Composite material track locomotive knocker

Abstract

The utility model relates to the technical field of track locomotive protection structure, disclose a kind of composite track locomotive fender, including fender, fender includes several composite layers and forms smooth fender guiding surface;The rear of fender is connected with transverse stiffener, and rib structure for supporting fender is provided on transverse stiffener, and rib structure includes middle rib, side rib and edge rib.The utility model improves fender structure, uses composite structure to reduce the weight of whole, improves the strength of whole, and the comprehensive performance such as impact resistance, corrosion resistance is improved, and the performance is better in actual application process.

Description

Technical Field

[0001] This utility model relates to the field of rail locomotive protection structure technology, and discloses a composite material rail locomotive obstacle clearer. Background Technology

[0002] A rail locomotive obstacle remover is a protective device for rail locomotives. It is installed on the lower front and rear frames of the locomotive head, or on the axle box, forming a 20mm-30mm gap with the rails. It is used to safely push livestock, stones, or other obstacles on the rails to both sides, preventing them from being pulled under the locomotive and causing derailment, thus protecting the locomotive's safe operation. It also prevents frontal impacts from obstacles onto the locomotive.

[0003] Most existing railcar obstacle clearing devices are made of steel, with a smaller portion made of aluminum alloy. Steel obstacle clearing devices are generally welded from thick steel plates, resulting in a simple structure, low manufacturing cost, and relatively heavy weight. They offer good impact resistance and durability, but their corrosion resistance is poor, making them susceptible to corrosion damage. Aluminum alloy obstacle clearing devices, on the other hand, weigh only 36% of those made of steel, significantly reducing weight and offering better impact resistance. However, their manufacturing cost is higher, their durability is average, and they are prone to electrostatic corrosion with the steel car body. They also have relatively weak corrosion resistance and are easily damaged by corrosion.

[0004] It is evident that existing track mechanical obstacle clearing devices still have room for improvement and should be optimized to enhance their practical effectiveness. This includes reducing the overall weight of the structure, improving impact resistance, and enhancing corrosion resistance to help improve the safety and stability of track vehicle operation. Therefore, more reasonable technical solutions are needed to address the technical problems existing in the current technology. Utility Model Content

[0005] In response to some problems existing in the prior art, this utility model discloses a composite material rail locomotive obstacle remover. By improving the composite structure of the protective plate, and by improving the guiding structure and internal support structure of the protective plate, the overall strength and impact resistance are improved, and its comprehensive performance is improved, which can solve the problem of poor comprehensive performance of obstacle removers in the prior art.

[0006] To achieve the above objectives, the obstacle clearing device disclosed in this utility model can adopt the following solution: A composite material rail locomotive obstacle clearing device includes a protective plate, which comprises several composite layers and forms a smooth obstacle clearing guide surface; a transverse reinforcing beam is connected to the rear of the protective plate, and a rib structure for supporting the protective plate is provided on the transverse reinforcing beam, the rib structure including a middle rib, a side rib and an edge rib.

[0007] The aforementioned obstacle clearing device is made more impact-resistant and corrosion-resistant through the composite layer of the protective plate, thus enhancing its overall performance in practical applications.

[0008] Furthermore, the composite layer structure of the protective panel can adopt various schemes, and its structure is not limited to a single one. Here, we optimize and propose one feasible option: the composite layers of the protective panel include an impact-resistant layer, a first reinforcing layer, an intermediate layer, a second reinforcing layer, and a protective layer from the front surface to the rear surface. When adopting the above scheme, adjacent layer structures are tightly bonded to form an integrated protective panel structure. In some schemes, the thickness of each layer structure can be constructed to be the same.

[0009] Furthermore, to enhance the overall performance of the protective panel, the materials of the composite layers can be rationally configured. Here, we propose one feasible option: the impact-resistant layer and / or protective layer are made of glass fiber prepreg, the first reinforcing layer and / or second reinforcing layer are made of carbon fiber prepreg, and the intermediate layer is made of steel mesh. Using this scheme, the steel mesh, made of stainless steel, improves the overall strength and integrity of the protective panel, and its mesh diameter can be set to 20 mesh. The glass fiber impact-resistant and protective layers, along with the carbon fiber reinforcing layer, enhance impact resistance and corrosion resistance while reducing the overall weight of the protective panel.

[0010] Furthermore, to guide obstacles quickly away from the area where the protective plate is located, thus avoiding safety hazards to the train, an optimization is proposed, and one feasible option is suggested: the protective plate forms guide surfaces extending to both sides, which guide obstacles toward the sides of the obstacle remover to leave the locomotive's travel path. When adopting the above scheme, the guide surfaces can be planar or curved, and the two guide surfaces form a symmetrical layout on the protective plate.

[0011] Furthermore, the guide surface can also consist of multiple parts to achieve different obstacle removal and guidance functions. Its structure is not limited to a single type. Here, we optimize and propose one feasible option: the guide surface includes a vertical surface and an inclined surface. The vertical surface is located at the front end of the protective plate, and the inclined surface extends from the front end of the protective plate towards the rear end. When adopting the above scheme, the vertical surface is perpendicular to the track surface and is used to block and prevent obstacles from approaching the locomotive. The inclined surface tilts backward from the front end of the locomotive to change the posture of the obstacle, making it conform to the inclined surface. At the same time, the inclined surface extends to both sides of the locomotive and forms a backward trend, better guiding the obstacle to slide along the inclined surface and leave the locomotive, thereby achieving obstacle removal.

[0012] Furthermore, the protective plate, serving as the front structure of the obstacle remover, directly removes obstacles. Its rear is connected to a transverse reinforcing beam for fixed installation. The two can be fitted together using various structures, and the structure is not limited to a single one. Here, we propose an optimized and feasible option: the rear end of the protective plate forms a connecting groove, and the transverse reinforcing beam is embedded in the connecting groove for fixation. When using the above solution, the protective plate and the transverse reinforcing beam are connected and fixed using fasteners.

[0013] Furthermore, the rib structure connecting the rear of the protective plate is used to enhance its overall strength. Its structure is not uniquely limited; here, an optimization is proposed, suggesting one feasible option: the number of rib structures is at least two, symmetrically arranged on the transverse reinforcing beam, with the middle rib, side ribs, and edge ribs spaced apart from the middle of the transverse reinforcing beam towards the ends. When adopting the above scheme, the middle rib, side ribs, and edge ribs fit the dimensions of the protective plate, closely adhering to the inner side of the protective plate and providing support.

[0014] In some designs, the dimensions of the middle rib, side rib, and edge rib decrease sequentially.

[0015] Furthermore, the transverse reinforcing beam is also used to strengthen and fix the rib structure. Its structure is not uniquely limited; here, an optimization is proposed, and one feasible option is suggested: a connecting step is formed on the transverse reinforcing beam. The connecting step includes at least one horizontal connecting surface and one vertical connecting surface. Connecting slots are correspondingly formed on the middle rib, side rib, and edge rib, and these slots cooperate with the connecting step to achieve fixation. When adopting the above scheme, the connecting step can be a single-level step or a multi-level step, with corresponding single-level or multi-level connecting slots formed on the rib structure.

[0016] Furthermore, to better fit the supporting protective plate, the rib structure can be optimized. One feasible option is proposed here: the front ends of the middle rib, side rib, and edge rib all form vertical support parts and inclined support parts. The vertical support parts are used to fit the vertical surface, and the inclined support parts are used to fit the inclined surface. When adopting the above scheme, the middle rib, side rib, and edge rib are all integrally formed structures.

[0017] Furthermore, in addition to the connection and fixing via transverse reinforcing beams, the protective plates are also reinforced and fixed through additional connection points during connection and fixing. Here, an optimization is proposed, and one feasible option is suggested: the rear end of the protective plate forms a vertical connecting part, and this vertical connecting part has several connection positions for connecting to the locomotive. When adopting the above scheme, the vertical connecting part can be a vertical plate, and the vertical plates with multiple connection positions can be independent individual structures or connected as a whole.

[0018] Compared with the prior art, some of the beneficial effects of the technical solution disclosed in this utility model include: This invention improves the structure of the protective plate by adopting a composite structure to reduce the overall weight and increase the overall strength. The comprehensive performance, such as impact resistance and corrosion resistance, is improved, resulting in better performance in practical applications. Attached Figure Description

[0019] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this utility model and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 A schematic diagram of the overall structure of the obstacle clearing device from one perspective.

[0021] Figure 2 This is a schematic diagram of the overall structure of the obstacle clearer from another perspective.

[0022] Figure 3 This is a structural diagram of the obstacle clearing device viewed from below.

[0023] Figure 4 A structural schematic diagram of the obstacle clearer from the frontal view.

[0024] Figure 5 This is a schematic diagram of the obstacle clearing device from a top-down perspective.

[0025] Figure 6 This is a structural schematic diagram of the obstacle clearer from a side view.

[0026] Figure 7 This is a schematic diagram of the composite layer structure of the protective panel.

[0027] Figure 8 This is a schematic diagram of the exploded structure of the obstacle clearer.

[0028] In the above attached figures, the meanings of each label are as follows: 1. Protective plate; 101. Vertical surface; 1011. Impact-resistant layer; 1012. First reinforcing layer; 1013. Intermediate layer; 1014. Second reinforcing layer; 1015. Protective layer; 102. Inclined surface; 103. Vertical connection part; 104. Connection position; 2. Left middle rib; 3. Left side rib; 4. Left edge rib; 5. Right middle rib; 6. Right side rib; 7. Right edge rib; 8. Horizontal reinforcing beam; 801. Connecting step; 802. Rib plate connection part; 9. Second shoulder bushing; 10. First shoulder bushing; 11. Connecting bolt. Detailed Implementation

[0029] The following description, in conjunction with the accompanying drawings and specific embodiments, further illustrates this embodiment.

[0030] In view of the fact that the existing obstacle clearing device structure cannot achieve better performance in terms of weight, impact resistance, corrosion resistance and other properties, and the overall performance is limited, the following embodiments are optimized and overcome the defects of the existing technology.

[0031] Example like Figures 1-8 As shown, this embodiment provides a composite material rail locomotive obstacle clearing device, including a protective plate 1. The protective plate 1 includes several composite layers and forms a smooth obstacle clearing guide surface. A transverse reinforcing beam 8 is connected to the rear of the protective plate 1. The transverse reinforcing beam 8 is provided with a rib structure for supporting the protective plate 1. The rib structure includes a middle rib, a side rib, and an edge rib.

[0032] The obstacle clearing device disclosed in this embodiment is made more impact-resistant and corrosion-resistant through the composite layer of the protective plate 1, and its overall performance is enhanced in practical applications.

[0033] like Figure 1 , Figure 2 , Figure 7 As shown, the composite layer structure of the protective plate 1 can adopt various schemes, and its structure is not limited to one. This embodiment optimizes and adopts one feasible option: the composite layers of the protective plate 1 include an impact-resistant layer 1011, a first reinforcing layer 1012, an intermediate layer 1013, a second reinforcing layer 1014, and a protective layer 1015 from the front surface to the rear surface. When the above scheme is adopted, the adjacent layer structures are tightly fitted to form an integrated protective plate 1 structure. In some schemes, the thickness of each layer structure can be constructed to be the same.

[0034] To improve the overall performance of the protective plate 1, the materials of the composite layers can be rationally configured. This embodiment optimizes and adopts one feasible option: the impact-resistant layer 1011 and / or the protective layer 1015 are made of glass fiber prepreg, the first reinforcing layer 1012 and / or the second reinforcing layer 1014 are made of carbon fiber prepreg, and the intermediate layer 1013 is made of steel mesh. When using the above scheme, the steel mesh can improve the overall strength and integrity of the protective plate 1. It is made of stainless steel, and the mesh diameter can be set to 20 mesh. The impact-resistant layer 1011 and the protective layer 1015 made of glass fiber, as well as the reinforcing layer made of carbon fiber, can improve impact resistance and corrosion resistance, while also reducing the overall weight of the protective plate 1.

[0035] To guide obstacles quickly away from the area where protective plate 1 is located and avoid posing a safety hazard to the train, this embodiment is optimized and adopts one of the feasible options: such as... Figure 4 , Figure 5 and Figure 6 As shown, the protective plate 1 forms guide surfaces extending to both sides, which are used to guide obstacles toward both sides of the obstacle remover to leave the travel path of the railcar. When adopting the above scheme, the guide surfaces can be planar or curved, and the two guide surfaces form a symmetrical layout on the protective plate 1.

[0036] The guide surface can also consist of multiple parts to achieve different obstacle removal and guidance functions. Its structure is not uniquely limited. This embodiment optimizes and adopts one feasible option: the guide surface includes a vertical surface 101 and an inclined surface 102. The vertical surface 101 is located at the front end of the protective plate 1, and the inclined surface 102 extends from the front end of the protective plate 1 toward the rear end. When the above scheme is adopted, the vertical surface 101 is perpendicular to the track surface and is used to block and prevent obstacles from approaching the locomotive. The inclined surface 102 is inclined backward from the front end of the locomotive to change the posture of the obstacle, making it fit against the inclined surface 102. At the same time, the inclined surface 102 extends to both sides of the locomotive and forms a backward trend, better guiding the obstacle to slide along the inclined surface 102 and leave the locomotive, thereby realizing the removal of the obstacle.

[0037] Preferred, such as Figure 5 , Figure 8 As shown, the vertical surface 101 extends towards both sides of the locomotive and also forms a backward trend, creating a V-shaped surface structure.

[0038] The protective plate 1 serves as the front structure of the obstacle remover, directly clearing obstacles. Behind it, a transverse reinforcing beam 8 connects and securely mounts the plate. The two can be fitted together using various structures, and the structure is not limited to a single one. This embodiment optimizes the design and adopts one feasible option: such as... Figure 2 , Figure 3 As shown, the rear end of the protective plate 1 forms a connecting slot, and the transverse reinforcing beam 8 is embedded in the connecting slot and fixed in place. When the above scheme is adopted, the protective plate 1 and the transverse reinforcing beam 8 are connected and fixed by fasteners.

[0039] The rib structure connected to the rear of the protective plate 1 is used to enhance the overall strength of the protective plate 1. Its structure is not uniquely limited; this embodiment optimizes and adopts one feasible option: the number of rib structures is at least two and symmetrically arranged on the transverse reinforcing beam 8. The middle rib, side rib, and edge rib are spaced apart from the middle position of the transverse reinforcing beam 8 towards the ends. When the above scheme is adopted, the middle rib, side rib, and edge rib fit the dimensions of the protective plate 1, closely adhering to the inner side of the protective plate 1 and providing support.

[0040] like Figure 2 , Figure 8 As shown, in some designs, the dimensions of the middle rib, side rib, and edge rib decrease sequentially.

[0041] Preferably, in this embodiment, the intermediate rib includes a left intermediate rib 2 and a right intermediate rib 5 disposed in the middle of the transverse reinforcing beam 8 and fitting together with each other; the side ribs include a left side rib 3 and a right side rib 6 symmetrically disposed on both sides of the intermediate rib; and the edge ribs include a left edge rib 4 and a right edge rib 7 symmetrically disposed on both sides of the intermediate rib.

[0042] In this embodiment, the middle rib is located at the midpoint of the transverse reinforcing beam 8, the left side rib 3 and the right side rib 6 are 335mm away from the midpoint, and the left side rib 4 and the right side rib 7 are 625mm away from the midpoint.

[0043] The transverse reinforcing beam 8 is also used to reinforce and fix the rib structure. Its structure is not uniquely limited; this embodiment optimizes and adopts one feasible option: such as... Figure 8 As shown, a connecting step 801 is formed on the transverse reinforcing beam 8. The connecting step 801 includes at least one horizontal connecting surface and one vertical connecting surface. Connecting slots are formed on the middle rib, side rib, and edge rib, and the connecting slots are matched with the connecting step 801 to achieve a fixed fit. When adopting the above scheme, the connecting step 801 can be a single-level step or a multi-level step, and a single-level or multi-level connecting slot is formed on the rib structure.

[0044] Preferably, the connecting step 801 is fixed to the connecting groove by connecting bolts 11.

[0045] Preferred, such as Figure 8 As shown, the transverse reinforcing beam 8 is also provided with a rib plate connecting part 802. The rib plate connecting part 802 is correspondingly fitted to the rear end faces of the middle rib and the side rib, and is connected and fixed by fasteners. Specifically, the rib plate connecting part 802 is provided with several connecting holes, and a first shoulder bushing 10 is correspondingly provided in the connecting holes, so that the connection and fixation can be achieved by bolts or other connecting parts.

[0046] To better fit the supporting protective plate 1, the rib structure can be optimized. This embodiment adopts one feasible option: the front ends of the middle rib, side ribs, and edge ribs all form vertical support portions and inclined support portions. The vertical support portions are used to fit the vertical surface 101, and the inclined support portions are used to fit the inclined surface 102. When the above solution is adopted, the middle rib, side ribs, and edge ribs are all integrally formed structures.

[0047] In addition to the connection and fixation via the transverse reinforcing beam 8, the protective plate 1 is also reinforced and fixed through additional connection points during connection and fixation. This embodiment optimizes the process and adopts one feasible option: a vertical connecting portion 103 is formed at the rear end of the protective plate 1, and several connection positions 104 for connecting the locomotive are formed on the vertical connecting portion 103. When adopting the above solution, the vertical connecting portion 103 can be a vertical plate, and the vertical plates of the multiple connection positions 104 can be independent individual structures or connected into a whole structure.

[0048] Preferably, the connection position 104 of the number includes a connection hole, and a second shoulder bushing 9 is provided at the connection hole.

[0049] The above are the embodiments listed in this example; however, this example is not limited to the optional embodiments described above; those skilled in the art can arbitrarily combine the above methods to obtain other various embodiments; anyone can derive other various forms of embodiments under the guidance of this example. The above specific embodiments should not be construed as limiting the scope of protection of this example; the scope of protection of this example should be determined by the claims.

Claims

1. A composite material rail locomotive obstacle clearing device, characterized in that: It includes a protective plate (1), which includes several composite layers and forms a smooth obstacle removal guide surface; a transverse reinforcing beam (8) is connected to the rear of the protective plate (1), and a rib structure is provided on the transverse reinforcing beam (8) to support the protective plate (1). The rib structure includes a middle rib, a side rib and an edge rib.

2. The composite material railcar obstacle remover according to claim 1, characterized in that: The protective plate (1) has several composite layers including an impact-resistant layer (1011), a first reinforcing layer (1012), an intermediate layer (1013), a second reinforcing layer (1014), and a protective layer (1015) from the front surface to the rear surface.

3. The composite material railcar obstacle remover according to claim 2, characterized in that: The impact-resistant layer (1011) and / or protective layer (1015) are made of glass fiber prepreg, the first reinforcing layer (1012) and / or the second reinforcing layer (1014) are made of carbon fiber prepreg, and the intermediate layer (1013) is made of steel mesh.

4. The composite material railcar obstacle remover according to claim 1, characterized in that: The protective plate (1) forms guide surfaces extending to both sides, which are used to guide obstacles toward both sides of the obstacle remover to leave the travel path of the railcar.

5. The composite material railcar obstacle remover according to claim 4, characterized in that: The guide surface includes a vertical surface (101) and an inclined surface (102). The vertical surface (101) is located at the front end of the protective plate (1), and the inclined surface (102) extends from the front end of the protective plate (1) toward the rear end.

6. The composite material railcar obstacle remover according to claim 1, 4, or 5, characterized in that: The rear end of the protective plate (1) forms a connecting slot, and the transverse reinforcing beam (8) is embedded in the connecting slot and fixed in place.

7. The composite material railcar obstacle remover according to claim 1, 4, or 5, characterized in that: The number of rib structures is at least two and they are symmetrically arranged on the transverse reinforcing beam (8). The middle rib, side rib and edge rib are spaced apart from the middle position of the transverse reinforcing beam (8) toward the end.

8. The composite material railcar obstacle remover according to claim 5, characterized in that: A connecting step (801) is formed on the transverse reinforcing beam (8). The connecting step (801) includes at least one horizontal connecting surface and one vertical connecting surface. A connecting groove is formed on the middle rib, side rib and edge rib. The connecting groove is matched with the connecting step (801) to achieve a fixed fit.

9. The composite material railcar obstacle remover according to claim 5 or 8, characterized in that: The front ends of the middle rib, side rib and edge rib are all formed with vertical support and inclined support. The vertical support is used to fit the vertical surface (101) and the inclined support is used to fit the inclined surface (102).

10. The composite material railcar obstacle remover according to claim 1, characterized in that: The rear end of the protective plate (1) forms a vertical connecting part (103), and a plurality of connecting positions (104) for connecting locomotives are formed on the vertical connecting part (103).

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