CN115681284A - Railway wagon hook head type wedge key anti-loosening mechanism and railway wagon - Google Patents

Abstract

The invention provides a railway wagon hook-head type wedge key anti-loosening mechanism and a railway wagon, and relates to the field of railway wagons, wherein the anti-loosening mechanism is used for anti-loosening connection of a hook-head type wedge key between a transmission shaft and a crank throw, and comprises: the first rod is detachably connected to the web plate of the crank in a sliding manner; the middle part of the second rod is hinged to one end, close to the hook-head type wedge key, of the first rod; one end of the second rod is abutted against the exposed end of the hook head type wedge key, and the other end of the second rod is abutted against the web plate; the fastening assembly is arranged between the other end of the first rod and the web plate, the fastening assembly can fasten the first rod on the web plate, the pressing position of one end of the second rod of the mechanism can be adjusted slightly, the pre-tightening force of the fastening assembly on the first rod is converted into the pressing force which is continuous from one end of the second rod to the exposed end of the hook-head type wedge key after the mechanism is assembled, the looseness and the falling of the hook-head type wedge key are avoided, and the technology and the function of looseness prevention and falling prevention of the hook-head type wedge key are perfected.

Description

Railway wagon hook-head type wedge key anti-loosening mechanism and railway wagon

Technical Field

The invention belongs to the field of railway wagons, and particularly relates to a hook head type wedge key anti-loosening mechanism of a railway wagon and the railway wagon.

Background

At present, railway wagons such as railway coal, stone ballast hopper cars and the like in China all adopt a two-stage transmission bottom door opening and closing mechanism which mainly comprises an upper transmission device, a connecting rod, a lower transmission device and the like.

The hook-head type wedge key is used as a common part for mechanical connection, is mainly used for connecting a transmission shaft and a gear or a crank in a transmission mechanism, is used for transmitting torque, and is suitable for a low-speed heavy-load working environment, as shown in fig. 1, and the working principle is as follows: the hook head type wedge key 3 is wedged between the transmission shaft 1 and the key groove of the gear or the crank 2, positive pressure is generated on the contact surface of the connecting piece, and the transmission torque mainly depends on the friction force between the connecting piece, but not the shearing force of the connecting piece to the side surface of the hook head type wedge key 3, so the working surface of the hook head type wedge key 3 is an inclined surface and a bottom surface, but not two side surfaces, which is the most fundamental difference with flat key connection.

The hook head type wedge key 3 has the specification of the national standard GB/T1564, but the standard hook head type wedge key 3 has the following problems found in the use process:

1. the anti-loosening effect is not good, the hook head type wedge key 3 is prevented from loosening through inclined plane self-locking, but the loosening phenomenon exists due to the influence of factors such as oil immersion, long-term alternating load action and the like in actual use;

2. once the hook head type wedge key 3 is loosened, the side surface of the key becomes a working surface, and the thickness of the key body is smaller, so that the extrusion stress of the key groove is increased sharply, and the key groove is often damaged due to extrusion deformation;

3. the hook-head type wedge key 3 has a falling risk, and once the hook-head type wedge key falls off, the bottom door of the railway wagon can be accidentally opened due to the failure of the locking function of a transmission mechanism of the railway wagon, so that goods are unloaded to a rail to influence the transportation safety of a train.

In order to prevent the hook head type wedge key 3 from loosening and axially jumping out, an L-shaped stop iron 16 made of a steel plate bending piece is welded after the hook head type wedge key 3 at the shaft end of the transmission shaft 1 of the existing railway hopper car is assembled to form a hook head type wedge key 3 anti-loosening scheme, but the scheme has the following problems:

1. the parts on the transmission shaft 1 are inconvenient to replace and repair, the manufacturing and repair efficiency is low, the manufacturing and repair cost is high, potential safety hazards exist, when the parts on the transmission shaft 1 are maintained and replaced, a stop iron 16 assembled and welded at the shaft end of the transmission shaft 1 needs to be cut off, welding is carried out after assembly, and when the welding precaution measures are not proper, the problems that the bearing at the end part of a bogie shaft of the bogie is electrified, the bearing is corroded in a pitting mode and the like can be caused, and therefore driving safety is affected;

2. due to the influence of manufacturing errors and welding deformation of the stop iron 16, a gap may exist between the stop iron 16 and the hook-shaped wedge key 3 after assembly and welding, in order to eliminate the gap, the stop iron 16 is tightly pressed on the hook-shaped wedge key 3, the stop iron 16 is hammered by a hammer on site, the space limitation of the shaft end surface of the stop iron 16 and the shaft end surface of the transmission shaft 1 can only adopt single-side welding, the welding seam is short, the defects of welding seam cracks and the like are easily caused, in addition, the stop iron 16 is further caused to fall off after hammering, at the moment, the anti-loosening function of the hook-shaped wedge key 3 is invalid, and potential safety hazards exist in facilities such as the facility that the ground railway signal is possibly hammered after the stop iron falls off;

3. the stop iron 16 is an L-shaped cantilever structure, has an eccentric distance, is not well stressed, and the stop iron 16 adopts a steel plate bending structure, so that the steel plate is a thin-wall steel plate, so that the rigidity of the stop iron 16 is small, and the stop iron is easy to deform when the hook-head type wedge key 3 is blown out towards the shaft end, so that the stop iron 16 fails to prevent the loosening of the hook-head type wedge key 3, and the extrusion stress of the key groove is increased greatly after the hook-head type wedge key 3 is loosened, so that the key groove is damaged due to extrusion deformation.

4. The size of the pressing force of the stop iron 16 on the end part of the hook head type wedge key 3 is not easy to adjust after the assembly, and when the pressing force is too small and is not enough to overcome the play force of the hook head type wedge key 3 or no pressing force exists, the anti-loosening effect of the hook head type wedge key 3 fails.

Disclosure of Invention

The invention aims to provide a railway wagon hook-head type wedge key anti-loosening mechanism and a railway wagon aiming at the defects of the prior art, and aims to solve the problem that the stop iron provided in the background technology easily causes the failure of the hook-head type wedge key anti-loosening function.

In order to achieve the above object, the present invention provides a locking mechanism for a coupler head type wedge between a transmission shaft and a crank throw, the locking mechanism comprising:

the first rod is detachably and slidably connected to the web plate of the crank;

the middle part of the second rod is hinged to one end, close to the hook-head type wedge key, of the first rod;

one end of the second rod abuts against the exposed end of the hook-head type wedge key, and the other end of the second rod abuts against the web plate;

a fastening assembly disposed between the other end of the first rod and the web, the fastening assembly capable of fastening the first rod to the web.

Preferably, one end of the second rod is inclined in a direction away from the crank, two ends of the second rod are respectively provided with a protruding portion, one protruding portion extends in a direction towards the exposed end of the hook-head type wedge key and abuts against the exposed end of the hook-head type wedge key, and the other protruding portion abuts against the web.

Preferably, one end of each of the two protrusions is arc-shaped, and the two protrusions are in line contact with the exposed end of the hook-head type wedge key and the web plate respectively.

Preferably, the first rod further comprises a first hole arranged on the web plate and a second hole arranged in the middle of the second rod, one end of the first rod is hinged with the second hole, and the other end of the first rod is connected in the first hole in a sliding manner;

the first rod and the cross section of the first hole are both in a waist shape, one end of the first rod is in an arc shape, and the cross section of the second hole is in a square shape, a waist shape or a circular shape.

Preferably, the fastening assembly comprises:

one end of the screw rod is fixedly connected to the other end of the first rod;

the nut is in threaded connection with the screw rod and is attached to the web plate;

preferably, the middle part of second pole with the one end of first pole is equipped with the hinge hole, and round pin cup joints first packing ring and inserts in the hinge hole, the round pin is gone up to insert has the split pin.

Preferably, a distance between the other end of the second rod and a center line of the second hole is greater than a distance between the one end of the second rod and the center line of the second hole.

Preferably, the fastening assembly further comprises:

at least one blind hole disposed in the web and proximate to the first hole;

the stop pad is sleeved on the screw rod and arranged between the nut and the web plate, at least one fixed stop piece and at least two movable stop pieces extend outwards from the edge wall of the stop pad, the fixed stop piece is bent relative to the stop pad and inserted into the blind hole, and the at least two movable stop pieces are bent relative to the stop pad and attached to the nut;

and the second gasket is sleeved on the screw rod and is arranged between the nut and the stop pad.

Preferably, the number of the fixed stop pieces is two, the number of the movable stop pieces is eight, the included angle between the fixed stop piece and the adjacent movable stop piece is 28.5 degrees, and the included angle between the adjacent two movable stop pieces is 45 degrees.

A railway wagon, transmission, the transmission comprising:

the railway wagon hook-head type wedge key anti-loosening mechanism;

the transmission shaft is sleeved in the crank throw, the key groove in the transmission shaft is aligned with the key groove in the crank throw, and one end of the hook head type wedge key is inserted in the two key grooves.

The invention provides a railway wagon hook-head type wedge key anti-loosening mechanism and a railway wagon, which have the beneficial effects that:

1. the mechanism innovatively creates the technology of looseness prevention and falling prevention of the hook head type wedge key, in order to adapt to the influence of position errors of the hook head type wedge key after assembly caused by manufacturing errors of various transmission parts, the pressing position of one end of a second rod of the mechanism can be slightly adjusted, the pretightening force of a fastening component on the first rod is converted into the continuous pressing force of one end of the second rod on the exposed end of the hook head type wedge key after assembly, the loosening and falling of the hook head type wedge key are avoided, the technologies and functions of looseness prevention and falling prevention of the hook head type wedge key are perfected, the assembly process of the mechanism is few, the assembly is simple, the assembly efficiency and quality are improved, compared with the technology of the L-shaped stop iron, the technology of the hook head type wedge key falling prevention, which can solve the problems that the size of the pressing force on the exposed end part of the hook head type wedge key is difficult to master, and no pressing force exists when elastic deformation or no pressing force exists between the stop iron and the hook head type wedge key after assembly or when the gap exists between the hook head type wedge key and the hook head type wedge key after assembly, can solve the technology of the hook head type wedge key falling prevention technology, and the technology of the problem that when the installation of the hook head type wedge key is not designed by adopting the hook head type wedge key is difficult, the corresponding connection screw fastening component, the installation of the problem that the looseness prevention and the problem that the installation of the installation cost of the installation of the hook head type wedge key is difficult, the installation cost is difficult, the problem that the installation of the looseness prevention screw is difficult, the installation cost is caused by the looseness prevention of the looseness prevention and the problem that the installation cost is caused by the high installation of the high looseness prevention of the problem that the problem of the general purpose of the hook head type wedge key is caused by the problem that the installation cost is caused by the installation of the problem that the installation of the hook head type wedge key is caused by the problem that the installation of the general purpose of the installation of the hook head type wedge key is caused by the installation of the general purpose of the hook head type wedge key is not enough are solved.

2. The mechanism can meet the requirement of quick adjustment when the position deviation of the assembled hook-head type wedge key caused by manufacturing errors is large, and solves the problems that the positions of the hook-head type wedge keys on each transmission shaft are different after the assembly due to factors such as large manufacturing accumulated errors of the key grooves of the transmission shafts, the crank key grooves, the hook-head type wedge keys and the like, and the looseness and the falling of the hook-head type wedge keys are difficult to control by adopting the existing hook-head type wedge key looseness prevention technology, so the mechanism has low requirements on the manufacturing precision of parts, and the manufacturing or overhauling cost is reduced.

3. The pre-tightening force and displacement of the fastening component of the mechanism to the first rod are transmitted to one end of the second rod through the hinged position of the second rod, the pressing force and displacement of one end of the second rod are transmitted to the exposed end of the hook head type wedge key, the hook head type wedge key is prevented from loosening or falling off, the position of the hook head type wedge key can be automatically and finely adjusted and the pressing state can be kept when the position of the hook head type wedge key is changed after the hook head type wedge key is assembled due to manufacturing errors, the automatic adjustment function is simple and rapid, the operation is convenient, and the mechanism is suitable for operation in various occasions, particularly field operation. The mechanism does not change any structure of the original transmission device, does not need to carry large tools, and can be assembled and disassembled only by simple tools such as a spanner, a pliers and the like; compared with the anti-loosening and anti-falling technology of the stop iron, the stop iron is not required to be welded by electric welding, a cutting tool is not required to be adopted during disassembly, if the position deviation of the hook-head type wedge key is large due to large manufacturing error, the L-shaped stop iron is not required to be replaced or selected and matched, and the stop iron is not required to be hammered for multiple times by a hammer after assembly, so that the stop iron is in contact with the exposed end part of the hook-head type wedge key, and the mechanism has the advantages of few processes, high efficiency, low manufacturing and maintenance cost, easiness in carrying and the like.

4. The two ends of the second rod of the mechanism are respectively extruded, the stress is reasonable, the problems that the hook head type wedge key is loosened and falls off are solved, and the problem that the driving safety is affected due to the fact that the stop iron 16 is easily damaged and broken under the action of cantilever moment is solved.

5. The mechanism can be repeatedly used without affecting the quality and the function after being disassembled, is convenient to be assembled again and has good economical efficiency, and the existing hopper car cannot be repeatedly used because the base metal is burnt and damaged and the positioning size is changed after the stop iron is cut and disassembled, and has poor economical efficiency.

Additional features and advantages of the invention will be set forth in the detailed description which follows.

Drawings

The above and other objects, features and advantages of the present invention will become more apparent by describing in more detail exemplary embodiments thereof with reference to the attached drawings, in which like reference numerals generally represent like parts throughout.

Fig. 1 shows a schematic structural view of a prior anti-loosening mechanism and a railway wagon;

fig. 2 shows a schematic front view of a hook-type wedge locking mechanism of a railway wagon and a railway wagon according to an embodiment of the invention;

FIG. 3 is a schematic diagram illustrating a right side view of a railway wagon coupler head type wedge locking mechanism and a railway wagon according to an embodiment of the invention;

fig. 4 shows a schematic structural diagram of a railway wagon hook head type wedge key anti-loosening mechanism and a crank left view of a railway wagon according to an embodiment of the invention;

FIG. 5 is a schematic front view showing a hook type wedge locking mechanism of a railway wagon and a crank throw of the railway wagon according to an embodiment of the invention;

FIG. 6 is a schematic front view of a hook type wedge locking mechanism of a railway wagon and a second rod of the railway wagon according to an embodiment of the invention;

FIG. 7 is a schematic diagram illustrating a right side view of a railway freight car hook type wedge locking mechanism and a second rod of a railway freight car according to an embodiment of the present invention;

FIG. 8 is a front view of a railway freight car hook type wedge locking mechanism and a first rod of a railway freight car according to an embodiment of the present invention;

fig. 9 shows a schematic left-side view of a hook-type wedge locking mechanism of a railway wagon and a first rod of the railway wagon according to an embodiment of the invention;

FIG. 10 is a schematic top view of a railway freight car coupler head type wedge locking mechanism and a first rod of a railway freight car according to an embodiment of the present invention;

FIG. 11 is a schematic left side view of a railway freight car hook type wedge locking mechanism and a stop pad of a railway freight car according to an embodiment of the present invention;

FIG. 12 is a front view of a railway freight car hook type wedge locking mechanism and a stop pad of a railway freight car according to an embodiment of the present invention;

FIG. 13 is a schematic view illustrating a railway freight car hook type wedge locking mechanism and a second rod force analysis of a railway freight car according to an embodiment of the present invention;

FIG. 14 is a simplified diagram illustrating a railway wagon hook type wedge locking mechanism and a railway wagon secondary rod force analysis according to an embodiment of the present invention;

fig. 15 is a schematic structural view illustrating a railway wagon hook type wedge locking mechanism and a railway wagon hook type wedge assembled position of the railway wagon hook type wedge biased to the outer side of a transmission shaft according to an embodiment of the invention;

fig. 16 shows a railway wagon hook type wedge locking mechanism and a railway wagon hook type wedge locking mechanism according to an embodiment of the invention, wherein the railway wagon hook type wedge locking mechanism is arranged at a position which is deviated to the inner side of a transmission shaft after being assembled.

Description of the reference numerals:

1. a drive shaft; 2. a crank throw; 3. a hook-headed wedge key; 4. a first lever; 5. a second lever; 6. a projection; 7. a first hole; 8. a second hole; 9. a screw; 10. a nut; 11. a hinge hole; 12. blind holes; 13. a stopper pad; 14. fixing the stop piece; 15. a movable stop piece; 16. and (6) blocking iron.

Detailed Description

Preferred embodiments of the present invention will be described in more detail below. While the following describes preferred embodiments of the present invention, it should be understood that the present invention may be embodied in various forms and should not be limited by the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art.

Examples

As shown in fig. 2, 3, 15 and 16, the present invention provides a locking mechanism for a coupler head type wedge key of a railway freight car, the locking mechanism is used for locking connection of the coupler head type wedge key 3 between a transmission shaft 1 and a crank throw 2, and the locking mechanism comprises:

the first rod 4 is detachably and slidably connected to the web plate of the crank 2;

a second rod 5, wherein the middle part of the second rod 5 is hinged on one end of the first rod 4 close to the hook-head type wedge key 3;

one end of the second rod 5 abuts against the exposed end of the hook-head type wedge key 3, and the other end of the second rod 5 abuts against the web;

a fastening assembly provided between the other end of the first bar 4 and the web, the fastening assembly being capable of fastening the first bar 4 to the web.

Specifically, the second rod 5 is formed by processing a steel plate, has certain strength and rigidity, mainly plays a role in transmission force, and is divided into a middle hinged position and two ends according to the stress point position by the second rod 5.

The mechanism innovatively creates the anti-loosening and anti-falling technology of the hook head type wedge key 3, in order to adapt to the influence of the position error of the hook head type wedge key 3 after assembly caused by the part manufacturing error of each transmission device, the pressing position of one end of a second rod 5 of the mechanism can be slightly adjusted, the pre-tightening force of a fastening component on a first rod 4 is converted into the continuous pressing force of one end of the second rod 5 to the exposed end of the hook head type wedge key 3 after assembly, the loosening and falling of the hook head type wedge key 3 are avoided, the anti-loosening technology and the anti-falling function of the hook head type wedge key 3 are perfected, the mechanism has few assembly processes and is simple to assemble, the assembly efficiency and the assembly quality are improved, compared with the anti-loosening technology of an L-type stop iron 16, the problems that the pressing force of the exposed end part of the hook head type wedge key 3 is difficult to control, the elastic deformation or the clearance between the stop iron 16 and the hook head type wedge key 3 after assembly is not generated are solved, the problems that the high pressing force of the hook head type wedge key 3 is difficult to control and the anti-loosening and the screw hole is not generated when the anti-loosening and the screw hole is correspondingly arranged on the hook head type wedge key 3, the anti-loosening and the screw hole is difficult to install, the problem that the anti-loosening and the problem that the screw is caused by the high-loosening and the high universal wedge key 3 is caused by the high installation cost can be caused by the anti-loosening and the high-loosening and the anti-loosening positioning error of the hook head type wedge key 3.

The mechanism thoroughly avoids the problems of failure of the bottom door opening and closing mechanism, driving accidents and the like caused by the looseness or the falling of the hook head type wedge key 3.

The mechanism can meet the requirement of quick adjustment when the position deviation of the assembled hook-shaped wedge key 3 caused by manufacturing errors is large, and solves the problems that the positions of the hook-shaped wedge keys 3 on each transmission shaft 1 are different after the assembly due to factors such as large manufacturing accumulated errors of the key grooves of the transmission shafts 1, the key grooves of the crank throws 2, the hook-shaped wedge keys 3 and the like, and the looseness and the falling of the hook-shaped wedge keys 3 are difficult to control by adopting the existing hook-shaped wedge key 3 looseness prevention technology, so the mechanism has low requirements on the manufacturing precision of parts, and the manufacturing or overhauling cost is reduced.

The pre-tightening force and displacement of the fastening component of the mechanism to the first rod 4 are transmitted to one end of the second rod 5 through the hinged position of the second rod 5, the pressing force and displacement of one end of the second rod 5 are transmitted to the exposed end of the hook head type wedge key 3, the hook head type wedge key 3 is prevented from loosening or falling off, the position of the hook head type wedge key 3 can be automatically and finely adjusted and the pressing state can be kept when the position of the hook head type wedge key 3 is changed after assembly caused by manufacturing errors, and the mechanism is simple and rapid in automatic adjustment function, convenient to operate and suitable for operation in various occasions, particularly field operation. The mechanism does not change any structure of the original transmission device, does not need to carry large tools, and can be assembled and disassembled only by simple tools such as a wrench, a pliers and the like; compared with the anti-loosening and anti-falling technology of the stop iron 16, the anti-loosening and anti-falling mechanism does not need electric welding for welding, a cutting tool is not needed during disassembly, if the position deviation of the hook-head type wedge key 3 is large due to large manufacturing error, the L-shaped stop iron 16 does not need to be replaced or selected and matched, and the stop iron does not need to be hammered for many times by a hammer after assembly, so that the stop iron 16 is in contact with the exposed end part of the hook-head type wedge key 3, and the anti-loosening and anti-falling mechanism has the advantages of few working procedures, high efficiency, low manufacturing and repairing cost, easiness in carrying and the like.

The both ends of the second pole 5 of this mechanism receive the extrusion respectively, and the atress is reasonable, has solved current railway for the hopper car L type buting iron 16 and has prevented that gib head type wedge key 3 is not hard up and the problem that drops to and solved the buting iron 16 and received the emergence that thereby the cantilever moment effect suffers destruction fracture easily and influences driving safety problem.

The mechanism can be repeatedly used without affecting the quality and the function after being disassembled, is convenient to be assembled again and has good economical efficiency, and the existing hopper car cannot be repeatedly used due to the fact that the base material is burnt and damaged and the positioning size is changed after the stop iron 16 is cut and disassembled.

The mechanism has small volume and self weight, and can be conveniently matched with the narrow space at the outer side of the web plate of the crank 2 for use.

In the present embodiment as shown in fig. 2 and 6, one end of the second rod 5 is inclined away from the bell crank 2, two ends of the second rod 5 are respectively provided with a protrusion 6, one of the protrusions 6 extends towards the exposed end of the hook-shaped key 3 and abuts against the exposed end of the hook-shaped key 3, and the other protrusion 6 abuts against the web.

Specifically, the one end of second pole 5 is to keeping away from the direction slope of crank 2 to be the neck-type structure of facing upward outward, thereby, can reduce this mechanism occupation space, satisfy and exert the reasonable demand of power and atress, the equipment and the adjustment space of second pole 5 have been reserved to two bulges 6, also be in order to satisfy the reasonable demand of exerting power and atress.

As shown in fig. 6, in the present embodiment, the two protrusions 6 are parallel, and the second hole 8 in the middle of the second rod 5 is parallel to the two protrusions 6.

Particularly, the mechanism is convenient to bear force and improve the attractiveness, and assembling personnel can conveniently recognize the assembling state of the mechanism.

As shown in fig. 6, in the present embodiment, the length of the projection 6 in contact with the hook-type wedge 3 is shorter than the length of the projection 6 in contact with the web.

In particular, the first rod 4 hinged with the middle part of the second rod 5 can be ensured to have enough adjusting space and be convenient for improving various stress working conditions.

As shown in fig. 2, in the present embodiment, the width of the protrusion 6 at one end of the second rod 5 is greater than the width of the exposed end of the hook-type wedge 3, specifically greater than 0.5mm-2mm.

In particular, the projection 6 is guaranteed to be pressed on the exposed end of the hook-head type wedge key 3 all the time.

As shown in fig. 2 to 10, in the present embodiment, one end of each of the two protrusions 6 is arc-shaped, and the two protrusions 6 are in line contact with the exposed end of the hook-type wedge key 3 and the web, respectively.

The first hole 7 is formed in the web plate, the second hole 8 is formed in the middle of the second rod 5, one end of the first rod 4 is hinged with the second hole 8, and the other end of the first rod 4 is connected in the first hole 7 in a sliding mode;

the cross sections of the first rod 4 and the first hole 7 are waist-shaped, one end of the first rod 4 is arc-shaped, and the cross section of the second hole 8 is square, waist-shaped or circular.

Specifically, the one end of bulge 6 is circular-arc, mainly plays the end that exposes that compresses tightly gib head type taper key 3, prevents its not hard up effect, and the both ends of the second pole 5 of being convenient for are adjusted to when being in the balanced optional position of power and moment around its middle part articulated position is slightly rotatory bulge 6 respectively with gib head type taper key 3 expose the end with the web is line contact all the time, has increased area of contact, has reduced pressure to avoid causing the extrusion to destroy to its contact surface.

First pole 4 all is waist shape with the cross-section in first hole 7, thereby can restrict the rotation of first pole 4, the cross-section in second hole 8 is squarely, waist shape or circular form, when articulated with the first pole 4 of waist shape, also can restrict second pole 5 around the swing of the cross section (with the plane that the transmission shaft terminal surface is parallel) direction of first pole 4, thereby, can prevent railway freight car at the operation in-process, because circuit environment is abominable, produce too big shock, it is too big to lead to second pole 5 to swing around middle part articulated position, cause bulge 6 above that to break away from the end that exposes of gib head type wedge key 3, make gib head type wedge key 3 lose guard action.

One end of the first rod 4 is arc-shaped, so that the weight of the first rod 4 can be reduced to the maximum extent under the permission of stress, stress concentration is eliminated, and the occurrence of injuring workers can be prevented from the aspect of humanized design.

As shown in fig. 2, 7, 8, 9 and 10, in the present embodiment, the fastening assembly includes:

one end of the screw 9 is fixedly connected to the other end of the first rod 4;

the nut 10 is in threaded connection with the screw rod 9 and attached to the web plate;

specifically, the hook-headed wedge key 3 and the nut 10 of the mechanism are both standard parts, so that the mechanism is convenient to manufacture and maintain, the universality of accessories is improved, the manufacturing cost can be effectively reduced, and the mechanism has the characteristics of low cost, good economy and the like, and the nut 10 and the screw 9 are fastened and connected, so that the mechanism is more compact, is well stressed, safe and reliable, is convenient and fast to operate, and has the advantages of high strength, high rigidity and long service life;

as shown in fig. 2, 11, 12, 13 and 14, in this embodiment, a hinge hole 11 is formed in the middle of the second rod 5 and one end of the first rod 4, a round pin is sleeved with a first washer and inserted into the hinge hole 11, and a cotter pin is inserted into the round pin;

the distance between the other end of the second rod 5 and the center line of the second hole 8 is greater than the distance between one end of the second rod 5 and the center line of the second hole 8.

Specifically, through the design that the distance L2 between the other end of the second rod 5 and the center line of the second hole 8 is greater than the distance L1 between one end of the second rod 5 and the center line of the second hole 8, the force for tightly pressing one end of the second rod 5 on the exposed end portion of the hook-shaped wedge key 3 can be amplified, the anti-loose function of the hook-shaped wedge key 3 is ensured to be reliable, and meanwhile, the force for tightly pressing the other end of the second rod 5 on the crank web is reduced, so that the contact surface of the crank web is prevented from being damaged by extrusion.

The fastening assembly further comprises:

at least one blind hole 12 arranged in said web and in proximity to said first hole 7;

the stop pad 13 is sleeved on the screw rod 9 and arranged between the nut 10 and the web plate, at least one fixed stop piece 14 and at least two movable stop pieces 15 extend outwards from the edge wall of the stop pad 13, the fixed stop piece 14 is bent relative to the stop pad 13 and is inserted into the blind hole 12, and the at least two movable stop pieces 15 are bent relative to the stop pad 13 and are attached to the nut 10;

the second gasket is sleeved on the screw 9 and arranged between the nut 10 and the stop pad 13;

the quantity of fixed only piece 14 is two, the quantity of activity only piece 15 is eight, fixed only piece 14 and adjacent the contained angle between the activity only piece 15 is 28.5 degrees, adjacent two the contained angle between the activity only piece 15 is 45 degrees.

Specifically, the diameter of the blind hole 12 is larger than the width of the fixed stop piece 14, the specific difference is 0.5mm-1mm, the second washer is an elastic washer, the stop pad 13 is formed by punching a thin-wall steel plate, in order to prevent the stop pad 13 from rotating, two fixed stop pieces 14 and eight movable stop pieces 15 are symmetrically arranged on the stop pad 13, the included angle between the fixed stop pieces 14 and the adjacent movable stop pieces 15 is 28.5 degrees, the included angle between the other movable stop pieces 15 is 45 degrees, when the hexagonal head of the nut 10 rotates to any position or angle, at least two movable stop pieces 15 are pried, bent and attached to the side surface of the nut 10, during assembly, after the screw 9 is assembled with the first hole 7 of the web plate, the screw is sequentially sleeved into the stop pad 13, the second washer and the nut 10, when the stop pad 13 is sleeved, the two fixed stop pieces 14 of the stop pad 13 are correspondingly inserted into the blind hole 12 of the web plate respectively, the stop pad 13 is attached to the side wall of the web plate, after the nut 10 is fastened, the movable stop pieces 15 are pried reversely, the movable stop pieces 15 are symmetrically, at least two fixed to the blind pieces 14 are inserted into the blind hole 12, the blind hole is closely attached to the side surface of the nut 10, the first stop pad, the screw 13 is tightly attached to prevent the screw from being attached to the first washer, and the screw 9, the first washer from being tightly attached to the first washer, and the screw 7, the screw is tightly attached to prevent the screw from being assembled.

The mechanism only adds a first hole 7 and at least one blind hole 12 on the web plate of the crank throw 2, and any part structure of the original transmission device is not changed, so that the additional installation and transformation of the existing railway wagon can be met, the loading requirement on the newly-built railway wagon can be met, the transformation cost is low, the manufacturability is good, the time is saved, the efficiency is high, and the economical efficiency is good;

the mechanism has simple structure, labor saving and convenient manufacture and use, the nut 10 can be fastened by a wrench during assembly, and the locking and anti-falling functions are realized by adopting locking measures such as a locking pad 13 and a round pin for the nut 10, and split pins and the like, so that the mechanism is ensured not to move and fall off, and the safety is good;

when the mechanism is assembled and disassembled, only the round pin, the nut 10 and the stop pad 13 need to be operated, the assembling and disassembling processes are few, the efficiency is high, the economy is good, and the problems of more processes, low efficiency and high manufacturing and repairing cost of the existing railway freight car adopting the stop iron 16 welding and disassembling technology are solved;

the first hole 7 and the blind hole 12 of the mechanism are manufactured by adopting a lathe or an electric drill and other cold machining processes, the potential safety hazard problems that the material chemical composition of the crank 2 changes and the strength of the crank 2 is reduced cannot occur, the problems that when the stop iron 16 of the existing railway wagon is welded, the heat input is carried out on the material of the transmission shaft 1, namely the heat treatment is carried out on the local part of the transmission shaft 1, the local material chemical composition of the transmission shaft 1 changes and the strength of the transmission shaft 1 is influenced are solved, the problems that when the whole wagon is assembled and welded, if the ground wire of an electric welding machine is not connected in place, the bearing corrosion caused by the over-current of a bearing of a bogie axle is caused and the like, the running safety of a train is influenced, the stop iron 16 is broken because the stop iron 16 is contacted with the exposed end part of the hook-type wedge key 3 for many times after assembly, the stop iron 16 is required to be hammered by a hammer, the problem that the welding seam cracking of the stop iron 16 caused by the fatigue of the welding seam after hammering is easily caused and the potential safety hazard that the stop iron 16 is caused and the falling-off is caused are solved, and the potential safety hazard that when the stop iron 16 is disassembled by adopting a cutting tool to cut the welding seam is required to be adopted, when the cutting operation is not performed, the end part of the base metal, and the end part of the stop iron 1 is easily caused.

As shown in fig. 2, in the present embodiment, the anti-loosening mechanism is symmetrically arranged along the longitudinal center line of the bell crank 2.

Specifically, the attractive appearance is improved, the occupied space is small, the moments acting on the protruding parts 6 at the two ends of the second rod 5 around the middle hinged position of the second rod are the same, and the mechanism is good in stress balance stability.

A railway wagon comprising a transmission, the transmission comprising:

the railway wagon hook-head type wedge key 3 anti-loosening mechanism;

the transmission shaft 1 is sleeved in the crank throw 2, the key grooves in the transmission shaft 1 are aligned with the key grooves in the crank throw 2, and one end of the hook head type wedge key 3 is inserted in the two key grooves.

In conclusion, the hook-head type wedge key anti-loosening mechanism for the railway freight car and the railway freight car provided by the invention have the advantages that according to the stress balance and moment balance principle:

the pretightening force F of the screw rod and the nut on the first rod 4 is transmitted to the hinge hole at the middle part of the first rod through a round pin at the hinge position, the middle part of the second rod is respectively transmitted to the two bulges under the action of pressing force F, at the moment, the hook-head type wedge key is under the pressing force F1, and the web plate is under the pressing force F2, and the following formula can be obtained according to the force balance principle: f = F1+ F2;

according to the force action force and the reaction force common knowledge, the reaction force of the exposed end of the hook head type wedge key on the protruding part of one end of the second rod is F1, the reaction force of the web plate on the protruding part of the other end of the second rod is F2, L1 and L2 are force arms when F1 and F2 rotate around the round pin in the middle of the second rod, namely the distance L2 between the other end of the second rod 5 and the central line of the second hole 8, and the distance L1 between one end of the second rod 5 and the central line of the second hole 8;

the following formula can be obtained according to the moment balance principle: F1L 1= F2L 2, it can be known from the above formula that the force arm L1 needs to be shortened to increase the pressing force F1 of the protruding portion 6 at one end of the second rod 5 on the exposed end surface of the hook-shaped wedge 3, so as to ensure that the locking mechanism has the functions of preventing loosening and falling off on the hook-shaped wedge 3, and similarly, the force arm L2 needs to be lengthened to reduce the pressing force F2 of the protruding portion at the other end of the second rod 5 on the web, so as to ensure that the pressing force does not cause extrusion deformation on the web, so L1 is preferably not greater than L2;

the locking, anti-drop and adjustment functions of the mechanism are as follows:

fig. 2 is a two-dimensional schematic diagram of the mechanism when all parts of the transmission device of the railway wagon and the hook-shaped wedge key 3 are theoretical dimensions, if the assembled position of the hook-shaped wedge key 3 does not conform to the theoretical position and is deviated to the outer side of the transmission shaft 1 due to factors such as manufacturing errors of all parts and component fit dimensions of the transmission device, as shown in fig. 15, the movement amount of the screw rod on the first rod 4 in the first hole 7 at the web is slightly adjusted, and the positions are automatically and slightly adjusted by clockwise rotation (compared with the ideal position shown in fig. 2) around the round pin hinged with the first rod 4 in the middle of the second rod 5 at both ends of the second rod 5 respectively, at this time, each force and moment are in a balanced state, because one end of the two protruding portions 6 on the second rod 5 is machined into an arc shape, when the two ends of the second rod 5 rotate around the round pin hinged with the middle of the second rod 5, the protruding portion 6 at one end of the second rod 5 is in contact with the exposed end of the hook-shaped wedge key 3 and the protruding portion 6 at the other end of the second rod 5 is in contact with the web, the area is kept in a contact, and the exposed end of the web, the hook-shaped wedge key 3 is not damaged, and the web, and the hook-shaped wedge key is not changed; furthermore, the pretightening force of the first rod 4 and the nut 10 is converted into the pressing acting force of the protrusion 6 at one end of the second rod 5 on the exposed end of the hook-shaped wedge key 3, and the pressing acting force is kept to be larger than the jumping force or the pretightening force of the hook-shaped wedge key, so that the mechanism can play a role in preventing the hook-shaped wedge key 3 from being loosened or falling off, and the hook-shaped wedge key 3 is prevented from being loosened or fallen off. The convex part 6 at the other end of the second rod 5 mainly plays a role in force and moment balance, so that the mechanism is stable, safe and reliable;

if the assembled position of the hook-head type wedge key 3 does not accord with the theoretical position and is deviated to the inner side of the transmission shaft 1 due to factors such as manufacturing errors of the matching sizes of all parts and components of the transmission device, fig. 16 is a two-dimensional schematic diagram of the working state of the mechanism when the assembled position of the hook-head type wedge key 3 is deviated to the inner side of the transmission shaft 1, the moving amount of the screw 9 on the first rod 4 in the second hole 8 at the web plate is adjusted to the maximum amount, and the position of the second rod 4 is automatically and slightly adjusted by rotating counterclockwise (compared with the ideal position of fig. 2) in fig. 16 around the round pin hinged with the first rod 7 in the middle of the second rod 5 at the two ends of the second rod 5, at the moment, all forces and moments are in a balanced state, and the adjustment and anti-loosening principles of other devices are the same.

While embodiments of the present invention have been described above, the above description is illustrative, not exhaustive, and not limited to the disclosed embodiments. Many modifications and variations will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the described embodiments.

Claims (10)

1. The utility model provides a railway freight car gib head type wedge locking mechanism, locking mechanism is used for the locking of the gib head type wedge between transmission shaft and the crank to be connected, its characterized in that, this locking mechanism includes:

the first rod is detachably and slidably connected to the web plate of the crank;

the middle part of the second rod is hinged to one end, close to the hook head type wedge key, of the first rod;

one end of the second rod abuts against the exposed end of the hook-head type wedge key, and the other end of the second rod abuts against the web;

a fastening assembly disposed between the other end of the first rod and the web, the fastening assembly capable of fastening the first rod to the web.

2. The railway wagon hook-type wedge locking mechanism as claimed in claim 1, wherein one end of the second rod is inclined away from the bell crank, and two ends of the second rod are respectively provided with a protrusion, one of the protrusions extends towards the exposed end of the hook-type wedge and abuts against the exposed end of the hook-type wedge, and the other protrusion abuts against the web.

3. The railway wagon hook type wedge locking mechanism as claimed in claim 2, wherein one end of each of the two protrusions is arc-shaped, and the two protrusions are in line contact with the exposed end of the hook type wedge and the web respectively.

4. The hook-head-type wedge key anti-loosening mechanism for the railway wagon as claimed in claim 3, further comprising a first hole formed in the web and a second hole formed in the middle of the second rod, wherein one end of the first rod is hinged to the second hole, and the other end of the first rod is slidably connected in the first hole;

the first rod and the cross section of the first hole are both in a waist shape, one end of the first rod is in an arc shape, and the cross section of the second hole is in a square shape, a waist shape or a circular shape.

5. The railway wagon hook-type wedge lock mechanism as claimed in claim 4, wherein the fastening assembly comprises:

one end of the screw rod is fixedly connected to the other end of the first rod;

the nut is in threaded connection with the screw rod and attached to the web.

6. The railway wagon hook-head type wedge key anti-loosening mechanism as claimed in claim 4, wherein a hinge hole is formed in the middle of the second rod and one end of the first rod, a round pin is sleeved with the first washer and inserted into the hinge hole, and a cotter pin is inserted into the round pin.

7. The hook-type wedge locking mechanism for railway freight cars of claim 4, wherein the distance between the other end of the second rod and the center line of the second hole is greater than the distance between the one end of the second rod and the center line of the second hole.

8. The railway freight car hook-type wedge lock release mechanism of claim 5, wherein the fastening assembly further comprises:

at least one blind hole disposed in the web proximate the first hole;

the stop pad is sleeved on the screw rod and arranged between the nut and the web plate, at least one fixed stop piece and at least two movable stop pieces extend outwards from the edge wall of the stop pad, the fixed stop piece is bent relative to the stop pad and inserted into the blind hole, and the at least two movable stop pieces are bent relative to the stop pad and attached to the nut;

and the second gasket is sleeved on the screw rod and is arranged between the nut and the stop pad.

9. The hook type wedge key anti-loosening mechanism for railway freight cars of claim 8, wherein the number of the fixed stopping pieces is two, the number of the movable stopping pieces is eight, an included angle between each fixed stopping piece and each adjacent movable stopping piece is 28.5 degrees, and an included angle between each two adjacent movable stopping pieces is 45 degrees.

10. A railway wagon, comprising a transmission, the transmission comprising:

a railway freight car hook type wedge lock mechanism as claimed in any one of claims 1 to 9;

the transmission shaft is sleeved in the crank throw, the key groove in the transmission shaft is aligned with the key groove in the crank throw, and one end of the hook head type wedge key is inserted in the two key grooves.

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