Railway large function hydraulic friction buffer car stop system

Abstract

The utility model relates to a railway big function hydraulic friction buffer car stopper system, its structure is: including frame body, hydraulic buffer and steel rail brake device, hydraulic buffer is located frame body top, and the rubber pad of hydraulic buffer's plunger front surface is equipped with, steel rail brake device is located frame body's bottom, steel rail brake device includes guide positioning head and brake, and guide fixed clamping plate is two buckling and is formed to left and right symmetry, and guide positioning head inner chamber is identical with steel rail appearance, and is through bolt clamping in steel rail both side surface, is equipped with the friction plate of horizontal fixed connection in brake, is equipped with the plate spring above friction plate, and brake outer surface is equipped with through -hole, and pressure wedge pin is pressed in the upper surface of plate spring through through -hole, makes friction plate and steel rail upper surface close and press tightly. The car stopper system buffers through hydraulic system, and utilizes friction plate and spring plate to improve equipment and the friction of steel rail, to realize big function hydraulic friction buffer's function.

Description

Technical Field

[0001] This utility model relates to a high-function hydraulic friction buffer stop system for railways, belonging to the technical field of train auxiliary braking equipment. Background Technology

[0002] Currently, railway transportation employs various anti-runaway measures, such as anti-runaway wheel chocks, anti-runaway sleepers, and vehicle braking devices. However, due to human and natural factors, such as track slopes, vibrations from vehicles passing adjacent tracks, strong winds, theft of anti-runaway devices, and human error, serious accidents have occurred due to vehicles running off the terminal line. Especially with the rapid development of railways, the number of train carriages has increased, train weight has increased, and the kinetic energy of runaway vehicles is greater. Current anti-runaway devices have limited capacity and limited braking capabilities, failing to automatically stop oversized vehicles running at high speeds. Existing anti-runaway equipment simply cannot meet the safety requirements for stopping large, heavy-haul trains with high kinetic energy. With the development of railways and the widespread use of heavy-haul high-speed trains, there is an urgent need to design a high-performance hydraulic friction buffer anti-runaway system to prevent major accidents caused by runaway of heavily loaded vehicles and ensure transportation safety. Summary of the Invention

[0003] The technical problem to be solved by this utility model is to provide a high-function hydraulic friction buffer stop system for railways. This stop system uses a hydraulic system for buffering and utilizes friction plates and spring plates to increase the friction between the equipment and the rail, thereby realizing the function of high-function hydraulic friction buffering.

[0004] To solve the above problems, the specific technical solution of this utility model is as follows: A high-function hydraulic friction buffer stop system for railways includes a frame, a hydraulic buffer, and a rail braking device; the hydraulic buffer is located at the top of the frame, and a rubber pad is provided on the front surface of the cylinder plunger of the hydraulic buffer; a groove is provided at the bottom of the frame, and the rail braking device is located in the groove; the rail braking device includes a guide positioning head and a brake, the guide positioning head is composed of two symmetrically interlocked parts and is fixedly connected to the groove, the inner cavity of the guide positioning head is consistent with the shape of the rail, and is clamped to both sides of the rail by bolts; a friction plate is provided horizontally and fixedly connected inside the brake, a leaf spring is provided above the friction plate, a through hole is provided on the outer surface of the brake housing, and a pressure wedge pin passes through the through hole and presses against the upper surface of the leaf spring, so that the friction plate is pressed tightly against the upper surface of the rail.

[0005] The hydraulic buffer includes cylinders, an oil tank, and a pressure regulating valve installed on the front and rear sides of the frame; the outlet of the cylinder is connected to the inlet of the pressure regulating valve through a pipeline, the outlet of the pressure regulating valve is connected to the oil tank, and the top of the oil tank is connected to an exhaust valve.

[0006] The frame is equipped with a fixed support beam at the top, and the hydraulic cylinders are located on both sides of the fixed support beam; the oil tank is located at the top of the fixed support beam.

[0007] The frame includes symmetrically arranged main support arms, support arm tube beams, and U-shaped support arm beams. The two main support arms are located above their respective rails, and grooves are provided at the lower ends of the main support arms, with guide positioning heads and brakes located in the corresponding grooves. The lower ends of the two main support arms are connected by U-shaped support arm beams at the front, middle, and rear, and the two U-shaped support arm beams on the right side are cross-fixed by diagonal tie beams. Two support arm tube beams are arranged side by side in the middle position between the two main support arms, and flanges are provided at both ends of the support arm tube beams. The flange ends are connected to the corresponding main support arms by bolts.

[0008] The railway high-function hydraulic friction buffer stop system of this application adopts the above structure and has the following advantages: 1. This application uses a hydraulic buffer to absorb part of the train's kinetic energy. If it still cannot stop the train, the rail braking device generates friction with the rail to continue absorbing kinetic energy until the train stops. 2. The rail braking device uses friction plates and leaf springs to press the rail surface, thereby improving the braking effect with the rail; 3. A pressure regulating valve is installed inside the hydraulic buffer, which can adjust the flow rate of the pressure valve according to the train impact speed, thereby adjusting the efficiency of kinetic energy absorption. 4. The frame adopts left and right supports as the overall support structure, and is supported laterally by support arm pipe beams and U-shaped support arm beams to ensure the stability of the overall structure. Further, through diagonal tie beams are set to improve the overall stability. Attached Figure Description

[0009] Figure 1 This is the main view of the structure of this application.

[0010] Figure 2 This is a top view of the structure of this application.

[0011] Figure 3 This is a right view of the structure of this application.

[0012] Figure 4 for Figure 1 AA sectional view.

[0013] Figure 5 for Figure 1 BB cross-sectional view. Detailed Implementation

[0014] like Figures 1 to 5As shown, a high-performance hydraulic friction buffer stop system for railways includes a frame 10, a hydraulic buffer 20, and a rail braking device 30. The hydraulic buffer 20 is located at the top of the frame 10, and a rubber pad 25 is provided on the front surface of the plunger of the hydraulic cylinder 21 of the hydraulic buffer 20. The rail braking device 30 is located at the bottom of the frame 10. The rail braking device 30 includes a guide positioning head 31 and a brake 32. The guide positioning head 31 consists of two symmetrically interlocked parts, and the inner cavity of the guide positioning head 31 is consistent with the shape of the rail and is clamped to both sides of the rail by bolts 36. A friction plate 33 is horizontally fixedly connected inside the brake 32, and a leaf spring 34 is provided above the friction plate 33. A through hole is provided on the outer surface of the brake 32 housing, and a pressure wedge pin 35 passes through the through hole and presses against the upper surface of the leaf spring 34, so that the friction plate 33 is pressed tightly against the upper surface of the rail. The brake 32 generates a braking effect by the friction force of the leaf spring 34 pressed tightly against the upper surface of the rail.

[0015] The hydraulic buffer 20 includes a hydraulic cylinder 21, an oil tank 22 and a pressure regulating valve 23 arranged on the front and rear sides of the frame 10; the outlet of the hydraulic cylinder 21 is connected to the inlet of the pressure regulating valve 23 through a pipeline, the outlet of the pressure regulating valve 23 is connected to the oil tank 22, and the top of the oil tank 22 is connected to an exhaust valve 24.

[0016] The frame 10 is equipped with a fixed support beam 15 at the top, and the oil cylinder 21 is located on both sides of the fixed support beam 15; the oil tank 22 is located at the top of the fixed support beam 15.

[0017] The frame 10 includes symmetrically arranged main support arms 11, support arm tube beams 12, and U-shaped support arm beams 13. The two main support arms 11 are located above the corresponding rails. A groove is provided at the lower end of the main support arm 11, and the guide positioning head 31 and the brake 32 are located in the corresponding groove. The lower ends of the two main support arms 11 are connected by U-shaped support arm beams 13 at the front, middle, and rear, respectively, and the two U-shaped support arm beams 13 on the right side are cross-fixed by a through-beam 16. Two support arm tube beams 12 are arranged side by side in the middle position between the two main support arms 11. Flanges 14 are provided at both ends of the support arm tube beams 12, and the end faces of the flanges 14 are connected to the corresponding main support arms 11 by bolts.

[0018] Its working principle is based on the fact that when the train runs away, the two impact contactors at the front of the train flexibly contact the rubber plate 25 at the front of the plunger of the stopper cylinder 21. Under the inertial push of the train, the hydraulic plunger is pushed into the cylinder 21, squeezing the hydraulic oil through the pressure valve 23 to generate resistance and enter the oil tank 22. After the plunger push stops, the train continues to move forward, pushing the stopper body along the rail direction under the action of the guide fixing plate 31. Multiple sets of brakes 32 are installed below the main stopper, which generate braking by friction sliding on the rail. When the train hits the main stopper, if the train's kinetic energy is greater than the braking capacity of the main stopper, it continues to push the stopper forward along the rail. According to the design speed of the main stopper, multiple sets of brakes 32 need to be installed along the rail. The stopper is pushed forward by the train, continuously pushing another set of brakes, thus continuously increasing the braking capacity and continuously reducing the vehicle's kinetic energy until it stops, and the train's kinetic energy is gradually absorbed. To ensure that trains, railway lines, and wheel chocks are not damaged and to guarantee the safety of transportation.

Claims

1. A high-performance hydraulic friction buffer stop system for railways, characterized in that: The system includes a frame (10), a hydraulic buffer (20), and a rail brake device (30). The hydraulic buffer (20) is located on top of the frame (10), and a rubber pad (25) is provided on the front surface of the piston of the cylinder (21) of the hydraulic buffer (20). A groove is provided at the bottom of the frame (10), and the rail brake device (30) is located in the groove. The rail brake device (30) includes a guide positioning head (31) and a brake (32). The guide positioning head (31) consists of two symmetrical buckles. The guide positioning head (31) is assembled and fixedly connected to the slide groove. The inner cavity of the guide positioning head (31) is consistent with the outer shape of the rail and is clamped to both sides of the rail by bolts (36). A friction plate (33) is provided in the brake (32) and fixedly connected horizontally. A leaf spring (34) is provided above the friction plate (33). A through hole is provided on the outer surface of the brake (32) housing. A pressure wedge (35) passes through the through hole and presses against the upper surface of the leaf spring (34), so that the friction plate (33) is pressed against the upper surface of the rail.

2. The railway high-function hydraulic friction buffer stop system according to claim 1, characterized in that: The hydraulic buffer (20) includes a cylinder (21), an oil tank (22) and a pressure regulating valve (23) arranged on the front and rear sides of the frame (10); the outlet of the cylinder (21) is connected to the inlet of the pressure regulating valve (23) through a pipeline, the outlet of the pressure regulating valve (23) is connected to the oil tank (22), and the top of the oil tank (22) is connected to the exhaust valve (24).

3. The railway high-function hydraulic friction buffer stop system according to claim 2, characterized in that: The frame (10) is equipped with a fixed support beam (15) at the top, and the oil cylinder (21) is located on both sides of the fixed support beam (15); the oil tank (22) is located at the top of the fixed support beam (15).

4. The railway high-function hydraulic friction buffer stop system according to claim 1, characterized in that: The frame (10) includes a main support arm (11) symmetrically arranged on the left and right, a support arm tube beam (12) and a U-shaped support arm beam (13); the two main support arms (11) are respectively located above the corresponding rails, and a groove is provided at the lower end of the main support arm (11), and the guide positioning head (31) and the brake (32) are located in the corresponding groove; the two main support arms (11) are connected at the front, middle and rear of the lower end by U-shaped support arm beams (13), and the two U-shaped support arm beams (13) on the right side are cross-fixed by a through-diagonal tie beam (16); two support arm tube beams (12) are arranged side by side in the middle position between the two main support arms (11), and flanges (14) are provided at both ends of the support arm tube beams (12), and the end face of the flanges (14) is connected to the corresponding main support arm (11) by bolts.

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