of the first connecting rod penetrate through the openings and are fixed with the top ends of the second connecting rods, thereby transmitting the buffer to the connecting assembly and the first clamping block and reducing the hard impact when clamping, and the use of the elastic member provides adjustable buffer force.

[0016] Preferably, the elastic member is provided with a plurality of elastic members arranged along the length direction of the first connecting rod.

[0017] By adopting the above technical solution, the arrangement of multiple elastic elements improves the uniformity of buffering, disperses the impact load, and ensures the consistency of buffering in the width direction of the railcar by arranging them along the length direction of the first connecting rod.

[0018] Preferably, the elastic element includes a spring, a first limiting post, and a second limiting post. The spring is sleeved on the first limiting post and the second limiting post. One end of the first limiting post is fixed to the first connecting rod, one end of the second limiting post is fixed to the second fixing plate, and both ends of the spring are fixed to the first connecting rod and the second fixing plate, respectively.

[0019] Using the above technical solution, the spring provides a buffer force. The first and second limiting posts are fitted with the spring to prevent the spring from bending or misaligning during compression and rebound. The two ends of the spring are fixed to the first connecting rod and the second fixed plate respectively, forming a force transmission. The limiting posts guide the movement of the spring.

[0020] Preferably, the wheel assembly includes an axle and a wheel, the axle being rotatably connected to the first fixed plate, and the wheel being disposed at the end of the axle on the corresponding side.

[0021] Using the above technical solution, the axle is rotatably connected to the first fixed plate, allowing the wheel to rotate freely. The wheel is located at the end of the axle and supports the weight of the entire railcar. Thus, when a power device is installed in front of the basket, the wheel can assist the basket to move forward without obstacles.

[0022] In summary, due to the adoption of the above technical solution, the beneficial effects of this utility model are:

[0023] Two first fixing plates are installed at the bottom of the basket, arranged along the length of both sides of the basket, providing a stable support base. The rotating connection between the connecting component and the first locking block, combined with the fourth locking block on the track groove, realizes unidirectional motion control. When the railcar moves forward, the first locking block can rotate relative to it without obstructing the movement; when the railcar moves backward, the first locking block is locked by the fourth locking block, effectively preventing reverse movement and avoiding the risk of the railcar slipping due to accidental backward movement. The fourth locking block is set on the groove, which enables the first locking block to be precisely locked, so that it can brake in time when moving backward. Attached Figure Description

[0024] This utility model will be described by way of example and with reference to the accompanying drawings, wherein:

[0025] Figure 1 This is a three-dimensional structural schematic diagram of a railcar according to this utility model;

[0026] Figure 2 This is a utility model Figure 1 Enlarged structural diagram of part A in the middle;

[0027] Figure 3 This is a utility model Figure 1 Enlarged structural diagram of section B in the middle;

[0028] Figure 4 This is a schematic diagram of the connection structure of the first snap-fit ​​block in this utility model;

[0029] Figure 5 This is a schematic diagram of the installation structure of the third link in Embodiment 4 of this utility model;

[0030] Figure 6 This is a schematic diagram of the structure when the first snap-fit ​​block passes through smoothly in this utility model.

[0031] Figure Labels

[0032] 1-Basket, 2-Wheel, 3-First fixing plate, 4-First connecting rod, 5-Opening, 6-Axle, 7-Rail, 8-Groove, 9-Second fixing plate, 10-Spring, 11-First limiting post, 12-Second limiting post, 13-Second connecting rod, 14-Connecting block, 15-First locking block, 16-Second connecting shaft, 17-Second locking block, 18-Third locking block, 19-Fourth locking block, 20-Third connecting rod, 21-Accommodation slot, 22-Telescopic rod, 23-Third connecting shaft. Detailed Implementation

[0033] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions in the embodiments of this application will be clearly and completely described below. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0034] The following is combined with Figures 1-6 This utility model will be described in detail.

[0035] Example 1

[0036] A type of railcar, see attached document. Figure 1The system includes a basket 1, with two first fixing plates 3 at its lower part. The two first fixing plates 3 are respectively arranged along the length of both sides of the lower part of the basket 1. Two sets of wheel assemblies are rotatably arranged between the two first fixing plates 3. A first locking block 15 is rotatably connected to the lower part of the basket 1 via a connecting assembly. Two tracks 7 are correspondingly arranged at the lower part of the wheel assemblies, each with a groove 8 along its length. A fourth locking block 19, which cooperates with the first locking block 15, is provided on the groove 8. When the basket 1 is moving forward, the first locking block 15 can rotate relative to it; when the basket 1 is moving backward, the first locking block 15 is locked by the fourth locking block 19. The two first fixing plates 3 at the lower part of the basket 1, arranged along the length of both sides of the basket 1, provide a stable support base. The rotatable connection between the connecting assembly and the first locking block 15, combined with the fourth locking block 19 on the track groove 8, achieves unidirectional motion control. When the railcar moves forward, refer to the attached... Figure 6 The first locking block 15 can rotate relative to the track car without obstructing the movement. When the track car moves in reverse, the first locking block 15 is locked by the fourth locking block 19, which effectively prevents reverse movement and avoids the risk of the track car sliding due to accidental backtracking. The fourth locking block 19 is set on the groove 8, which enables the first locking block 15 to be precisely locked, so that it can brake in time when moving in reverse.

[0037] The front of the basket 1 is equipped with a drive component, which is a technical means well known to those skilled in the art.

[0038] Example 2

[0039] In this embodiment, the connecting assembly includes a buffer assembly, which is disposed at the lower part of the basket 1. Extension assemblies are symmetrically arranged at the lower parts of both ends of the buffer assembly. Each extension assembly includes a second connecting rod 13, a connecting block 14, and a third connecting rod 20 connected sequentially from top to bottom. The second connecting rod 13 and the connecting block 14 form an L-shape. The third connecting rod 20 is disposed at the lower edge of the connecting block 14 near the track 7. The side of the third connecting rod 20 away from the track 7 is rotatably connected to the first locking block 15 via a second connecting shaft 16. The third connecting rod 20 and the first locking block 15 are provided with mutually cooperating stop assemblies so that when the first locking block 15 is blocked by a fourth... When the connecting block 19 engages, it is limited; the buffer component can buffer the vibration transmitted to the car basket 1 when the first connecting block 15 is engaged by the fourth connecting block 19 when the railcar moves in reverse. The second connecting rod 13, the connecting block 14 and the third connecting rod 20 form a Z-shaped structure to facilitate the smooth engagement of the first connecting block 15 and the fourth connecting block 19. A stop component is set to limit the first connecting block 15 when it is engaged by the fourth connecting block 19 to prevent the first connecting block 15 from rotating in the opposite direction. The third connecting rod 20 is rotatably connected to the first connecting block 15 through the second connecting shaft 16, so that the first connecting block 15 can rotate to generate an angle when moving forward, thereby moving forward.

[0040] The buffering direction of the buffer component is the direction of movement of the basket 1.

[0041] In this embodiment, refer to the appendix. Figure 2 Appendix Figure 4 Both the first locking block 15 and the fourth locking block 19 are triangular, and multiple fourth locking blocks 19 are evenly distributed on the track 7. The pointed corners of the first locking block 15 face downwards, and the upper pointed corners of the fourth locking blocks 19 face the forward direction of the basket 1. The triangular design of both the first locking block 15 and the fourth locking block 19 facilitates their secure locking when the railcar moves in reverse. The multiple fourth locking blocks 19 evenly distributed on the track 7 ensure that the railcar can be locked in time if it moves in reverse at any position, thus improving the coverage. The downward-facing pointed corners of the first locking block 15 and the forward-facing pointed corners of the fourth locking block 19 reduce the resistance to forward movement and allow them to quickly lock together when moving in reverse.

[0042] In this embodiment, the stop assembly is disposed on the side of the third connecting rod 20 and the first locking block 15 near the forward direction. The stop assembly includes a second locking block 17 and a third locking block 18. The second locking block 17 is disposed on the side of the third connecting rod 20 away from the track 7, and the third locking block 18 is disposed on the edge of the first locking block 15, located below the second locking block 17. The stop assembly is disposed on the side of the third connecting rod 20 and the first locking block 15 near the forward direction to ensure that the first locking block 15 will not rotate counterclockwise. The second locking block 17 is disposed on the side of the third connecting rod 20 away from the track 7, and the third locking block 18 is disposed on the edge of the first locking block 15 and located below the second locking block 17, forming a mechanical stop structure with upper and lower cooperation, which restricts the rotation angle of the first locking block 15. This arrangement allows the stop assembly to improve the locking firmness when the railcar is moving in reverse, so that it will not interfere with the clockwise rotation of the first locking block 15 when moving forward.

[0043] The upper tip of the fourth contact block 19 points to the edge of the first contact block 15 where the third contact block 18 is located.

[0044] In this embodiment, the buffer assembly includes a second fixed plate 9, a first connecting rod 4, and an elastic element. The two ends of the second fixed plate 9 are respectively fixed to the corresponding first fixed plates 3. The first connecting rod 4 is arranged along the length direction of the second fixed plate 9 and is connected to the second fixed plate 9 through the elastic element. The first fixed plates 3 on both sides are respectively provided with elongated openings 5. The two ends of the first connecting rod 4 pass through the openings 5 ​​and are respectively fixed to the top ends of the corresponding second connecting rods 13. The first connecting rod 4 is arranged along the length direction of the second fixed plate 9 and is connected to the second fixed plate 9 through the elastic element. The first connecting rod 4 moves back and forth in the elongated openings 5 ​​to absorb impact energy and reduce the vibration of the basket 1. The two ends of the first connecting rod 4 pass through the openings 5 ​​and are fixed to the top ends of the second connecting rods 13, transferring the buffer to the connecting assembly and the first snap-fit ​​block 15, reducing the hard impact during snap-fit. The use of the elastic element provides adjustable buffering force.

[0045] In this embodiment, refer to the appendix. Figure 3 Multiple elastic elements are provided, and the multiple elastic elements are arranged along the length direction of the first connecting rod 4. The arrangement of multiple elastic elements improves the uniformity of buffering, disperses the impact load, and ensures the buffering consistency in the width direction of the railcar by arranging them along the length direction of the first connecting rod 4.

[0046] There are two elastic elements.

[0047] In this embodiment, the elastic element includes a spring 10, a first limiting post 11, and a second limiting post 12. The spring 10 is sleeved on the first limiting post 11 and the second limiting post 12. One end of the first limiting post 11 is fixed to the first connecting rod 4, and one end of the second limiting post 12 is fixed to the second fixing plate 9. The two ends of the spring 10 are respectively fixed to the first connecting rod 4 and the second fixing plate 9. The spring 10 provides a buffer force. The first limiting post 11 and the second limiting post 12 sleeve the spring 10 to prevent the spring 10 from bending or misaligning during compression and rebound. The two ends of the spring 10 are respectively fixed to the first connecting rod 4 and the second fixing plate 9, forming a force transmission. The limiting post guides the movement of the spring 10.

[0048] Example 3

[0049] In this embodiment, the wheel assembly includes an axle 6 and a wheel 2. The axle 6 is rotatably connected to the first fixing plate 3, and the wheel 2 is disposed at the end of the axle 6 on the corresponding side. The axle 6 is rotatably connected to the first fixing plate 3, allowing the wheel 2 to rotate freely. The wheel 2 is disposed at the end of the axle 6 to support the weight of the entire railcar. Thus, when a power device is installed in front of the basket 1, the wheel 2 can assist the basket 1 to move forward without obstacles.

[0050] The use of a railcar includes the following steps:

[0051] Step 1: Place the railcar on the two parallel tracks 7, with the basket 1 in a horizontal position;

[0052] Step 2: Apply forward force through the drive component to make the railcar move forward along the track 7. During the forward movement, the first locking block 15 will contact the multiple fourth locking blocks 19 on the groove 8 of the track 7 in sequence. Since the first locking block 15 is rotatably connected by the connecting component, it will rotate clockwise to change the tilt angle and slide past the fourth locking blocks 19 in sequence, so that the railcar can move forward smoothly. The stop block component is in a non-contact state at this time and does not affect the rotation of the first locking block 15.

[0053] Step 3: When the railcar reverses direction and slips, it will gradually generate a negative speed from zero. The triangular tip of the first locking block 15 points downwards and interacts with the triangular tip of the fourth locking block 19, causing the first locking block 15 to be unable to rotate counterclockwise and thus being firmly locked. At the same time, the second locking block 17 and the third locking block 18 form a mechanical stop structure, limiting the rotation angle of the first locking block 15 and preventing it from rotating in the opposite direction. Since the negative speed generated at the beginning of the slippage is very small and the impact is also small, the railcar can stop immediately once the locking occurs, avoiding the risk of slippage. At the same time, the buffer component will absorb the impact force during the locking. Through the movement of the first connecting rod 4 in the elongated opening 5 and the compression of the elastic element, the hard impact on the car basket 1 is reduced.

[0054] Example 4

[0055] Unlike Example 2, refer to Appendix Figure 5 A receiving groove 21 is provided along the length of the connecting block 14. The third connecting rod 20 is rotatably connected to the side wall of the receiving groove 21 via a third connecting shaft 23. A telescopic rod 22 is provided inside the receiving groove 21. The telescopic rod 22 and the third connecting rod 20 are located on the same vertical plane. The fixed end of the telescopic rod 22 is rotatably connected to the upper wall of the receiving groove 21, and the telescopic end of the telescopic rod 22 is rotatably connected to the side wall of the third connecting rod 20. The telescopic rod 22 is a pneumatic telescopic rod. A control foot pedal connected to the pneumatic power system is provided in the cab. When the control foot pedal is pressed, air enters through the foot pedal's air inlet, thereby extending and retracting the telescopic rod 22. The above connection method and the operation method of the telescopic rod 22 are common knowledge to those skilled in the art and will not be elaborated here. When driving forward, the third connecting rod 20 is in a vertically extended state and does not affect driving. When driving in reverse, the third connecting rod 20 is driven by the contraction of the telescopic rod 22 and is in a retracted state in the receiving groove 21, which does not affect normal reversing driving.

[0056] Example 5

[0057] Unlike Embodiment 2, both the first snap-fit ​​block 15 and the fourth snap-fit ​​block 19 have nylon plates on the contact side to further increase cushioning and avoid hard contact.

[0058] It should be noted that:

[0059] The above description of the disclosed embodiments enables those skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A railcar characterized by, The utility model provides a kind of bicycle basket, including basket (1), the lower part of the basket (1) is provided with two first fixed plate (3), two the first fixed plate (3) is respectively arranged along the length direction of the lower part of the basket (1) two sides, two groups of wheel assemblies are rotatably arranged through the first fixed plate (3) between;The lower part of the basket (1) is rotatably connected with the first clamping block (15) by connecting assembly, the lower part of the wheel assembly is correspondingly provided with two tracks (7), recess (8) is arranged along the length direction of two tracks (7), recess (8) is provided with the fourth clamping block (19) matched with the first clamping block (15), when the basket (1) is in the state of advancing, the first clamping block (15) can be relatively rotated, when the basket (1) is in the state of reversing, the first clamping block (15) is clamped by the fourth clamping block (19).

2. A railcar as defined in claim 1, wherein The connecting assembly includes a buffer assembly, which is arranged on the lower part of the basket (1). The lower part of the two ends of the buffer assembly is symmetrically provided with an extension assembly. The extension assembly includes a second connecting rod (13), a connecting block (14) and a third connecting rod (20) connected in sequence from top to bottom. The second connecting rod (13) and the connecting block (14) form an L shape. The third connecting rod (20) is arranged on the lower edge of the connecting block (14) close to the track (7). The side of the third connecting rod (20) away from the track (7) is rotatably connected with the first clamping block (15) through a second connecting shaft (16). The third connecting rod (20) and the first clamping block (15) are provided with a stop block assembly that cooperates with each other to limit the first clamping block (15) when it is clamped by the fourth clamping block (19).

3. A railcar as defined in claim 2, wherein, The first clamping block (15) and the fourth clamping block (19) are both triangular. The fourth clamping block (19) is provided with multiple fourth clamping blocks (19) evenly distributed on the track (7). The sharp corner of the first clamping block (15) is arranged downward, and the upper end sharp corner of the fourth clamping block (19) is arranged toward the advancing direction of the basket (1).

4. A railcar as defined in claim 3, wherein, The stop block assembly is arranged on the side of the third connecting rod (20) and the first clamping block (15) close to the advancing direction. The stop block assembly includes a second clamping block (17) and a third clamping block (18). The second clamping block (17) is arranged on the side of the third connecting rod (20) away from the track (7). The third clamping block (18) is arranged on the edge of the first clamping block (15). The third clamping block (18) is located below the second clamping block (17).

5. A railcar as defined in claim 2, wherein, The buffer assembly comprises a second fixed plate (9), a first connecting rod (4) and elastic members, two ends of the second fixed plate (9) are fixed with the first fixed plates (3) on the corresponding sides respectively, the first connecting rod (4) is arranged along the length direction of the second fixed plate (9), and the first connecting rod (4) is connected with the second fixed plate (9) through the elastic members; the first fixed plates (3) on the two sides are respectively provided with long-strip-shaped openings (5), two ends of the first connecting rod (4) penetrate through the openings (5), and two ends of the first connecting rod (4) are fixed with top ends of the corresponding second connecting rods (13) respectively.

6. A railcar as defined in claim 5, wherein, The elastic members are arranged in plurality, and the plurality of elastic members are arranged along the length direction of the first connecting rod (4).

7. A railcar as defined in claim 5, wherein, The elastic members comprise springs (10), first limiting columns (11) and second limiting columns (12), the springs (10) are sleeved on the first limiting columns (11) and the second limiting columns (12), one end of the first limiting column (11) is fixed with the first connecting rod (4), one end of the second limiting column (12) is fixed with the second fixed plate (9), and two ends of the spring (10) are fixed with the first connecting rod (4) and the second fixed plate (9) respectively.

8. A railcar as defined in claim 1, wherein, The wheel assembly comprises an axle (6) and a wheel (2), the axle (6) is rotationally connected with the first fixed plate (3), and the wheel (2) is arranged at the end of the corresponding side of the axle (6).

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