CN211468444U - Rail vehicle derailment prevention device, bogie and rail vehicle - Google Patents
Rail vehicle derailment prevention device, bogie and rail vehicle Download PDFInfo
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- CN211468444U CN211468444U CN202020003198.XU CN202020003198U CN211468444U CN 211468444 U CN211468444 U CN 211468444U CN 202020003198 U CN202020003198 U CN 202020003198U CN 211468444 U CN211468444 U CN 211468444U
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Abstract
The utility model relates to a rail vehicle anticreep rail device, bogie and rail vehicle, anticreep rail device is including the left lamella subassembly and the right lamella subassembly that are located the track left and right sides, its characterized in that: still include the mount pad, the top of left side lamella subassembly and right lamella subassembly is installed on the mount pad, left side lamella subassembly and right lamella subassembly all include anticreep portion, anticreep portion passes through vertical adjusting part and horizontal adjusting part installs on the mount pad, vertical adjusting part and horizontal adjusting part pass through control module control, two anticreep portions are located vehicle limit in the normal operation of vehicle simultaneous control about control module control and stretch out downwards and horizontal relative movement holds the track when receiving the derailment signal of about being about to take place. The utility model discloses simple structure, easy dismounting not only is favorable to improving the security and the reliability of anticreep device, has avoided the influence to the train operation quality of installing the anticreep rail device again simultaneously.
Description
Technical Field
The utility model relates to a rail vehicle anticreep rail device belongs to rail vehicle equipment technical field.
Background
Along with the continuous improvement of rail train operating speed, the harmful consequence that the collision accident produced is also bigger, for protecting passenger's safety, reducing accident harm as far as possible, rail train's anticreep rail technique is crucial, and anticreep rail device is the important part in the anticreep rail technique.
In order to solve the problem of derailment prevention of a rail train, a rail embracing type derailment prevention device is disclosed in a Chinese patent with the patent number of 201711278079.4, and the device comprises an outer petal positioned on the outer side of a rail and an inner petal positioned on the inner side of the rail, wherein the outer petal and the inner petal are both in a hook shape, the top ends of the outer petal and the inner petal are arranged on bottom plates on two sides of a bogie of the rail train, the inner petal integrally comprises an inner upper petal and an inner lower petal which are in detachable split structures and are connected through fasteners, and a plurality of groups of bolt through holes capable of adjusting the transverse relative positions of the inner petal base and the outer petal base are arranged on the inner petal base and the outer petal base. When the derailment prevention device is installed, the outer petal and the inner upper petal need to be installed firstly, and the inner lower petal is installed through the fastener after the derailment is finished.
Although the device has a simple and practical structure, the following defects exist: firstly, the whole body of the outer petal and the inner petal is of a fixed structure relative to the bogie, the transverse distance between the outer petal and the inner petal and the vertical installation height of the outer petal and the inner petal are fixed and cannot be adjusted in the running process of a vehicle, and because the outer petal and the inner petal exceed the vehicle limit after falling off and being installed, in order to ensure that the vehicle normally runs, especially when passing a curve, enough clearance is required to be reserved between the outer petal, the inner petal and a track, which affects the safety and reliability of the anti-drop device to a certain extent, and the anti-drop device is difficult to avoid colliding with the track in the running process of the vehicle, thereby affecting the running quality of a train; secondly, because the inner lobe adopts a split structure connected by the fastener, the risk that the reliable anti-drop can not be realized when the fastener fails exists; thirdly, the problem of complicated installation steps exists, and the field assembly operation efficiency is influenced.
SUMMERY OF THE UTILITY MODEL
The utility model discloses the main technical problem who solves provides a simple structure, and simple to operate is favorable to improving the security and the reliability of anticreep, and can guarantee the rail vehicle anticreep rail device of vehicle operation quality, provides a bogie and the rail vehicle who installs this anticreep rail device simultaneously.
In order to achieve the above purpose, the technical scheme of the utility model is that:
the utility model provides a rail vehicle anticreep rail device, is including left lamella subassembly and the right lamella subassembly that is located the track left and right sides, still includes the mount pad, the top of left side lamella subassembly and right lamella subassembly is installed on the mount pad, left side lamella subassembly and right lamella subassembly all include anticreep portion, anticreep portion passes through vertical adjusting part and horizontal adjusting part and installs on the mount pad, vertical adjusting part and horizontal adjusting part pass through control module control, two anticreep portions are located vehicle boundary limit about control module control when the vehicle normal operating simultaneous control about two anticreep portions stretch out downwards and horizontal relative movement hold the track tightly when receiving and be about to take place the derailment signal.
Further, vertical adjusting part includes actuating mechanism and installation direction subassembly, installation direction subassembly is installed on the mount pad, actuating mechanism installs on installation direction subassembly, anticreep portion is connected with actuating mechanism, actuating mechanism is connected with control module.
Further, installation direction subassembly includes the deflector of two relative settings, two install a crossbeam between the deflector, actuating mechanism's top is installed on the crossbeam, two be provided with vertical spout on the opposite face of deflector respectively, the top sliding connection of anticreep portion is in the vertical spout.
Furthermore, anticreep portion comprises two connecting plates of relative setting on upper portion and the anticreep hook of lower part, and two connecting plates and anticreep hook structure as an organic whole, two connecting plate and two deflector sliding connection respectively.
Further, the driving mechanism is a hydraulic cylinder.
Further, horizontal adjusting part is including setting up horizontal spout and the electro-magnet on the mount pad, but vertical adjusting part's top slidable mounting is in horizontal spout, the electro-magnet is installed on anticreep portion or the vertical adjusting part, the electro-magnet is connected with control module.
Further, the electro-magnet is installed on the mounting panel, the mounting panel is installed on vertical adjusting part or anticreep portion.
The utility model discloses a another technical scheme is:
the anti-derailing device is arranged on the bogie.
The utility model discloses another technical scheme is:
the rail vehicle is provided with the derailing prevention device.
A rail vehicle is provided with the bogie.
To sum up, a rail vehicle anticreep rail device, bogie and rail vehicle, compare with prior art, have following advantage:
(1) this anticreep rail device simple structure, easy dismounting not only is lower to the requirement of installation and later maintenance process, is favorable to improving on-the-spot equipment operating efficiency and reduces cost of maintenance, also can avoid simultaneously adopting like prior art split structure, is favorable to improving anticreep device's security and reliability.
(2) This anticreep rail device can control anticreep portion and can not exceed the vehicle limit under the vehicle normal operating condition, consequently can not influence the normal operating of train, and when the train will take place the derail promptly, can in time react according to control information voluntarily, effectively avoids the emergence of derail accident. The device has both improved automatic response performance, improves anticreep device's security and reliability, has avoided the influence to the train operation quality of installing the anticreep rail device again.
Drawings
FIG. 1 is a schematic view of the derailment prevention device of the present invention;
FIG. 2 is a schematic structural view of the derailment prevention device of the present invention when it is not in operation;
FIG. 3 is a schematic view of the derailment prevention device of the present invention when it has been activated;
FIG. 4 is a schematic view of the derailment prevention device of the present invention installed on a bogie in an inactive state;
fig. 5 is a schematic view of the derailment prevention device of the present invention installed in a bogie in a functional state.
As shown in fig. 1 to 5, the track 1, the left pedal assembly 2, the right pedal assembly 3, the mounting seat 4, the bolt 5, the bogie 6, the anti-slip part 7, the connecting plate 71, the C-shaped anti-slip hook 72, the vertical adjusting assembly 8, the driving mechanism 81, the guide plate 82, the cross beam 83, the vertical chute 84, the horizontal adjusting assembly 9, the horizontal chute 91, the electromagnet 92, and the wheel set 10.
Detailed Description
The invention will be described in further detail with reference to the following detailed description and accompanying drawings:
as shown in fig. 1, 4 and 5, the utility model provides a rail vehicle derailment prevention device, including left lamella subassembly 2 and the right lamella subassembly 3 that is located the track 1 left and right sides, the top of left lamella subassembly 2 and right lamella subassembly 3 is installed on mount pad 4, and in this embodiment, mount pad 4 is fixed on bogie 6 through a plurality of bolts 5, specifically installs on the bottom plate of two curb girders of bogie frame, and the derailment prevention device is located the centre of two front and back wheel pairs 10.
The left petal assembly 2 and the right petal assembly 3 are of completely symmetrical same structures, the left petal assembly 2 and the right petal assembly 3 both comprise anti-falling parts 7, the anti-falling parts 7 are installed on the installation seat 4 through vertical adjusting assemblies 8 and transverse adjusting assemblies 9, the vertical adjusting assemblies 8 and the transverse adjusting assemblies 9 are controlled through control modules (not shown in the figure), and the control modules are installed on an operation table of a cab. Two anticreep portions 7 are located the vehicle limit about control module control when the vehicle normal operating, break away from the track, guarantee train operation quality, and two anticreep portions 7 stretch out downwards and horizontal relative movement hold track 1 tightly from both sides when receiving the signal of coming to take place to derail simultaneously and realize the anticreep.
Specifically, retaining portion 7 comprises two connecting plates 71 that the relative setting in upper portion was on and mousing-hook 72 of lower part, and two connecting plates 71 and mousing-hook 72 structure as an organic whole to guarantee retaining portion 7's overall structure intensity, and then be favorable to improving retaining portion 7's security and reliability. This mounting structure of anticreep portion 7 is favorable to changing the mousing-hook 72 of different structural design according to the different needs of train structure and operating condition, has improved derailing prevention device's flexibility. In this embodiment, the anti-derailment hook 72 preferably adopts a C-shaped structure, and includes a first curved surface 721, a second curved surface 722 and a third curved surface 723, where the first curved surface 721 is an arc-shaped curved surface larger than the width of the railhead, and is prevented from contacting with the side surface of the railhead in a large area during derailment, the second curved surface 722 fits with the curved surface at the bottom of the railhead, and can contact with the bottom of the railhead to generate vertical limit when the vehicle derails, and the third curved surface 723 fits with the outer side surface of the web of the railhead, and can contact with the outer side surface of the web to generate horizontal limit when the vehicle derails, and the anti-derailment hook 7 may also.
The vertical adjusting assembly 8 comprises a driving mechanism 81 and a mounting guide assembly, the driving mechanism 81 preferably adopts a hydraulic cylinder, the mounting guide assembly comprises two guide plates 82 which are oppositely arranged, a cross beam 83 is mounted between the two guide plates 82, two ends of the cross beam 83 are welded on the two guide plates 82, the top end of the driving mechanism 81 is fixedly mounted on the cross beam 83, and the bottom end of the driving mechanism 81 is fixedly connected with the anti-disengaging hook 72. Vertical sliding grooves 84 are respectively formed in the opposite surfaces of the two guide plates 82, the two connecting plates 71 of the anti-falling portion 7 are respectively slidably connected in the two vertical sliding grooves 84, and the vertical sliding grooves 84 limit the anti-falling hook 72 to move in the vertical direction. The driving mechanism 81 drives the anti-derailing part 7 to move up and down after receiving the control signal, as shown in fig. 2, so that the anti-derailing part 7 moves up to the vehicle limit when the vehicle normally runs, and as shown in fig. 3, moves down to extend to the anti-derailing action position below the rail head when derailing happens.
The vertical sliding groove 84 is preferably a T-shaped sliding groove or a dovetail-shaped sliding groove, and a T-shaped sliding block or a dovetail-shaped sliding block is correspondingly arranged on the connecting plate 71. A limiting structure (not shown) is further disposed on the vertical sliding groove 84 to prevent the anti-falling part 7 from falling out of the vertical sliding groove 84. The anti-falling part 7 and the guide plate 82 are connected in a sliding mode, so that the overall structural strength is improved, and the bearing capacity is improved.
Horizontal adjusting part 9 is including setting up horizontal spout 91 and the electro-magnet 92 on mount pad 4, correspond left lamella subassembly 2 and right lamella subassembly 3 and set up two sets of horizontal spouts on mount pad 4 respectively, including the horizontal spout 91 of two parallels in every horizontal spout of group, but the top of two deflectors 82 in the vertical adjusting part 8 slidable mounting is in the horizontal spout 91 that corresponds respectively, the top of deflector 82 has the slider (not shown in the figure), the slider embedding realizes sliding connection in the horizontal spout 91 that corresponds, provide the bearing effect to anticreep portion 7 simultaneously. The left petal assembly 2 and the right petal assembly 3 respectively slide in the corresponding transverse sliding grooves 91 to adjust the transverse distance between the two anti-dropping parts 7.
The electromagnet 92 is installed on the installation plate 93, two side edges of the installation plate 93 are welded and fixed on the two guide plates 82 in the vertical adjustment assembly 8, and the electromagnets 92 installed on the left valve assembly 2 and the right valve assembly 3 are arranged oppositely. The electromagnetic member 92 may be directly attached to the stopper 7.
The electromagnets 92 are connected with the control module, the control module controls the current directions of the two electromagnets 92, the electromagnets 92 provide power for the left and right anti-falling parts 7 to move transversely after being electrified, and the polarities of the two electromagnets 92 are controlled by changing the current directions, so that the purpose that the left and right anti-falling parts 7 move along different directions is achieved. By utilizing the principle that the same poles of the electromagnets 92 repel and the different poles attract, as shown in fig. 4, when the two anti-drop parts 7 run normally, the two electromagnets 92 are controlled to have the same polarity, repel each other and move outwards respectively to be separated from the track 1, and at the moment, the transverse relative distance is maximum, but cannot exceed the limit of the vehicle; as shown in fig. 5, when derailing is about to occur, the two electromagnets 92 are controlled to have opposite polarities, and move in opposite directions while attracting each other, thereby holding the rail 1 from both sides to prevent derailing.
As shown in fig. 2 and 4, when the train is in a normal running state, the derailing prevention device is in an inactive state, and the left and right derailing prevention parts 7 respectively rise along the vertical sliding chute 84 under the action of the driving mechanism 81, so that the position of the whole derailing prevention device does not exceed the limit of the train; meanwhile, the left anti-derailing part 7 and the right anti-derailing part 7 have the largest transverse relative distance under the action of homopolar repulsion of the two electromagnets 92 and are separated from the track 1, and at the moment, the normal operation of the train cannot be influenced by the position of the anti-derailing device.
As shown in fig. 3 and 5, when a train is about to derail, the driving mechanism 81 receives a control signal, the left and right anti-derailing portions 7 descend along the vertical sliding groove 84 under the action of the driving mechanism 8, and meanwhile, the two electromagnets 92 are energized to utilize the opposite pole attraction principle, so that the left and right anti-derailing portions 7 respectively move to anti-derailing action positions along the horizontal sliding groove 91, that is, the second curved surface 722 and the third curved surface 723 of the anti-derailing portions 7 are attached to the bottom surface and the side surface of the rail head, thereby achieving the purpose of limiting the vertical and horizontal relative movement between the bogie 6 and the rail 1.
This anticreep rail device simple structure, easy dismounting not only is lower to the requirement of installation and later maintenance process, is favorable to improving on-the-spot equipment operating efficiency and reduces cost of maintenance, also can avoid simultaneously adopting like prior art split structure, is favorable to improving anticreep device's security and reliability. In addition, the derailing prevention device can control the derailing prevention part 7 not to exceed the vehicle limit under the normal running state of the vehicle, so the normal running of the train is not influenced, when the derailing of the train happens, the derailing prevention device can timely and automatically react according to control information, and under the combined action of the electromagnet 92 and the driving mechanism 81, the vertical and transverse free movement of the derailing prevention part 7 can be realized, and the derailing accident can be effectively avoided. The device has both improved automatic response performance, improves anticreep device's security and reliability, has avoided the influence to the train operation quality of installing the anticreep rail device again.
In this embodiment, the anti-derailing device is installed on the bogie, and the anti-derailing device can be freely installed on different positions of the bogie 6 according to requirements, as long as the height of the guide plate 82 and the stroke and installation height of the driving mechanism 81 are correspondingly adjusted according to the installation height.
The embodiment also provides a railway vehicle, wherein the anti-derailing device is mounted on the railway vehicle, and the anti-derailing device can be mounted on the bogie 6 as described above, or can be mounted on other parts of a vehicle body chassis of the vehicle.
Similar solutions can be derived from the solution given in the figures, as described above. However, any simple modification, equivalent change and modification made to the above embodiments according to the technical substance of the present invention are still within the scope of the technical solution of the present invention.
Claims (10)
1. The utility model provides a rail vehicle anticreep rail device, is including left lamella subassembly and the right lamella subassembly that is located the track left and right sides, its characterized in that: still include the mount pad, the top of left side lamella subassembly and right lamella subassembly is installed on the mount pad, left side lamella subassembly and right lamella subassembly all include anticreep portion, anticreep portion passes through vertical adjusting part and horizontal adjusting part installs on the mount pad, vertical adjusting part and horizontal adjusting part pass through control module control, two anticreep portions are located vehicle limit in the normal operation of vehicle simultaneous control about control module control and stretch out downwards and horizontal relative movement holds the track when receiving the derailment signal of about being about to take place.
2. A railway vehicle derailment prevention device according to claim 1, wherein: the vertical adjusting component comprises a driving mechanism and an installation guide component, the installation guide component is installed on the installation seat, the driving mechanism is installed on the installation guide component, the anti-falling part is connected with the driving mechanism, and the driving mechanism is connected with the control module.
3. A railway vehicle derailment prevention device according to claim 2, wherein: the installation guide assembly comprises two guide plates which are oppositely arranged, a cross beam is installed between the guide plates, the top end of the driving mechanism is installed on the cross beam, two vertical sliding grooves are respectively formed in opposite surfaces of the guide plates, and the top of the anti-falling portion is connected in the vertical sliding grooves in a sliding mode.
4. A railway vehicle derailment prevention device according to claim 3, wherein: the anti-disengaging part comprises two connecting plates which are oppositely arranged on the upper part and an anti-disengaging hook on the lower part, the two connecting plates and the anti-disengaging hook are of an integrated structure, and the two connecting plates are respectively connected with the two guide plates in a sliding mode.
5. A railway vehicle derailment prevention device according to claim 2, wherein: the driving mechanism is a hydraulic cylinder.
6. A railway vehicle derailment prevention device according to claim 1, wherein: the horizontal adjusting component comprises a horizontal sliding groove and an electromagnet which are arranged on the mounting seat, the top end of the vertical adjusting component is slidably mounted in the horizontal sliding groove, the electromagnet is mounted on the anti-falling part or the vertical adjusting component, and the electromagnet is connected with the control module.
7. A rail vehicle derailment prevention device according to claim 6, wherein: the electro-magnet is installed on the mounting panel, the mounting panel is installed on vertical adjusting part or anticreep portion.
8. A bogie, characterized by: a railway vehicle derailment prevention device as claimed in any one of claims 1 to 7 is mounted on a bogie.
9. A rail vehicle, characterized in that: an anti-derailment device according to any one of claims 1-7 is installed on a rail vehicle.
10. A rail vehicle, characterized in that: a railway vehicle having mounted thereon a bogie as claimed in claim 8.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020003198.XU CN211468444U (en) | 2020-01-02 | 2020-01-02 | Rail vehicle derailment prevention device, bogie and rail vehicle |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020003198.XU CN211468444U (en) | 2020-01-02 | 2020-01-02 | Rail vehicle derailment prevention device, bogie and rail vehicle |
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| CN211468444U true CN211468444U (en) | 2020-09-11 |
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| CN202020003198.XU Active CN211468444U (en) | 2020-01-02 | 2020-01-02 | Rail vehicle derailment prevention device, bogie and rail vehicle |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112774212A (en) * | 2020-12-30 | 2021-05-11 | 北京中冶设备研究设计总院有限公司 | Roller coaster derail prevention protection device and roller coaster device |
| CN114538012A (en) * | 2022-04-02 | 2022-05-27 | 广东电网有限责任公司惠州供电局 | Derailment-prevention track conveying system based on finite element analysis |
-
2020
- 2020-01-02 CN CN202020003198.XU patent/CN211468444U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112774212A (en) * | 2020-12-30 | 2021-05-11 | 北京中冶设备研究设计总院有限公司 | Roller coaster derail prevention protection device and roller coaster device |
| CN114538012A (en) * | 2022-04-02 | 2022-05-27 | 广东电网有限责任公司惠州供电局 | Derailment-prevention track conveying system based on finite element analysis |
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