CN112441052B

CN112441052B - Rollover prevention device for railway vehicle and railway vehicle

Info

Publication number: CN112441052B
Application number: CN201910816992.8A
Authority: CN
Inventors: 许玉红; 梁钰琪; 毛光丙; 梅雄; 余跃
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2019-08-30
Filing date: 2019-08-30
Publication date: 2022-04-15
Anticipated expiration: 2039-08-30
Also published as: CN112441052A

Abstract

The invention discloses a side turning prevention device for a railway vehicle and the railway vehicle, wherein the railway vehicle is suitable for running along a track, the track comprises two track beams, a channel is defined between the two track beams, running wheels of the railway vehicle are suitable for being supported on the two track beams to run, guide wheels of the railway vehicle are suitable for being matched with the two track beams to guide, each track beam is provided with a baffle extending towards the inside of the channel, the side turning prevention device comprises a side turning prevention piece and a rotating device, the side turning prevention piece is positioned in the channel, two ends of the length of the side turning prevention piece are respectively stopped below the baffles on two sides, and the rotating device is connected with the side turning prevention piece so that the side turning prevention piece can rotate around a rotating axis extending along the vertical direction. According to the rollover prevention device for the railway vehicle, the overhauling, debugging and the like of the railway vehicle are facilitated.

Description

Rollover prevention device for railway vehicle and railway vehicle

Technical Field

The invention relates to the technical field of rail transit, in particular to a side turning prevention device for a rail vehicle and the rail vehicle.

Background

In the related art, a rollover prevention device of a rail vehicle, such as a rubber-tyred tram, may be engaged with a rollover prevention flange on a rail beam to prevent the rail vehicle from being accidentally overturned. However, the anti-rollover device is poor in universality, and under the condition that the rail vehicle needs to be lifted up during maintenance, debugging and the like of the rail vehicle, the anti-rollover device needs to be firstly detached from a rail beam in order to avoid being clamped on the rail beam, so that time and labor are wasted, the detaching process is complicated, and the service life of easily-damaged parts is prolonged.

Disclosure of Invention

The present invention is directed to solving at least one of the problems of the prior art. Therefore, the invention provides the rollover prevention device for the railway vehicle, which is convenient for overhauling, debugging and the like of the railway vehicle.

The invention also provides a railway vehicle with the anti-rollover device.

According to a first aspect of the present invention, an anti-rollover device for a rail vehicle, the rail vehicle being adapted to run along a rail track, the rail track comprising two rail beams defining a channel therebetween, running wheels of the rail vehicle being adapted to be supported on the two rail beams, guide wheels of the rail vehicle being adapted to be guided in cooperation with the two rail beams, each rail beam having a barrier plate extending into the channel, the anti-rollover device comprising: the anti-rollover piece is positioned in the channel, and two ends of the length of the anti-rollover piece are respectively stopped below the baffles on two sides; and a rotation device connected to the anti-rollover piece so that the anti-rollover piece is rotatable about a rotation axis extending in an up-down direction.

According to the anti-rollover device for the railway vehicle, under the condition that the railway vehicle needs to be lifted during maintenance, debugging and the like of the railway vehicle, the anti-rollover device can rotate around the rotating axis, the anti-rollover device does not need to be dismounted, and time and labor are saved.

In some embodiments, the rotating device comprises: the anti-rollover piece is supported on the rotating base and is in running fit with the rotating base; a mounting arm mounting the rotating bed to a body or a bogie of the rail vehicle.

In some embodiments, the rotating base is one and is arranged at the middle position of the bottom of the anti-rollover piece.

In some embodiments, the swivel base is mounted by two of the mounting arms distributed on either side of the width of the anti-rollover piece.

In some embodiments, the swivel base comprises: the base plate part is provided with a first inner hole; the adapter part comprises an upper part and a lower part, the lower part is arranged in the first inner hole, the upper part is provided with a second inner hole, and the anti-rollover piece comprises a shaft section arranged in the second inner hole; a first bearing fitted between the first bore and the lower portion; a second bearing fitted between the second bore and the shaft segment.

In some embodiments, the rollover prevention apparatus further comprises: a locking device switchable between a locked state in which the locking device locks the anti-rollover piece in the working position and an unlocked state in which the anti-rollover piece is released by the locking device to be rotatable.

In some embodiments, the locking device includes at least two locking arms spaced apart along a length direction of the anti-rollover member, each of the locking arms is mounted to a body or a bogie of the railway vehicle, and each of the locking arms includes a liftable locking member, and the anti-rollover member has a locking portion corresponding to each of the locking members.

In some embodiments, the locking arm comprises: the upper segment portion and the lower segment portion that interior overcoat was established and locate the upper segment portion with adjust locking mechanical system between the lower segment portion, adjust locking mechanical system and be used for adjusting and locking the upper segment portion with the relative position of lower segment portion, the locking piece is established the bottom of lower segment portion.

In some embodiments, the lower section is sleeved outside the upper section, and the adjustment locking mechanism includes an internal thread formed on an inner surface of the lower section and an external thread formed on an outer surface of the upper section, the internal thread being threadedly engaged with the external thread.

In some embodiments, the upper section is sleeved outside the lower section, a piston cavity and a communication cavity are formed in the lower section, and the adjusting and locking mechanism includes: the piston comprises a rod part and a head part, the head part is arranged in the piston cavity and divides the piston cavity into a first cavity and a second cavity which are positioned at two sides of the head part, the upper end of the rod part is connected with the upper section part, and the lower end of the rod part extends into the first cavity and is connected with the head part; and a valve switchable between a closed state in which the communication chamber is blocked and an open state in which the communication chamber is opened, wherein the length of the lock arm is adjustable in the open state, and the length of the lock arm is locked in the closed state.

A rail vehicle according to a second aspect of the invention comprises: a vehicle body; the bogie is arranged on the vehicle body and is provided with a walking wheel and a guide wheel; according to the rollover prevention apparatus for a railway vehicle of the above first aspect of the present invention, the rollover prevention apparatus is mounted to the bogie or the vehicle body.

According to the rail vehicle, the rollover prevention device is adopted, so that the maintenance, the debugging and the like of the rail vehicle are facilitated, and the driving safety of the rail vehicle is ensured.

Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.

Drawings

FIG. 1 is a schematic view of an anti-rollover device according to one embodiment of the present invention;

FIG. 2 is an enlarged view of portion A circled in FIG. 1;

FIG. 3 is a schematic view of the assembly of the anti-rollover element and the rolling bodies shown in FIG. 1;

FIG. 4 is a schematic view of the locking arm shown in FIG. 1;

FIG. 5 is a schematic view of the rollover prevention device and the track shown in FIG. 1;

FIG. 6 is another schematic view of the rollover prevention device and track shown in FIG. 5;

FIG. 7 is still another schematic view of the rollover prevention device and track shown in FIG. 5;

FIG. 8 is a schematic illustration of the rollover prevention device during a lift of the rail vehicle with the locking device in a locked condition in accordance with one embodiment of the present invention;

FIG. 9 is an enlarged view of portion B encircled in FIG. 8;

FIG. 10 is another schematic illustration of the rollover prevention device illustrated in FIG. 8 during a lifting of the rail vehicle with the locking device in an unlocked condition;

FIG. 11 is an enlarged view of the portion C circled in FIG. 10;

FIG. 12 is yet another schematic illustration of the rollover prevention device shown in FIG. 10 during lifting of the rail vehicle;

FIG. 13 is still another schematic illustration of the rollover prevention device illustrated in FIG. 10 during lifting of the rail vehicle;

FIG. 14 is a schematic view of the rollover prevention device and the track, with the locking device in a locked condition, according to another embodiment of the present invention;

FIG. 15 is another schematic view of the rollover prevention device and track in accordance with another embodiment of the invention, wherein the locking device is in an unlocked state;

FIG. 16 is a cross-sectional view of the locking arm shown in FIG. 14 with the valve in an open valve state;

FIG. 17 is a schematic illustration of a rail vehicle and rail according to one embodiment of the present invention;

FIG. 18 is a partial schematic view of a rail vehicle and rail according to another embodiment of the invention;

FIG. 19 is a partial schematic view of a rail vehicle and rail according to yet another embodiment of the invention;

fig. 20 is a partial schematic view of a rail vehicle and a rail according to yet another embodiment of the invention.

Reference numerals:

a rail vehicle 200; a rail 201;

a channel 2010; a rail beam 2011; a baffle 2011 a; a running surface 2011 b; guide surfaces 2011 c; a guide rail 2012;

a vehicle body 101; a bogie 102; running wheels 1021; a guide wheel 1022;

an anti-rollover device 100;

an anti-rollover unit 1; a rotation axis 10; a shaft section 11; a connecting section 12; a lock position portion 121;

a rotating device 2; a rotating base 21; a mounting arm 22;

a chassis portion 211; the first bore 2111;

an adapter section 212; an upper portion 2121; a second bore 2121 a; a lower portion 2122;

a first segment 2122 a; a second segment 2122 b;

a first bearing 213;

a second bearing 214;

a locking device 3; a lock arm 31;

a locking member 311; an operation portion 3111;

an upper section 312;

a lower section 313; piston cavity 3131; a communicating chamber 3132; a first surface 3133; a second surface 3134;

first cavity 3131 a; a second cavity 3131 b; a first opening 3132 a; a second opening 3132 b;

a first through hole 3133 a; a second through hole 3134 a;

an adjustment locking mechanism 314;

an internal thread 3141; external threads 3142;

a piston 3143; a lever portion 3143 a; a head portion 3143 b; bearing support 3143 c;

a valve 3144; a blocking piece 3144 a; a handle 3144 b;

a partition 3145;

a rolling body 4; and a bearing 40.

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.

The following disclosure provides many different embodiments, or examples, for implementing different features of the invention. To simplify the disclosure of the present invention, the components and arrangements of specific examples are described below. Of course, they are merely examples and are not intended to limit the present invention. Furthermore, the present invention may repeat reference numerals and/or letters in the various examples. This repetition is for the purpose of simplicity and clarity and does not in itself dictate a relationship between the various embodiments and/or configurations discussed. In addition, the present invention provides examples of various specific processes and materials, but one of ordinary skill in the art may recognize the applicability of other processes and/or the use of other materials.

The rollover prevention apparatus 100 for a railway vehicle 200 according to an embodiment of the present invention will be described with reference to fig. 1 to 17.

The rail vehicle 200 is suitable for running along the rail 201, the rail 201 comprises two rail beams 2011, a passage 2010 is defined between the two rail beams 2011, the passage 2010 can be used as an escape passage, an overhaul passage or the like, the traveling wheels 1021 of the rail vehicle 200 are suitable for being supported on the two rail beams 2011 to travel, the upper surface of the rail beam 2011 can be formed into a traveling surface 2011b, the guide wheels 1022 of the rail vehicle 200 are suitable for being matched with the two rail beams 2011 to guide, the rail beam 2011 can be provided with a guide surface 2011c, and the guide wheels 1022 are matched with the guide surfaces 2011c to realize guide; all have the baffle 2011a that extends towards in the passageway 2010 on every track roof beam 2011, two baffles 2011a can be respectively from corresponding spigot surface 2011c orientation near each other's direction level or slope extension, and when rail vehicle 200 accident turned on one's side, anti-rollover device 100 can cooperate with baffle 2011a, avoids rail vehicle 200 accident to turn over, guarantees rail vehicle 200's operation safety.

The track 201 may be an external guide track, an internal guide track, an intermediate guide track, or the like. For example, as shown in fig. 17, the rail 201 is an inner guide type rail, the guide wheels 1022 of the rail vehicle 200 are adapted to be matched with the channel 2010 for guiding, the side surface of the rail beam 2011 defining the channel 2010 may have a guide surface 2011c, and then the guide wheels 1022 are adapted to be matched with the side wall of the channel 2010 for guiding; for another example, as shown in fig. 18, the rail 201 is an external guide rail, the guide wheels 1022 of the rail vehicle 200 are adapted to be matched with the external side surface of the rail 201 for guiding, and one side surface of the rail beams 2011 facing away from each other may have a guide surface 2011c, when the guide wheels 1022 are located outside the channel 2010; for another example, as shown in fig. 19 and 20, the rail 201 is an intermediate guide rail, a guide rail 2012 may be disposed in the channel 2010, the guide rail 2012 has a guide surface 2011c, the guide wheel 1022 of the rail vehicle 200 may be located in the channel 2010, and the guide wheel 1022 is adapted to cooperate with the guide rail 2012 to achieve guidance; when the guide wheel 1022 is engaged with the guide rail 2012, the guide wheel 1022 may be horizontally disposed (for example, as shown in fig. 19), and the rotation axis of the guide wheel 1022 may vertically extend in the up-down direction, or the guide wheel 1022 may be obliquely disposed (for example, as shown in fig. 20), and the rotation axis of the guide wheel 1022 may obliquely extend in a direction forming an angle with the vertical direction.

In the following description, the track 201 is taken as an inner guiding track as an example for explanation. It will be apparent to those skilled in the art from this disclosure that the track 201 may be an outer guide track, an intermediate guide track, or other suitable track.

As shown in fig. 1 and 5, the rollover prevention apparatus 100 for a rail vehicle 200 according to the embodiment of the present invention includes a rollover prevention member 1, the rollover prevention member 1 is located in a tunnel 2010, the rollover prevention member 1 may extend in a width direction (for example, a left-right direction in fig. 5) of the tunnel 2010, and both ends of a length of the rollover prevention member 1 respectively stop below baffles 2011a on both sides, so that one end of the length of the rollover prevention member 1 stops below the baffle 2011a of one of the rail beams 2011, and the other end of the length of the rollover prevention member 1 stops below the baffle 2011a of the other rail beam 2011; when the rail vehicle 200 is inclined toward one side of its width (for example, the left side in fig. 5), one end (for example, the right end in fig. 5) of the anti-rollover unit 1 corresponding to the other side of the width of the rail vehicle 200 may be engaged with the barrier 2011a to prevent the rail vehicle 200 from rolling over, and also, when the rail vehicle 200 is inclined toward the other side of its width, one end of the anti-rollover unit 1 corresponding to the one side of the width of the rail vehicle 200 may be engaged with the barrier 2011a to prevent the rail vehicle 200 from rolling over.

Note that "both ends of the length of the anti-rollover piece 1 are stopped below the baffles 2011a on both sides" may include, but are not limited to, both ends of the length of the anti-rollover piece 1 being spaced below the baffles 2011a on both sides, for example, at least one of both ends of the length of the anti-rollover piece 1 may contact the lower surface of the corresponding baffle 2011 a.

For example, when the rail vehicle 200 normally runs, two ends of the length of the anti-rollover piece 1 are respectively arranged below the baffles 2011a at two sides at intervals, so that when the rail vehicle 200 normally runs, the rail vehicle 200 is allowed to have certain 'jumping' in the up-down direction, and the influence on the normal running of the rail vehicle 200 due to the interference between the anti-rollover piece 1 and the baffles 2011 is avoided; for another example, both ends of the length of the anti-rollover piece 1 may be respectively in corresponding contact with the lower surfaces of the two side baffles 2011a, the railway vehicle 200 normally operates, the anti-rollover piece 1 and the corresponding baffle 2011a may be in elastic contact, when the railway vehicle 200 is about to rollover, the anti-rollover piece 1 and the corresponding baffle 2011a may be in rigid contact, for example, both ends of the length of the anti-rollover piece 1 are respectively provided with an elastic component (such as a spring, etc.), and both ends of the length of the anti-rollover piece 1 are respectively provided with an accommodating cavity, one end of the elastic component extends into the accommodating cavity and can be abutted against the wall surface of the accommodating cavity, and the other end of the elastic component is abutted against the corresponding baffle 2011a, so that when the railway vehicle 200 normally runs, the anti-rollover piece 1 and the baffle 2011a may be in elastic contact, and the elastic component may be in a compressed state, when the railway vehicle 200 is about to rollover, the elastic component is continuously compressed, so that the elastic component is completely accommodated in the accommodating cavity, and the anti-rollover piece 1 and the baffle 2011a can be in rigid contact; for another example, one end of the length of the anti-rollover unit 1 is spaced below the corresponding barrier 2011a, and the other end of the length of the anti-rollover unit 1 contacts the lower surface of the corresponding barrier 2011a, and at this time, the other end of the length of the anti-rollover unit 1 and the lower surface of the corresponding barrier 2011a may be in elastic contact when the rail vehicle 200 normally travels or in rigid contact when the rail vehicle 200 rolls over. The "width direction of the passage 2010" may be understood as a width direction of the rail vehicle 200, and the width direction of the rail vehicle 200 may be perpendicular to a length direction of the rail vehicle 200.

As shown in fig. 1 and 2, the rollover prevention apparatus 100 further includes a rotation device 2, and the rotation device 2 is connected to the rollover prevention member 1 such that the rollover prevention member 1 is rotatable about a rotation axis 10 extending in the up-down direction, and the length of the projection of the rollover prevention member 1 on the cross section of the rail 201 during the rotation of the rollover prevention member 1 is changed accordingly, in other words, the length of the projection of the rollover prevention member 1 in the width direction of the passage 2010 (for example, the left-right direction in fig. 5) during the rotation of the rollover prevention member 1 is changed accordingly, that is, the length of the space occupied by the rollover prevention member 1 in the width direction of the passage 2010 is changed accordingly during the rotation of the rollover prevention member 1. Wherein the rotation axis 10 may extend vertically in the up-down direction.

For example, in use, the length direction of the anti-rollover 1 may be substantially parallel to the width direction of the channel 2010 such that both ends of the length of the anti-rollover 1 are stopped under the baffles 2011a on both sides, respectively; if the rail vehicle 200 needs to be lifted up for maintenance, debugging and the like of the rail vehicle 200, the anti-rollover unit 1 may be rotated around the rotation axis 10 (for example, as shown in fig. 10 to 13) to reduce the length of the projection of the anti-rollover unit 1 in the width direction of the tunnel 2010, for example, the length of the projection of the anti-rollover unit 1 in the width direction of the tunnel 2010 may be smaller than the interval between the side barriers 2011a (for example, as shown in fig. 12 and 13), at this time, the anti-rollover device 100 may not need to be disassembled, and the rail vehicle 200 may be lifted up smoothly, thereby effectively reducing the number of times of disassembling and assembling the anti-rollover device 100, improving the maintenance and debugging efficiency of the rail vehicle 200, and facilitating the operation. The lifting of the rail vehicle 200 may be achieved by a crane or a jack, but is not limited thereto.

It can be understood that the rotating device 2 and the anti-rollover element 1 can be fixedly connected or movably connected; for example, when the rotation device 2 is fixedly connected with the anti-rollover element 1, the rotation device 2 can drive the anti-rollover element 1 to rotate around the rotation axis 10, and for example, when the rotation device 2 is movably connected with the anti-rollover element 1, the rotation device 2 can be pivotally connected with the anti-rollover element 1, and at this time, the anti-rollover element 1 can rotate around the rotation axis 10 under the action of external force or the driving action of the rotation device 2. The power for the rotation of the anti-rollover unit 1 around the rotation axis 10 can be from the rotating device 2, or from other external forces, and it is only necessary to ensure that the anti-rollover unit 1 can rotate around the rotation axis 10 through the rotating device 2.

Therefore, according to the rollover prevention device 100 for the rail vehicle 200 of the embodiment of the invention, compared with the conventional technology, the rollover prevention device 100 is a rigid fixed rod, when the rail vehicle 200 needs to be lifted, the rollover prevention device 100 can be clamped under the baffle 2011a of the rail beam 2011, the rollover prevention device 100 needs to be firstly disassembled, so that the maintenance, debugging and other stages of the rail vehicle 200 are caused, the disassembly and assembly times of the rollover prevention device 100 are large, an operator needs to drill into the bottom of the rail vehicle 200, the bottom of the rail vehicle 200 has small operation space, wastes time and labor, the disassembly process is complicated, the service life of parts is easily consumed, and parts are lost, the rollover prevention member 1 in the application can rotate to a proper position around the rotation axis 10 under the condition that the rail vehicle 200 needs to be lifted on the premise of ensuring the rollover prevention effect, the rail vehicle 200 can be lifted smoothly, and the lifting or the crane of the rail vehicle 200 is facilitated, thereby having made things convenient for rail vehicle 200's maintenance, debugging etc. effectively having reduced assembly maintenance work load, labour saving and time saving has promoted maintenance efficiency, is convenient for guarantee the structural integrity of anti-rollover device 100, improves the life of anti-rollover device 100, and simple structure, design are nimble.

Here, the length of the projection of the anti-rollover 1 from the initial position (for example, an operating position described later) to the width direction of the tunnel 2010 is smaller than the interval between the two side baffles 2011a (for example, as shown in fig. 12 and 13), and at this time, the angle of rotation of the anti-rollover 1 is α, and α may be between 0 ° and 90 °, for example, α may be 45 °, but is not limited thereto, and α may also be 40 °, or 60 °, and the like.

In some embodiments of the present invention, as shown in fig. 1, the swivel device 2 includes a swivel base 21 and a mounting arm 22, the anti-rollover 1 is supported on the swivel base 21, and the anti-rollover 1 is in rotational engagement with the swivel base 21, and the mounting arm 22 mounts the swivel base 21 to the body 101 or the bogie 102 of the railway vehicle 200. From this, prevent that rollover unit 1 can rotate around rotation axis 10 for rotating base 21, rotary device 2 can play the supporting role to preventing rollover unit 1 simultaneously, guarantee the steady rotation of preventing rollover unit 1, when preventing rollover unit 1 along with rail vehicle 200's automobile body 101 upset to end with baffle 2011a simultaneously, rotary device 2 can bear certain pressure of drawing, the bearing capacity of preventing rollover unit 100 has been guaranteed, thereby the effect of preventing rollover unit 100 has been guaranteed, the driving safety of rail vehicle 200 has been guaranteed.

For example, in the example of fig. 1, a swivel base 21 may be provided at a lower side of the rollover prevention unit 1 to support the rollover prevention unit 1, a mounting arm 22 may extend in an up-down direction, an upper end of the mounting arm 22 may be connected to the vehicle body 101 or the bogie 102, and a lower end of the mounting arm 22 may be connected to the swivel base 21. When the anti-rollover unit 1 needs to rotate, the rotating base 21 can support the anti-rollover unit 1 to rotate smoothly as the rotating base 21 is mounted on the vehicle body 101 or the bogie 102 through the mounting arm 22; when the rollover prevention member 1 is turned over along with the vehicle body 101 to stop against the baffle 2011a, the rollover prevention effect of the rollover prevention device 100 can be ensured.

It is understood that the rollover prevention apparatus 100 may be directly mounted to the bogie 102 when the mounting arm 11 is directly mounted to the bogie 102, and the rollover prevention apparatus 100 may indirectly pull the vehicle body 101 through the bogie 102 if the rail vehicle 200 rolls over. When the mounting arm 22 is directly mounted on the car body 101, the anti-rollover device 100 can be directly mounted on the car body 101, and if the rail car 200 rolls over, the anti-rollover device 100 can directly pull the car body 101 through cooperation with the baffle 2011a, that is, the baffle 2011a can block the anti-rollover device 100 to prevent the anti-rollover device 100 from further rolling over, so as to prevent the car body 101 from rolling over, that is, the anti-rollover device 100 directly plays a role in preventing the car body 101 from rolling over, for the reason that the anti-rollover device 100 indirectly pulls the car body 101, the anti-rollover device 100 directly acts on the car body 101 with a pulling force, the car body 101 can be directly clamped on the rail beam 2011 when the car body 101 rolls over, at this time, the movement of the bogie 102 is also limited, so as to improve the anti-rollover effect, avoid accidental rollover of the whole car, avoid occurrence of serious rail traffic accidents, and improve the driving safety of the rail car 200, And (6) reliability.

Specifically, the number of the rotating bases 21 is one, and the rotating bases 21 are arranged at the middle positions of the bottoms of the anti-rollover pieces 1, so that the structure of the rotating device 2 is simplified, and meanwhile, the rotating bases 21 can stably support the anti-rollover pieces 1. For example, as shown in fig. 1 and 2, the swivel base 21 may be horizontally provided at the bottom of the rollover prevention unit 1, and the central axis of the swivel base 21 may be parallel to or coincide with the rotation axis 10. Wherein the rotation axis 10 may be a center line of the anti-rollover 1 in the length direction.

In the example of fig. 6 and 7, the swivel base 21 is mounted by two mounting arms 22 distributed on both sides of the width of the anti-rollover 1, that is, two mounting arms 22, the two mounting arms 22 being disposed at intervals in the width direction of the anti-rollover 1, each mounting arm 22 respectively connecting the swivel base 21 with the body 101 of the railway vehicle 200, or each mounting arm 22 respectively connects the swivel base 21 to the bogie 102 of the rail vehicle 200, or one of the two mounting arms 22 connects the swivel base 21 with the vehicle body 101 and the other one connects the swivel base 21 with the bogie 102, the mounting reliability of the swivel base 21 is ensured, so that the swivel device 2 has stable load-bearing capacity, meanwhile, the two mounting arms 22 are arranged along the width direction of the anti-rollover piece 1, so that the mounting arms 22 are prevented from blocking the rotation of the anti-rollover piece 1, and the smooth rotation of the anti-rollover piece 1 is ensured. In the width direction of the channel 2010, the two mounting arms 22 may be aligned or staggered; when the two mounting arms 22 are aligned in the width direction of the channel 2010, the two mounting arms 22 can be aligned with the middle position of the anti-rollover piece 1, so that the avoidance of the mounting arms 22 is further effectively realized, and the anti-rollover piece 1 has a larger rotation range.

Note that "the width direction of the anti-rollover 1" may be understood as the extending direction of the tunnel 2010 (for example, the front-rear direction in fig. 6 and 7).

In some embodiments of the present invention, as shown in fig. 2, the rotating base 21 includes a base plate portion 211, an adapter portion 212, a first bearing 213 and a second bearing 214, the base plate portion 211 may be formed in a plate-like structure, for example, a square plate-like structure, the base plate portion 211 may have a first inner hole 2111, the first inner hole 2111 may penetrate the base plate portion 211 in an up-and-down direction, the adapter portion 212 may be connected to the base plate portion 211, the adapter portion 212 includes an upper portion 2121 and a lower portion 2122, the upper portion 2121 and the lower portion 2122 are connected, the lower portion 2122 is disposed in the first inner hole 2111, the lower portion 2122 is directly or indirectly fitted in the first inner hole 2111, the upper portion 2121 has a second inner hole 2121a, the anti-rollover element 1 includes a shaft section 11 disposed in the second inner hole 2121a, the shaft section 11 is directly or indirectly fitted in the second inner hole 2121a, the shaft section 11 may extend downward to be disposed in the second inner hole 2121a, the first bearing 213 is fitted between the first inner hole 2111 and the lower portion 2122, the outer race of the first bearing 213 may mate with the first bore 2111, the lower portion 2122 with the inner race of the first bearing 213, and the second bearing 214 between the second bore 2121a and the shaft segment 11, the outer race of the second bearing 214 may mate with the second bore 2121a, and the shaft segment 11 with the inner race of the second bearing 214. From this, shaft segment 11 can rotate for chassis portion 211 through second bearing 214, has realized preventing the normal running fit of turning over piece 1 with rotating base 21, simultaneously through setting up switching portion 212, has made things convenient for arranging of first bearing 213 and second bearing 214 for the combination setting of first bearing 213 and second bearing 214 is convenient for promote rotary device 2's bearing capacity.

For example, the upper portion 2121 may be formed as a ring structure to define a second inner hole 2121a, the lower portion 2122 may be formed as a shaft-like structure, and the lower portion 2122 may include a first section 2122a and a second section 2122b arranged in an up-and-down direction, the first section 2122a is located at a lower side of the second section 2122b and is connected to the first section 2122a and the second section 2122b, the first section 2122a and the second section 2122b are each formed as a shaft-like structure, the first section 2122a is fitted to the first bearing 213, the second section 2122b is fitted to an upper side of the chassis portion 211, and a cross-sectional outer contour of the second section 2122b is located at an outer side of a wall surface of the first inner hole 2111 to facilitate connection of the adaptor portion 212 to the chassis portion 211.

It is understood that the first bore 2111 may also be formed as a blind bore; the radial dimension of the first bore 2111 may be constant or may vary throughout the axial direction of the first bore 2111, for example, the first bore 2111 may be formed as a stepped bore.

It will be appreciated that the anti-rollover 1 may be formed as a unitary structure or as a split structure, and that the anti-rollover 1 may include one or more connecting segments 12. For example, as shown in fig. 1 and 2, the anti-rollover 1 includes a plurality of connecting sections 12, the plurality of connecting sections 12 are sequentially connected along the length direction of the anti-rollover 1, and the shaft section 11 may be welded to one of the connecting sections 12; the inner ring of the first bearing 213 may be an interference fit with the lower portion 2122, the outer ring of the first bearing 213 may be an interference fit with the first bore 2111, the inner ring of the second bearing 214 may be an interference fit with the shaft segment 11, and the outer ring of the second bearing 214 may be an interference fit with the second bore 2121 a.

Alternatively, in the example of fig. 2, the first bearing 213 and the second bearing 214 may be correspondingly located at the middle position of the chassis portion 211, that is, the central axis of the first bearing 213, the central axis of the second bearing 2114 and the vertical central axis of the chassis portion 211 may be coincidently arranged; the first bearing 213 and the second bearing 214 are both tapered roller bearings, and the two tapered roller bearings can be installed face to face or back to back, so that the first bearing 213 and the second bearing 214 have good axial bearing capacity and radial bearing capacity after being assembled and installed, and the rotating device 2 is ensured to stably support the anti-rollover element 1. Of course, the first bearing 213 and the second bearing 214 may be other types of bearings, and are not limited to the tapered roller bearing.

It is to be understood that, as to the manner of limiting the first bearing 213 and the second bearing 214, after a person skilled in the art reads the technical solutions of the present application, it is obvious to understand the limitation of the first bearing 213 and the second bearing 213, for example, the first bearing 213 and the second bearing 214 may be limited by a limiting snap spring, etc., but not limited thereto.

In some embodiments of the present invention, as shown in fig. 1, the rollover prevention apparatus 100 further includes a locking device 3, the locking device 3 is switchable between a locking state (e.g., as shown in fig. 9) and an unlocking state (e.g., as shown in fig. 11), in the locking state, the locking device 3 locks the rollover prevention member 1 in the working position (e.g., as shown in fig. 5 and 8), the rollover prevention member 1 may be always in the working position, for example, the length direction of the rollover prevention member 1 may be always parallel to the width direction of the passage 2010, and when the rail vehicle 200 is accidentally rolled over, the rollover prevention member 1 may cooperate with the baffle 2011a to prevent the rail vehicle 200 from being accidentally rolled over; in the unlocked state, the anti-rollover 1 is released by the locking device 3 to be rotatable, and the anti-rollover 1 can be rotated about the axis of rotation 10, facilitating the raising of the rail vehicle 200.

For example, as shown in fig. 1 and 2, the locking device 3 includes at least two locking arms 31 arranged at intervals along the length direction of the anti-rollover piece 1, each locking arm 31 is mounted on the car body 101 or the bogie 102 of the railway car 200, each locking arm 31 includes a locking piece 311 capable of ascending and descending, and the anti-rollover piece 1 is provided with a locking portion 121 correspondingly matched with each locking piece 311; when the locking piece 311 is in locking engagement with the lock position portion 121, the locking device 3 can be switched to the locked state, the locking arm 31 can lock the anti-rollover 1 in the working position, preventing the anti-rollover 1 from rotating about the rotation axis 10, and when the locking piece 311 is out of engagement with the lock position portion 121, the locking device 3 can be switched to the unlocked state, and the anti-rollover 1 can rotate about the rotation axis 10.

For example, in the example of fig. 1 and 2, there are two lock arms 31, when the anti-rollover 1 is in the working position, the two lock arms 31 are spaced apart in the length direction of the anti-rollover 1, that is, the two lock arms 31 are spaced apart in the width direction of the passage 2010, each lock arm 31 extends in the up-down direction, the upper end of each lock arm 31 is mounted to the vehicle body 101 or the bogie 102, and the lock 311 can move in the up-down direction; the locking member 311 may be moved downwardly into locking engagement with the capture portion 121 or upwardly out of engagement with the capture portion 121. Of course, the lock arms 31 may be three or more.

Alternatively, in the example of fig. 2, the locking member 311 may be formed as a locking piece, and the lock position portion 121 may be formed as a lock position hole, and the lock position hole may be formed by recessing a part of the outer peripheral wall of the anti-rollover member 1, so that the locking member 311 and the lock position portion 121 have a simple structure and are reliably fitted. Of course, the locking member 311 may be formed as a locking hole, the locking portion 121 may be formed as a locking block, and the locking block may be formed by protruding a part of the outer peripheral wall of the anti-tipping member 1, and the locking engagement of the locking member 311 with the locking portion 121 may be achieved.

It is understood that the rollover prevention apparatus 100 may be directly mounted to the bogie 102 when the locking arm 31 is directly mounted to the bogie 102, and the rollover prevention apparatus 100 may indirectly pull the car body through the bogie 102 if the rail car 200 rolls over. When the locking arm 31 is installed on the car body 101, the anti-rollover device 100 may be directly installed on the car body 101, and if the rail car 200 rolls over, the anti-rollover device 100 may directly pull the car body 101 through cooperation with the baffle 2011a, that is, the baffle 2011a may block the anti-rollover device 100 to prevent the anti-rollover device 100 from further rolling over, so as to prevent the car body 101 from rolling over, that is, the anti-rollover device 100 directly plays a role in preventing the car body 101 from rolling over, for the reason that the anti-rollover device 100 indirectly pulls the car body 101, the anti-rollover device 100 directly acts on the car body 101 with a pulling force, the car body 101 may be directly clamped on the rail beam 2011 when the car body 101 rolls over, at this time, the movement of the bogie 102 may also be limited, and the anti-rollover effect may be improved.

Specifically, as shown in fig. 4 and 16, the locking arm 31 includes an upper section 312 and a lower section 313 sleeved inside and outside, and an adjusting locking mechanism 314 disposed between the upper section 312 and the lower section 313, the upper section 312 and the lower section 313 may both extend in the up-down direction, the upper end of the upper section 312 may be mounted on the vehicle body 101 or the bogie 102, the adjusting locking mechanism 314 is used to adjust and lock the relative positions of the upper section 312 and the lower section 313, the adjusting locking mechanism 314 may adjust the relative positions of the upper section 312 and the lower section 313 in the up-down direction to adjust the length of the locking arm 31, the position of the locking member 311 may be adjusted, and the adjusting locking mechanism 314 may lock the relative positions of the upper section 312 and the lower section 313 in the up-down direction to lock the length of the locking arm 31, and the position of the locking member 311 may be locked. Thus, the lock arm 31 is simple in structure and easy to implement, and the upper stage portion 312 and the lower stage portion 313 are easy to assemble. Alternatively, the upper section 312 may be sleeved outside the lower section 313, or the lower section 313 may be sleeved outside the upper section 312.

In the example of fig. 4 and 16, the locking member 311 may be disposed at the lower end of the locking arm 31, and the locking member 311 may be disposed at the bottom of the lower section 313 to facilitate the movement of the locking member 311 into and out of locking engagement with the locking portion 121. The locking piece 311 and the lower section 313 can be fixedly connected or movably connected; when the locking member 311 is movably connected to the lower section 313, the locking member 311 and the lower section 313 may be kept still in the vertical direction, and when the locking member 311 is fixedly connected to the lower section 313, the locking member 311 and the lower section 313 may be welded together.

Alternatively, in the example of fig. 4 and 16, the adjustment locking mechanism 314 is configured such that the relative positions of the upper section 312 and the lower section 313 can be continuously changed and can be locked in real time, and the adjustment locking mechanism 314 may be configured such that the length of the locking arm 31 can be continuously adjusted and can be locked in real time, at which time the length of the locking arm 31 can be adjusted to any value within a certain range by adjusting the locking mechanism 314, and the length of the locking arm 31 can be locked to any value within the certain range by adjusting the locking mechanism 314. Thereby, the length of the lock arm 31 can be set in various ways, and the applicability of the lock arm 31 can be improved.

It will be appreciated that the adjustment locking mechanism 314 may also be configured such that the length of the locking arm 31 is continuously adjustable and is discontinuously locked, the length of the locking arm 31 may be adjusted to any value within a certain range by adjusting the locking mechanism 314, and the length of the locking arm 31 may be locked to some of the discontinuous values within the certain range by adjusting the locking mechanism 314; that is, when the length of the lock arm 31 is locked by the adjustment lock mechanism 314, a certain adjustment is required to perform the locking. Of course, the adjustment lock mechanism 314 is not limited thereto.

In some alternative embodiments of the present invention, as shown in fig. 1, fig. 2 and fig. 4, the lower section 313 is sleeved outside the upper section 312, for example, at least a portion of the lower section 313 may be formed into a cylindrical structure, and the upper section 312 is sleeved inside the cylindrical structure; the adjusting locking mechanism 314 comprises an internal thread 3141 and an external thread 3142, the internal thread 3141 is in threaded fit with the external thread 3142, the internal thread 3141 is formed on the inner surface of the lower section 313, and the external thread 3142 is formed on the outer surface of the upper section 312, so that the upper section 312 and the lower section 313 are in threaded fit to change the relative positions of the upper section 312 and the lower section 313 in the vertical direction, and the locking piece 311 is lifted and lowered, thereby realizing the switching between the locking state and the unlocking state of the locking device 3, and the adjusting locking mechanism 314 has a simple structure, good universality, convenience in realizing standardized design and ensuring the bearing capacity of the locking arm 31.

For example, the lower step portion 313 may be rotated in the normal direction with respect to the upper step portion 312 to increase the fitting length between the lower step portion 313 and the upper step portion 312, so that the lower step portion 313 moves with respect to the upper step portion 312 in a direction approaching the upper step portion 312 to shorten the length of the lock arm 31, the lock member 311 may be lifted, and when the lower step portion 313 moves to a proper position with respect to the upper step portion 312, the lower step portion 313 may be held at the position so that the length of the lock arm 31 is locked; alternatively, the lower section 313 may also be rotated in the opposite direction with respect to the upper section 312 to reduce the length of the engagement between the upper section 312 and the lower section 313, so that the lower section 313 moves with respect to the upper section 312 in a direction away from the upper section 312 to increase the length of the lock arm 31, and the lock member 311 may be lowered, and when the lower section 313 moves to a proper position with respect to the upper section 312, the lower section 313 may be maintained at the position so that the length of the lock arm 31 is locked.

In the above description, the relative terms of "forward rotation" and "reverse rotation" do not refer to clockwise rotation or counterclockwise rotation, and it is understood that the rotation direction of "forward rotation" is opposite to the rotation direction of "reverse rotation". When the operator operates the adjustment lock mechanism 314, the operator can operate the lower step portion 313 to rotate the lower step portion 313 relative to the upper step portion 312, thereby facilitating the operation.

It is understood that when the locking member 311 is fixedly connected to the lower segment 313, the locking member 311 follows the lower segment 313 to rotate around the central axis of the adjusting locking mechanism 314, and when the locking member 311 is engaged with the locking portion 121, the locking member 311 can rotate relative to the locking portion 121, and at this time, the cross section of at least one of the locking member 311 and the locking portion 121 can be formed in a circular shape, for example, the cross sections of the locking member 311 and the locking portion 121 are both formed in a circular shape (as shown in fig. 4 and 7), or the cross section of the locking member 311 is formed in a non-circular shape, for example, a polygonal shape, and the cross section of the locking portion 121 is formed in a circular shape, but not limited thereto; when the locking member 311 is movably connected to the lower segment 313, for example, the locking member 311 and the lower segment 313 are kept stationary in the vertical direction, and the locking member 311 can rotate relative to the middle segment around the central axis of the adjusting locking mechanism 314, the locking member 311 can be kept stationary relative to the locking portion 121 during the rotation of the lower segment 313 relative to the upper segment 312. But is not limited thereto.

Therefore, the upper section part 312 and the lower section part 313 can play a role of connection through the threaded matching of the internal thread 3141 and the external thread 3142, the internal thread 3141 and the external thread 3142 which are matched with each other have certain bearing capacity, and the bearing capacity of the locking arm 31 is ensured, so that the anti-rollover effect of the anti-rollover device 100 is ensured; when the locking arm 31 is used, the relative positions of the upper section 312 and the lower section 313 can be adjusted through the internal thread 3141 and the external thread 3142 which are in threaded fit according to actual needs, so that the length of the locking arm 31 can be adjusted and locked.

It will be appreciated that, when the upper section 312 is nested outside the lower section 313, if the adjustment locking mechanism 314 includes a threaded internal thread 3141 and an external thread 3142, the internal thread 3141 may be formed on an inner surface of the upper section 312 and the external thread 3142 may be formed on an outer surface of the lower section 313.

In other alternative embodiments of the present invention, as shown in fig. 14-16, the upper section 312 is sleeved outside the lower section 313, for example, at least a portion of the upper section 312 may be formed into a cylindrical structure, and the lower section 313 is sleeved inside the cylindrical structure; a piston cavity 3131 and a communicating cavity 3132 are formed in the lower stage part 313, the adjusting locking mechanism 314 includes a piston 3143 and a valve 3144, the piston 3143 includes a rod part 3143a and a head part 3143b, the head part 3143b is disposed in the piston cavity 3131, and the head part 3143b divides the piston cavity 3131 into a first cavity 3131a and a second cavity 3131b on both sides of the head part 3143b, an upper end of the rod part 3143a is connected to the upper stage part 312, a lower end of the rod part 3143a extends into the first cavity 3131a, and a lower end of the rod part 3143a is connected to the head part 3143 b; the valve 3144 is switchable between a closed state in which the communicating blocking chamber 3132 is closed and an open state in which the communicating releasing chamber 3132 is open, the length of the lock arm 31 being adjustable in the open state, and the length of the lock arm 31 being locked in the closed state.

For example, as shown in fig. 16, the upper end of the stem portion 3143a may be kept stationary relative to the upper stage portion 312 in the up-down lengthwise direction, the lower end of the stem portion 3143a may be kept stationary relative to the head portion 3143b in the up-down lengthwise direction, the head portion 3143b may be located within the piston cavity 3131 to divide the piston cavity 3131 into a first cavity 3131a and a second cavity 3131b, the first cavity 3131a and the second cavity 3131b being arranged in the up-down lengthwise direction. In the example of fig. 16, the upper end of the rod portion 3143a may be connected to the upper section 312 via a bearing support 3143c, but is not limited thereto, and for example, the upper end of the rod portion 3143 may be fixedly connected to the upper section 312 directly or indirectly.

As shown in fig. 16, when the valve 3144 is switched to the open valve state, the entire communicating cavity 3132 is opened, the first cavity 3131a and the second cavity 3131b can be communicated through the communicating cavity 3132, and at this time, since the head 3143b is fixed, the lower step portion 313 can reciprocate relative to the head 3143b along the axial direction of the rod 3143a, so that the lower step portion 313 can reciprocate relative to the upper step portion 312 along the up-down direction, thereby adjusting the length of the locking arm 31 and achieving the lifting and lowering of the locking member 311; for example, lower section 313 may move along second cavity 3131b in a direction towards first cavity 3131a, with the volume of first cavity 3131a gradually increasing and the volume of second cavity 3131b gradually decreasing, and lower section 313 may also move along first cavity 3131a in a direction towards second cavity 3131b, with the volume of second cavity 3131b gradually increasing and the volume of first cavity 3131a gradually decreasing.

When the valve 3144 is switched to the valve-closing state, the valve 3144 may intercept the communicating cavity 3132, at which time the communication between the first cavity 3131a and the second cavity 3131b is not possible, and the lower section 313 may be maintained at the current position, such that the upper section 312 and the lower section 313 are maintained relatively stationary, the length of the locking arm 31 is locked, and thus the position locking of the locking member 311 is achieved.

Wherein the

piston cavities

3131 and 3132 are adapted to be filled with a medium, when the first and

second cavities

3131a and 3131b are connected through the connecting cavity 3132, the medium in the first cavity 3131a may flow to the second cavity 3131b through the connecting cavity 3132 if the lower step 313 moves in the direction of the first cavity 3131a towards the second cavity 3131b, and the medium in the second cavity 3131b may flow to the first cavity 3131a through the connecting cavity 3132 if the lower step 313 moves in the direction of the second cavity 3131b towards the first cavity 3131 a. Alternatively, the medium may be a gas, such as nitrogen, or the like.

For example, in the example of FIG. 16, piston cavity 3131 and communicating cavity 3132 may both be filled with nitrogen gas, e.g., piston cavity 3131 and communicating cavity 3132 may both be filled with high pressure nitrogen gas. When the valve 3144 is switched to the open state, the first cavity 3131a and the second cavity 3131b are communicated through the communicating cavity 3132, the nitrogen in the first cavity 3131a is communicated with the nitrogen in the second cavity 3131b, and the nitrogen pressure in the first cavity 3131a is equal to the nitrogen pressure in the second cavity 3131 b; the opposite side surfaces of the head portion 3143b are respectively a first surface and a second surface, the area of the first surface and the area of the second surface may be equal, the first surface corresponds to the first cavity 3131a, since the lower end of the stem portion 3143a extends into the first cavity 3131a and the lower end of the stem portion 3143a is connected to the head portion 3143b, the lower end of the stem portion 3143a is connected at the position of the first surface such that the head portion 3143b receives an effective action area of nitrogen gas in the first cavity 3131a as the area of the first surface minus the cross-sectional area of the lower end of the stem portion 3143a, the second surface corresponds to the second cavity 3131b, the head portion 3143b receives an effective action area of nitrogen gas in the second cavity 3131b as the area of the second surface, and the pressure is the product of the pressure and the force-receiving area, the force exerted by nitrogen gas of the second cavity 3131b by the head portion 3143b is greater than the force exerted by nitrogen gas of the first cavity 3131a, such that the lower section 313 has a tendency to move towards the second cavity 3131b along the first cavity 3131a relative to the head portion 3143b, without being subjected to an external force, the lower section 313 can move relative to the head 3143b in the direction of the first cavity 3131a towards the second cavity 3131b, such that the volume of the first cavity 3131a gradually decreases and the volume of the second cavity 3131b gradually increases, i.e. the lower section 313 moves relative to the upper section 312 in the direction away from the upper section 312, the length of the locking arm 31 increases, a free adjustment of the length of the locking arm 31 is achieved, thereby enabling a lowering of the locking element 311, the locking element 311 can be lowered into a locking engagement with the locking portion 121, and the locking device 3 can be switched to a locking state.

When the locking member 311 needs to be lifted, the valve 3144 may be switched to the valve-opened state, the lower section 313 is pressed toward the upper section 312, the lower section 313 is moved toward the upper section 312 against the gas pressure, the locking arm 31 is shortened, the locking member 311 is lifted, the locking member 311 may be lifted to be spaced apart from the locking portion 121 to be disengaged from the locking portion 121, and the locking device 3 may be switched to the unlocked state.

When the lower section 313 moves to a proper position relative to the upper section 312, the valve 3144 can be switched to a valve-closing state, the first cavity 3131a and the second cavity 3131b cannot communicate with each other, the nitrogen in the first cavity 3131a and the nitrogen in the second cavity 3131b do not communicate with each other, the first cavity 3131a and the second cavity 3131b can form a sealed cavity, and the lower section 313 is kept stationary relative to the upper section 312, so that the position of the locking member 311 is locked. When the valve 3144 is switched to the valve-closing state, the first cavity 3131a forms a closed space filled with nitrogen, and the second cavity 3131b forms a closed space filled with nitrogen, so as to prevent the locking arm 31 from being compressed, and to ensure that the locking element 311 is reliably engaged with the locking portion 121.

Alternatively, in the example of fig. 16, the locking member 311 may be provided with an operation portion 3111, when the locking member 311 needs to be lifted, the valve 3144 may be switched to the valve-open state, and the lower step portion 313 may be applied with a pressure moving toward the upper step portion 312 by the operation portion 3111, so that the locking member 311 may be lifted to be spaced apart from the lock position portion 121 to be disengaged from the lock position portion 121, and the locking device 3 may be switched to the unlocked state, facilitating the operation 311; that is, the operator can apply upward pressure to the locking piece 311 through the operation portion 3111, which facilitates the locking device 3 to be quickly switched to the unlocked state. The operation portion 3111 may be disposed on the outer peripheral wall of the locking member 311, and the operation portion 3111 may be formed in a boss structure, but is not limited thereto; of course, the operation portion 3111 may be provided on the lower step portion 313, for example, the operation portion 3111 may be provided on the outer peripheral wall of the lower step portion 313.

Specifically, as shown in fig. 16, the lower section 313 is cylindrical, the adjustment locking mechanism 314 further includes a partition 3145, the partition 3145 is disposed in the lower section 313, for example, the partition 3145 may be disposed on an inner wall of the lower section 313, and the partition 3145 extends in an up-down direction, the piston cavity 3131 and the communicating cavity 3132 are respectively located at both sides of a thickness of the partition 3145, and the partition 3145 may divide an inner space of the lower section 313 into the piston cavity 3131 and the communicating cavity 3132 such that the piston cavity 3131 and the communicating cavity 3132 are located at both sides of the thickness of the partition 3145; the communicating cavity 3132 communicates with the first cavity 3131a through a first opening 3132a, the communicating cavity 3132 communicates with the second cavity 3131b through a second opening 3132b, the first and second openings 3132a and 3132b are respectively located at both ends of the length of the partition 3145, the first opening 3132a may be defined by one end of the length of the partition 3145 together with an inner wall of the lower step portion 313, and the second opening 3132b may be defined by the other end of the length of the partition 3145 together with the inner wall of the lower step portion 313. Thus, by providing the partition 3145, the arrangement of the piston 3143 is facilitated, and if the first chamber 3131a and the second chamber 3131b need to be communicated, they can be communicated through the communication chamber 3132, without providing a communication passage or the like on the piston 3143, facilitating the simplification of the structure of the piston 3143.

Alternatively, in the example of fig. 16, the valve 3144 includes a blocking member 3144a and a handle 3144b, the blocking member 3144a is provided to the second opening 3132b to open and close the second opening 3132b, for example, the blocking member 3144a may move at the second opening 3132b, such that the blocking member 3144a may open the second opening 3132b, or close the second opening 3132b, when the blocking member 3144a moves to open the second opening 3132b, the valve 3144 is switched to an open valve state, the second cavity 3131b may communicate with the communicating cavity 3132 through the second opening 3132b, such that first chamber 3131a and second chamber 3131b may communicate via a communication chamber 3132, when the blocking member 3144a moves to close the second opening 3132b, the valve 3144 is switched to a closed state, the second chamber 3131b cannot communicate with the communicating chamber 3132 through the second opening 3132b, second chamber 3131b is blocked from communicating chamber 3132 such that first chamber 3131a and second chamber 3131b cannot communicate through communicating chamber 3132. At least part of the handle 3144b is located outside the lower section 313, and the handle 3144b is connected with the blocking member 3144a, so that an operator can control the blocking member 3144a to open or close the second opening 3132b through the part of the handle 3144b located outside the lower section 313, and the valve 3144 can be switched between an open valve state and a closed valve state, and the operation is simple and convenient.

The movement mode of the blocking member 3144a at the second opening 3132b can be specifically set according to actual conditions; for example, the blocking member 3144a may be movably disposed at the second opening 3132b, the blocking member 3144a may be movable between a first position and a second position, the blocking member 3144a may open the second opening 3132b when the blocking member 3144a is moved to the first position, and the blocking member 3144a may close the second opening 3132b when the blocking member 3144a is moved to the second position; for another example, the blocking member 3144a may be rotatably disposed at the second opening 3132b, the blocking member 3144a may be rotatable between a third position and a fourth position, the blocking member 3144a may open the second opening 3132b when the blocking member 3144a is rotated to the third position, and the blocking member 3144a may close the second opening 3132b when the blocking member 3144a is rotated to the fourth position; but is not limited thereto.

In addition, the handle 3144b may be fixedly connected with the blocking member 3144a, or may be movably connected, for example, the handle 3144b may be pivotally connected with the blocking member 3144 a; in the example of fig. 16, the handle 3144b is fixedly connected to the blocking member 3144a, the blocking member 3144a is movably disposed at the second opening 3132b, and an operator may press or pull the handle 3144b to move the blocking member 3144a, so as to switch the state of the valve 3144 and to adjust or lock the length of the locking arm 31.

For example, in the example of fig. 16, two side surfaces of the length of the lower segment 313 are a first surface 3133 and a second surface 3134, respectively, the first surface 3133 has a first through hole 3133a for passing the rod portion 3143a, the first through hole 3133a may pass through an end of the lower segment 313, and the rod portion 3143a may extend from the outside of the lower segment 313 into the lower segment 313 through the first through hole 3133 a; the second surface 3134 has a second through hole 3134a for passing the handle 3144b, the second through hole 3134a may pass through an end of the lower segment 313, and the handle 3144b may extend from the outside of the lower segment 313 through the second through hole 3134a into the lower segment 313. Thereby, the arrangement of the lever portion 3143a and the handle 3144b is facilitated.

Of course, the adjusting and locking mechanism 314 is not limited to this, for example, the adjusting and locking mechanism 314 may also be a brake motor, the brake motor may include a motor body and an electromagnetic brake, when the motor body is powered on, the motor body may drive the lower section 313 to move relative to the upper section 312 through a transmission mechanism, such as a rack and pinion transmission mechanism, the electromagnetic brake is powered on, and the electromagnetic brake does not brake the motor body; when the lower section part 313 moves to a proper position relative to the upper section part 312, the motor body can be powered off, the electromagnetic brake is powered off, the motor body can be braked by the electromagnetic brake, the motor body cannot passively rotate under the action of external force at the moment, and the relative position between the upper section part 312 and the lower section part 313 can be limited, so that the upper section part 312 and the lower section part 313 are kept relatively static.

Furthermore, in the example of fig. 1, the rollover prevention device 100 may be symmetrical about the axis of rotation 10; rolling bodies 4 can be respectively arranged at two ends of the length of the anti-rollover piece 1, and at least one part of each rolling body 4 can rotate around the central axis of the anti-rollover piece 1 relative to the anti-rollover piece 1; when length one end of anti-rollover piece 1 overturns towards corresponding baffle 2011a, railway vehicle 200 can not take place the turnover this moment, and anti-rollover piece 1 overturns and contacts as to baffle 2011a, and above-mentioned length one end of anti-rollover piece 1 can be through rolling element 4 and corresponding baffle 2011a rolling contact, is favorable to reducing the frictional force between anti-rollover device 100 and the baffle 2011a, alleviates wearing and tearing. Alternatively, the rolling elements 4 may be bearings 40 or rollers. For example, in the example of fig. 1, the anti-rollover 1 includes a plurality of connecting sections 12, the plurality of connecting sections 12 are connected in series along the length direction of the anti-rollover 1, and the two rolling bodies 4 may be disposed at the free ends of the two connecting sections 12 at both ends of the length of the anti-rollover 1. In the description of the present invention, the term "plurality" means two or more.

Of course, wear-resistant blocks may be further disposed at two ends of the length of the anti-rollover piece 1, so that the end of the anti-rollover piece 1 is in sliding contact with the corresponding baffle 2011a through the wear-resistant blocks, and the anti-rollover piece 1 is prevented from being worn.

The railway vehicle 200 according to the second aspect of the present invention comprises a vehicle body 101, a bogie 102 and the rollover prevention apparatus 100 for the railway vehicle 200 according to the above-described first aspect of the present invention, wherein the bogie 102 is mounted on the vehicle body 101, the bogie 102 has running wheels 1021 and guide wheels 1022 thereon, and the rollover prevention apparatus 100 is mounted on the bogie 102 or the vehicle body 101. The rail vehicle 200 may be a rubber-tyred tramcar, but is not limited thereto.

For example, as shown in fig. 8 and 17, the bogie 102 may be mounted at the bottom of the vehicle body 101 to support the vehicle body 101, when the rail vehicle 200 travels along the rail 201, the rail 201 includes two rail beams 2011 defining a passage 2010 therebetween, each rail beam 2011 having a travel surface 2011b along which travel wheels 1021 travel, each rail beam 2011 having a guide surface 2011c along which guide wheels 1022 cooperate to achieve guidance.

Where two rail beams 2011 may be spaced apart to define the channel 2010, or the rail 201 may have grooves formed therein to define the channel 2010, then the two rail beams 2011 may be non-spaced apart (as shown in fig. 3).

According to the rail vehicle 200 provided by the embodiment of the invention, the anti-rollover device 100 is adopted, so that the maintenance, debugging and the like of the rail vehicle 200 are facilitated, and the driving safety of the rail vehicle 200 is ensured.

Other constructions and operations of the rail vehicle 200 according to embodiments of the present invention are known to those of ordinary skill in the art and will not be described in detail herein.

In the description of the present invention, it is to be understood that the terms "center," "lateral," "length," "width," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the present invention and for simplicity in description, and are not intended to indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and are therefore not to be considered limiting.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; the connection can be mechanical connection, electrical connection or communication; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.

In the present invention, unless otherwise expressly stated or limited, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through an intermediate. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.

While embodiments of the invention have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. An anti-rollover device for a rail vehicle, the rail vehicle being adapted to travel along a rail track, the rail track comprising two rail beams defining a channel therebetween, running wheels of the rail vehicle being adapted to be supported on the two rail beams, guide wheels of the rail vehicle being adapted to be guided in cooperation with the two rail beams, each rail beam having a barrier extending into the channel, the anti-rollover device comprising:

the anti-rollover piece is positioned in the channel, and two ends of the length of the anti-rollover piece are respectively stopped below the baffles on two sides; and

a rotation device connected to the anti-rollover piece so that the anti-rollover piece is rotatable about a rotation axis extending in an up-down direction, the rotating device comprises a rotating base and a mounting arm, the anti-rollover piece is supported on the rotating base and is in running fit with the rotating base, the rotating base comprises a base plate part, a switching part, a first bearing and a second bearing, wherein the base plate part is provided with a first inner hole, the adapter part comprises an upper part and a lower part, the lower part is arranged in the first inner hole, the upper part is provided with a second inner hole, the anti-rollover element comprises a shaft section arranged in the second inner hole, the first bearing is matched between the first inner hole and the lower part, the second bearing is matched between the second inner hole and the shaft section, and the rotating base is installed on a car body or a bogie of the railway car through the installation arm.

2. The rollover prevention apparatus for a rail vehicle as set forth in claim 1, wherein the swivel base is one and is disposed at a bottom intermediate position of the rollover prevention member.

3. The rollover prevention apparatus for a rail vehicle according to claim 1, wherein the swivel base is mounted by two of the mounting arms distributed across the width of the rollover prevention member.

4. The rollover prevention apparatus for a rail vehicle according to any one of claims 1-3, further comprising:

a locking device switchable between a locked state in which the locking device locks the anti-rollover piece in the working position and an unlocked state in which the anti-rollover piece is released by the locking device to be rotatable.

5. The rollover prevention apparatus for a railway vehicle as claimed in claim 4, wherein the locking means comprises at least two locking arms spaced apart along a length of the rollover prevention member, each locking arm is mounted to a body or a bogie of the railway vehicle, and each locking arm comprises a liftable locking member, and the rollover prevention member has a locking portion corresponding to each locking portion.

6. The rollover prevention apparatus for a railway vehicle as recited in claim 5, wherein the locking arm comprises: the upper segment portion and the lower segment portion that interior overcoat was established and locate the upper segment portion with adjust locking mechanical system between the lower segment portion, adjust locking mechanical system and be used for adjusting and locking the upper segment portion with the relative position of lower segment portion, the locking piece is established the bottom of lower segment portion.

7. The rollover prevention apparatus for a railway vehicle as claimed in claim 6, wherein the lower section is nested outside the upper section, and the adjustment locking mechanism includes an internal thread formed on an inner surface of the lower section and an external thread formed on an outer surface of the upper section, the internal thread being threadedly engaged with the external thread.

8. The rollover prevention device for a railway vehicle as claimed in claim 6, wherein the upper section portion is sleeved outside the lower section portion, a piston cavity and a communication cavity are formed in the lower section portion, and the adjusting and locking mechanism comprises:

the piston comprises a rod part and a head part, the head part is arranged in the piston cavity and divides the piston cavity into a first cavity and a second cavity which are positioned at two sides of the head part, the upper end of the rod part is connected with the upper section part, and the lower end of the rod part extends into the first cavity and is connected with the head part;

and a valve switchable between a closed state in which the communication chamber is blocked and an open state in which the communication chamber is opened, wherein the length of the lock arm is adjustable in the open state, and the length of the lock arm is locked in the closed state.

9. A rail vehicle, comprising:

a vehicle body;

the bogie is arranged on the vehicle body and is provided with a walking wheel and a guide wheel;

the rollover prevention apparatus for a rail vehicle as claimed in any one of claims 1 to 8, which is mounted to the bogie or the vehicle body.