CN111422216B - Rail car overspeed intercepting device - Google Patents
Rail car overspeed intercepting device Download PDFInfo
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- CN111422216B CN111422216B CN202010281522.9A CN202010281522A CN111422216B CN 111422216 B CN111422216 B CN 111422216B CN 202010281522 A CN202010281522 A CN 202010281522A CN 111422216 B CN111422216 B CN 111422216B
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- car
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
- B61K7/00—Railway stops fixed to permanent way; Track brakes or retarding apparatus fixed to permanent way; Sand tracks or the like
- B61K7/02—Track brakes or retarding apparatus
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
- B61K7/00—Railway stops fixed to permanent way; Track brakes or retarding apparatus fixed to permanent way; Sand tracks or the like
- B61K7/16—Positive railway stops
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Abstract
The invention provides a rail car overspeed intercepting device which comprises an intercepting car allowing a rail car to pass through from the upper part, wherein the inside of the intercepting car comprises a first sliding block, a second sliding block, a braking sliding block and a car catcher, which are arranged side by side, when the overspeed car passes through, the second sliding block is driven to drive the braking sliding block to slide backwards, so that the car catcher is released, and the car catcher is matched with the rail car to realize the interception of the overspeed car. The overspeed intercepting device for the rail car provided by the invention has the advantages that: the detection and the interception of the rail car running at an overspeed are realized through a pure mechanical structure, the influence on the car running normally is avoided, the requirement on a working scene is reduced, the applicability is wide, and the front and the back of the interception car are respectively provided with the brake spring and the car arrester, so that the interception performance is improved.
Description
Technical Field
The invention relates to the technical field of rail transit safe operation, in particular to a rail car overspeed intercepting device.
Background
With the continuous improvement of the industrial development level, the requirements on the safety and the reliability of rail transit are higher and higher, and in the scenes of mining locomotives, freight locomotives and the like, due to the large load, the complex environment and the large control difficulty in stall, overspeed vehicles need to be found and intercepted in time; in the prior art, a speed measuring sensor is mainly used for detecting the movement speed of a locomotive and the locomotive is subjected to deceleration interception by a car arrester, but the technical scheme of detecting by the sensor and sending an interception signal is not suitable for all scenes because the scene environments are complex and high humidity even no extreme condition of power equipment exists.
Disclosure of Invention
The technical problem to be solved by the invention is to provide a device for intercepting a rail vehicle running at an overspeed by using a pure mechanical structure, thereby overcoming the limitation of an extreme scene on the prior art.
The invention solves the technical problems through the following technical scheme: a rail car overspeed intercepting device comprises an intercepting car arranged below the surface of a rail car, wherein the rail car can pass through the upper part of the intercepting car, and the moving direction of the rail car is the forward direction; the interior of the intercepting truck is sequentially provided with a first sliding block, a second sliding block and a braking sliding block in parallel along the track direction, a first driving lever and a second driving lever which can be in contact with an axle of the rail car are sequentially arranged on the first sliding block and the second sliding block on two sides of the braking sliding block along the forward direction, the first driving lever and the second driving lever can drive the first sliding block and the second sliding block to slide along the reverse direction when being pressed down along the forward direction, and at least the first sliding block can be automatically reset;
a pin with the end part abutting against the side surface of the first sliding block is vertically arranged in the braking sliding block, the tail end of the pin is extruded into the sliding space of the second sliding block when the first sliding block slides reversely, and the pin can automatically leave the sliding space of the second sliding block when the first sliding block returns to a natural state;
the intercepting car is also internally provided with a car catcher positioned behind the second driving lever, the brake slide block is provided with a locking rod for locking the car catcher, the second slide block can drive the brake slide block to move reversely when impacting the tail end of the pin, the locking rod is disengaged from the car catcher, the car catcher can be bounced to be in limit fit with an axle of the rail car, and the reverse end face of the intercepting car is connected with a brake spring parallel to the rail.
According to the invention, the rail car passes through the first deflector rod and the second deflector rod which are arranged at intervals, if the time difference that the rail car passes through the first deflector rod and the second deflector rod is short, the second sliding block can drive the brake sliding block to act so as to release the car catcher, so that the interception of the overspeed car is realized, the detection and the interception of the overspeed car can be realized by a pure mechanical device, the requirement on a use scene is reduced, and the rail car has high adaptability.
Preferably, the first deflector rod and the second deflector rod are respectively arranged on two polished rods perpendicular to the rail in a penetrating mode, and the first sliding block and the second sliding block are respectively provided with a stop block which is in butt fit with one surface, facing the rail car, of the first deflector rod and the second deflector rod.
Preferably, when the first deflector rod and the second deflector rod are respectively abutted to the stop block and are approximately in a vertical state, gaps are formed between the bottoms of the first deflector rod and the second deflector rod and the upper surfaces of the first sliding block and the second sliding block.
Preferably, one end of the first sliding block and one end of the second sliding block, which are far away from the rail car, are respectively and fixedly connected with a return spring which is parallel to the rail.
Preferably, the side surface of the first slider facing the brake slider sequentially comprises a first contact surface, a transition surface and a second contact surface along the positive direction, the distance between the second contact surface and the brake slider is smaller than that between the first contact surface and the second contact surface, and the first contact surface is transited to the second contact surface along the transition surface.
Preferably, the pin is sleeved with a pin spring limited between the end of the pin and the side surface of the brake slider, and the end of the pin is hemispherical.
Preferably, the car catcher comprises a fixed rod fixed in the intercepting car along the direction vertical to the track and a car catching plate arranged on the fixed rod in a penetrating manner, and the car catching plate is provided with a locking groove matched with the locking rod and a car catching groove matched with the axle of the railcar towards the direction of the railcar; the opening width of the locking groove is smaller than the diameter of the locking rod, a notch for releasing the locking groove is formed in the position where the locking rod is matched with the locking groove, and the locking rod rotates to enable the locking groove to be separated from the locking rod from the notch; after the locking groove is disengaged from the locking rod, the car catching plate can rotate around the fixing rod to enable the car catching groove to rise to the height of the car axle.
Preferably, the fixed rod is sleeved with two car catching plates which are fixedly connected through a connecting rod parallel to the fixed rod, the fixed rod is sleeved with a double torsion spring between the two car catching plates, mounting feet at two ends of the double torsion spring are abutted to the bottom surface of the intercepting truck, and a connecting part in the middle of the double torsion spring is abutted to a rod body of the connecting rod; when the bottom surface of the car catching plate is in contact with the bottom surface of the intercepting car, the car catching groove is positioned at the height of the axle.
Preferably, the end part of the brake slider facing the vehicle catcher is provided with a brake block, a driving block rotating along with a locking rod is fixed on the locking rod, and the locking rod is positioned above the brake block; one side of the driving block, which is back to the rail car, is abutted to the braking block, and the driving block is pushed by the braking block to drive the locking rod to rotate when the braking block moves reversely.
Preferably, the device also comprises a car arrester arranged below the surface of the rail running vehicle, wherein the car arrester is arranged in front of the intercepting vehicle and comprises a fixed plate, a car arrester plate and a car arrester spring positioned between the fixed plate and the car arrester plate; the car stopping plate and the fixing plate are perpendicular to the rail and located on one side close to the intercepting car, the fixing plate is fixedly arranged, and two sides of the car stopping plate are clamped by the rail.
The overspeed intercepting device for the rail car provided by the invention has the advantages that: the detection and interception of the rail car running at an overspeed are realized through a pure mechanical structure, the normally running trolley is not influenced, the requirement on a working scene is reduced, the applicability is wide, and the front and the rear of the interception car are respectively provided with the brake spring and the car arrester, so that the interception performance is improved; the locking rod is provided with a notch, so that the locking rod can be conveniently released and locked with the locking groove through rotation.
Drawings
Fig. 1 is a schematic view of a railcar overspeed intercepting apparatus provided by an embodiment of the present invention;
FIG. 2 is a schematic view of an intercepting truck of the overspeed intercepting apparatus of a rail car provided in the embodiment of the present invention;
FIG. 3 is a top view of a railcar overspeed intercepting apparatus intercepting truck provided by an embodiment of the present invention;
FIG. 4 is a schematic view of a second slide block of the overspeed intercepting apparatus of a rail car according to an embodiment of the present invention;
FIG. 5 is a cross-sectional view of a railcar overspeed interceptor provided by an embodiment of the present invention;
fig. 6 is a schematic view of a car catching plate and a locking lever of the overspeed intercepting apparatus of a railway car according to an embodiment of the present invention;
fig. 7 is a schematic view of a double torsion spring of the railway car overspeed intercepting apparatus according to the embodiment of the present invention.
Detailed Description
In order that the objects, technical solutions and advantages of the present invention will become more apparent, the present invention will be further described in detail with reference to the accompanying drawings in conjunction with the following specific embodiments.
As shown in fig. 1, the present embodiment provides a railcar overspeed intercepting device, which includes an intercepting truck 3 disposed below the driving surface of a track 1, wherein a railcar 2 can pass above the intercepting truck 3, and the moving direction of the railcar 2 is the forward direction; with reference to fig. 2, a first slider 31, a second slider 32 and a brake slider 33 are sequentially arranged in the interceptor car 3 side by side along the track direction, and a first driving lever 311 and a second driving lever 321 which can contact with the axle of the railcar 2 are sequentially arranged on the first slider 31 and the second slider 32 along the forward direction; when the first and second levers 311 and 321 are pressed down in the forward direction, the first and second sliders 31 and 32 can be driven to slide in the reverse direction, and at least the first slider 31 can be automatically reset.
Referring to fig. 3, a pin 331 with an end abutting against a side surface of the first slider 31 is vertically arranged inside the braking slider 33, when in a natural state, the end of the pin 331 is located inside the braking slider 33, when the first slider 31 moves in a reverse direction, the pin 331 is pressed, so that the end of the pin 331 enters a sliding space of the second slider 32, and when the first slider 31 returns to the natural state, the pin 331 can automatically leave the sliding space of the second slider 32;
referring to fig. 2 again, a car catcher 34 behind the second shift lever 32 is further arranged in the interceptor car 3, a locking rod 341 for locking the car catcher 34 is arranged on the brake sliding block 33, the locking rod 341 can be driven to rotate to unlock the car catcher 34 when the brake sliding block 33 slides reversely, the car catcher 34 can be bounced to be in limit fit with an axle of the rail car 2, and a brake spring 4 parallel to the rail 1 is connected to the reverse end surface of the interceptor car 3; in this embodiment, a spring plate 41 fixedly engaged with the brake spring 4 is fixedly disposed below the track surface.
The operating principle of the overspeed intercepting device for the rail car provided by the embodiment is as follows: when the first driving lever 311 and the second driving lever 321 are in a vertical state in a natural state, the rail vehicle 2 moves forward along the rail, the axle impacts the first driving lever 311 first, the first driving lever 311 drives the first sliding block 31 to move reversely to compress the pin 331, the tail end of the pin 331 is pressed into the sliding space of the second sliding block 32, after the rail vehicle 2 drives the first driving lever 311, the first sliding block 31 automatically moves forward, the pin 331 automatically leaves the sliding space of the second sliding block 32, then the rail vehicle 2 impacts the second driving lever 321, the second sliding block 32 reversely slides, and if the pin 331 completely leaves the sliding space of the second sliding block 32 at the moment, the second sliding block 32 can normally move, and the braking sliding block 33 is kept static; if the pin 331 does not completely leave the sliding space of the second slider 32 at this time, the second slider 32 will collide with the pin 331, so that the second slider 32 drives the brake slider 33 to move reversely, the locking rod 341 rotates to disengage with the catcher 34, the catcher 34 ascends to be in limit engagement with the axle of the railcar 2, the railcar 2 pushes the whole interceptor to advance, the brake spring 4 is stretched to provide the movement resistance, and finally the railcar 2 is stopped.
On the basis of the technical scheme of intercepting the overspeed railcar 2 by the cooperation of the first slider 31 and the second slider 32 provided by the embodiment, considering the redundancy design, a person skilled in the art can set more sliders to intercept the overspeed railcar 2 in multiple ways, thereby ensuring the intercepting effect.
The intercepting vehicle 3 adaptability be provided with wheel 37 to can rotate between both sides track 1 and advance, if the inconvenient time of advancing of driving intercepting vehicle 3 through wheel 37 of topography, can be with the lateral wall butt of intercepting vehicle 3 both sides respectively with both sides track 1, and cancel wheel 37, change the motion mode of intercepting vehicle 3 into and slide along the track lateral wall and advance.
Before use, the distance between the first shifting lever 311 and the second shifting lever 321 needs to be determined, and an approximate result can be obtained through theoretical calculation and then adjusted; the embodiment provides: the first driving lever 311 and the second driving lever 321 are kept at a sufficient distance, the rail car 2 is made to pass through the intercepting device at the critical speed, the relation between the distance of the tail end of the pin 331 entering the sliding space of the second slide block 32 and the relation between the reverse movement distance of the second slide block 32 and the time is recorded, and the distance between the first driving lever 311 and the second driving lever 321 at the critical speed is determined by combining the relations, so that the second slide block 32 just moves to the pin 331 when the pin 331 completely leaves the sliding space of the second slide block 32 under the impact of the critical speed.
Or, the first shift lever 311 and the second shift lever 321 at different distances may be tested to obtain threshold speed values at different distances, and the distance may be determined according to the threshold value of the overspeed.
The moving positions of all parts can be recorded through a high-speed camera, for the convenience of observation, the opposite surfaces of the second sliding block 32 and the brake sliding block 33 are mutually contacted smooth surfaces, the friction force of the contact surface of the second sliding block 31 and the brake sliding block 33 is reduced as much as possible, and the tail end of the pin 331 is located at the contact surface position of the brake sliding block 33 and the second sliding block 32 in a natural state.
When the distance between the first driving lever 311 and the second driving lever 321 is determined in an actual test, the conditions such as the track gradient need to be considered; in addition, since the present embodiment is mainly directed to freight locomotives, the rail car 2 may be in a full-load state during the preliminary experiment. The above method of determining first lever 311 and second lever 321 may also be obtained by modeling a simulation run.
According to the implementation, the overspeed vehicle is intercepted through the time difference between the first deflector rod 311 and the second deflector rod 312 according to the rail car 2, the overspeed vehicle can be detected and intercepted by a pure mechanical device, the requirement on a use scene is reduced, and the adaptability is high.
Referring to fig. 2 again, the motion fit relationship between the first slider 31 and the second slider 32 is the same, and the first slider 31 is taken as an example for description; the first driving lever 311 is arranged on the polish rod 35 perpendicular to the rail 1 in a penetrating manner, and the first sliding block 31 is provided with a stop block 312 which is in butt fit with one surface of the first driving lever 311 facing the rail car 2; when the railcar 2 collides with the first shift lever 311, the first shift lever 311 rotates around the polished rod 35, and the lower side of the first shift lever 311 applies a reverse force to the stopper 312, thereby driving the first slider 31 to slide in the reverse direction. In order to ensure that the lower side of the first shift lever 311 does not interfere with the upper surface of the first slider 31 during the entire rotation process, a gap needs to be maintained between the first shift lever 311 and the first slider 31, in the natural state shown in fig. 2, the first shift lever 311 is basically in a vertical state, at this time, a gap is formed between the bottom of the first shift lever 311 and the upper surface of the first slider 31, the bottom surface of the first shift lever 311 is an inclined surface, and the distance between the surface of the first shift lever 311, which is matched with the stopper 312, and the first slider 31 is small. In order to ensure that the bottom of the first driving lever 311 cannot be automatically matched due to the fact that the lifting height exceeds the height of the stop block 312 when the first sliding block 31 moving in the forward direction returns to the original position along the forward movement, the height of the polish rod 35 is lower and the height of the stop block 312 is higher during specific setting; the specific position and size can be set according to actual conditions.
The first slider 31 and the second slider 32 are respectively fixed with a return spring 36 parallel to the rail at one end far away from the rail car 2, two ends of the return spring 36 are respectively fixed by two bolts, and in a natural state, under the action of the return spring 36, the first shift lever 311 and the second shift lever 321 are respectively matched with the stop block and are basically in a vertical state.
In order to determine the position of the second lever 321, referring to fig. 4, in a preferred embodiment, the stopper on the second slider 32 is a sliding stopper 322, a sliding slot (not shown) for allowing the sliding stopper 322 to adjust the position in a sliding manner is formed in the second slider 32 along the length direction, a fixing bolt 323 capable of being in threaded engagement with a side wall of the sliding slot is vertically formed on the sliding stopper 322, and the sliding stopper 322 and the second slider 32 can be fixed relative to each other by tightening the fixing bolt 323; meanwhile, an adjusting groove 38 for fixing the polish rod 35 of the second shifting lever 321 to slide is formed in the side wall of the intercepting truck 3, the polish rod 35 can be adjusted in position along the adjusting groove 38, the polish rod 35 is locked in the adjusting groove 38 through a locking nut 351 in threaded fit with the two ends of the polish rod 35, and the position of the tail end of the second sliding block 32 and the position of the pin 331 can be basically overlapped by adjusting the positions of the second shifting lever 321 and the sliding stop block 322, so that when the second shifting lever 321 is driven, the second sliding block 32 can immediately touch the pin 331 which is not completely reset, and therefore, under the impact of the rail car 2 with critical speed, the axle position of the rail car 2 is determined to be the position of the second shifting lever 321 when the pin 331 is completely reset through early tests.
With reference to fig. 3, the side of the first slider 31 facing the brake slider 33 includes a first contact surface 313, a transition surface 314, and a second contact surface 315 in the forward direction, the first contact surface 313 and the second contact surface 315 are both viewed parallel to the brake pulley 33, and the second contact surface 315 is closer to the brake slider 33; the end of the pin 331 is initially in contact with the first contact surface 313, and the end of the pin 331 does not enter the sliding space of the second slider 32; when the first sliding block 31 moves reversely, the end of the pin 331 transitions along the transition surface 314 and finally abuts against the second contact surface 315, so that the end of the pin 331 is kept in the sliding space of the second sliding block 32; the transition surface 314 is preferably curved and tangent to the first contact surface 313 and the second contact surface 315, respectively. After the reverse movement of the first slide block 31 is stopped, the first slide block 31 moves along the forward direction under the action of the return spring 35 matched with the first slide block, and the pin end 331 is always abutted against the side surface of the first slide block 31 in the process; the pin 331 is sleeved with a pin spring 332 which is limited between the end of the pin 331 and the brake slider 33, and the pin 331 is driven to reset by the pin spring 332.
The pin 31 provided by this embodiment is not limited to a conventional pin structure that can be purchased directly on the market, and any structure that has a rod body and a rod cap that is in limit fit with the pin spring 332, and can make the rod body move linearly by driving of the rod cap can replace the pin 31 provided by this embodiment and achieve the same effect.
With reference to fig. 5, in this embodiment, the first sliding block 31, the second sliding block 32, and the third sliding block 33 are matched with the corresponding sliding grooves through the straight grooves and the convex keys arranged on the side surfaces to realize the limit in the vertical direction and the guide in the horizontal direction; since the second slider 32 and the catch slider 33 contact each other on their side surfaces, they share the same slide groove, and a straight groove and a convex key are provided on the non-engagement side.
Referring to fig. 2 again, the car catcher 34 includes a fixing rod 342 fixed in the interceptor car 3 along the vertical track 1, a car catching plate 343 inserted into the fixing rod 342, and referring to fig. 6, a locking groove 3431 engaged with the locking rod 341 and a car catching groove 3432 engaged with the axle of the railcar 2 are formed in the car catching plate 343 toward the railcar 2; the notch of the locking groove 3431 is preferably arc-shaped, the opening width is smaller than the diameter of the locking rod 341, a notch 3411 is formed at a position where the locking rod 341 is engaged with the locking groove 3431, and the locking groove 3431 can be disengaged from the notch 3411 by rotating the locking rod 341.
Specifically, two car catching plates 343 are sleeved on the fixing rod 342, the two car catching plates 343 are fixedly connected through a connecting rod 344 parallel to the fixing rod 342, a double torsion spring 5 shown in fig. 7 is sleeved on the fixing rod 342, the double torsion spring 5 is limited between the two car catching plates 343, mounting feet 51 at two ends of the double torsion spring 5 are abutted against the bottom surface of the intercepting truck 3, a connecting part 52 in the middle of the double torsion spring 5 is abutted against the connecting rod 344, when the locking groove 3431 is matched with the locking rod 341, the railcar 2 can directly pass above the car catching plates 343, when the locking groove 3431 is disengaged from the locking rod 341, the car catching plates can rotate around the fixing rod 342 under the action of the double torsion spring 5, so that the car catching groove 3432 is lifted to the axle height of the railcar 2, and at this time, the bottoms of the car catching plates 343 are in limit abutment with the bottoms of the; the rail car 2 is matched with the car catching groove 3432 to drive the intercepting car 3 to move together.
The end of the braking slider 33 facing the car catcher 34 is provided with a braking stopper 333, the locking rod 341 is fixedly provided with a driving block 345, the locking rod 341 is positioned above the braking stopper 333, when the locking groove 3431 is matched with the locking rod 341, the surface of the driving block 345 facing away from the railcar 2 is abutted against the braking stopper 333, when the railcar 2 is in overspeed movement, the movement time from the first driving lever 311 to the second driving lever 321 is reduced, so that the second slider 32 starts to slide reversely earlier, when the pin 331 does not return to the original state, the second slider 32 can move to the position of the pin 331 and impact the pin 331 to drive the braking slider 33 to move reversely, the reverse movement of the braking stopper 333 drives the driving block 345 to rotate, the locking rod 341 rotates along with the driving block 345 to make the opening direction of the notch 3411 and the locking groove 3431 close to be vertical, so that the locking groove 3431 is disengaged with the locking rod 341, the car catching plate 343 is driven to bounce by the double torsion, the axle of the rail car 2 is in limit fit with the car catching groove 3432.
In order to prevent the brake spring 4 from failing or even breaking due to too fast movement of the rail car 2, the car arrester 6 is further arranged in front of the interceptor car 3, the car arrester 6 is located below a rail surface and does not interfere with normal running of the rail car 2, the car arrester 6 comprises a fixed plate 61, a car arrester plate 62 and a car arrester spring 63 located between the fixed plate 61 and the car arrester plate 62, two ends of the car arrester spring 63 are respectively and fixedly matched with the fixed plate 61 and the car arrester plate 62, the fixed plate 61 is vertically arranged with the rail 1 and is relatively fixed with the rail 1, two sides of the car arrester plate 62 are clamped and fixed by the rails 1 on two sides and can slide along the rail; the car stopping plate 62 is positioned at one side close to the intercepting car 3, and when the intercepting car 3 collides with the car stopping plate 62, the car stopping plate 62 can be pushed to slide along the track 1 to compress the car stopping spring 63, so that the rail car 2 is gradually decelerated until stopping, and finally the following intercepting car 3 is pulled back by the brake spring 4; therefore, detection and interception of the rail car 2 running at an overspeed are realized, and the rail car running normally is not interfered.
The track 1 shown in the embodiment comprises an upper layer and a lower layer, wherein the upper layer is used for the passage of the rail car 2, and the lower layer is used for the linear motion of the intercepting device.
Claims (10)
1. The utility model provides a railcar hypervelocity intercepting device which characterized in that: the device comprises an intercepting vehicle arranged below the surface of a railway traveling vehicle, wherein the railway vehicle can pass through the upper part of the intercepting vehicle, and the moving direction of the railway vehicle is positive; the interior of the intercepting truck is sequentially provided with a first sliding block, a second sliding block and a braking sliding block in parallel along the track direction, a first driving lever and a second driving lever which can be in contact with an axle of the rail car are sequentially arranged on the first sliding block and the second sliding block on two sides of the braking sliding block along the forward direction, the first driving lever and the second driving lever can drive the first sliding block and the second sliding block to slide along the reverse direction when being pressed down along the forward direction, and at least the first sliding block can be automatically reset;
a pin with the end part abutting against the side surface of the first sliding block is vertically arranged in the braking sliding block, the tail end of the pin is extruded into the sliding space of the second sliding block when the first sliding block slides reversely, and the pin can automatically leave the sliding space of the second sliding block when the first sliding block returns to a natural state;
the intercepting car is also internally provided with a car catcher positioned behind the second driving lever, the brake slide block is provided with a locking rod for locking the car catcher, the second slide block can drive the brake slide block to move reversely when impacting the tail end of the pin, the locking rod is disengaged from the car catcher, the car catcher can be bounced to be in limit fit with an axle of the rail car, and the reverse end face of the intercepting car is connected with a brake spring parallel to the rail.
2. The railway car overspeed intercepting apparatus according to claim 1, wherein: first driving lever and second driving lever wear to establish respectively on two and track vertically polished rods, be provided with respectively on first slider and the second slider with first driving lever and second driving lever towards railcar one side butt complex dog.
3. The railway car overspeed intercepting apparatus according to claim 2, wherein: when the first deflector rod and the second deflector rod are respectively abutted against the stop block and are approximately in a vertical state, gaps are formed between the bottoms of the first deflector rod and the second deflector rod and the upper surfaces of the first sliding block and the second sliding block.
4. The railway car overspeed intercepting apparatus according to claim 1, wherein: and one ends of the first sliding block and the second sliding block, which are far away from the rail car, are respectively and fixedly connected with a return spring which is parallel to the rail.
5. The railway car overspeed intercepting apparatus according to claim 1, wherein: the side face, facing the brake sliding block, of the first sliding block sequentially comprises a first contact surface, a transition surface and a second contact surface along the forward direction, the distance between the second contact surface and the brake sliding block is smaller than that of the first contact surface, and the first contact surface is transited to the second contact surface along the transition surface.
6. The railway car overspeed intercepting apparatus according to claim 5, wherein: the pin is sleeved with a pin spring limited between the end part of the pin and the side surface of the brake sliding block, and the end part of the pin is hemispherical.
7. The railway car overspeed intercepting apparatus according to claim 1, wherein: the car catcher comprises a fixed rod and a car catching plate, wherein the fixed rod is fixed in the intercepting car along the direction vertical to the track, the car catching plate is arranged on the fixed rod in a penetrating mode, and a locking groove matched with the locking rod and a car catching groove matched with the axle of the track car are formed in the car catching plate towards the track car; the opening width of the locking groove is smaller than the diameter of the locking rod, a notch for releasing the locking groove is formed in the position where the locking rod is matched with the locking groove, and the locking rod rotates to enable the locking groove to be separated from the locking rod from the notch; after the locking groove is disengaged from the locking rod, the car catching plate can rotate around the fixing rod to enable the car catching groove to rise to the height of the car axle.
8. The railway car overspeed intercepting apparatus according to claim 7, wherein: the fixed rod is sleeved with two car catching plates which are fixedly connected through a connecting rod parallel to the fixed rod, the fixed rod is sleeved with a double torsion spring between the two car catching plates, mounting feet at two ends of the double torsion spring are abutted to the bottom surface of the intercepting truck, and a connecting part in the middle of the double torsion spring is abutted to a rod body of the connecting rod; when the bottom surface of the car catching plate is in contact with the bottom surface of the intercepting car, the car catching groove is positioned at the height of the axle.
9. The railway car overspeed intercepting apparatus according to claim 8, wherein: the end part of the brake sliding block facing the vehicle catcher is provided with a brake stop block, a driving block rotating along with a locking rod is fixed on the locking rod, and the locking rod is positioned above the brake stop block; one side of the driving block, which is back to the rail car, is abutted to the braking block, and the driving block is pushed by the braking block to drive the locking rod to rotate when the braking block moves reversely.
10. The railway car overspeed intercepting apparatus according to claim 1, wherein: the device comprises a rail running surface, a car arrester, a car stopping spring and a car arrester fixing plate, wherein the car arrester is arranged below the rail running surface and is arranged in front of an intercepting car; the car stopping plate and the fixing plate are perpendicular to the rail and located on one side close to the intercepting car, the fixing plate is fixedly arranged, and two sides of the car stopping plate are clamped by the rail.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010281522.9A CN111422216B (en) | 2020-04-10 | 2020-04-10 | Rail car overspeed intercepting device |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010281522.9A CN111422216B (en) | 2020-04-10 | 2020-04-10 | Rail car overspeed intercepting device |
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| CN111422216A CN111422216A (en) | 2020-07-17 |
| CN111422216B true CN111422216B (en) | 2021-03-16 |
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| CN114670891A (en) * | 2022-03-30 | 2022-06-28 | 平煤神马建工集团矿山建设工程有限公司 | Inclined roadway roadster protector during shaft building |
| CN115179991A (en) * | 2022-06-13 | 2022-10-14 | 华能伊春热电有限公司 | Track backstop structure |
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| CN203651811U (en) * | 2014-01-23 | 2014-06-18 | 陆立明 | Inclination rail over-speed car arresting device |
| CN204605844U (en) * | 2015-02-25 | 2015-09-02 | 钟洪斌 | Anti-race stop device |
| CN105818836B (en) * | 2016-04-01 | 2018-05-08 | 程焱磊 | Buffer-type automatic car catcher |
| CN209290419U (en) * | 2018-11-27 | 2019-08-23 | 陕西陕煤铜川矿业有限公司下石节煤矿 | A kind of New type manual track Obstruct apparatus |
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