A train lateral stop for urban rail city area

Abstract

The utility model discloses a kind of train transverse blocks for urban rail, involve rail transit technical field.The utility model includes connecting plate, and the adjusting plate of being arranged at its front, the outer wall middle part of four around adjusting plate is solid with side plate, the outside of adjusting plate is provided with adjusting assembly, the front end surface four around adjusting plate is provided with buffer assembly.The utility model passes through adjusting assembly, the distance between adjusting plate and connecting plate is adjusted using multiple screw rods, to adapt to different line conditions or vehicle load change, wide application range, and using buffer assembly, on the basis of the buffer of rubber part, increase spring, further improve the ability of buffer impact force, reduce noise and vibration.

Description

Technical Field

[0001] This utility model belongs to the field of rail transit technology, and in particular relates to a transverse stop for urban rail transit trains. Background Technology

[0002] The lateral stop is a key mechanical component in the bogie system of rail transit vehicles (such as subways, high-speed trains, and trams). It is mainly used to limit the lateral relative displacement between the car body and the bogie, ensuring the stability and safety of train operation. It is usually made of high-strength metal, rubber, or composite materials. Its core function is to control the range of lateral (left-right) displacement of the car body and prevent structural damage or operational risks caused by excessive swaying.

[0003] A search revealed that publication number CN107891880A, with an application date of 2017.11.03, discloses a transverse stop for a rail train, comprising a top cover, a rubber component, and a base. The top cover includes a wear plate and a spindle coaxially arranged with the wear plate. One end of the spindle is fixed to the lower surface of the wear plate, and the other end is embedded in the top of the rubber component. The upper outer wall of the rubber component gradually narrows from bottom to top and forms a preset angle with the lower surface of the wear plate. The bottom of the rubber component is fixedly connected to the base, and a groove is provided in the center of its bottom wall, forming a cavity with the base. The base is provided with an exhaust hole communicating with the cavity.

[0004] However, it still has the following drawbacks in practical use:

[0005] 1. The existing transverse guards for urban rail transit trains cannot be adjusted in length according to different line conditions or vehicle load changes, thus limiting their applicability.

[0006] 2. Existing crossbars for urban rail transit trains rely on rubber components for cushioning during use, but this method has poor cushioning effectiveness and results in significant noise and vibration. Therefore, we have developed a new type of crossbar for urban rail transit trains to address these issues. Utility Model Content

[0007] The purpose of this utility model is to provide a transverse stop for urban rail transit trains. By setting an adjustment component, multiple screws are used to adjust the distance between the adjustment plate and the connecting plate to adapt to different line conditions or vehicle load changes, making it widely applicable. In addition, a buffer component is used to further improve the ability to buffer impact force and reduce noise and vibration by adding a spring to the buffer of the rubber parts.

[0008] To solve the above-mentioned technical problems, this utility model is achieved through the following technical solution:

[0009] This utility model is a transverse stop for urban rail transit trains, including a connecting plate and an adjusting plate set in front of it. Side plates are fixed in the middle of the outer walls of the adjusting plate, adjusting components are set on the outer side of the adjusting plate, and buffer components are set on all four sides of the front face of the adjusting plate.

[0010] The adjustment assembly includes a transmission chain located in front of the adjustment plate, and toothed discs evenly spaced at the four corners inside the transmission chain.

[0011] The buffer assembly includes a telescopic rod mounted on the front end of the adjustment plate and a spring sleeved on the outer wall of the telescopic rod.

[0012] The present invention is further provided with an annular hook plate fixed at the center of the front end face of the adjusting plate, and a rubber component is embedded inside the annular hook plate.

[0013] The present invention is further provided with a groove in the middle of the rear end face of the rubber part, a slot in the middle of the front end face of the rubber part, and a wear plate in the outer side of the rubber part.

[0014] The present invention is further configured such that the rear end of the wear plate is embedded in a groove on the rubber part, and the rear end face of the wear plate is provided with grooves evenly spaced along the circumferential direction of the outer wall of the annular hook plate.

[0015] The present invention is further configured such that a screw is fixed at the center of the inside of the gear disc, and one end of the screw spirally passes through the screw hole on the side plate and is rotatably connected to the bearing on the connecting plate.

[0016] The present invention is further configured such that a plate is installed at the telescopic end of the telescopic rod, the plate is inserted into the adjacent groove, and the spring is located between the plate and the adjusting plate.

[0017] This utility model has the following beneficial effects:

[0018] 1. This utility model, by setting an adjustment component, uses multiple screws to adjust the distance between the adjustment plate and the connecting plate to adapt to different line conditions or vehicle load changes, and has a wide range of applications. It solves the problem that the existing urban rail transit train transverse guards cannot adjust the length of the train transverse guards according to different line conditions or vehicle load changes, and have a limited range of applications.

[0019] 2. This utility model improves the ability to buffer impact by adding a spring to the buffering structure of the rubber component, thereby reducing noise and vibration. It solves the problem that the existing transverse guards for urban rail transit trains rely on rubber components for buffering, but this method has poor buffering effect and causes significant noise and vibration. Attached Figure Description

[0020] To more clearly illustrate the technical solutions of the embodiments of this utility model, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 This is a schematic diagram of the structure of a transverse barrier for urban rail transit trains.

[0022] Figure 2 This is a cross-sectional view of a transverse barrier for urban rail transit trains.

[0023] Figure 3 Disassembly diagram of the connecting plate and wear plate Figure 1 .

[0024] Figure 4 Disassembly diagram of the connecting plate and wear plate Figure 2 .

[0025] Figure 5 This is a structural diagram of the connecting plate, adjusting plate, and adjusting assembly.

[0026] Figure 6 This is a structural diagram of the buffer component.

[0027] The attached diagram lists the components represented by each number as follows:

[0028] 100-Connecting plate, 101-Adjusting plate, 101a-Side plate, 102-Annular hook plate, 103-Rubber part, 104-Wearing plate, 104a-Mouth, 200-Adjusting assembly, 201-Screw, 202-Gear disc, 202a-Drive chain, 300-Buffer assembly, 301-Telescopic rod, 302-Spring, 303-Installation plate. Detailed Implementation

[0029] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of the present utility model.

[0030] Example 1, please refer to Figures 1 to 5This utility model is a transverse stop for urban rail transit trains, including a connecting plate 100 and an adjusting plate 101 disposed in front of it. Side plates 101a are fixed in the middle of the outer walls of the adjusting plate 101. An adjusting component 200 is disposed on the outer side of the adjusting plate 101. The adjusting component 200 includes a transmission chain 202a disposed in front of the adjusting plate 101 and toothed discs 202 evenly spaced at the four corners inside the transmission chain 202a.

[0031] Specifically, an annular hook plate 102 is fixedly provided at the center of the front end face of the adjusting plate 101, and a rubber part 103 is embedded inside the annular hook plate 102; a groove is provided in the middle of the rear end face of the rubber part 103, a slot is provided in the middle of the front end face of the rubber part 103, and a wear plate 104 is provided on the outer side of the rubber part 103; the rear end of the wear plate 104 is embedded in the slot on the rubber part 103, and the rear end face of the wear plate 104 is provided with grooves 104a evenly spaced along the circumferential direction of the outer wall of the annular hook plate 102; a screw 201 is fixedly provided at the center of the inside of the gear plate 202, and one end of the screw 201 is spirally passed through the screw hole on the side plate 101a and rotatably connected to the bearing on the connecting plate 100.

[0032] Furthermore, the connecting plate 100 is bolted to the vehicle body, the gear 202 and the screw 201 are set one-to-one, and multiple sets of gear 202 are connected and driven by the transmission chain 202a. The external thread on the outer wall of the screw 201 is screwed into the threaded hole on the side plate 101a. The annular hook plate 102, rubber parts 103, wear plate 104, etc. are all existing technologies, so they will not be described in detail here.

[0033] The operation process of this embodiment is as follows: The operator can install the connecting plate 100 on the train body using bolts or other connecting parts. Then, the operator can apply force to one of the screws 201 to make it rotate. The rotation of one screw 201 will drive the toothed disc 202 on its outer wall to rotate. The toothed discs 202 on the outer walls of multiple screws 201 are connected by a transmission chain 202a. Therefore, the rotation of one toothed disc 202 will drive the other three to rotate synchronously under the action of the transmission chain 202a, and make the corresponding screw 201 rotate. The external thread on the outer wall of the screw 201 is screwed into the threaded hole on the side plate 101a. The other end of the screw 201 is rotatably installed on the connecting plate 100. Therefore, the rotation of the screw 201 will adjust the position of the adjusting plate 101, thereby adjusting the distance between the adjusting plate 101 and the connecting plate 100 to adapt to different line conditions or vehicle load changes, and has a wide range of applications.

[0034] Example 2, please refer to Figure 4 and Figure 6Based on Embodiment 1, the difference from the first embodiment is that a buffer assembly 300 is provided. The buffer assembly 300 includes a telescopic rod 301 installed on the front end face of the adjustment plate 101 and a spring 302 sleeved on the outer wall of the telescopic rod 301. This solves the problem that the existing urban rail transit train transverse guards play a buffering role through rubber parts when in use, but this method has a poor buffering effect and causes a lot of noise and vibration.

[0035] Specifically, the telescopic end of the telescopic rod 301 is equipped with a plate 303, which is inserted into the adjacent groove 104a, and the spring 302 is located between the plate 303 and the adjusting plate 101.

[0036] Furthermore, the telescopic rod 301 serves to limit the spring 302, and the insert plate 303 is engaged inside the groove 104a to restrict the position of the telescopic rod 301.

[0037] The operation process of this embodiment is as follows: After the train transverse guard is installed on the car body, the train transverse guard is located between the car body and the bogie. During the train turning process, the bogie and the car body approach each other. At this time, the distance between the bogie and the car body is shortened, which shortens the distance between the wear plate 104 and the adjusting plate 101. This will squeeze the rubber part 103, the telescopic rod 301 and the spring 302 located in the middle. Under the elastic action of the rubber part 103, the telescopic rod 301 and the spring 302, the impact force can be buffered, reducing noise and vibration.

[0038] In the description of this specification, references to terms such as "an embodiment," "example," "specific example," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

Claims

1. A transverse guard for urban rail transit trains, comprising a connecting plate (100) and an adjusting plate (101) disposed directly in front thereof, wherein side plates (101a) are fixedly provided in the middle of the outer walls of the adjusting plate (101) on all four sides, characterized in that: An adjustment component (200) is provided on the outer side of the adjustment plate (101), and a buffer component (300) is provided around the front end face of the adjustment plate (101). The adjustment assembly (200) includes a transmission chain (202a) disposed in front of the adjustment plate (101) and toothed discs (202) evenly spaced at the four corners inside the transmission chain (202a). The buffer assembly (300) includes a telescopic rod (301) installed on the front end face of the adjustment plate (101) and a spring (302) sleeved on the outer wall of the telescopic rod (301).

2. A transverse guard for urban rail transit trains according to claim 1, characterized in that, An annular hook plate (102) is fixed at the center of the front end face of the adjustment plate (101), and a rubber part (103) is embedded inside the annular hook plate (102).

3. A transverse guard for urban rail transit trains according to claim 2, characterized in that, The rubber part (103) has a groove in the middle of its rear end face, a slot in the middle of its front end face, and a wear plate (104) on its outer side.

4. A transverse guard for urban rail transit trains according to claim 3, characterized in that, The rear end of the wear plate (104) is embedded in the groove on the rubber part (103), and the rear end face of the wear plate (104) is provided with grooves (104a) evenly spaced along the circumferential direction of the outer wall of the annular hook plate (102).

5. A transverse guard for urban rail transit trains according to claim 1, characterized in that, A screw (201) is fixed at the center of the toothed disc (202). One end of the screw (201) is spirally inserted through a screw hole on the side plate (101a) and rotatably connected to a bearing on the connecting plate (100).

6. A transverse guard for urban rail transit trains according to claim 4, characterized in that, The telescopic end of the telescopic rod (301) is equipped with a plate (303), which is inserted into the adjacent groove (104a), and the spring (302) is located between the plate (303) and the adjusting plate (101).

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