CN219489394U - Driving safety device, rail transportation equipment and rail transportation system - Google Patents

Abstract

The utility model discloses a driving safety device, rail transportation equipment and a rail transportation system. The driving safety device is used for rail transportation equipment, the rail transportation equipment runs on the rail, the driving safety device comprises a frame body, an inclined frame, a first guide assembly, a second guide assembly, a first anti-falling assembly and a second anti-falling assembly, the inclined frame comprises a first inclined frame and a second inclined frame, a first guide wheel of the first guide assembly is attached to one side of the rail, a second guide wheel of the second guide assembly is attached to the other side of the rail, the first anti-falling assembly is connected with the first inclined frame, the first anti-falling assembly comprises a first roller, the first roller is attached to one side of the rail, the second anti-falling assembly is connected with the second inclined frame, the second anti-falling assembly comprises a second roller, and the second roller is attached to the other side of the rail. According to the traffic safety device, the first anti-derailing component and the second anti-derailing component are anti-derailing.

Description

Driving safety device, rail transportation equipment and rail transportation system

Technical Field

The utility model relates to the technical field of rail vehicles, in particular to a driving safety device, rail transportation equipment and a rail transportation system.

Background

At present, rail transportation equipment, such as travelling crane, bridge crane or portal crane equipment, comprises travelling wheels, and the travelling wheels are contacted with steel rails. The road wheels generally adopt a structure with concave wheel faces and convex wheel rims. However, the structure of the travelling wheel is easy to derail and overturn.

Accordingly, in view of the above-described state of the art, there is a need to provide a traffic safety device, a rail transportation apparatus, and a rail transportation system to at least partially solve the problems existing therein.

Disclosure of Invention

In the summary, a series of concepts in a simplified form are introduced, which will be further described in detail in the detailed description. The summary of the utility model is not intended to define the key features and essential features of the claimed subject matter, nor is it intended to be used as an aid in determining the scope of the claimed subject matter.

According to a first aspect of the present utility model, there is provided a traffic safety device for a rail transportation apparatus that runs on a rail, the traffic safety device comprising:

the frame body comprises a first guide part and a second guide part, and the first guide part and the second guide part are arranged at intervals along the width direction of the track;

The inclined frame comprises a connecting frame, a first inclined frame and a second inclined frame, wherein the connecting frame is connected with the frame body, the first inclined frame extends downwards and outwards in an inclined manner from one end of the connecting frame in a direction away from the track, and the second inclined frame extends downwards and outwards in an inclined manner from the other end of the connecting frame in a direction away from the track;

the first guide assembly is connected with the first guide part, the first guide assembly comprises a first guide wheel, the first guide wheel is attached to one side of the track, the second guide assembly is connected with the second guide part, the second guide assembly comprises a second guide wheel, and the second guide wheel is attached to the other side of the track;

the first anticreep subassembly and second anticreep subassembly, first anticreep subassembly with first inclination is connected, first anticreep subassembly includes first gyro wheel, first gyro wheel with orbital one side is laminated mutually, the second anticreep subassembly with the second inclination is connected, the second anticreep subassembly includes the second gyro wheel, the second gyro wheel with orbital opposite side is laminated mutually.

According to the traveling safety device disclosed by the utility model, the traveling safety device is used for rail transportation equipment, the rail transportation equipment runs on a rail, the traveling safety device comprises a frame body, an inclined frame, a first guide component, a second guide component, a first anti-drop component and a second anti-drop component, the frame body comprises a first guide part and a second guide part, the first guide part and the second guide part are arranged at intervals along the width direction of the rail, the inclined frame comprises a connecting frame, the first inclined frame and the second inclined frame, the connecting frame is connected with the frame body, the first inclined frame extends downwards and outwards in an inclined manner from one end of the connecting frame in a direction away from the rail, the second inclined frame extends downwards and outwards in an inclined manner from the other end of the connecting frame in a direction away from the rail, the first guide component is connected with the first guide part, the first guide component comprises a first guide wheel, the first guide wheel is attached to one side of the rail, the second guide component is connected with the second guide part, the second guide wheel is attached to the other side of the rail, the first anti-drop component is connected with the first inclined frame, the first anti-drop component comprises a first roller wheel and the second roller, and the second roller is attached to the second roller component and the second roller is attached to the second side of the first anti-drop component. Like this, driving safety device can guide rail transportation equipment along orbital length direction operation, and first anticreep subassembly and second anticreep subassembly centre gripping track jointly to play along orbital width direction spacing anticreep rail's effect, play along orbital direction of height prevent empting, improve the security performance.

Optionally, an included angle between the axial direction of the first roller and the axial direction of the second roller is an obtuse angle.

Optionally, an included angle between the axial direction of the first roller and the axial direction of the first guide wheel is an acute angle, and an included angle between the axial direction of the second roller and the axial direction of the second guide wheel is an acute angle.

Optionally, the connecting frame further comprises a first connecting portion and a second connecting portion which are arranged at intervals, the first connecting portion is obliquely connected with the first inclined frame, and the second connecting portion is obliquely connected with the second inclined frame.

Optionally, a first chamber is arranged between the first connecting part and the second connecting part, a second chamber is arranged between the first inclined frame and the second inclined frame, and the dimension of the first chamber along the width direction of the track is smaller than the dimension of the second chamber.

Optionally, the driving safety device comprises a vertical adjusting member, the vertical adjusting member is connected with the connecting frame and the frame body, and the vertical adjusting member can move along the height direction of the track relative to the frame body so as to drive the connecting frame to move along the height direction relative to the frame body.

Optionally, the first guide assembly further includes a first guide shaft connected with the center of the first guide wheel, the first guide part has a first guide hole, and the first guide shaft extends through the first guide hole and is connected with the first guide part.

Optionally, the driving safety device includes a first lateral adjustment member, the first lateral adjustment member is movable along the width direction of the track relative to the first guide portion, the first guide portion further has a first lateral hole, the depth direction of the first lateral hole is perpendicular to the depth direction of the first guide hole, the size of the first guide hole along the width direction of the track is greater than the size of the first guide shaft, the first lateral adjustment member extends through the first lateral hole and the free end of the first lateral adjustment member abuts against the first guide shaft.

Optionally, the second guiding assembly further comprises a second guiding shaft connected with the center of the second guiding wheel, the second guiding part is provided with a second guiding hole, and the second guiding shaft extends through the second guiding hole and is connected with the second guiding part.

Optionally, the driving safety device includes a second lateral adjustment member, the second lateral adjustment member is movable along the width direction of the track relative to the second guide portion, the second guide portion further has a second lateral hole, the depth direction of the second lateral hole is perpendicular to the depth direction of the second guide hole, the size of the second guide hole along the width direction of the track is greater than the size of the second guide shaft, the second lateral adjustment member extends through the second lateral hole and the free end of the second lateral adjustment member abuts against the second guide shaft.

The utility model also provides rail transportation equipment which runs on the rail, wherein the rail transportation equipment comprises the running safety device, the rail transportation equipment further comprises running wheels and a main body, the main body is fixedly connected with the frame body, and the running wheels are positioned on the rail.

According to the track transportation equipment disclosed by the utility model, the track transportation equipment runs on a track, the track transportation equipment comprises the travelling wheel and the main body, the main body is fixedly connected with the frame body, the travelling wheel is positioned on the track, the travelling wheel comprises the frame body, the inclined frame, the first guide component, the second guide component, the first anti-drop component and the second anti-drop component, the frame body comprises the first guide part and the second guide part, the first guide part and the second guide part are arranged at intervals along the width direction of the track, the inclined frame comprises a connecting frame, the first inclined frame and the second inclined frame, the connecting frame is connected with the frame body, the first inclined frame downwards and outwards inclines to extend from one end of the connecting frame in a direction away from the track, the second inclined frame downwards and outwards inclines to extend from the other end of the connecting frame in a direction away from the track, the first guide component is connected with the first guide part, the first guide component comprises a first guide wheel, the first guide wheel is attached to one side of the track, the second guide component is connected with the second guide part, the second guide component comprises the second guide wheel, the second guide wheel is attached to the other side of the second guide component, the first anti-drop component is attached to the first anti-drop component and the second roller wheel is attached to the other side of the track, and the first anti-drop component is attached to the first inclined component to the second side of the first roller. Like this, driving safety device can guide rail transportation equipment along orbital length direction operation, and first anticreep subassembly and second anticreep subassembly centre gripping track jointly to play along orbital width direction spacing anticreep rail's effect, play along orbital direction of height prevent empting, improve the security performance.

The utility model also provides a rail transit system which comprises the rail transit equipment, and further comprises a rail, wherein the rail comprises an upper plate, a web plate and a lower plate, the travelling wheels are positioned on the upper plate, and the upper plate is clamped by the first rollers and the second rollers.

The track transportation system comprises the track transportation equipment, the track transportation system further comprises a track, the track comprises an upper plate, a web plate and a lower plate, travelling wheels are arranged on the upper plate, the upper plate is clamped by a first roller and a second roller, the track transportation equipment runs on the track, the track transportation equipment comprises the running safety device, the track transportation equipment further comprises the travelling wheels and a main body, the main body is fixedly connected with a frame body, the running wheels are arranged on the track, the running safety device comprises the frame body, an inclined frame, a first guide assembly, a second guide assembly, a first anti-falling assembly and a second anti-falling assembly, the frame body comprises a first guide part and a second guide part, the first guide part and the second guide part are arranged at intervals along the width direction of the track, the inclined frame comprises a connecting frame, a first inclined frame and a second inclined frame, the link is connected with the support body, first inclination extends from the one end of link outwards slope downwards in the direction of keeping away from the track, the second inclination extends outwards slope downwards in the direction of keeping away from the track from the other end of link, first direction subassembly is connected with first guiding portion, first direction subassembly includes first leading wheel, first leading wheel is laminated with orbital one side mutually, second direction subassembly is connected with second guiding portion, second direction subassembly includes the second leading wheel, the second leading wheel is laminated with orbital opposite side mutually, first anticreep subassembly is connected with first inclination, first anticreep subassembly includes first gyro wheel, first gyro wheel is laminated with orbital one side mutually, second anticreep subassembly is connected with second inclination, second anticreep subassembly includes the second gyro wheel, the second gyro wheel is laminated with orbital opposite side mutually. Like this, driving safety device can guide rail transportation equipment along orbital length direction operation, and first anticreep subassembly and second anticreep subassembly centre gripping track jointly to play along orbital width direction spacing anticreep rail's effect, play along orbital direction of height prevent empting, improve the security performance.

Optionally, the upper plate includes upper surface, first lower surface and second lower surface, first lower surface with the second lower surface is located respectively the both sides of web, the walking wheel with the upper surface is closely laminated, first lower surface with first gyro wheel is closely laminated, the second lower surface with the second gyro wheel is closely laminated.

Optionally, the upper plate includes first side surface and second side surface, first side surface with the second side surface is located respectively the both sides of web, first side surface with first leading wheel closely laminates, the second side surface with second leading wheel closely laminates.

Drawings

The following drawings are included to provide an understanding of the utility model and are incorporated in and constitute a part of this specification. Embodiments of the present utility model and their description are shown in the drawings to illustrate the devices and principles of the utility model. In the drawings of which there are shown,

fig. 1 is a schematic perspective view of a traffic safety device according to a preferred embodiment of the present utility model;

FIG. 2 is an exploded view of the vehicle safety device shown in FIG. 1;

fig. 3 is a schematic perspective view of a rail transit system according to a preferred embodiment of the present utility model;

Fig. 4 is a perspective view of a frame of the traffic safety device shown in fig. 1.

Reference numerals illustrate:

100: the traffic safety device 110: frame body

111: the first guide portion 112: second guide part

114: first escape prevention groove 115: second anti-drop groove

116: first guide hole 117: a first transverse hole

118: the second guide hole 130: tilting frame

131: first tilting frame 132: second inclined frame

133: the connecting frame 134: first connecting part

135: second connection 136: first chamber

137: second chamber 138: vertical hole

151: first guide assembly 153: first guide wheel

154: second guide wheel 156: first guide shaft

171: first anti-slip assembly 172: second anti-drop assembly

173: first roller 174: second roller

180: vertical adjustment member 181: vertical bolt

182: first lateral adjustment member 183: second transverse adjustment member

201: walking wheel 202: main body

300: track 301: upper plate

302: web 303: lower plate

304: upper surface 305: a first lower surface

306: second lower surface 307: a first side surface

308: second side surface 310: rail transit system

Detailed Description

In the following description, numerous specific details are set forth in order to provide a more thorough understanding of the present utility model. It will be apparent, however, to one skilled in the art that the utility model may be practiced without one or more of these details. In other instances, well-known features have not been described in detail in order to avoid obscuring the utility model.

In the following description, a detailed structure will be presented for the purpose of thoroughly understanding the present utility model. It will be apparent that the utility model is not limited to the specific details set forth in the skilled artisan. The preferred embodiments of the present utility model are described in detail below, however, the present utility model may have other embodiments in addition to the detailed description, and should not be construed as limited to the embodiments set forth herein.

It is to be understood that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the utility model, as the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. The terms "comprises," "comprising," and/or "including," when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. The terms "upper", "lower", "front", "rear", "left", "right" and the like are used herein for illustrative purposes only and are not limiting.

Ordinal numbers such as "first" and "second" cited in the present utility model are merely identifiers and do not have any other meaning, such as a particular order or the like. Also, for example, the term "first component" does not itself connote the presence of "second component" and the term "second component" does not itself connote the presence of "first component".

Hereinafter, specific embodiments of the present utility model will be described in more detail with reference to the accompanying drawings, which illustrate representative embodiments of the present utility model and not limit the present utility model.

Fig. 1 shows a traffic safety device 100 according to the utility model, the traffic safety device 100 being used in a rail transport installation. Rail transportation equipment includes, but is not limited to, crane, bridge crane or gantry crane equipment. The rail transportation apparatus can travel on the rail 300. The running safety apparatus 100 can prevent the rail transportation equipment from being separated from the rail 300.

The running safety apparatus 100 includes a frame body 110, an inclined frame 130, a first guide assembly 151, a second guide assembly, a first drop prevention assembly 171, and a second drop prevention assembly 172. The frame 110 is adapted to be coupled to a main body 202 of a rail transportation apparatus. The frame 110 may be manufactured by welding a steel plate, and the frame 110 has a mounting hole matched with a main body 202 (the main body 202 is shown in fig. 3) of the rail transportation apparatus. The frame 110 may be coupled to the main body 202 of the rail transportation apparatus by welding or bolting. As shown in fig. 4, the frame 110 includes a first guide portion 111 and a second guide portion 112, and the first guide portion 111 and the second guide portion 112 are disposed at intervals along the width direction of the rail 300.

The first guide 111 may be configured in a plate-like structure. The first guide assembly 151 is connected to the first guide 111. The first guide assembly 151 and the first guide 111 may be connected to the first guide 111 by a connection member such as a bolt. The first guide assembly 151 includes a first guide wheel 153, and the first guide wheel 153 is attached to one side of the rail 300. The axial direction of the first guide wheels 153 is parallel to the height direction of the rail 300. The first guide wheel 153 may be a roller bearing. The first guide wheel 153 is capable of rolling relative to the track 300. The outer circumferential surface of the first guide wheel 153 is attached to one side of the rail 300. The first guide wheel 153 is movable along the length direction of the rail 300.

The second guide 112 may be configured in a plate-like structure. The second guide assembly is connected to the second guide 112. The second guide assembly and the second guide 112 may be connected to the second guide 112 by a connection member such as a bolt. As shown in fig. 2, the second guide assembly includes a second guide wheel 154, and the second guide wheel 154 is fitted to the other side of the rail 300. The axial direction of the second guide wheel 154 is parallel to the height direction of the rail 300. The second guide wheel 154 may be a roller bearing. The second guide wheel 154 is capable of rolling relative to the track 300. The outer circumferential surface of the second guide wheel 154 is fitted to both sides of the rail 300. The second guide wheel 154 is movable along the length direction of the rail 300. Thus, the first and second guide assemblies 151 and 151 may guide the rail transportation apparatus to travel along the length direction of the rail 300, and the first and second guide assemblies may guide the rail transportation apparatus.

The tilting frame 130 is connected to the frame body 110. The tilting frame 130 includes a first tilting frame 131, a second tilting frame 132, and a connection frame 133, and the connection frame 133 is connected with the frame body 110. The connection frame 133 is connected to the frame body 110 by a connection member such as a bolt. The first tilting frame 131 is connected to the connection frame 133 in a tilting manner. The first tilting frame 131 extends downwardly and outwardly from one end of the link frame 133 in a direction away from the rail 300. The first inclined frame 131 and the first guide 111 are located at the same side and the first inclined frame 131 and the first guide 111 are located at one side in the width direction of the rail 300.

The second tilting frame 132 is connected to the connection frame 133 in a tilting manner. The second tilting frame 132 extends downwardly and outwardly from the other end of the link frame 133 in a direction away from the rail 300. The first and second inclined frames 131 and 132 extend in opposite directions along the width direction of the rail 300. The second inclined frame 132 and the second guide 112 are located at the same side and the second inclined frame 132 and the second guide 112 are located at the other side in the width direction of the rail 300.

The first falling prevention assembly 171 and the first guide assembly 151 are both located at the same side and the first falling prevention assembly 171 and the first guide assembly 151 are both located at one side of the rail 300 in the width direction. The first falling preventive assembly 171 is connected to the first tilting frame 131. The first anti-falling assembly 171 forms a first angle with the width direction of the rail 300, and the first angle is an acute angle. The first anti-falling assembly 171 forms a second included angle with the height direction of the rail 300, and the second included angle is an acute angle. The first anti-falling assembly 171 includes a first roller 173, and the first roller 173 is attached to one side of the rail 300. The first roller 173 may be a roller bearing. The axial direction of the first roller 173 forms a first angle with the width direction of the rail 300. The first roller 173 forms a second angle with the height direction of the rail 300.

The second drop prevention member 172 and the second guide member are both positioned at the same side and the second drop prevention member 172 and the second guide member are both positioned at the other side of the rail 300 in the width direction. The second drop prevention assembly 172 is connected with the second tilting frame 132. The second anti-drop assembly 172 forms a first angle with the width direction of the track 300, and the first angle is an acute angle. The second anti-drop assembly 172 forms a second included angle with the height direction of the track 300, and the second included angle is an acute angle. The second drop-out prevention assembly 172 includes a second roller 174, and the second roller 174 is attached to the other side of the rail 300. The second roller 174 may be a roller bearing. The axial direction of the second roller 174 forms a first angle with the width direction of the rail 300. The second roller 174 forms a second angle with the height direction of the track 300. Accordingly, the first anti-falling assembly 171 and the second anti-falling assembly 172 jointly clamp the rail 300, thereby playing a role in limiting and preventing the falling along the width direction of the rail 300, playing a role in preventing the falling along the height direction of the rail 300, and improving the safety performance.

The rail transportation apparatus has a traveling wheel 201, and the traveling wheel 201 travels on a rail. When the traveling wheel 201 of the rail transportation apparatus deviates from the center of the rail 300, the first guide wheel 153 and the second guide wheel 154 contact both sides of the rail 300, and the reaction force pushes against and corrects the traveling track of the traveling wheel 201, thereby playing a guiding role. When the track transport apparatus has a tendency to disengage the road wheels 201 from the track 300 due to a brake stop or an unbalanced load, the first roller 173 and the second roller 174 engage the track 300, thereby reducing the risk of tipping the track transport apparatus off the track 300.

According to the driving safety device 100 of the present utility model, the driving safety device 100 is used for a rail transportation device, the rail transportation device runs on a rail 300, the rail transportation device 100 comprises a frame 110, an inclined frame 130, a first guide component 151, a second guide component, a first anti-drop component 171 and a second anti-drop component 172, the frame 110 comprises a first guide part 111 and a second guide part 112, the first guide part 111 and the second guide part 112 are arranged at intervals along the width direction of the rail 300, the inclined frame 130 comprises a connecting frame 133, a first inclined frame 131 and a second inclined frame 132, the connecting frame 133 is connected with the frame 110, the first inclined frame 131 extends downwards and outwards in an inclined manner from one end of the connecting frame 133 towards a direction away from the rail 300, the second inclined frame 132 extends downwards and outwards from the other end of the connecting frame 133 towards a direction away from the rail 300, the first guide component 151 is connected with the first guide part 111, the first guide component 151 comprises a first guide wheel 153, the first guide wheel 153 is attached to one side of the rail 300, the second guide component is connected with the second guide part 112, the second guide component comprises a second guide wheel 154 and the second guide wheel 154 is attached to the second guide part 154, the second guide component is attached to the other side of the rail 300, the second guide component comprises a second roller wheel 173 and the second anti-drop component 174 is attached to the other side of the second anti-drop component 173, and the second anti-drop component 173 is attached to the second roller component 173, and the second anti-drop component has been attached to the second roller component 173, and the second anti-drop component 173 is attached to the second side has been attached to the second roller component 173, and has been attached to the second anti-drop component has. Thus, the driving safety device 100 can guide the rail transportation equipment to run along the length direction of the rail 300, and the first anti-drop assembly 171 and the second anti-drop assembly 172 jointly clamp the rail 300, so that the effect of limiting and preventing derailment along the width direction of the rail 300 is achieved, the effect of preventing toppling along the height direction of the rail 300 is achieved, and the safety performance is improved.

In order to ensure that the first and second anti-drop assemblies 171 and 172 can clamp the rail 300, an included angle between an axial direction of the first roller 173 and an axial direction of the second roller 174 is an obtuse angle.

The angle between the central axis of the first roller 173 and the central axis of the second roller 174 is an obtuse angle. The first roller 173 is inclined downwardly and outwardly in the height direction of the rail 300. The second roller 174 is inclined radially downward and outward in the height direction of the rail 300.

The axial direction of the first guide wheels 153 is parallel to the height direction of the rail 300. The axial direction of the first roller 173 and the axial direction of the first guide wheel 153 form a first included angle, and the first included angle is an acute angle. Thereby, the first roller 173 is ensured to be tightly attached to the rail 300 and not to be easily separated. The axial direction of the second guide wheel 154 is parallel to the height direction of the rail 300. The axial direction of the second roller 174 forms a first angle with the axial direction of the second guide wheel 154, and the first angle is an acute angle. Thereby, the second roller 174 is ensured to be closely attached to the rail 300 and not to be easily separated.

Further, in order to ensure that interference is not generated between the link frame 133 and the rail 300, the link frame 133 further includes a first link portion 134 and a second link portion 135 provided at intervals, the first link portion 134 and the first tilting frame 131 are connected in an inclined manner, and the second link portion 135 and the second tilting frame 132 are connected in an inclined manner. The first and second connection parts 134 and 135 are located at opposite ends of the connection frame 133, respectively. In this way, the track 300 may be located between the first connection portion 134 and the second connection portion 135.

A first chamber 136 is provided between the first connection portion 134 and the second connection portion 135, and a second chamber 137 is provided between the first tilting frame 131 and the second tilting frame 132. The dimension of the first chamber 136 in the width direction of the rail 300 is smaller than the dimension of the second chamber 137. In this way, the second chamber 137 is able to house the first roller 173, the second roller 174 and a portion of the track 300, ensuring that both the first roller 173 and the second roller 174 are able to grip the track 300.

The running safety apparatus 100 includes a vertical adjustment member 180, and the vertical adjustment member 180 connects the connection frame 133 and the frame body 110. The vertical adjusting member 180 can move along the height direction of the rail 300 relative to the frame 110, so as to drive the connecting frame 133 to move along the height direction of the rail 300 relative to the frame 110, and further drive the first and second inclined frames 131 and 132 to move along the height direction of the rail 300 relative to the frame 110. Therefore, the positions of the first roller 173 and the second roller 174 along the height direction of the track 300 relative to the track 300 can be adjusted, the first roller 173 and the second roller 174 can clamp the track 300 together, the first roller 173 is tightly attached to one side of the track 300, the second roller 174 is tightly attached to the other side of the track 300, and the shaking of the running safety device 100 caused by the gap between the first roller 173 and the second roller 174 and the track 300 is prevented.

The vertical adjustment member 180 includes a vertical bolt 181, and an axial direction of the vertical bolt 181 is parallel to a height direction of the rail 300. The connector is provided with a vertical hole 138, the axial direction of the vertical hole 138 being parallel to the height direction of the rail 300. The vertical hole 138 is a threaded hole, and the vertical bolt 181 is in threaded connection with the threaded hole. The vertical bolts 181 are screwed with the vertical holes 138, so that the link frames 133 are moved in the height direction of the rail 300 with respect to the frame body 110, and thus the link frames 133 are positioned to different heights.

As shown in fig. 4, the frame 110 further includes a first and a second anti-drop groove 114 and 115, and the first and second anti-drop grooves 114 and 115 are disposed at intervals along the width direction of the rail 300. The opening direction of the first escape prevention groove 114 faces the first roller 173 in the height direction of the rail 300. The opening direction of the second escape prevention groove 115 faces the second roller 174 in the height direction of the rail 300. The link 133 is located in the first and second escape prevention grooves 114 and 115, and the link 133 is movable in the first and second escape prevention grooves 114 and 115 along the height direction of the rail 300. The first and second escape prevention grooves 114 and 115 can limit the moving stroke of the link frame 133 together and prevent the link frame 133 from being separated from the frame body 110.

As shown in fig. 2, the first guide assembly 151 further includes a first guide shaft 156, and an axial direction of the first guide shaft 156 is parallel to an axial direction of the first guide wheel 153. The first guide shaft 156 is connected to the center of the first guide wheel 153. The first guide wheel 153 is rotatable relative to the first guide shaft 156. The first guide 111 has a first guide hole 116, and the depth direction of the first guide hole 116 is parallel to the height direction of the rail 300. The first guide shaft 156 extends through the first guide hole 116 and the first guide shaft 156 is connected with the first guide portion 111.

The first guide assembly 151 also includes a fastener, which may be a nut. The fastener and the first guide wheel 153 may be located at both sides of the first guide 111 in the height direction of the rail 300, respectively. The fastener has a dimension in the width direction of the rail 300 that is greater than the dimension of the first guide hole 116. A fastener is coupled to the free end of the first guide shaft 156 to couple the first guide shaft 156 to the first guide 111.

The dimension of the first guide hole 116 in the width direction of the rail 300 is larger than the dimension of the first guide shaft 156 so that the first guide shaft 156 can move in the width direction of the rail 300 in the first guide hole 116, thereby enabling the position of the first guide wheel 153 in the width direction of the rail 300 with respect to the rail 300 to be adjusted. The first guide portion 111 further has a first lateral hole 117, and a depth direction of the first lateral hole 117 is perpendicular to a depth direction of the first guide hole 116. The depth direction of the first transverse hole 117 is parallel to the width direction of the rail 300.

The first transverse hole 117 communicates with the first guide hole 116. The running safety apparatus 100 comprises a first lateral adjustment member 182, the first lateral adjustment member 182 extending through the first lateral aperture 117. The first lateral adjustment member 182 passes through the first lateral aperture 117 into the first guide aperture 116. The free end of the first lateral adjustment member 182 abuts the first guide shaft 156. The free end of the first lateral adjustment member 182 abuts the outer peripheral surface of the first guide shaft 156. The first lateral adjustment member 182 is movable in the width direction of the rail 300 with respect to the first guide 111. The first transverse adjusting member 182 can drive the first guide shaft 156 to move along the width direction of the track 300, so as to adjust the position of the first guide wheel 153, ensure that the first guide wheel 153 is attached to the track 300, and avoid the shake caused by the gap between the first guide wheel 153 and the track 300.

The second guide assembly further includes a second guide shaft having an axial direction parallel to the axial direction of the second guide wheel 154. The second guide shaft is connected to the center of the second guide wheel 154. The second guide wheel 154 is rotatable relative to the second guide shaft. The second guide 112 has a second guide hole 118, and the depth direction of the second guide hole 118 is parallel to the height direction of the rail 300. The second guide shaft extends through the second guide hole 118 and is connected with the second guide 112.

The second guide assembly further includes a fastener, which may be a nut. The fastener and the second guide wheel 154 may be located at both sides of the second guide 112 in the height direction of the rail 300, respectively. The fastener has a dimension in the width direction of the rail 300 that is greater than the dimension of the second guide hole 118. A fastener is coupled to the free end of the second guide shaft to couple the second guide shaft to the second guide 112.

The dimension of the second guide hole 118 in the width direction of the rail 300 is larger than the dimension of the second guide shaft so that the second guide shaft can move in the width direction of the rail 300 in the second guide hole 118, thereby enabling the position of the second guide wheel 154 in the width direction of the rail 300 with respect to the rail 300 to be adjusted. The second guide 112 further has a second transverse hole, and the depth direction of the second transverse hole is perpendicular to the depth direction of the second guide hole 118. The depth direction of the second transverse hole is parallel to the width direction of the track 300.

The second transverse bore communicates with the second pilot bore 118. The running safety device 100 comprises a second lateral adjustment member 183, the second lateral adjustment member 183 extending through the second lateral aperture. The second lateral adjustment member 183 passes through the second lateral aperture into the second guide aperture 118. The free end of the second lateral adjustment member 183 abuts the second guide shaft. The free end of the second lateral adjustment member 183 abuts the outer peripheral surface of the second guide shaft. The second lateral adjustment member 183 is movable in the width direction of the rail 300 with respect to the second guide 112. The second transverse adjusting member 183 can drive the second guide shaft to move along the width direction of the rail 300, so as to adjust the position of the second guide wheel 154, ensure that the second guide wheel 154 is attached to the rail 300, and avoid shaking due to gaps between the second guide wheel 154 and the rail 300.

The present utility model also provides a rail transportation apparatus that travels on the rail 300. The rail transportation apparatus comprises the above-described traffic safety device 100.

Rail transportation equipment includes, but is not limited to, crane, bridge crane or gantry crane equipment. As shown in fig. 3, the rail transportation apparatus further includes a traveling wheel 201 and a main body 202, and the main body 202 is fixedly connected with the frame 110. The body 202 may be coupled to the frame 110 by a coupling member such as a bolt. The road wheel 201 is connected to the main body 202. The road wheel 201 is located on the rail 300, and the road wheel 201 is capable of traveling on the rail 300.

According to the rail transportation apparatus of the present utility model, which travels on the rail 300, the rail transportation apparatus includes the above-mentioned traveling safety device 100, the rail transportation apparatus further includes traveling wheels 201 and a main body 202, the main body 202 is fixedly connected with the frame 110, the traveling wheels 201 are located on the rail 300, the traveling safety device 100 includes a frame 110, an inclined frame 130, a first guide assembly 151, a second guide assembly, a first drop-preventing assembly 171, and a second drop-preventing assembly 172, the frame 110 includes a first guide portion 111 and a second guide portion 112, the first guide portion 111 and the second guide portion 112 are disposed at intervals along a width direction of the rail 300, the inclined frame 130 includes a connection frame 133, a first inclined frame 131, and a second inclined frame 132, the connection frame 133 is connected with the frame 110, the first inclined frame 131 is inclined downwardly and outwardly from one end of the connection frame 133 in a direction away from the rail 300, the second inclined frame 132 extends obliquely downward and outward from the other end of the connection frame 133 in a direction away from the rail 300, the first guide assembly 151 is connected with the first guide part 111, the first guide assembly 151 includes a first guide wheel 153, the first guide wheel 153 is attached to one side of the rail 300, the second guide assembly is connected with the second guide part 112, the second guide assembly includes a second guide wheel 154, the second guide wheel 154 is attached to the other side of the rail 300, the first anti-drop assembly 171 is connected with the first inclined frame 131, the first anti-drop assembly 171 includes a first roller 173, the first roller 173 is attached to one side of the rail 300, the second anti-drop assembly 172 is connected with the second inclined frame 132, the second anti-drop assembly 172 includes a second roller 174, and the second roller 174 is attached to the other side of the rail 300. Thus, the driving safety device 100 can guide the rail transportation equipment to run along the length direction of the rail 300, and the first anti-drop assembly 171 and the second anti-drop assembly 172 jointly clamp the rail 300, so that the effect of limiting and preventing derailment along the width direction of the rail 300 is achieved, the effect of preventing toppling along the height direction of the rail 300 is achieved, and the safety performance is improved.

The utility model also provides a rail transit system 310, wherein the rail transit system 310 comprises the rail transit equipment, the rail transit system 310 further comprises a rail 300, and the rail 300 comprises an upper plate 301, a web plate 302 and a lower plate 303. The web 302 is located between the upper plate 301 and the lower plate 303. The top of the web 302 may be joined to the upper plate 301 by welding. The bottom of the web 302 may be joined to the lower plate 303 by welding. The road wheel 201 is located on the upper plate 301. The upper plate 301 includes an upper surface 304, the upper surface 304 facing upwardly toward the road wheel 201. The road wheel 201 is in contact with the upper surface 304 of the upper plate 301. The road wheel 201 walks on the upper surface 304 of the upper plate 301. The first roller 173 and the second roller 174 sandwich the upper plate 301 to prevent the rail transportation apparatus from being separated from the rail 300.

According to the rail transit system 310 of the present utility model, the rail transit system 310 includes the above-mentioned rail transit apparatus, the rail transit system 310 further includes the rail 300, the rail 300 includes the upper plate 301, the web 302 and the lower plate 303, the traveling wheel 201 is located on the upper plate 301, the first roller 173 and the second roller 174 clamp the upper plate 301, the rail transit apparatus travels on the rail 300, the rail transit apparatus includes the above-mentioned car safety device 100, the rail transit apparatus further includes the traveling wheel 201 and the main body 202, the main body 202 is fixedly connected with the frame 110, the traveling wheel 201 is located on the rail 300, the car safety device 100 includes the frame 110, the tilting frame 130, the first guide assembly 151, the second guide assembly, the first anti-slip assembly 171 and the second anti-slip assembly 172, the frame 110 includes the first guide 111 and the second guide 112, the first guide 111 and the second guide 112 are disposed at intervals along the width direction of the rail 300, the tilting frame 130 includes a connection frame 133, a first tilting frame 131 and a second tilting frame 132, the connection frame 133 is connected with the frame body 110, the first tilting frame 131 is extended obliquely downward and outward from one end of the connection frame 133 toward a direction away from the rail 300, the second tilting frame 132 is extended obliquely downward and outward from the other end of the connection frame 133 toward a direction away from the rail 300, the first guide assembly 151 is connected with the first guide part 111, the first guide assembly 151 includes a first guide wheel 153, the first guide wheel 153 is engaged with one side of the rail 300, the second guide assembly is connected with the second guide part 112, the second guide assembly includes a second guide wheel 154, the second guide wheel 154 is engaged with the other side of the rail 300, the first anti-drop assembly 171 is connected with the first tilting frame 131, the first anti-drop assembly 171 includes a first roller 173, the first roller 173 is engaged with one side of the rail 300, the second anti-drop assembly 172 is connected with the second tilting frame 132, the second drop-out prevention assembly 172 includes a second roller 174, and the second roller 174 is attached to the other side of the rail 300. Thus, the driving safety device 100 can guide the rail transportation equipment to run along the length direction of the rail 300, and the first anti-drop assembly 171 and the second anti-drop assembly 172 jointly clamp the rail 300, so that the effect of limiting and preventing derailment along the width direction of the rail 300 is achieved, the effect of preventing toppling along the height direction of the rail 300 is achieved, and the safety performance is improved.

Specifically, as shown in fig. 1, the upper plate 301 further includes a first lower surface 305 and a second lower surface 306, and the first lower surface 305 and the second lower surface 306 face the lower plate 303 in the height direction of the rail 300. The first lower surface 305 and the second lower surface 306 are located on either side of the web 302. The first lower surface 305 and the second lower surface 306 are located on both sides of the web 302 in the width direction of the rail 300, respectively. The road wheel 201 is closely attached to the upper surface 304. The first lower surface 305 is on the same side as the first roller 173 and the first guide roller 153. The first lower surface 305 is closely attached to the first roller 173. The second lower surface 306 is on the same side as the second roller 174 and the second guide wheel 154. The second lower surface 306 is in close contact with the second roller 174. Thereby, the angle between the axial direction of the first roller 173 and the axial direction of the second roller 174 is an obtuse angle, and the first roller 173 and the second roller 174 can clamp the upper plate 301 together.

Further, the upper plate 301 further includes a first side surface 307 and a second side surface 308, and the first side surface 307 and the second side surface 308 are located on two sides of the web 302, respectively. The first side surface 307 and the second side surface 308 face in opposite directions. The top of the first side surface 307 is connected to one end of the upper surface 304 and the bottom of the first side surface 307 is connected to the first lower surface 305. The first side surface 307 is in close contact with the first guide wheel 153. The first guide wheel 153 rolls on the first side surface 307 along the length direction of the rail 300. The top of the second side surface 308 is connected to the other end of the upper surface 304, and the bottom of the second side surface 308 is connected to the second lower surface 306. The second side surface 308 is in close proximity to the second guide wheel 154. The second guide wheel 154 rolls on the second side surface 308 along the length of the track 300. Thus, the first guide wheel 153 and the second guide wheel 154 together serve as a guide for the rail transport apparatus.

When the traveling wheel 201 of the rail transportation apparatus is deviated from the center of the rail 300, the first guide wheel 153 contacts the first side surface 307 of the rail 300, and the second guide wheel 154 contacts the second side surface 308 of the rail 300, and the reaction force pushes against the correction traveling wheel 201 to perform the guiding function. When the track transport apparatus has a tendency to disengage the road wheels 201 from the track 300 due to a brake stop or an unbalanced load, the first roller 173 engages the first lower surface 305 of the track 300 and the second roller 174 engages the second lower surface 306 of the track 300, thereby reducing the risk of tipping the track transport apparatus off the track 300.

Unless defined otherwise, technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this utility model pertains. The terminology used herein is for the purpose of describing particular implementations only and is not intended to be limiting of the utility model. Terms such as "part," "member" and the like as used herein can refer to either a single part or a combination of parts. Terms such as "mounted," "disposed," and the like as used herein may refer to one component being directly attached to another component or to one component being attached to another component through an intermediary. Features described herein in one embodiment may be applied to another embodiment alone or in combination with other features unless the features are not applicable or otherwise indicated in the other embodiment.

The present utility model has been described in terms of the above embodiments, but it should be understood that the above embodiments are for purposes of illustration and description only and are not intended to limit the utility model to the embodiments described. In addition, it will be understood by those skilled in the art that the present utility model is not limited to the embodiments described above, and that many variations and modifications may be made in accordance with the teachings of the present utility model, which fall within the scope of the claimed utility model. The scope of the utility model is defined by the appended claims and equivalents thereof.

Claims (14)

1. A traffic safety device for a rail transportation apparatus that runs on a rail, characterized in that the traffic safety device comprises:

the frame body comprises a first guide part and a second guide part, and the first guide part and the second guide part are arranged at intervals along the width direction of the track;

the inclined frame comprises a connecting frame, a first inclined frame and a second inclined frame, wherein the connecting frame is connected with the frame body, the first inclined frame extends downwards and outwards in an inclined manner from one end of the connecting frame in a direction away from the track, and the second inclined frame extends downwards and outwards in an inclined manner from the other end of the connecting frame in a direction away from the track;

The first guide assembly is connected with the first guide part, the first guide assembly comprises a first guide wheel, the first guide wheel is attached to one side of the track, the second guide assembly is connected with the second guide part, the second guide assembly comprises a second guide wheel, and the second guide wheel is attached to the other side of the track;

the first anticreep subassembly and second anticreep subassembly, first anticreep subassembly with first inclination is connected, first anticreep subassembly includes first gyro wheel, first gyro wheel with orbital one side is laminated mutually, the second anticreep subassembly with the second inclination is connected, the second anticreep subassembly includes the second gyro wheel, the second gyro wheel with orbital opposite side is laminated mutually.

2. The traffic safety device according to claim 1, wherein an angle between an axial direction of the first roller and an axial direction of the second roller is an obtuse angle.

3. The traffic safety device according to claim 1, wherein an angle between an axial direction of the first roller and an axial direction of the first guide wheel is an acute angle, and an angle between an axial direction of the second roller and an axial direction of the second guide wheel is an acute angle.

4. The traffic safety device according to claim 1, wherein the connecting frame further comprises a first connecting portion and a second connecting portion which are disposed at intervals, the first connecting portion and the first tilting frame are connected in an inclined manner, and the second connecting portion and the second tilting frame are connected in an inclined manner.

5. The traffic safety device according to claim 4, wherein a first chamber is provided between the first connecting portion and the second connecting portion, a second chamber is provided between the first tilting frame and the second tilting frame, and a dimension of the first chamber in a width direction of the rail is smaller than a dimension of the second chamber.

6. The traffic safety device according to claim 1, comprising a vertical adjustment member connecting the connection frame and the frame body, the vertical adjustment member being movable relative to the frame body in a height direction of the track to drive the connection frame to move relative to the frame body in the height direction.

7. The traffic safety device according to claim 1, wherein the first guide assembly further comprises a first guide shaft connected to a center of the first guide wheel, the first guide portion having a first guide hole, the first guide shaft extending through the first guide hole and being connected to the first guide portion.

8. The traffic safety device according to claim 7, characterized in that the traffic safety device comprises a first lateral adjustment member movable in the width direction of the track relative to the first guide portion, the first guide portion further having a first lateral hole, the depth direction of the first lateral hole being perpendicular to the depth direction of the first guide hole, the first guide hole having a dimension in the width direction of the track that is larger than the dimension of the first guide shaft, the first lateral adjustment member extending through the first lateral hole and the free end of the first lateral adjustment member abutting the first guide shaft.

9. The traffic safety device according to claim 1, wherein the second guide assembly further comprises a second guide shaft connected to a center of the second guide wheel, the second guide portion having a second guide hole, the second guide shaft extending through the second guide hole and being connected to the second guide portion.

10. The traffic safety device according to claim 9, characterized in that the traffic safety device comprises a second lateral adjustment member movable in the width direction of the track relative to the second guide portion, the second guide portion further having a second lateral hole, the depth direction of the second lateral hole being perpendicular to the depth direction of the second guide hole, the dimension of the second guide hole in the width direction of the track being larger than the dimension of the second guide shaft, the second lateral adjustment member extending through the second lateral hole and the free end of the second lateral adjustment member abutting against the second guide shaft.

11. Rail transportation apparatus travelling on a rail, characterized in that it comprises a travelling safety arrangement according to any one of claims 1-10, the rail transportation apparatus further comprising a travelling wheel and a body, the body being fixedly connected with the frame, the travelling wheel being located on the rail.

12. A rail transit system comprising the rail transport apparatus of claim 11, further comprising a rail comprising an upper plate, a web, and a lower plate, the road wheels being located on the upper plate, the first roller and the second roller gripping the upper plate.

13. The rail transit system of claim 12, wherein the upper plate comprises an upper surface, a first lower surface, and a second lower surface, the first lower surface and the second lower surface being located on opposite sides of the web, the road wheel being in close proximity to the upper surface, the first lower surface being in close proximity to the first roller, the second lower surface being in close proximity to the second roller.

14. The rail transit system of claim 12, wherein the upper plate comprises a first side surface and a second side surface, the first side surface and the second side surface being on opposite sides of the web, respectively, the first side surface being in close proximity to the first guide wheel and the second side surface being in close proximity to the second guide wheel.