A gangway device of a train maintenance work platform

Abstract

The utility model discloses a kind of train overhauling operation platform's crossover plate device, including platform assembly and crossover plate assembly, crossover plate assembly includes first crossover plate and multiple second crossover plates, the first side edge of first crossover plate is hinged to the end of platform assembly facing train;Second crossover plate is rotatably installed on the second side edge of first crossover plate away from platform assembly, and damping hinge is equipped between second crossover plate and first crossover plate.This application, the side of first crossover plate facing train is designed as the independent response structure formed by multiple second crossover plates with smaller width, when crossover plate device is opened, the contact area of second crossover plate and train fairing realizes local self-adapting deformation, can prevent the damage such as paint scratch, coating peeling or structural deformation on fairing surface, simultaneously improve the compatibility and safety of crossover plate device to different vehicle types.

Description

Technical Field

[0001] This utility model relates to the technical field of train maintenance facilities, specifically to a transfer plate device for a train maintenance operation platform. Background Technology

[0002] Train maintenance work platforms are used for maintenance and repair work in locomotive depots and repair workshops. To facilitate maintenance personnel access to the roof for work, a ramp is usually installed on one side of the platform. When the ramp is extended downwards and in a horizontal position, maintenance personnel can safely reach the train roof to carry out maintenance work via this ramp.

[0003] For example, Chinese utility model patent CN 207863420 U discloses a locomotive maintenance operation platform, including a fixed platform and a working platform. The working platform includes a telescopic ramp, a power mechanism, and a telescopic mechanism. The telescopic ramp is installed on the fixed platform through the telescopic mechanism. The power mechanism provides driving force to the telescopic mechanism, enabling the telescopic ramp to reciprocate on the fixed platform, allowing maintenance personnel to reach the roof of the train for maintenance work.

[0004] However, some train models have fairings on both sides of the pantograph, and the aforementioned design causes spatial interference between the skid plate and the fairing. On the one hand, the skid plate will come into contact with the fairing during deployment, causing scratches to the paint or structural damage to the fairing surface; on the other hand, to avoid collisions, the skid plate is often forced to press against the fairing, resulting in a large gap between the two, posing a safety hazard of slipping or falling when maintenance personnel step on it. Utility Model Content

[0005] To address the aforementioned deficiencies, the technical problem to be solved by this utility model is to provide a transfer plate device for a train maintenance operation platform, so as to solve the problems of existing technology where the transfer plate comes into contact with the fairing during the deployment process, resulting in paint scratches or structural damage to the fairing surface; and the transfer plate pressing against the fairing, resulting in a large gap between the two, posing a safety hazard of slipping or falling when maintenance personnel step on it.

[0006] Therefore, this application provides a ramp device for a train maintenance operation platform, including a platform assembly and a ramp assembly. The platform assembly consists of a ramp and guardrails on both sides thereon. The ramp assembly is installed at the edge of the platform assembly facing the train and is automatically switched from a vertical retracted state to a horizontal working state by a cylinder drive.

[0007] The ferrule assembly specifically includes:

[0008] The first ramp has its first side hinged to the end of the track slab facing the train.

[0009] Multiple second landing plates are arranged sequentially along the length of the first landing plate. Each second landing plate is mounted on the second side of the first landing plate away from the platform assembly by means of a rotatable connection. A damping hinge is provided between the second landing plate and the first landing plate to control the movement posture during the rotation process and to achieve positioning and hovering.

[0010] Based on the above technical solution, the side of the first skid plate facing the train is designed as an independently responsive structure composed of multiple smaller second skid plates. When the skid plate is opened, the second skid plate directly facing the train fairing is obstructed by the fairing, forming a certain angle with the first skid plate and hovering stably above the fairing; while the other second skid plates not aligned with the fairing are unaffected and continue to rotate with the first skid plate to the working position. This structure achieves local adaptive deformation of the skid plates in the contact area with the fairing, preventing damage such as paint scratches, coating peeling, or structural deformation on the fairing surface. At the same time, it improves the compatibility and safety of the skid plate device with different vehicle models.

[0011] In the above technical solution, preferably, the cylinder is disposed on the bottom surface of the guide plate, the tail end of the cylinder body is rotatably connected to the guide plate through a pin, and the end of the piston rod is hinged to the first guide plate.

[0012] In the above technical solution, preferably, the piston rod end of the cylinder is hinged to the first ferrule via a connecting rod, and the connecting rod is fixed on the side of the first ferrule facing the platform assembly.

[0013] In the above technical solution, preferably, the second skid plate is a rectangular plate structure, and L-shaped corner rubber sleeves are provided at the two edge corners on the side of the fairing facing the train to buffer potential contact impact and protect the surface of the fairing.

[0014] A cushioning pad is provided on the side of the guardrail facing the ramp assembly.

[0015] As can be seen from the above technical solution, the transfer plate device of the train maintenance operation platform provided by this utility model solves the problems of existing technology where the transfer plate comes into contact with the fairing during the unfolding process, resulting in paint scratches or structural damage to the fairing surface; and the transfer plate pressing against the fairing, resulting in a large gap between the two, posing a safety hazard of slipping or falling when maintenance personnel step on it. Compared with the prior art, this utility model has the following advantages:

[0016] Multiple second transition plates are sequentially rotated along the length of the first transition plate, with damping hinges between them. When the transition plates are opened, only the second transition plate directly facing the train fairing is obstructed by the fairing, forming a certain angle with the first transition plate and hovering stably above it. The remaining second transition plates not aligned with the fairing rotate with the first transition plate to their working positions. This achieves local adaptive deformation obstacle avoidance during the deployment of the transition plates within the contact area, preventing collisions and avoiding damage such as paint scratches, coating peeling, or structural deformation of the fairing. Simultaneously, it eliminates excessive gaps between the transition plate device and the train, ensuring the safety of maintenance personnel and providing compatibility and adaptability to various train models. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments of this utility model or the prior art will be briefly introduced and explained 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.

[0018] Figure 1 A schematic diagram of the skid plate device for the train maintenance operation platform provided by this utility model;

[0019] Figure 2 for Figure 1 Enlarged view of part A in the image;

[0020] Figure 3 This is a schematic diagram of the retracted state of the transfer plate device in this utility model;

[0021] Figure 4 This is a schematic diagram of the cylinder in the retracted state in this utility model;

[0022] Figure 5 This is a schematic diagram of the cylinder in the extended state in this utility model;

[0023] Figure 6 This is a schematic diagram of the assembly of the first ferrule, the second ferrule, and the platform assembly in this utility model;

[0024] Figure 7 for Figure 6 Enlarged view of part A in the image;

[0025] Figure 8 This is a schematic diagram of the retracted state of the crossbeam device of this utility model;

[0026] Figure 9 This is a schematic diagram of the ferry plate device in the working state of this utility model;

[0027] Figure 10 This is a schematic diagram of the process of retracting the second skid plate in this utility model.

[0028] Figures 1-10 The correspondence between the parts is as follows:

[0029] Platform component 10, ramp component 20, train 30, cylinder 40;

[0030] 11 paving stones, 12 guardrails;

[0031] First cross plate 21, second cross plate 22, damping hinge 23;

[0032] fairing 31;

[0033] Link 41. Detailed Implementation

[0034] 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 embodiments described below 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.

[0035] To provide a clearer explanation and description of the technical solution and implementation method of this utility model, several preferred specific embodiments for implementing the technical solution of this utility model are introduced below.

[0036] It should be noted that the directional terms such as "inner" and "outer", "front" and "back" and "left" and "right" in this article are based on the product's usage status. Obviously, the use of these directional terms does not limit the scope of protection of this solution.

[0037] like Figure 1 , Figure 2 , Figure 3As shown, this utility model provides a transfer plate device for a train maintenance work platform, including a platform assembly 10 and a transfer plate assembly 20. The platform assembly 10 includes a track slab 11 and guardrails 12 disposed on both sides of the track slab 11. The track slab 11 extends along the length of the train 30, providing a stable standing and walking area for maintenance personnel. The transfer plate assembly 20 is disposed on the side of the platform assembly 10 facing the train 30 and is driven by a cylinder 40, enabling it to switch between a horizontal working state and a vertically retracted state. When in the working state, the transfer plate assembly 20 is horizontally arranged, allowing maintenance personnel to walk from the platform assembly 10 to the roof of the train 30 for maintenance work. When in the retracted state, the transfer plate assembly 20 flips upward and stands upright against the side of the guardrails 12 on the platform assembly 10 to reduce space occupation and avoid interfering with train entry into the station.

[0038] The treadmill assembly 20 in this application includes a first treadmill 21 and a plurality of second treadmills 22, which are arranged sequentially along the length of the first treadmill 21. The first side of the first treadmill 21 is rotatably mounted on the side of the walkway 11 via a hinge structure, serving as the main support plate of the entire treadmill assembly 20; the second treadmills 22 are rotatably connected to the second side of the first treadmill 21 away from the platform assembly 10 via a hinge structure.

[0039] like Figure 4 , Figure 5 , Figure 6 , Figure 7 As shown, cylinder 40 is mounted on the bottom surface of the guide plate 11. The tail end of its cylinder body is rotatably connected to the support at the bottom of the guide plate 11 via a pin. The end of the piston rod is hinged to the first cross plate 21 via a connecting rod 41, and the connecting rod 41 is fixedly connected to the first cross plate 21. By controlling the extension and retraction of the piston rod of cylinder 40, the connecting rod 41 is driven to swing, thereby driving the first cross plate 21 to rotate around its hinge point with the guide plate 11, realizing the overall unfolding or retraction of the cross plate assembly 20.

[0040] A damping hinge 23 is provided between the second transition plate 22 and the first transition plate 21. This damping hinge 23 has a constant rotational resistance torque. Without external resistance, the second transition plate 22 can rotate synchronously under the drive of the first transition plate 21. When the second transition plate 22 contacts the deflector 31 on the top of the train 30 during deployment, it stops rotating due to the resistance of the deflector 31. The first transition plate 21 continues to rotate downwards, causing the second transition plate 22 at the corresponding position to deflect at an angle relative to the first transition plate 21 to accommodate the deflector 31. The minimum starting torque of the damping hinge 23 is greater than the static torque generated by the weight of the second transition plate 22 and its associated components. That is, without any other additional external force intervention, the angle between the second transition plate 22 and the first transition plate 21 remains stable, preventing accidental sagging due to its own weight.

[0041] Preferably, the damping hinge 23 is a commercially available standard part, selected and configured according to the weight, size and required load capacity of the second cross plate 22. In some embodiments, the damping hinge 23 can be replaced with a customized hinge structure with adjustable damping torque to adapt to the usage requirements under different load conditions.

[0042] like Figure 8 , Figure 9 , Figure 10 As shown, in a practical application scenario, the train 30 is parked on one side of the train maintenance platform. Initially, the ramp assembly 20 is in a vertically retracted state, vertically abutting the side of the guardrail 12 on the platform assembly 10. When a roof maintenance task needs to be performed, the operator activates the "ramp opening switch," and the control system controls the piston rod of the cylinder 40 to extend outward, pushing the connecting rod 41 to cause the first ramp 21 to flip downward. During this process, multiple second ramps 22 swing downward synchronously with the first ramp 21. When one or more second ramps 22 come into contact with the fairing 31 on the train 30, they stop rotating due to the obstruction of the fairing 31, and form a local turning structure with the damping hinge 23 between them and the first ramp 21 as the fulcrum; the remaining second ramps 22 that do not come into contact with the fairing 31 continue to rotate downward with the first ramp 21 to a horizontal working position, allowing maintenance personnel to safely pass onto the roof of the train 30 for maintenance work.

[0043] After the maintenance work is completed, the operator activates the "transfer plate retraction switch," causing the piston rod of cylinder 40 to retract, pulling connecting rod 41 to rotate the first transfer plate 21 upwards, simultaneously raising all the second transfer plates 22 in sync. Figure 10 As shown, when the outer end of the second ramp 22 corresponding to the fairing 31 is raised to contact the guardrail 12, the guardrail 12 exerts a blocking force on it, causing the second ramp 22 to rotate in the opposite direction relative to the first ramp 21, gradually flattening and returning to the coplanar state with the first ramp 21, until it is completely in a vertically retracted state, which facilitates the subsequent docking operations of trains of different models (including those without fairing structures).

[0044] In some embodiments, a buffer pad may be provided at a corresponding position on the side of the guardrail 12 facing the ramp assembly 20 to reduce collision impact. Furthermore, the buffer pad is made of a highly elastic rubber material, possessing good wear resistance and anti-aging properties.

[0045] In summary, the principle of partial folding adaptation of the transition plate assembly in this application is as follows:

[0046] Under normal circumstances, with the constant torque provided by the damping hinge, the upper surfaces of the first transition plate and each of the second transition plates remain flush, and the overall appearance is consistent with that of a traditional one-piece transition plate, meeting the needs of normal use.

[0047] When the flap opening button is pressed, the cylinder drives the first flap to begin flipping downwards, and the second flap swings down simultaneously. As it approaches the train body, part of the second flap first contacts the fairing and stops moving due to its resistance. At this time, the first flap continues to swing down, and the second flap that has contacted the fairing overcomes the torque of the damping hinge and deflects at an angle relative to the first flap, completing a partial folding adaptation. Because the damping hinge has sufficient anti-torsional capacity, the second flap that has not contacted the fairing can maintain its original posture until it reaches the horizontal working position.

[0048] After maintenance is completed, the operator presses the retractable switch, and the cylinder drives the first retractable plate 21 and multiple second retractable plates 22 to flip upwards synchronously. During the flipping process, the damping hinge 23 maintains a constant angle between the first retractable plate 21 and the second retractable plates 22, achieving synchronized upward movement. During the upward flipping phase, because the second retractable plate 22 has an angle relative to the first retractable plate 21, its outer end contacts the guardrail 12 first. As the cylinder continues to apply thrust, the second retractable plate 22 and the first retractable plate 21 together overcome the resistance torque provided by the damping hinge 23, causing them to automatically flatten and eventually become coplanar again, completing the reset action. After reset, the first retractable plate 21 and all the second retractable plates 22 return to the vertically retracted state, with an overall shape consistent with ordinary retractable plates, facilitating subsequent maintenance work on trains without fairings 31.

[0049] To address the issues of train parking positioning errors and the varying lengths of the fairing 31 fitted to different train models, this design sets the side of the first skid plate 21 facing the train 30 as an independently responsive structure composed of multiple smaller second skid plates 22. Each second skid plate 22 is connected to the first skid plate 21 via a damping hinge 23 and can independently rotate relative to the first skid plate 21 around the damping hinge 23. Only the second skid plate 22 directly facing the train fairing 31 rotates relative to the first skid plate 21 around the damping hinge 23 due to the obstruction of the fairing 31, forming an angle with the first skid plate 21 and hovering above the fairing 31; while the remaining second skid plates 22 not aligned with the fairing 31 are not subjected to external forces and continue to rotate with the first skid plate 21 to the working position. This achieves localized adaptive deformation of the skid plate structure within the contact area. This design effectively prevents damage such as paint scratches, coating peeling, or structural deformation on the surface of the fairing 31 caused by hard impacts or continuous compression, significantly improving the equipment's compatibility and operational safety for various train models.

[0050] At the same time, this structure significantly reduces the height difference when boarding the vehicle, improving operational safety.

[0051] In some embodiments, the second plate 22 is a rectangular plate structure, with L-shaped corner rubber sleeves 24 at each of its two corner edges facing the shroud 31. The L-shaped corner rubber sleeves 24 cover the metal edge areas of the second plate 22. When the second plate 22 comes into contact with the shroud 31, this prevents paint wear, scratches, and structural damage caused by hard contact.

[0052] Based on the above description of specific embodiments, the transfer plate device for the train maintenance operation platform provided by this utility model has the following advantages compared with the prior art:

[0053] First, the side of the first skid plate facing the train is configured as an independently responsive structure composed of multiple smaller second skid plates. Each second skid plate is connected to the first skid plate via a damping hinge. The second skid plate facing the train fairing rotates relative to the first skid plate due to the obstruction of the fairing, forming an angle with the first skid plate and hovering above the fairing. This enables the skid plate structure to undergo localized adaptive deformation within the contact area, effectively preventing damage such as paint scratches, coating peeling, or structural deformation on the fairing surface caused by hard collisions or continuous compression. This significantly improves compatibility and operational safety for various vehicle models.

[0054] Secondly, L-shaped corner rubber sleeves are provided at the two corners of the second slab to prevent paint wear, scratches and structural damage caused by hard contact.

[0055] Finally, it should be noted that the terms "comprising," "including," or any other variations thereof as used herein are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising a…" does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0056] This utility model is not limited to the above-described preferred embodiments. Anyone should know that structural changes made under the guidance of this utility model, and any technical solutions that are the same as or similar to this utility model, fall within the protection scope of this utility model.

Claims

1. A ramp device for a train maintenance work platform, comprising a platform assembly and a ramp assembly, wherein the platform assembly includes a track slab and guardrails disposed on both sides of the track slab, and the ramp assembly is disposed on the side of the platform assembly facing the train, and is driven by a cylinder to switch between a horizontal working state and a vertically retracted state, characterized in that... The skid assembly includes: The first ramp, the first side of which is rotatably disposed on the side of the ramp facing the platform assembly; Multiple second transition plates are arranged sequentially along the length of the first transition plate, and the second transition plates are rotatably mounted on the second side of the first transition plate away from the platform assembly; a damping hinge is provided between the second transition plate and the first transition plate.

2. The transfer plate device for the train maintenance operation platform according to claim 1, characterized in that, The cylinder is mounted on the bottom surface of the paving plate, with its cylinder body tail end rotatably connected to the paving plate and its piston rod end hinged to the first paving plate.

3. The transfer plate device for the train maintenance operation platform according to claim 2, characterized in that, The piston rod end of the cylinder is hinged to the first ferrule via a connecting rod, which is fixed to the side of the first ferrule facing the platform assembly.

4. The gantry device for the train maintenance operation platform according to claim 1, characterized in that, The second skid plate is a rectangular plate structure, with L-shaped corner rubber sleeves at the two corners of its edge facing the train fairing.

5. The slab device for the train maintenance work platform according to claim 1, characterized in that, The minimum starting torque of the damping hinge is greater than the static torque generated by the weight of the second slab and its associated components.

6. The skid plate device for the train maintenance operation platform according to claim 1, characterized in that, A cushioning pad is provided on the side of the guardrail facing the ramp assembly.

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