CN214648298U - Rail mounted vehicle buffer stop - Google Patents
Rail mounted vehicle buffer stop Download PDFInfo
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- CN214648298U CN214648298U CN202120877992.1U CN202120877992U CN214648298U CN 214648298 U CN214648298 U CN 214648298U CN 202120877992 U CN202120877992 U CN 202120877992U CN 214648298 U CN214648298 U CN 214648298U
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Abstract
The utility model discloses a rail vehicle anti-collision device, which is used for the anti-collision of a rail vehicle system, the rail vehicle system comprises a rail and a plurality of rail vehicles connected on the rail, the plurality of rail vehicles are all provided with anti-collision devices and running driving mechanisms for driving the rail vehicles to advance, and the running driving mechanisms of the plurality of rail vehicles are all connected with commercial power; the anti-collision device comprises: the first electromagnet is arranged at the head of the rail vehicle; the second electromagnet is arranged at the tail of the rail vehicle; the control unit is respectively connected with the mains supply, the first electromagnet and the second electromagnet and is used for controlling the first electromagnet and the second electromagnet to be powered on or powered off; when adjacent rail mounted vehicles face each other front and back, the second electromagnet on the tail of the rail mounted vehicle in front is just opposite to the first electromagnet on the head of the rail mounted vehicle behind in the front in the same polarity.
Description
Technical Field
The utility model relates to a rail vehicle safety auxiliary device field especially relates to a rail mounted vehicle buffer stop.
Background
The anti-collision device is required to be arranged between the vehicles according to the requirements of large-scale amusement facilities of rail vehicles such as sliding vehicles, overhead touring vehicles and the like, so that the accidents caused by collision of front and rear vehicles due to accidents (brake failure, vehicle blockage and the like) of the vehicles in the running process are prevented.
Traditional buffer stop sets up anticollision baffle for the plantago and adds the spring, and the rear of a vehicle sets up the block rubber, and its buffering effect is poor, and the baffle adds the easy rust easy card of spring, and the block rubber is easy ageing fracture and inefficacy, in case the collision, and is big to the impact force of passenger and vehicle, causes personnel and equipment accident easily.
Disclosure of Invention
In view of this, the utility model aims at providing a carry out reliable, response quick and maintain convenient, with low costs, factor of safety is high rail mounted vehicle buffer stop.
In order to realize the technical purpose, the utility model adopts the technical scheme that:
a rail vehicle anti-collision device is used for anti-collision of a rail vehicle system, the rail vehicle system comprises a rail and a plurality of rail vehicles connected to the rail, the plurality of rail vehicles are respectively provided with an anti-collision device and an operation driving mechanism used for driving the rail vehicles to advance, and the operation driving mechanisms of the plurality of rail vehicles are connected with a mains supply; the anti-collision device comprises:
the first electromagnet is arranged at the head of the rail vehicle;
the second electromagnet is arranged at the tail of the rail vehicle;
the control unit is respectively connected with the mains supply, the first electromagnet and the second electromagnet and is used for controlling the first electromagnet and the second electromagnet to be powered on or powered off;
when adjacent rail-mounted vehicles face each other front and back, the second electromagnet on the tail of the front rail-mounted vehicle is opposite to the first electromagnet on the head of the rear rail-mounted vehicle in the same polarity.
As a possible implementation manner, further, a line of the operation driving mechanism, which is connected to the commercial power, is further connected to the control unit, and the control unit controls the on-off of the circuit of the operation driving mechanism and the commercial power.
As a preferred implementation option, preferably, the control unit includes a pair of control subunits corresponding to the first electromagnet and the second electromagnet one by one, and the pair of control subunits respectively control the first electromagnet and the second electromagnet to be powered on or powered off.
As a better implementation choice, preferably, the control subunit includes a photoelectric sensing switch B1, and the photoelectric sensing switch B1 is disposed at a head of the control subunit corresponding to the first electromagnet or a tail of the control subunit corresponding to the second electromagnet, and is configured to sense approaching or departing of an adjacent rail vehicle.
As a preferred implementation option, preferably, the control subunit further includes an operating contactor KM, which is connected to a line connecting the operating driving mechanism of the rail vehicle to the commercial power, and is configured to control on/off of the operating driving mechanism of the rail vehicle and the commercial power.
As a preferred implementation choice, preferably, the first electromagnet and the second electromagnet are both horseshoe-shaped electromagnets, and coils are wound on both ends of the horseshoe-shaped electromagnet, and after the horseshoe-shaped electromagnet is powered, one end of the horseshoe-shaped electromagnet is an N pole, and the other end of the horseshoe-shaped electromagnet is an S pole.
As a preferred implementation option, preferably, the first electromagnet and the second electromagnet are both connected to the rail vehicle through a connecting member; the connecting piece include:
the connecting shell is of a shell structure with an open end, a profiling accommodating cavity matched with the profile of the first electromagnet or the second electromagnet is arranged in the connecting shell, the first electromagnet or the second electromagnet is arranged in the profiling accommodating cavity, the two U-shaped ends of the first electromagnet or the second electromagnet face the open end of the connecting shell, a threading through groove is formed in the middle of the connecting shell far away from the open end of the connecting shell, the threading through groove is used for leading out two ends of a coil wound on the first electromagnet or the second electromagnet, connecting plates used for being fixedly connected with the rail-type vehicle are further arranged on two sides of the connecting shell far away from the open end of the connecting shell, and mounting through holes are formed in the connecting plates;
and the restraint plates are of L-shaped structures and are in a pair, and are fixedly arranged on two sides of the open end of the connecting shell to restrain and fix the first electromagnet or the second electromagnet in the profiling accommodating cavity.
As a preferred implementation choice, preferably, the first electromagnet and/or the second electromagnet are/is further sleeved with a damping sleeve formed by an elastic material, when the first electromagnet or the second electromagnet is arranged in the connecting shell, the outer wall of the damping sleeve is attached to the inner wall of the profiling accommodating cavity, and two ends of a coil wound on the first electromagnet or the second electromagnet are led out from between the outer wall of the damping sleeve and the inner wall of the profiling accommodating cavity and penetrate out of the connecting shell through the threading through groove; the wall thickness of shock attenuation cover is 3 ~ 5 mm.
As a preferred implementation option, preferably, the control subunit further includes: an AC/DC converter Q, a first intermediate relay, a second intermediate relay,
the AC/DC converter Q is provided with an alternating current input end and a direct current output end, the alternating current input end and the direct current output end of the AC/DC converter Q both comprise two connecting ports, the first intermediate relay comprises a control coil KA1 and a normally open switch KA1-1, and the second intermediate relay comprises a control coil KA2 and a normally closed switch KA 2-1; the photoelectric sensing switch B1 is a four-wire photoelectric sensing switch, and is provided with two power supply connection ports and two switch connection ports;
in addition, two connection ports of an alternating current input end of the AC/DC converter Q are respectively connected with a live wire L and a zero wire N of a commercial power, one connection port of a direct current output end of the AC/DC converter Q is respectively connected with one power supply connection port and one switch connection port of the photoelectric sensing switch B1, the other switch connection port of the photoelectric sensing switch B1 is sequentially connected in series with a control coil KA1 of a first intermediate relay and a control coil KA2 of a second intermediate relay and then is connected to the other connection port of the direct current output end of the AC/DC converter Q, and the other power supply connection port of the photoelectric sensing switch B1 is connected to the other connection port of the direct current output end of the AC/DC converter Q;
one end of a coil wound on the first electromagnet or the second electromagnet is connected to a zero line of commercial power, the other end of the coil wound on the first electromagnet or the second electromagnet is connected with one end of a normally open switch KA1-1, and the other end of the normally open switch KA1-1 is connected to a live wire of the commercial power;
one end of the operating contactor KM is connected to a zero line of commercial power, the other end of the operating contactor KM is connected to one end of a normally closed switch KA2-1, and the other end of the normally closed switch KA2-1 is connected to a live line of the commercial power.
Based on foretell buffer stop, the utility model also provides a rail mounted vehicle anticollision method based on this buffer stop, it includes the aforesaid rail mounted vehicle buffer stop, anticollision method include:
the photoelectric sensing switch B1 responds to the approach signal of the adjacent rail type vehicle;
the distance between adjacent rail-mounted vehicles is judged,
when the distance between adjacent rail-mounted vehicles is smaller than the induction triggering distance of the photoelectric induction switch B1, the photoelectric induction switch B1 acts to be closed, a control coil KA1 of a first intermediate relay is powered on immediately, a normally open switch KA1-1 is closed, a first electromagnet or a second electromagnet controlled by a control subunit corresponding to the photoelectric induction switch B1 is powered on, meanwhile, a control coil KA2 of a second intermediate relay is powered on, a normally closed switch KA2-1 is opened, a running contactor KM is enabled to interrupt a running driving mechanism of the rail-mounted vehicles and a mains supply, the rail-mounted vehicles lose active driving power, and the purpose that the adjacent rail-mounted vehicles repel and collide at dangerous distances by electromagnets is achieved;
when the distance between adjacent rail type vehicles is larger than the induction triggering distance of the photoelectric induction switch B1, the photoelectric induction switch B1 acts to be disconnected, then the control coil KA1 of the first intermediate relay is powered off, the normally open switch KA1-1 is disconnected, the first electromagnet or the second electromagnet controlled by the control subunit corresponding to the photoelectric induction switch B1 is powered off, meanwhile, the control coil KA2 of the second intermediate relay is powered off, the normally closed switch KA2-1 is closed, the running contactor KM is enabled to connect the running driving mechanism of the rail type vehicles with the mains supply, the rail type vehicles obtain active driving power, and normal work of the adjacent rail type vehicles in the safe distance is achieved.
Adopt foretell technical scheme, compared with the prior art, the utility model, its beneficial effect who has is: the scheme ingeniously arranges the electromagnets at the head and the tail of the rail vehicle, when the adjacent rail vehicles approach to the dangerous distance through the electromagnets, the electromagnets are electrified, larger repulsive force is generated between the electromagnets through accessing commercial power, the speed of reducing the dangerous distance between the adjacent rail vehicles is greatly reduced, even the dangerous distance is directly blocked by the repulsive force, the adjacent rail vehicles are directly and relatively paused in the dangerous distance, and the safety accident caused by collision of the two vehicles is avoided, the device is novel, intelligent and reliable, can perform collision avoidance between the vehicles in the operation of large amusement facilities such as the rail vehicles, can effectively replace the original collision avoidance measures in the forms of buffer cushions and springs, can realize certain intelligent control, is used as a set of complete collision avoidance system, and has stronger innovation, when the anti-collision function is realized, the power of the running driving mechanism of the vehicle can be cut off, the comfort is improved while the safety of passengers is ensured, and the performance of each aspect is qualitatively changed.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.
FIG. 1 is a schematic diagram of the application of the embodiment of the present invention;
FIG. 2 is a schematic diagram of the connection principle of the solution of the present invention;
fig. 3 is a schematic circuit structure diagram of a control subunit according to the present invention;
fig. 4 is a schematic diagram of the repelling principle of the first electromagnet and the second electromagnet according to the scheme of the invention;
fig. 5 is one of the schematic explosion diagrams of the first electromagnet or the second electromagnet and the connecting piece according to the present invention, wherein the coil wound on the electromagnet is not shown;
fig. 6 is a second schematic diagram of the schematic connection of the first electromagnet or the second electromagnet and the connecting member according to the present invention, wherein the coil wound on the electromagnet is not shown;
fig. 7 is a schematic connection diagram of the first electromagnet or the second electromagnet and the connecting member according to the present invention, wherein the coil wound on the electromagnet is not shown.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings and examples. It is to be noted that the following examples are only for illustrating the present invention, but do not limit the scope of the present invention. Similarly, the following embodiments are only some but not all embodiments of the present invention, and all other embodiments obtained by those skilled in the art without any inventive work are within the scope of the present invention.
As shown in one of fig. 1 to 7, the utility model relates to a rail vehicle collision avoidance device, which is used for collision avoidance of a rail vehicle system, wherein the rail vehicle system comprises a rail 1 and a plurality of rail vehicles 2 connected to the rail 1, the plurality of rail vehicles 2 are provided with collision avoidance devices and operation driving mechanisms 21 for driving the rail vehicles to advance, and the operation driving mechanisms 21 of the plurality of rail vehicles 2 are connected to a commercial power 5; the anti-collision device comprises:
the first electromagnet 3 is arranged at the head of the rail vehicle 2;
the second electromagnet 4 is arranged at the tail of the rail vehicle 2;
the control unit 6 is respectively connected with the mains supply 5, the first electromagnet 3 and the second electromagnet 4 and is used for controlling the first electromagnet 3 and the second electromagnet 4 to be powered on or powered off;
when the adjacent rail-mounted vehicles 2 face each other front and back, the second electromagnet 4 on the tail of the front rail-mounted vehicle 2 faces the first electromagnet 3 on the head of the rear rail-mounted vehicle 2 in the same pole.
In this embodiment, in order to prevent the operation driving mechanism 21 of the rail vehicle 2 from actively operating and causing collision avoidance when the control unit 6 controls the first electromagnet 3 or the second electromagnet 4 to be powered on, as a possible implementation manner, further, a line of the operation driving mechanism connected to the commercial power is connected to the control unit, and the control unit controls the on/off of the circuit of the operation driving mechanism 21 and the commercial power 5.
In order to improve the control accuracy and avoid the failure of the entire anti-collision device due to the damage of one of the electromagnet circuits, in this embodiment, as a preferred implementation choice, the control unit 6 preferably includes a pair of control subunits 61 corresponding to the first electromagnets 3 and the second electromagnets 4 one by one, and the pair of control subunits 61 respectively controls the power-on or power-off of the first electromagnets 3 and the second electromagnets 4.
In order to accurately and conveniently judge the approaching and the departing of the adjacent track-mounted vehicles 2, as a preferred implementation choice, it is preferable that the control subunit 61 of the present embodiment includes a photoelectric sensing switch B1, and the photoelectric sensing switch B1 is disposed at the head of the control subunit 61 where the first electromagnet 3 is located or at the tail of the control subunit 61 where the second electromagnet 4 is located, and is used for sensing the approaching or the departing of the adjacent track-mounted vehicles 2.
Meanwhile, in this embodiment, as a preferred implementation option, preferably, the control subunit 61 further includes an operating contactor KM, and the operating contactor KM is connected to a line, which is connected to the commercial power 5, of the operating driving mechanism 21 of the rail vehicle 2, and is used for controlling the on-off of the operating driving mechanism 21 of the rail vehicle 2 and the commercial power 5.
In this embodiment, as a preferred implementation option, preferably, the first electromagnet 3 and the second electromagnet 4 are both horseshoe-shaped electromagnets, and both ends of the horseshoe-shaped electromagnet are wound with coils, and after the horseshoe-shaped electromagnet is powered, one end of the horseshoe-shaped electromagnet is an N pole, and the other end of the horseshoe-shaped electromagnet is an S pole.
In order to stably and conveniently fix the first electromagnet 3 and the second electromagnet 4, in this embodiment, as a preferred implementation choice, it is preferable that both the first electromagnet 3 and the second electromagnet 4 are connected with the rail vehicle 2 through a connecting member; the connecting piece include:
the connecting shell 7 is of a shell structure with an open end, a profiling accommodating cavity 71 which is matched with the outline of the first electromagnet 3 or the second electromagnet 4 is arranged in the connecting shell 7, the first electromagnet 3 or the second electromagnet 4 is arranged in the profiling accommodating cavity 71, the two U-shaped ends of the first electromagnet 3 or the second electromagnet 4 face the open end of the connecting shell 7, a threading through groove 72 is arranged in the middle of the connecting shell 7 far away from the open end, the threading through groove 72 is used for leading out two ends of a coil wound on the first electromagnet 3 or the second electromagnet 4, connecting plates 73 which are fixedly connected with the rail vehicle 2 are further arranged on two sides of the connecting shell 7 far away from the open end, and mounting through holes 74 are formed in the connecting plates;
the restraint plates 75 are of an L-shaped structure, are paired, and are fixedly arranged on two sides of the open end of the connecting shell 7 to restrain and fix the first electromagnet 3 or the second electromagnet 4 in the profiling accommodating cavity 71.
In order to avoid damage or cracking of the first electromagnet 3 or the second electromagnet 4 caused by vibration impact during long-term operation of the rail vehicle 2, as a preferred implementation choice, preferably, the first electromagnet 3 and/or the second electromagnet 4 are/is further sleeved with a damping sleeve 76 formed by an elastic material, when the first electromagnet 3 or the second electromagnet 4 is arranged in the connecting shell 7, the outer wall of the damping sleeve 76 is attached to the inner wall of the profiling accommodating cavity 71, and two ends of a coil wound on the first electromagnet 3 or the second electromagnet 4 are led out from between the outer wall of the damping sleeve 76 and the inner wall of the profiling accommodating cavity 71 and penetrate out of the connecting shell 7 through the threading through groove 72; the wall thickness of the damping sleeve 76 is 3-5 mm.
In terms of circuit structure, as a preferred implementation choice, it is preferable that the control subunit 61 further includes: an AC/DC converter Q, a first intermediate relay, a second intermediate relay,
the AC/DC converter Q is provided with an alternating current input end and a direct current output end, the alternating current input end and the direct current output end of the AC/DC converter Q both comprise two connecting ports, the first intermediate relay comprises a control coil KA1 and a normally open switch KA1-1, and the second intermediate relay comprises a control coil KA2 and a normally closed switch KA 2-1; the photoelectric sensing switch B1 is a four-wire photoelectric sensing switch, and is provided with two power supply connection ports and two switch connection ports;
in addition, two connection ports of an alternating current input end of the AC/DC converter Q are respectively connected with a live wire L and a zero wire N of a commercial power, one connection port of a direct current output end of the AC/DC converter Q is respectively connected with one power supply connection port and one switch connection port of the photoelectric sensing switch B1, the other switch connection port of the photoelectric sensing switch B1 is sequentially connected in series with a control coil KA1 of a first intermediate relay and a control coil KA2 of a second intermediate relay and then is connected to the other connection port of the direct current output end of the AC/DC converter Q, and the other power supply connection port of the photoelectric sensing switch B1 is connected to the other connection port of the direct current output end of the AC/DC converter Q;
one end of a coil wound on the first electromagnet or the second electromagnet is connected to a zero line of commercial power, the other end of the coil wound on the first electromagnet or the second electromagnet is connected with one end of a normally open switch KA1-1, and the other end of the normally open switch KA1-1 is connected to a live wire of the commercial power;
one end of the operating contactor KM is connected to a zero line of commercial power, the other end of the operating contactor KM is connected to one end of a normally closed switch KA2-1, and the other end of the normally closed switch KA2-1 is connected to a live line of the commercial power.
Based on foretell buffer stop, the utility model also provides a rail mounted vehicle anticollision method based on this buffer stop, it includes the aforesaid rail mounted vehicle buffer stop, anticollision method include:
the photoelectric sensing switch B1 responds to the approach signal of the adjacent rail type vehicle;
the distance between adjacent rail-mounted vehicles is judged,
when the distance between adjacent rail-mounted vehicles is smaller than the induction triggering distance of the photoelectric induction switch B1, the photoelectric induction switch B1 acts to be closed, a control coil KA1 of a first intermediate relay is powered on immediately, a normally open switch KA1-1 is closed, a first electromagnet or a second electromagnet controlled by a control subunit corresponding to the photoelectric induction switch B1 is powered on, meanwhile, a control coil KA2 of a second intermediate relay is powered on, a normally closed switch KA2-1 is opened, a running contactor KM is enabled to interrupt a running driving mechanism of the rail-mounted vehicles and a mains supply, the rail-mounted vehicles lose active driving power, and the purpose that the adjacent rail-mounted vehicles repel and collide at dangerous distances by electromagnets is achieved;
when the distance between adjacent rail type vehicles is larger than the induction triggering distance of the photoelectric induction switch B1, the photoelectric induction switch B1 acts to be disconnected, then the control coil KA1 of the first intermediate relay is powered off, the normally open switch KA1-1 is disconnected, the first electromagnet or the second electromagnet controlled by the control subunit corresponding to the photoelectric induction switch B1 is powered off, meanwhile, the control coil KA2 of the second intermediate relay is powered off, the normally closed switch KA2-1 is closed, the running contactor KM is enabled to connect the running driving mechanism of the rail type vehicles with the mains supply, the rail type vehicles obtain active driving power, and normal work of the adjacent rail type vehicles in the safe distance is achieved.
The scheme can be used for the collision avoidance of rail type vehicles in amusement parks and can also be used for the collision avoidance of cable car vehicles and other rail type vehicles.
The above only is the partial embodiment of the utility model discloses a not therefore restriction the utility model discloses a protection scope, all utilize the utility model discloses equivalent device or equivalent flow transform that the content of description and drawing was done, or direct or indirect application in other relevant technical field, all the same reason is included in the patent protection scope of the utility model.
Claims (9)
1. A rail vehicle anti-collision device is used for anti-collision of a rail vehicle system, the rail vehicle system comprises a rail and a plurality of rail vehicles connected to the rail, the plurality of rail vehicles are respectively provided with an anti-collision device and an operation driving mechanism used for driving the rail vehicles to advance, and the operation driving mechanisms of the plurality of rail vehicles are connected with a mains supply; it is characterized in that the anti-collision device comprises:
the first electromagnet is arranged at the head of the rail vehicle;
the second electromagnet is arranged at the tail of the rail vehicle;
the control unit is respectively connected with the mains supply, the first electromagnet and the second electromagnet and is used for controlling the first electromagnet and the second electromagnet to be powered on or powered off;
when adjacent rail-mounted vehicles face each other front and back, the second electromagnet on the tail of the front rail-mounted vehicle is opposite to the first electromagnet on the head of the rear rail-mounted vehicle in the same polarity.
2. The anti-collision device for rail vehicles according to claim 1, wherein the line of the operation driving mechanism connected to the commercial power is further connected to the control unit, and the control unit controls the on/off of the circuit of the operation driving mechanism and the commercial power.
3. The anti-collision device for a rail vehicle as claimed in claim 2, wherein the control unit comprises a pair of control subunits corresponding to the first electromagnet and the second electromagnet in a one-to-one manner, and the pair of control subunits respectively control the first electromagnet and the second electromagnet to be powered on or powered off.
4. The anti-collision device for the rail-type vehicle as claimed in claim 3, wherein the control subunit comprises a photoelectric sensing switch B1, and the photoelectric sensing switch B1 is disposed at the head of the control subunit corresponding to the first electromagnet or at the tail of the control subunit corresponding to the second electromagnet and is used for sensing the approaching or departing of the adjacent rail-type vehicle.
5. The rail vehicle anti-collision device according to claim 4, wherein the control subunit further comprises an operating contactor KM, which is connected to a line connecting the operating driving mechanism of the rail vehicle to the commercial power and is used for controlling the operating driving mechanism of the rail vehicle to be connected with or disconnected from the commercial power.
6. The anti-collision device for a rail vehicle as claimed in claim 5, wherein the first electromagnet and the second electromagnet are both horseshoe-shaped electromagnets, and coils are wound around both ends of the horseshoe-shaped electromagnet, and when the horseshoe-shaped electromagnet is energized, one end of the horseshoe-shaped electromagnet is N-pole and the other end of the horseshoe-shaped electromagnet is S-pole.
7. The rail vehicle bump guard of claim 6, wherein the first electromagnet and the second electromagnet are each coupled to the rail vehicle by a coupling; the connecting piece include:
the connecting shell is of a shell structure with an open end, a profiling accommodating cavity matched with the profile of the first electromagnet or the second electromagnet is arranged in the connecting shell, the first electromagnet or the second electromagnet is arranged in the profiling accommodating cavity, the two U-shaped ends of the first electromagnet or the second electromagnet face the open end of the connecting shell, a threading through groove is formed in the middle of the connecting shell far away from the open end of the connecting shell, the threading through groove is used for leading out two ends of a coil wound on the first electromagnet or the second electromagnet, connecting plates used for being fixedly connected with the rail-type vehicle are further arranged on two sides of the connecting shell far away from the open end of the connecting shell, and mounting through holes are formed in the connecting plates;
and the restraint plates are of L-shaped structures and are in a pair, and are fixedly arranged on two sides of the open end of the connecting shell to restrain and fix the first electromagnet or the second electromagnet in the profiling accommodating cavity.
8. The anti-collision device for the rail-type vehicle as claimed in claim 6, wherein the first electromagnet and/or the second electromagnet are/is further sleeved with a damping sleeve formed by elastic materials, when the first electromagnet or the second electromagnet is arranged in the connecting shell, the outer wall of the damping sleeve is attached to the inner wall of the profiling accommodating cavity, two ends of a coil wound on the first electromagnet or the second electromagnet are led out from between the outer wall of the damping sleeve and the inner wall of the profiling accommodating cavity, and penetrate out of the connecting shell through the threading through groove; the wall thickness of shock attenuation cover is 3 ~ 5 mm.
9. A rail vehicle bump guard as claimed in any one of claims 6 to 8, wherein the control subunit further includes: an AC/DC converter Q, a first intermediate relay, a second intermediate relay,
the AC/DC converter Q is provided with an alternating current input end and a direct current output end, the alternating current input end and the direct current output end of the AC/DC converter Q both comprise two connecting ports, the first intermediate relay comprises a control coil KA1 and a normally open switch KA1-1, and the second intermediate relay comprises a control coil KA2 and a normally closed switch KA 2-1; the photoelectric sensing switch B1 is a four-wire photoelectric sensing switch, and is provided with two power supply connection ports and two switch connection ports;
in addition, two connection ports of an alternating current input end of the AC/DC converter Q are respectively connected with a live wire L and a zero wire N of a commercial power, one connection port of a direct current output end of the AC/DC converter Q is respectively connected with one power supply connection port and one switch connection port of the photoelectric sensing switch B1, the other switch connection port of the photoelectric sensing switch B1 is sequentially connected in series with a control coil KA1 of a first intermediate relay and a control coil KA2 of a second intermediate relay and then is connected to the other connection port of the direct current output end of the AC/DC converter Q, and the other power supply connection port of the photoelectric sensing switch B1 is connected to the other connection port of the direct current output end of the AC/DC converter Q;
one end of a coil wound on the first electromagnet or the second electromagnet is connected to a zero line of commercial power, the other end of the coil wound on the first electromagnet or the second electromagnet is connected with one end of a normally open switch KA1-1, and the other end of the normally open switch KA1-1 is connected to a live wire of the commercial power;
one end of the operating contactor KM is connected to a zero line of commercial power, the other end of the operating contactor KM is connected to one end of a normally closed switch KA2-1, and the other end of the normally closed switch KA2-1 is connected to a live line of the commercial power.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202120877992.1U CN214648298U (en) | 2021-04-26 | 2021-04-26 | Rail mounted vehicle buffer stop |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202120877992.1U CN214648298U (en) | 2021-04-26 | 2021-04-26 | Rail mounted vehicle buffer stop |
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| Publication Number | Publication Date |
|---|---|
| CN214648298U true CN214648298U (en) | 2021-11-09 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202120877992.1U Active CN214648298U (en) | 2021-04-26 | 2021-04-26 | Rail mounted vehicle buffer stop |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113060176A (en) * | 2021-04-26 | 2021-07-02 | 福建省特种设备检验研究院 | Rail type vehicle anti-collision device and anti-collision method |
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2021
- 2021-04-26 CN CN202120877992.1U patent/CN214648298U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113060176A (en) * | 2021-04-26 | 2021-07-02 | 福建省特种设备检验研究院 | Rail type vehicle anti-collision device and anti-collision method |
| CN113060176B (en) * | 2021-04-26 | 2024-05-31 | 福建省特种设备检验研究院 | Rail vehicle anti-collision device and method |
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